Kingman area transportation study: final report

              Final Report
Kingman Area Transportation Study



TABLE OF CONTENTS

Page



I.



INTRODUCTION

A. B. C. D. Background Study Process Study Area Public Involvement 1 1 2 2



II.



EXISTING CONDITIONS

A. B. C. D. E. Land Use Socioeconomic Data Existing Street System Existing Traffic Operating Conditions 5 6 11 13 17



III.



FUTURE CONDITIONS

A. B. C. D. E. Growth Forecasts Planned Street System Travel Forecasting Model Travel Forecasts Operational Characteristics 25 26 26 31 33



IV.



ALTERNATIVES AND ASSESSMENT

A. B. C. Issue Identification Evaluation Measures Potential Improvements 38 40 42



V.



RECOMMENDED PLAN

A. B. C. D. Recommended Plan Title VI Review Implementation Cost/Revenue 84 88 90 93



VI.



GUIDELINES AND OTHER CONSIDERATIONS

A. B. Traffic Signals Access Management 99 101



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APPENDIX

A-1: A-2: A-3: A-4: A-5: A-6: ADOT PGP No. 612 Public Involvement Intersection Summary Table Traffic Signal Inventory Typical Cross Section Roundabout Concept



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LIST OF TABLES

Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Table 9 Table 10 Table 11 Table 12 Table 13 Table 14 Table 15 Table 16 Population Growth, 1990 to 2000 Population by TAZ Employment in Study Area 2000 Racial Demographics Low Income and Disabled Population Existing Roadway System Signalized Intersection Level of Service Unsignalized Intersection Level of Service Road Segment Daily Volumes for LOS D Intersection Accident Summary Future Population and Employment Segment Level of Service Comparison Implementation Plan Recommended Plan Cost Estimate Annual Revenue (City of Kingman) Cost/Revenue Comparison (City of Kingman) Page 6 7 9 10 10 11 20 21 24 24 27 37 91 94 98 98



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LIST OF FIGURES

Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Page Study Area 3 TAZs 8 Existing Functional Classification System 14 Existing Traffic Signal Locations 15 Existing Daily Traffic Volumes 16 Turning Movement Count Locations 18 AM and PM Peak Hour Turning Movement Counts 19 Travel Forecasting Process 30 2023 Traffic Forecasts 32 2008 Traffic Forecasts 34 2013 Traffic Forecasts 35 Future Road Segment Deficiencies 36 Issue Areas 39 Louise/Harrison Realignment 46 Louise/Sims One Way 51 New I-40 Crossings: Western Ave and Fairgrounds Blvd 56 Parkway with New Interchange on I-40 59 Parkway without an Interchange at I-40 60 Parkway Alignment Options 62 Eastside I-40 Crossing 63 Eastside I-40 Crossing with Access Roads 65 Southeast Area Circulation 67 Downtown Access Route 69 Existing and Proposed Railroad Crossings 71 Topeka St. Grade Separation 72 Louise Ave Grade Separation- Overpass 74 Louise Ave Grade Separation � Underpass 75 I-40/Stockton Hill Road Urban TI 78 Beverly Avenue Options 79 US 93 Bypass Ramps 81 US93/I-40 Direct Connection Concept 83 Recommended Plan 85 Functional Classification Plan 86 Percentage of Low Income, Minority, and Elderly Populations 89



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Kingman Area Transportation Study I. Introduction



I.



INTRODUCTION



This Transportation Study has been undertaken because of the continued high rate of growth within the City of Kingman and surrounding unincorporated areas of Mohave County, which places an increasing burden on the City's transportation system. 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.



A



Background



According to the 2000 census, the City of Kingman, like many cities and towns in Arizona, has had significant growth. The population for the City increased from 12,722 in 1990 to 20,069 in 2000, a growth of 58 percent. The 2003 population estimate for the City was 22,690 people (Arizona Department of Economic Security, July 1, 2003). 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 will be prepared to document the results of certain work tasks. These products are in draft form, subject to review and comment and will form the basis of the final report. The products to be prepared include: � Technical Memorandum No. 1 � Summary of Public Meeting and Interviews � Future Conditions and Alternatives Working Paper � Draft Final Report 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.



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A Technical Advisory Committee made up of staff from the City, County, 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 the City of Kingman. In addition, a portion of Mohave County surrounding the City is also part of the study area. Generally, the study area extends to one mile north of Jagerson Avenue on the north, to the airport on the east, to two miles south of downtown on the south, and to milepost 68 on US 93 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 Kingman Area Transportation Study, input was obtained from the general public, business leaders, and elected officials. Three public meetings were held and interviews were conducted. A summary of the public involvement activities is described below.



Public Meetings

Three Public Open Houses were held to present information and to receive citizen comments on issues and concerns with the transportation system in the Kingman area. The first two meetings were held on May 20, 2003 and August 13, 2003 from 4:30 p.m. to 6:00 p.m. in the City Council Chambers. The third meeting was held on July 15, 2004 from 4:30 to 6:00 pm at the City of Kingman Police Department. Meeting notices were posted on the City's website and on flyers in City Hall. 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.



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At the May 2003 meeting, people were asked general questions about transportation concerns in Kingman. Public responses to the question on funding priorities are included in the Appendix. At the August 2003 meeting, the questions were focused on potential improvement alternatives. The purpose of the July 2004 meeting was to present preliminary study recommendations. The comments were summarized and presented to the Technical Advisory Committee for consideration.



Community Leader Interviews

Individual interviews were conducted with fourteen community leaders and elected officials on Tuesday, July 15 and Wednesday, July 16, 2003. The interviews were informal with general discussions about transportation issues and concerns in the Kingman area. The comments were summarized in a paper entitled, "Community Leader Interview Summary" and presented to the TAC for consideration as the study process proceeded. The responses to the question on the number one transportation concern are included in the Appendix.



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Kingman Area Transportation Study II. Existing Conditions



II. 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 uses, Socioeconomic data, Environmental justice considerations, Street system inventory Traffic counts, Traffic analysis, Traffic accidents,



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, and public. In general, commercial areas are along Stockton Hill Rd, Route 66, SR 66, Airway Avenue, Northern Avenue, and in downtown. The industrial developments are located at the Airport and along SR 66 north of I-40. Residential areas are spread across the study area with major developments east of the railroad and south of I40 and between Stockton Hill Road and Route 66, and between Stockton Hill Road and SR 66. Public lands include government facilities, parks and schools. Major traffic generators in the study area include the Airport, Kingman Regional Medical Center, government services in the downtown area, and the shopping areas along Stockton Hill Road north of Detroit Avenue.



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B.



SOCIOECONOMIC DATA



Growth rates can be an indication of future growth and therefore are important in developing 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 the City of Kingman 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 Mohave County with a 66% increase.

TABLE 1 POPULATION GROWTH, 1990 to 2000 1990

Arizona Mohave County Kingman Area* City of Kingman 3,665,339 93,497 28,579 12,722



2000

5,130,632 155,032 35,484 20,069



Change

1,465,293 61,535 6,905 7,347



Percent Change

40% 66% 24% 58%



*includes City of Kingman and surrounding areas



To tabulate existing and future population and employment data, a system of traffic analysis zones have been established for the area. Traffic analysis zones are geographic subdivisions of the study area that are used in the database of the travel forecasting model. Similar land uses, physical barriers, or major transportation corridors define the zone boundaries. The study area has 94 zones that are shown in Figure 2. Population for the greater Kingman area is presented for the year 2000 by TAZ in Table 2.



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TABLE 2



POPULATION by TAZ

TAZ 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 2000 POPULATION 0 0 189 19 97 366 350 399 413 15 89 447 265 0 0 0 61 213 31 0 393 6 594 779 735 928 TAZ 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 2000 POPULATION 53 267 540 655 836 1719 0 0 234 785 0 0 678 324 22 48 10 1219 2 0 2 707 19 0 110 1225 TAZ 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 2000 POPULATION 232 0 434 330 120 7 0 1 712 1162 0 78 1349 201 8 518 0 7 0 36 74 68 8 2267 1241 908 TOTAL 35,484 TAZ 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 2000 POPULATION 2624 13 3 238 179 159 2 0 51 1810 1185 1330 465 645 815 360



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 70% in the ten years between 1990 and 2000. The Airport is a



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major employment center. Other large employers include Mohave County, Kingman Regional Medical Center, Unisource Energy, Kingman Unified School District, and the City of Kingman.

TABLE 3 EMPLOYMENT IN STUDY AREA



Year

1990 2000



Employees

7,200 12,000



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 lowincome 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; and 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 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.



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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 the City of Kingman was predominantly white with about 15 percent minorities as shown in Table 4.

TABLE 4 2000 RACIAL DEMOGRAPHICS (by percentage) AREA City of Kingman WHITE AFRICAN NATIVE NOT AMERICAN AMERICAN HISPANIC 85.6% 0.5% 1.5% ASIAN 1.1% OTHER 2.0% HISPANIC OR LATINO 9.3%



The Executive Order also requires the consideration of persons older than 60 years of age. According to the 2000 U.S. Census, approximately 23 percent of the population in Kingman is 60 years or older. In addition, the Order mandates that impacts on low-income people must also be considered. There are nearly 4,400 people living below the poverty level according to the 2000 Census data. Socioeconomic data for the year 2000 for the City of Kingman and Mohave County are listed in Table 5.

TABLE 5 LOW INCOME AND DISABLED POPULATION



CITY OF KINGMAN Females Males Persons with disability Persons over age 60 Persons living below the poverty level

SOURCE: US Bureau of the Census, Census 2000



MOHAVE COUNTY 50.3% 49.7% 24% 27% 14%



50.6% 49.4% 22% 23% 11%



An assessment of the impacts of any proposed roadway improvements is presented in Chapter V.



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C.



Existing Street System



The existing street system is described in detail in the following sections. The existing street system in Kingman is composed of an interstate highway, two state highways, an arterial street system and collector and local streets. The crosssections of the existing roadways vary from five-lane paved with curb and gutter to two-lane unpaved streets. Recently, the City accepted ownership and maintenance of what was previously known as B-40 from I-40 at the east interchange to I-40 at US 93. This section has been designated as Route 66 by the City. The street system inventory for the roadways within the study area included: � Right of way � Number of lanes � Curb, gutter and sidewalk Table 6 presents the roadway inventory for City of Kingman streets.

TABLE 6 EXISTING ROADWAY SYSTEM STREET

Route 66 W. Beale St E. Beale St Hualapai Mt. Rd Hualapai Mt. Rd Stockton Hill Rd Stockton Hill Rd Harrison Street Harrison Street N. Willow Rd. N. Willow Rd. Airway Avenue Airway Avenue Airway Avenue Airway Avenue Western Ave. Western Ave. Kino Ave. Kino Ave.



Segment



Right of Way (ft)

100 100 100 100 100 100 100 50-80 50-60 80 50 84 55 100 84 55 60 50 55



Lanes

5 5 2 5 2 5 2 2 2 2 2 5 2 2 2 2 2 2 2



Curb & Gutter

Yes Yes Yes Yes No Yes No Yes Yes Portion No Yes Portion No Portion Portion Portion Yes Portion



Sidewalk

Yes Yes Yes Yes No Yes No Yes Yes Portion No Yes Portion No Portion Portion Portion Yes Portion



Route 66 to Fripps East of Fripps Route 66 to Northern North of Northern Route 66 to Airway Airway to Kino Kino to Gordon Gordon to Northern SHR to SR 66 SHR to Western SR 66 to Sage East of Sage Pasadena to I-40 I-40 to Gordon Western to SHR SHR to No. WIllow



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TABLE 6 (cont'd) STREET

Kino Ave. Kino Ave. Gordon Dr. Gordon Dr. Gordon Dr. Gordon Dr. Sierra Vista Ave. Northern Ave. Northern Ave. Jagerson Ave. Thompson Ave. Bank St. Bank St. Bank St. Bank St. Bank St. Sycamore Ave. Sycamore Ave. Beverly Ave. Beverly Ave. Louise Ave. Louise Ave. Louise Ave. Southern Ave. Southern Ave. Southern Ave. Southern Ave. Southern Ave. Eastern St. Eastern St. Eastern St. Eastern St. Eastern St. Railroad St. Fairgrounds Blvd. Burbank St. Burbank St. Topeka St. Topeka St. Club Ave. Club Ave. Motor Ave.



Segment

Willow to Bank Bank to Sunshine Western to SHR SHR to Bank Bank to Castle Rock Castle Rock to SR 66 SHR to Bank SHR to Bank Bank to Able SHR to Marshall Marshall to SR 66 Beverly to Airway Airway to Gordon Gordon to Northern Northern to Jagerson North of Jagerson SHR to Western Western to Harvard SHR to Harrison Harrison to Bank Route 66 to Eastern Eastern to Sage East of Sage Railroad to Van Buren Van Buren to Eastern Eastern to Franklin Franklin to Seneca East of Seneca Hualapai Mtn to Karen Karen to Southern Southern to Louise Louise to Airfield Airfield to Airway Hualapai Mtn to Louise Route 66 to I-40 I-40 to Airway Airway to Kino 1st to 6th 6th to Santa Fe SHR to Western SHR to Harrison SHR to Fairgrounds



Right of Way (ft)

50 45-60 60 50 90 40 50 92 92 84 80 50 100 84-92 84 84 60 60 60 40 50 100 84 70 70 70 70 84 80 84 84 80 50 60 60 60 60 100 100 50 50 50



Lanes

2 2 2 2 2 2 2 5 2 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2



Curb & Gutter

Portion No Yes No No No No Yes No No No No No Portion No No Yes No Yes No Yes No No

Unimproved



Sidewalk

Portion No Yes No No No No No No No No No No No No No Yes No Yes No Yes No No

Unimproved



Portion Portion No No Yes Yes Yes Portion No Portion Yes Portion Portion No Yes Portion Portion



Portion Portion No No Yes Yes Yes Portion No Portion No Portion Portion No Yes Portion Portion



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TABLE 6 (cont'd) STREET

Motor Ave. Detroit Ave. Detroit Ave. Detroit Ave. Seneca Dr.



Segment

Fairgrounds to Harrison SHR to Western SHR to Fairgrounds Harrison to Route 66 Hualapai Mtn to Southern



Right of Way (ft)

50 60 60 80 84



Lanes

2 2 2 2 2



Curb & Gutter

Yes Yes Yes Yes No



Sidewalk

Yes Yes Yes Yes No



NOTE: SHR = Stockton Hill Road



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, Interstate 40 provides regional access to Kingman from other areas of the county and state. The role of the state highways 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 Kingman area streets is shown in Figure 3.



Traffic Signals

There are a total of 27 signals in the study area. Of these, 17 are City of Kingman signals, 1 is a Mohave County signal, and 9 are ADOT signals. The locations of the signals are shown in Figure 4. Signal equipment is discussed further in Chapter VI. An equipment inventory of existing traffic signals is included in Appendix A-3 on page 114.



D.



Existing Traffic



Existing daily traffic volumes on the street system in the study area are shown in Figure 5. The data on City streets were obtained from counts conducted by the City in March, April and May 2003. Outside the city limits, Mohave County counts from 2002 were used. The traffic volumes on I-40 and SR 66 are from ADOT. As shown in the figure, the highest traffic volumes are on Stockton Hill Road, specifically, the segment north of Beverly with 31,500 vehicles and the segment south of Kino Ave with 22,900 vehicles. Other high volume locations include US 93



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west of I-40 with 19,500 vehicles and Route 66 at Harrison with 19,200 vehicles. Within the study area, daily traffic volumes on I-40 range from 18,100 to 25,600 vehicles. In April 2003, turning movement counts were conducted at 28 intersections by Traffic Research and Analysis (TRA). The counts were conducted during the morning and evening peak periods, specifically from 7-9 am and from 4-6 pm. The counts were taken at twenty-eight locations including eight signalized intersections and twenty unsignalized intersections. The locations of the peak hour counts are shown in Figure 6. The AM and PM peak hour counts are shown in Figure 7.



E.



Operating Conditions



A review of existing traffic conditions includes an analysis of intersection operation and road segment traffic flow. 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.



�



� �



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The following sections present the analysis of the traffic conditions at selected signalized and unsignalized intersections (peak hour traffic) and along roadway segments (daily traffic).



Signalized Intersections

The 2000 Highway Capacity Software (HCS) was used to perform an analysis of existing peak hour conditions at eight signalized intersection within the study area. This method uses critical volumes passing through the intersection in one hour and compares those volumes to the capacity of the intersection. The analysis incorporates the effects of geometry, traffic signal operation, and peaking characteristics. The result is a level of service determination for each approach and for the intersection as a whole operating unit. Based on the existing turning movement counts, the analysis was conducted for both the am and pm peak hours. The results of the analysis are summarized in below in Table 7.

TABLE 7 EXISTING SIGNALIZED INTERSECTION LEVEL OF SERVICE A.M. PEAK HOUR P.M. PEAK HOUR Delay (sec) 91 52 33 71 88 35 28 14 Level of Service F D C E F C C B



LOCATION

Stockton Hill Rd and I-40 WB Ramp Stockton Hill Rd and I-40 EB Ramp Stockton Hill Rd and Northern Ave Stockton Hill Rd and Airway Ave Stockton Hill Rd and WalMart Stockton Hill Rd and Route 66 Stockton Hill Rd and Kino Ave Harrison St and Airway Ave



Delay (sec) 46 35 24 36 45 35 14 14



Level of Service D C C D D C B B



As shown in the table, four of the eight intersections have a level of service D or worse during one or both peak hours.



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Unsignalized Intersections

Capacity analysis was performed for the unsignalized intersections with stop control using 2000 Highway Capacity Software. This procedure uses the conflicting flow and critical gap of an approach to calculate the capacity of the approach. The capacity is compared to the existing or projected demand to determine the available reserve capacity that can be used to estimate a range of traffic delay and level of service on an approach. Using the existing turning movement counts, twenty unsignalized intersections were analyzed. The results are summarized in Table 8.

TABLE 8 UNSIGNALIZED INTERSECTIONS LEVEL OF SERVICE EXISTING PEAK HOUR LOCATION A.M. PEAK HOUR P.M. PEAK HOUR A A B A A 4-way Stop Control Castle Rock Rd and Northern Ave A Willow Dr and Kino Ave Willow Dr and Gordon Dr Louise Ave and Eastern St Bank St and Gordon Dr A A A



B 2-way Stop Control Stockton Hill Rd and Sycamore Ave NB left SB left WB left/through/right EB left EB through/right Stockton Hill Rd and Beverly Ave NB left SB left WB left/through WB right EB left EB through/right B B F B F F B A C F B



B B F F C B B F C F F



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TABLE 8 (cont'd) UNSIGNALIZED INTERSECTIONS LEVEL OF SERVICE LOCATION Route 66 and Harrison St NB left EB left EB right Route 66 and Louise Ave SB left WB left WB right Route 66 and Detroit Ave NB left EB left EB right SR 66 and Thompson Ave NB left EB left EB right Route 66 and Airfield Ave NB left EB left EB right Hualapai Mountain Rd and Railroad St EB left SB left SB right Hualapai Mountain Rd and Eastern St EB left SB left SB right Hualapai Mountain Rd and Seneca St EB left SB left/right Castle Rock Rd and Thompson Ave WB left NB left/right A A A A A A B B A C B A B A A D B A C B A C B A C B A B A A C A A C B A C B A D B B F B A E B A E B A.M. PEAK HOUR P.M. PEAK HOUR



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TABLE 8 (cont'd) UNSIGNALIZED INTERSECTIONS LEVEL OF SERVICE LOCATION Castle Rock Rd and Gordon Dr NB left SB left EB left/through/right WB left/ through/right Louise Ave and Railroad St EB left WB left NB left/through/right SB left/ through/right Southern Ave and Seneca St WB left EB left NB left/through/right SB left/through/right Willow Dr and Northern Ave WB left NB left NB right A B A A B A A A B B A A B B A A C B A A C B A A B B A A B B A.M. PEAK HOUR P.M. PEAK HOUR



As shown in the table, of the twenty intersections, four have level of service D or worse during one or both peak hours.



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 6. If these standards are exceeded on a roadway, travel speeds are greatly reduced and the ability to pass is restricted.



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TABLE 9 ROADWAY SEGMENT DAILY VOLUMES FOR LOS D (Vehicles per day)



Type of Roadway

Local Collector Arterial Arterial Arterial Divided highway

*with two-way left turn lane **with median



Number of Lanes

2 2 2 4* 6** 4



Volume (ADT)

1,500 8,400 10,600 24,300 40,100 34,200



Based on existing daily traffic volumes, the segment of Stockton Hill Rd from Airway Ave. to Detroit Ave. is currently operating at level of service D or worse.



Traffic Accidents

Accident data from 1998 to 2002 was obtained from the City of Kingman. A review of the data indicates that there are 10 locations that have averaged five or more accidents in the five-year period. These locations are summarized in Table 10.



TABLE 10 INTERSECTION ACCIDENT SUMMARY (1998-2002) INTERSECTION Stockton Hill Road and Airway Avenue Stockton Hill Road and WalMart Stockton Hill Road and Beverly Avenue Stockton Hill Road and Detroit Avenue Beale Street and I-40 SR 66 and Armour Avenue SR 66 and Airway Avenue Stockton Hill Road and Gordon Drive Stockton Hill Road and Route 66 Stockton Hill Road and I-40 # OF ACCIDENTS 94 81 58 50 43 36 35 34 31 28



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III. FUTURE CONDITIONS

The Kingman area population and employment has steadily increased over the last ten years. The impact of this growth on the transportation system needs to be quantified so that necessary improvements can be identified. The horizon year for the transportation study is 2023. It is based on the City of Kingman land use plan prepared in conjunction with the General Plan update.



A.



Growth Forecasts



The primary measure of growth used in this study was population and employment. The current population of the Kingman area is 35,471 and there are 14,025 people employed there. As previously noted, population and employment in the study area is tabulated by traffic analysis zones (TAZs). Population and employment forecasts for the year 2023 are based on information presented in the Kingman General Plan. The General Plan presents three scenarios for population growth in the Kingman Planning Area. The scenarios use different growth rates, ranging from 2 to 6 percent, for population projections. For the purposes of this study, a growth rate of 4% per year was selected. This equates to a population of 77,748 people for the overall study area. The future employment was estimated using the ratio of employment to population. The existing employment to population ratio is 0.38. Applying this to the future population, the employment in 2023 is expected to be 29,355 people. The land use maps in the General Plan were used to determine in which zones the employment increases would occur. Overall, population growth is expected to be highest in the areas east of Route 66 and both north and south of I-40. Some commercial growth will occur in this area as well. Other areas of commercial growth include the frontage along Stockton Hill Road. The projected population and employment by zone is shown in Table 11.



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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 street system is developed as follows: � � � � � The existing street system is maintained Grace Neal Road is constructed from SR 66 to Stockton Hill Road Airway Avenue underpass is constructed across the BNSF railroad tracks (design is complete, but project is not yet funded) Bank Street is extended north from Jagerson Avenue to Grace Neal Road (as development occurs) Bank Street is widened to four through lanes between Airway Avenue and Gordon Drive.



C.



Travel Forecasting Model



A travel forecasting model was developed for the Kingman area to provide a tool for estimating future traffic volumes. The model is a mathematical representation of travel behavior. The model utilizes land use data, observed travel behavior, and roadway network information to estimate traffic volumes on the street system. The travel forecasting process is shown in Figure 8. As shown in Figure 8, the model process starts with two distinct sets of tasks. One set of tasks involves the compilation of land use data, including population and employment, and trip generation rates for the area. Using this information, the number of trips produced and attracted in the study area is calculated.



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TABLE 11 FUTURE POPULATION AND EMPLOYMENT

EMPLOYMENT TAZ

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41



POPULATION Retail

0 0 190 200 400 366 408 399 210 165 90 600 400 0 0 0 61 213 31 0 900 1340 2600 6000 1100 973 53 408 628 920 1100 1841 0 0 100 985 50 0 978 532 22 0 0 153 287 0 53 0 125 125 148 61 0 0 110 164 166 110 11 44 44 255 100 0 0 20 225 75 33 90 35 0 55 135 225 0 55 0 0 0 4 125



Office

0 0 55 55 110 136 175 400 400 100 0 99 22 129 120 134 186 11 33 44 200 343 0 225 55 115 45 131 150 55 116 296 0 22 88 110 269 55 175 0 150



General

0 0 0 4 0 0 200 225 250 75 0 0 0 0 26 142 0 0 0 0 150 50 0 100 0 70 65 44 140 55 0 197 0 75 0 110 0 0 66 0 55



Shopping Center

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 110 0 0 0 0 0 0 0 0 270 0 0 0 0 0 0 0 0



Total

0 0 208 346 110 189 375 750 775 323 61 99 22 239 310 442 296 22 77 88 605 493 0 435 75 410 185 208 380 145 116 548 405 322 88 275 269 55 241 4 330



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TABLE 11 FUTURE POPULATION AND EMPLOYMENT (continued)

EMPLOYMENT TAZ

42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82



POPULATION Retail

48 10 1754 2 0 2 900 19 0 4745 2600 232 0 2679 935 120 7 100 1 951 1281 1500 78 1349 201 8 692 0 7 0 36 74 68 8 2474 1368 1050 3016 13 3835 2903 105 210 0 40 0 160 215 200 150 150 0 205 319 55 223 88 0 164 110 350 400 113 0 0 10 10 0 26 136 274 219 55 92 105 22 103 0 0 0 100 0



Office

150 325 219 675 329 364 419 120 210 100 0 110 173 55 110 200 142 44 77 0 400 216 135 147 80 140 0 26 70 22 42 0 0 0 0 0 0 55 2700 100 169



General

22 75 110 240 55 200 200 0 0 50 0 200 300 42 0 200 0 33 33 0 0 88 115 0 25 25 0 26 0 0 112 55 0 0 0 0 0 0 0 0 0



Shopping Center

0 0 0 0 656 0 0 0 110 0 0 55 329 0 0 0 110 66 220 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0



Total

277 610 329 955 1040 724 834 320 470 300 0 570 1121 152 333 488 252 307 440 350 800 417 250 147 115 175 0 78 206 296 373 110 92 105 22 103 0 55 2700 200 169



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TABLE 11 FUTURE POPULATION AND EMPLOYMENT (continued)

EMPLOYMENT TAZ

83 84 85 86 87 88 89 90 91 92 93 94



POPULATION Retail

609 4000 494 0 51 2080 1465 2921 3163 1090 996 1550 0 0 50 0 164 0 0 110 0 0 0 100



Office

175 388 0 22 150 0 0 319 200 0 0 83



General

0 60 50 0 250 0 0 264 0 0 0 50



Shopping Center

0 0 0 0 164 0 0 0 150 0 0 0



Total

175 448 100 22 728 0 0 693 350 0 0 233



TOTAL



77748



7866



14270



4979



2240



29355



The second set of concurrent tasks includes the identification of the street system to be modeled. The street system is simulated by a network of links (street segments) and nodes (intersections). Network data includes street segment lengths, travel speeds, roadway types, and street capacities. Using these data, the minimum time paths between zones are calculated. The trips calculated in the first set of tasks are distributed between zones based on the relative attractiveness of one zone to another. The zone-to-zone trips are then assigned to the network to obtain traffic volumes. The model-simulated volumes are compared to the existing traffic volumes to determine how well existing conditions are 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. With the model properly calibrated, it can then be used to generate future traffic volumes.



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D.



Travel Forecasts



Daily traffic volume forecasts were developed for the Kingman area for the years 2008, 2013, and 2023. For the year 2023, the travel forecasting model was used to generate the projected volumes. The model input was based on the population and employment data listed in Table 11 and the planned street system described previously in Section B. 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. For the years 2008 and 2013, the traffic volume forecasts were estimated based on the 2023 forecasts and a projection of timing of development in the study area. The daily forecasts for the year 2023 are shown in Figure 9. The forecasts were derived from the model output and adjusted where appropriate. The 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 2003 and 2023. 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 in the next twenty years. In 2023, the highest traffic forecasts are projected for segments of Stockton Hill Road, SR 66, Route 66, Airway Avenue, and US 93. The largest increase as compared to existing is expected on Airway Avenue. The General Plan indicates that there will be large increases in population and employment on the east side of the railroad tracks. As a result, with Airway Avenue extended across the railroad, the daily traffic is projected to be 42,000 vehicles east of SR 66 and 33,000 vehicles west of SR 66. Future traffic volumes on Stockton Hill Road are expected to increase by 59% to 50,000 vehicles per day north of I-40. The 2023 volume on SR 66 is 44,000 vehicles per day north of Airway Avenue and on Route 66 is 38,000 vehicles a day



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south of Detroit Avenue. On US 93, the future daily traffic is forecast to be 32,000 vehicles west of I-40. Daily traffic forecasts for 2008 and 2013 are shown in Figures 10 and 11. These forecasts were estimated using the existing volumes, the 2023 forecasts, and input from staff regarding where growth is expected to occur in the next five years and in the next ten years. The forecasts for the 2008 and 2013 will be used in prioritizing improvements and developing the short- and mid-range plans.



E.



Operational Characteristics



The 2023 projected traffic forecasts shown in Figure 9 were compared to the roadway system capacities to determine anticipated deficiencies. As with existing conditions, the traffic conditions for the year 2023 were evaluated and compared using level of service (LOS). The level of service definitions were previously presented in Chapter II. If these standards are exceeded on a roadway, travel speeds are greatly reduced and the ability to pass is restricted. Based on the planned street system, the 2023 traffic volume forecasts were compared to the standards. Segments with volumes exceeding the standards are identified as future deficiencies. The future road segment deficiencies are shown in Figure 12. A review of the figure indicates that approximately 28 miles of roadways are expected to be at LOS D or worse by 2023. A comparison of segment level of service for the years 2008, 2013, and 2023 is presented in Table 12.



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TABLE 12 SEGMENT LEVEL OF SERVICE COMPARISON

STREET Route 66 Route 66 Route 66 SR 66 SR 66 SR 66 Beale St Hualapai Mt. Rd. Hualapai Mt. Rd. Western Ave. Western Ave. Western Ave. Stockton Hill Rd. Stockton Hill Rd. Stockton Hill Rd. Stockton Hill Rd. Stockton Hill Rd. Stockton Hill Rd. Fairgrounds St. Fairgrounds St. Harrison St. N. Willow Rd. N. Willow Rd. Bank St. Bank St. Bank St. Castle Rock Rd. Eastern St. Eastern St. Seneca Dr. Southern Ave. Southern Ave. Louise Ave. Louise Ave. Beverly Ave. Beverly Ave. Airway Ave. Airway Ave. Airway Ave. Kino Ave. Kino Ave. Gordon Dr. Gordon Dr. Gordon Dr. Northern Ave. Northern Ave. Northern Ave. Northern Ave. Jagerson Ave. Grace Neal Grace Neal Segment Grandview to Beale Beale to Stockton Hill Stockton Hill to I-40 I-40 to Gordon Gordon to Northern Northern to Grace Neal st 1 to Route 66 Route 66 to Eastern Eastern to Seneca Pasadena to I-40 I-40 to Airway Airway to Gordon Route 66 to I-40 I-40 to Airway Airway to Gordon Gordon to Northern Northern to Jagerson North of Jagerson Route 66 to I-40 I-40 to Kino Route 66 to I-40 I-40 to Gordon Gordon to Northern Beverly to Gordon Gordon to Northern Northern to Jagerson Gordon to Northern Hualapai Mtn to Louise Louise to Airway Hualapai Mtn to Southern Eastern to Seneca Seneca to Cherokee Route 66 to Eastern Eastern to Cherokee SHR to Harrison Harrison to Bank SHR to Willow Willow to SR 66 East of SR 66 SHR to Willow Willow to SR 66 SHR to Willow Willow to Bank Bank to SR 66 SHR to Willow Willow to Bank Bank to Castle Rock East of Castle Rock SHR to Bank SHR to Bank Bank to SR 66 Jurisdiction City City City ADOT ADOT ADOT City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City City County County County County County County County Through Lanes 4 4 4 4 4 4 2 4 2 2 2 2 4 4 4 4 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 4 4 4 2 2 2 2 2 4 4 2 2 2 2 2 Existing ADT 12,200 13,000 19,200 16,100 10,100 10,100 2,300 8,300 3,400 400 4,100 2,100 18,700 31,500 22,900 16,700 6,500 2,900 2,300 1,500 6,000 6,500 2,300 6,000 5,400 4,200 4,800 1,900 1,900 900 1,400 1,100 7,600 1,900 7,000 4,600 11,500 8,300 NA 2,400 800 3,000 3,000 1,500 10,700 8,600 6,400 2,000 1,000 NA NA Existing LOS B B C B A A A A A A B A C E C B B A A A C C A B A B B A A A A A C A C B B A A A A A A B A B A A 2008 ADT 15,000 16,000 24,000 20,000 14,000 14,000 2,000 11,000 5,000 1,000 5,000 4,000 20,000 38,000 30,000 23,000 7,000 5,000 3,000 2,000 8,000 7,500 4,000 7,000 7,000 6,000 5,000 5,000 7,000 2,000 3,000 3,000 10,000 4,000 8,000 6,000 14,000 10,000 NA 3,000 2,000 4,000 4,000 3,000 13,000 10,000 7,000 4,000 2,000 NA NA 2008 LOS B B C C B B A B B A B B C F E C B B A A C C B B A B B B C A A A C B C C B B A A B B A B B B B A 2013 ADT 18,000 26,000 29,000 30,000 19,000 17,000 3,000 17,000 12,000 2,000 7,000 6,000 24,000 44,000 38,000 30,000 14,000 8,000 4,000 3,000 10,000 9,500 6,000 14,000 12,000 8,000 5,500 7,000 10,000 6,000 5,000 5,000 14,000 10,000 9,000 8,000 21,000 21,000 21,000 5,000 3,000 6,000 5,000 4,000 16,000 13,000 10,000 5,000 4,500 NA NA 2013 LOS C D E E B B A C D A C C C F F E E C B A D D C E B C B C D C B B E C D C C C C B A B B B B B C B B 2023 ADT 24,000 26,000 38,000 44,000 36,000 26,000 3,000 24,000 15,000 3,000 8,000 8,000 30,000 50,000 44,000 36,000 18,000 10,000 4,000 4,000 13,000 11,000 8,000 17,000 18,000 12,000 6,000 9,000 14,000 8,000 6,000 6,000 17,000 12,000 10,000 10,000 30,000 32,000 42,000 6,000 5,000 8,000 7,000 6,000 22,000 17,000 12,000 6,000 8,000 3,000 9,000 2023 LOS C D F F E C A C F A C C E F F F F C B B F E C F C D C D F C C C F D D D E E E C B C B B C C D B C B C



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IV. ALTERNATIVES AND ASSESSMENT

System deficiencies were identified for existing and future conditions in the previous chapters. In addition, comments have been received from the public and from community leaders. In this chapter, based on the deficiencies and concerns, issue areas are defined and evaluation measures are outlined. Alternatives actions to address the issues are developed.



A.



Issue Identification



The system deficiencies result from a variety of problems including roadway congestion, high accident areas, physical barriers such as I-40 and the railroad, traffic control devices, land development and growth projections. As the first step in determining alternatives and solutions, issue areas were identified. The issues are summarized on Figure 13 and described in the following paragraphs.



Existing and Future Capacity Deficiencies

Existing capacity deficiencies were evaluated for roadway segments and intersections. As previously discussed, the evaluation was based on locations where traffic counts were available or conducted for this study. For existing conditions, Stockton Hill Road from Airway Avenue south through the I-40 interchange and the intersections of Stockton Hill Road and Airway Avenue, Stockton Hill Road and WalMart/Hospital Driveway, Stockton Hill Road and Beverly, Route 66 and Detroit Avenue, Route 66 and Harrison Street, and Route 66 and Louise Avenue were identified as operating at level of service (LOS) D or worse. In the future (year 2023), approximately 28 miles of roadway are expected to have deficiencies including sections of Stockton Hill Road, US 93, Route 66, Airway Avenue, Northern Avenue, N. Bank Street, Harrison Street, Louise Avenue, and Hualapai Mountain Road.



Safety

One of the objectives of this study is to identify safety concerns and identify mitigation, if appropriate, in order to maintain a safe and effective transportation system. Safety-related issues include a review of accident locations (five or more



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accidents per year, 1998 � 2002), railroad crossings, emergency access, and truck operations.



Circulation

The railroad and I-40 are transportation corridors that have created a physical barrier for other transportation facilities. There are a limited number of crossings of these facilities, and in the case of the railroad, some of the crossings are at-grade crossings. As a result, the choice of travel routes is limited.



Public Comments

Comments were solicited from the public during the two public meetings and during interviews with community leaders. Specific transportation concerns that were mentioned include Stockton Hill Road, the Louise Avenue railroad crossing, need for additional corridors, improvements to the I-40 interchanges, and access to the Airport and to the area north of I-40 and east of SR 66.



Accessibility and Land Development

Good access can provide a direct economic benefit to an area. Providing access can help spur development and allow for new homes and businesses to be built. Currently, the majority of the land north of I-40 and east of the BNSF Railroad is vacant. Existing access to and from the rest of the City is limited to Eastern Street. Additional access will increase the development potential of this area. Also, the Airport Authority has indicated the need for additional Airport access in order to be able to attract new businesses.



B.



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.



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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.



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



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they can be used in the prioritization of projects. Engineering challenges could include drainage patterns, terrain, railroad crossings, and utilities.



C.



Potential Improvements



This chapter investigates a number of projects to address the issue areas identified in Figure 13. The projects are grouped in categories by type of improvement. The categories are outlined here. Candidate projects for each category are discussed in the following pages. � � � � � � Intersection Improvements Roadway Widening Roadway Connections New Roadways Railroad Grade Separations Interchange Improvements



Intersection Improvements

The need for intersection improvements is based on existing operational deficiencies or by a request from the City to evaluate a specific improvement. As shown in Figure 13, there are several intersections that have an unacceptable existing level of service in one or both peak hours or an average of 5 accidents per year. These locations were analyzed to determine if additional turn lanes, signal phasing modifications or changes in traffic control would improve the level of service or intersection safety. Each of these locations is discussed below. Stockton Hill Road and Northern Avenue Although this signalized intersection was not identified as a location with an unacceptable level of service, a review of the turning movement volumes indicates that there are a substantial number of northbound right turns. It is recommended that a separate northbound right turn lane be constructed. This is also a location the city identified as a candidate for left turn phasing. ADOT-Traffic has a Policy, Guideline, and Procedure (PGP) #612 that presents conditions for left turn phasing. One of the conditions is based on the left turn volume and opposing through volume. If the product of these two volumes in an urban area is 75,000 for a twolane street, 150,000 for a four-lane street, or 225,000 for a six-lane street and if



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there are at least two left turns per cycle, then left turn phasing may be considered. Protected/permissive phasing should be the first option, however, there are criteria for protected only phasing. The PGP is included in the appendix. Currently, this location does not meet the volume criteria for left turn phasing in either the northbound or southbound direction. Stockton Hill Road and Airway Avenue This signalized intersection has an existing level of service of D in the AM peak hour and LOS E in the PM peak hour. Specifically, in the AM peak hour, the southbound left turn has an E level of service. In the PM peak hour, the southbound left turn and eastbound through have an E level of service and the northbound through/right has an F level of service. In order to address the F level of service for the northbound through/right a separate right turn lane was examined. The addition of a separate right turn lane improves the intersection level of service to D and the northbound through to E. In conjunction with the right turn lane addition, minor signal timing improvements should be made to balance the green time among all movements. The long term solution for improved operation at this intersection is the widening of Stockton Hill Road which is discussed later in this chapter. Stockton Hill Road and WalMart/Hospital Driveways The intersection of Stockton Hill Road and the Walmart and Hospital driveways is a signalized intersection. The existing level of service is D in the AM peak hour and LOS F in the PM peak hour. A review of the intersection operation indicates that an adjustment in signal timing can improve the PM peak hour level of service to D. A shift of 5 seconds green from the southbound left to the north/south phase and 3 seconds from the eastbound to the westbound phase provides an improvement. However, any adjustments to the signal timing should be monitored to insure the desired result is achieved.



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Route 66 and Detroit Avenue This two-way stop intersection has an unacceptable level of service for the eastbound to northbound left turn movement from Detroit Avenue to Route 66 in the AM peak hour. Although the volume is relatively small, 49 vehicles in the AM peak hour, the left turning traffic can experience long delays. Long delays are not unusual in the peak hours for left turn movements onto a major facility like Route 66. However, the delay is likely to be less than predicted, because the nearby signal at Route 66 and Tucker Street will create gaps in the Route 66 traffic stream. There are no recommended short-term solutions for this deficiency. The location does not warrant the installation of a traffic signal. In addition, there were two intersections identified by the city to examine the need for new traffic signals: Route 66 and Harrison Street and Route 66 and Louise Avenue. It should be noted that both intersections were identified as having existing capacity deficiencies as well. The two intersections and potential solutions are described below. Route 66 and Harrison Street/ Route 66 and Louise Avenue The intersections of Route 66 and Harrison Street and Route 66 and Louise Avenue are two-way stop-controlled intersections with the stop on Harrison Street and Louise Avenue. They are discussed together, because, even though they are approximately 1000 feet apart, they operate in unison to facilitate traffic flow across Route 66. Aside from the through volume on Route 66, there is a significant traffic volume that turns right onto Route 66 from one intersection and then left from Route 66 at the other intersection. These predominant movements to/from the crossroad are complicated by the BNSF Railroad. The presence of a train prohibits movements to/from Louise and during peak times can have an impact on Harrison Street. This City identified both locations as special topics to be evaluated for a new traffic signal. Both intersections were analyzed as stop controlled intersections. The results were previously presented in Chapter 2. The left turn movements onto Route 66 at both intersections are level of service D or worse in both peak hours. The right turn onto Route 66 and the left turn from Route 66 operate at level of service C or better in both peak hours. The left turn volumes onto Route 66 are relatively small at both



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intersections with the highest volume being 30 vehicles in the AM peak hour at Harrison Street When performing a signal warrant analysis, it is common practice to not include right turn volumes from the stop street when there is a separate right turn lane. The reason for this practice is that with `right turn on red' at a signalized intersection, the right turn movement operates similar to stop control. On the other hand, if there are not sufficient gaps in the main street traffic, a signal will provide the gaps. However, the right turn onto Route 66 at both intersections operates at level of service B in both peak hours. Given the current traffic movements at these two locations, a traffic signal does not appear to be justified. The signal would benefit a very small left turn volume, while the disadvantage is that substantial through volumes would be delayed. Additionally, a traffic signal would provide very little, if any, benefit during train operations. The most effective solution for these two intersections is to align Harrison Street and Louise Avenue and to relocate the at-grade crossing. This would provide a four-legged intersection that could be signalized. A four-legged intersection would meet volume warrants for a traffic signal, because much of the right turn volume today would be through volume with Harrison Street and Louise Avenue aligned. This also serves as an interim solution that is compatible with the long range alternative to provide a grade separation. The proposed realignment is shown in Figure 14. The realignment includes reconstructing approximately 1000 feet of Louise Avenue and 700 feet of Harrison Street. The estimated cost of the realignment is $1.17 million. Left Turn Signal Phasing Also, there were 3 intersections to evaluate the impact of providing left turn signal phasing. Two of them, Stockton Hill and Northern Avenue and Stockton Hill Road and Airway Avenue were discussed as part of the intersections with deficiencies section. The third intersection examined for left turn phasing was Stockton Hill Road and Kino Avenue. As described above, ADOT-Traffic PGP #612 was applied to the current peak hour volumes at this intersection. This location does not meet the volume criteria for left turn phasing in either the northbound or southbound direction.



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Roadway Widening

Several roadways were identified as having a capacity deficiency in either existing or future conditions. These roadways can be widened to increase capacity and improve operations. This category includes widening arterial streets from two through lanes to four through lanes and from four through lanes to six through lanes at locations where the segment level of service is D or worse. An important consideration in the widening of urban streets is maintaining traffic during construction. As a minimum, one lane of traffic in each direction should be maintained. In addition to number of travel lanes to remain open, other factors include business access and signal visibility (if lanes are shifted). FOUR LANE WIDENINGS The four-lane cross section includes a bike lane and two travel lanes in each direction with a center two way left turn lane. The outside features of the cross section include curb, gutter, and sidewalk. For this analysis, it is assumed that the existing two lanes would not be salvaged. A four-lane street at a major intersection would include one left turn lane and one dedicated right turn lane on each approach. A drawing of a four-lane cross section with this lane configuration is included in the Appendix. The suggested right of way for this section is 100 feet widening to 110 feet at major intersections. While this right of way is considered desirable, there will be instances where less than 100 feet exists and can be adapted to a four-lane section. The estimated construction cost for one mile of this cross section is $2.85 million and includes the street section described above, street lighting, traffic signals, drainage, and landscaping. Roadways that are being considered for widening from two to four through lanes are listed below and described in the following sections: � � � � � � Bank Street Northern Avenue Harrison Street/Willow Road Eastern Street/Railroad Street Hualapai Mountain Road Louise Avenue



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Bank Street As listed in the planned improvements at the beginning of this chapter, Bank Street between Airway Avenue and Gordon Drive is planned to be widened by the City to four through lanes with a center turn lane. However, Bank Street between Beverly Avenue and Airway Avenue and between Northern Avenue and Grace Neal Road is projected to have a capacity deficiency by 2013 and 2023, respectively. Widening these two segments to four through lanes will improve the 2023 volume to capacity ratio from 1.16 to 0.50 and from 0.82 to 0.36. It should be noted that the segment of Bank Street from Jagerson Avenue to Grace Neal Road is a planned improvement within the County that is expected to be constructed by developers as development occurs. Depending on the timing of the development, the roadway could be initially constructed as a four-lane street rather than a two-lane road to be widened in the 2023. The estimated construction cost in 2004 dollars for three miles of widening to four lanes is $8.6 million. Additional right of way is required to accomplish this widening. The existing right of way between Beverly and Airway Avenues is 50 feet, and between Northern Avenue and Grace Neal Road is 84 feet. Northern Avenue The level of service on Northern Avenue between Bank Street and Castle Rock Road is projected to be level of service D or worse in the 2023. If this segment is widened to four lanes, the 2023 volume to capacity ratio will decrease from 0.82 to 0.36. The construction cost in 2004 dollars for one mile is estimated at $2.85 million. Additional right of way is required to construct this widening. The existing right of way between Bank Street and Able Drive is 92 feet. Stockton Hill Road Stockton Hill Road between Northern Avenue and Jagerson Avenue is currently a two-lane paved roadway. It is projected to have a capacity deficiency by 2013. Widening this segment to four lanes will provide the capacity needed for 2023 traffic volumes. The estimated construction cost in 2004 dollars for 1 mile of



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widening is $2.85 million. No new right of way will have to be acquired to construct this widening. The existing right of way on Stockton Hill Road is 100 feet. Airway Avenue The segment from Western Street to Stockton Hill Road would be widened to four through lanes to serve developments to the west of Stockton Hill Road. The estimated construction cost in 2004 dollars for 2000 feet of widening to four lanes is $1.94 million. New right of way is required. The existing right of way is 55 feet. Harrison Street/Willow Road Based on the 2023 traffic forecasts, Harrison Street/Willow Road between Route 66 and Gordon Drive is projected to have unacceptable level of service. Widening this segment to four lanes will improve the 2023 volume to capacity ratio from 1.11 to 0.38. The widening will require modifications to the existing I-40 structure over Harrison Street. The estimated construction cost for 2.5 miles of widening to four lanes is $8.4 million in 2004 dollars. The existing right of way between Route 66 and Airway varies from 50 to 80 feet, between Airway and Kino varies from 50 to 60 feet and between Kino and Gordon is 80 feet. New right of way and residential homes will have to be purchased to accomplish the widening. Eastern Street Eastern Street between Airway Avenue and Louise Avenue is projected to have a capacity deficiency by 2023. The 2023 volume to capacity ratio will decrease from 1.20 to 0.41 if it is widened to four lanes. The construction cost in 2004 dollars is estimated to be $5.7 million for 2 miles of widening. New right of way is required to construct this widening. Currently, right of way between Louise Avenue and Airfield Avenue is 80 feet and between Airfield and Airway Avenues is 50 feet. Hualapai Mountain Road The segment of Hualapai Mountain Road from Eastern Street to Seneca Street is projected to have a capacity deficiency by 2013. The 2023 volume to capacity ratio will improve from 1.02 to 0.44 with the widening of this segment. The estimated



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construction cost in 2004 dollars for 1 mile of widening to four lanes is $2.9 million. The existing right of way is 100 feet and no additional right of way is required. Louise Avenue Based on the traffic forecasts, the level of service on Louise Avenue between Route 66 and Cherokee Street is projected to be level of service D or worse in 2023. Two alternatives were developed for increasing the capacity within the Louise Avenue corridor: roadway widening and one-way streets as described below. Roadway Widening: Widening this segment to four lanes will improve the 2023 volume to capacity ratio from 1.16 to 0.50. The estimated cost of the 2 miles of widening is $5.7 million (2004 dollars) for construction. To widen this portion of Louise Avenue, additional right of way is required. The existing right of way between Route 66 and Eastern Street is 50 feet, between Eastern Street and Sage Street is 100 feet, and east of Sage Street is 84 feet. For the segment between Railroad and Eastern Streets, residences would have to be acquired on one side of the street. The existing Louise Avenue railroad crossing between Route 66 and Railroad Street provides for one lane in each direction. This crossing would have to be extended to accommodate the additional lanes. Louise Avenue/Simms Avenue One Way: As an alternative to widening Louise Avenue to four lanes, the option of making Louise Avenue and Simms Avenue oneway streets was analyzed. One-way streets simplify traffic operations, reduce intersection conflicts, and improve pedestrian crossings. Simms Avenue is adjacent to Louise Avenue and primarily exists between Eastern Street and Railroad Street. This option would make Louise Avenue one way eastbound between Railroad Street and Eastern Street and Simms Avenue one way westbound as shown in Figure 15. In order to provide an effective one-way operation, Simms Avenue should be extended east of Eastern Street and west of Railroad Street and connected to Louise Avenue. The west end of Simms Avenue extension would require right of



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way acquisition and coordination with the railroad. The east end of Simms Avenue extension would require right of way and building acquisition. The primary advantage to this option is that Louise Avenue would not have to be widened between Railroad Street and Eastern Street. The disadvantage is that Simms Avenue would have to be improved and extended and traffic volumes would increase on Simms Avenue. The estimated construction cost to improve and extend Simms Avenue is $0.75 million.



SIX LANE WIDENINGS The six-lane cross section includes a bike lane, three travel lanes in each direction, and a raised median. The outside features of the cross section include removal and replacement of existing curb, gutter, and sidewalk. It is assumed that the existing pavement does not have to be reconstructed, but would receive an overlay. A six-lane street at a major intersection would include two left turn lanes and one dedicated right turn lane on each approach. A typical six-lane cross section drawing with this lane configuration is included in the Appendix. The desirable right of way for this section is 130 feet widening to 150 feet at major intersections. There may be instances where less than 130 feet exists and can be adapted to a six-lane section. The estimated construction cost for one mile of this cross section in 2004 dollars is $3.0 million and includes the street section described above, street lighting, traffic signals, drainage, and landscaping. Roadways that are being considered for widening from four to six through lanes are listed below and described in the following sections. � � � � Airway Avenue Stockton Hill Road Route 66 US 93



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Airway Avenue Airway Avenue from Western Avenue to Stockton Hill Road is a two-lane roadway. From Stockton Hill Road east to SR 66, it is a five-lane road. The city currently has plans to construct Airway Avenue as a four-lane roadway under the BNSF railroad east of SR 66. The current City estimate for the underpass and a new four-lane roadway to the Castle Rock alignment is $4.5 million. The segment of Airway Avenue between Western and Eastern Street is projected to have a capacity deficiency by 2023. The purpose of this alternative is to widen Airway Avenue to six through lanes from Stockton Hill Road to SR 66 to provide additional capacity. The future volume to capacity ratio will improve from 0.95 to 0.64 if the roadway is widened to six through lanes. The estimated construction cost in 2004 dollars for 3 miles of widening to six lanes is $9.0 million. New right of way is required for this improvement. The existing right of way between Stockton Hill Road and SR 66 is 84 feet and east of SR 66 is 100 feet. The concept of constructing the underpass as a six-lane facility was reviewed. If no other improvements were being considered, the underpass should be six lanes. However, because other improvements are being considered that may reduce traffic volumes on the underpass, a six-lane underpass was not considered as an alternative. Stockton Hill Road Stockton Hill Road between Route 66 and Northern Avenue is projected to have a capacity deficiency in 2023. Widening this segment to six lanes will improve the 2023 volume to capacity ratio from 1.48 to 1.0. The estimated construction cost in 2004 dollars for 5 miles of widening is $12.0 million. New right of way will have to be acquired to construct this widening. The existing right of way on Stockton Hill Road is 100 feet. Currently, Stockton Hill Road extends under I-40 as a four-lane roadway. The estimated cost does not include the cost of improvements to Stockton Hill at the I-



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40 interchange. Improvements to the Stockton Hill/I-40 interchange are described later in this chapter. It is anticipated that this widening would be constructed in several segments. A suggested phasing of the recommended improvements is described in Chapter V. Route 66/SR 66 Capacity deficiencies are projected for Route 66 and SR 66 between Beale Street and Northern Avenue by 2013. The future volume to capacity ratio will decrease from 1.1 to 0.73 if this segment is widened. The estimated construction cost in 2004 dollars for 6 miles of widening to six lanes is $18.0 million. US 93 The segment of US 93 two miles north of I-40 is projected to have a capacity deficiency by 2023. US 93 is under ADOT's jurisdiction. Widening this segment to six lanes will improve the volume to capacity ratio from 0.8 to 0.53. The estimated construction cost in 2004 dollars for 2 miles of widening to six lanes is $6.0 million. An additional alternative for US 93 is discussed in the "Interchange Improvements" section on page 80.



Roadway Connections

There are existing streets that are not continuous through the study area. The reasons these streets terminate could be because of physical constraints, development, or lack of funding. This type of project involves connecting an existing street to serve existing or future development, to improve mobility, or to relieve parallel routes. There are two candidate projects in this category. � � Western Avenue Fairgrounds Boulevard



Western Avenue Western Avenue is an existing north � south street west of Stockton Hill Road that extends from Pasadena Avenue on the south to I-40 and from I-40 north to Gordon Drive. It is a two-lane road that currently serves local traffic. The existing daily traffic volume ranges from 400 to 4100 vehicles. The purpose of this project is to



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connect Western Avenue across I-40 to provide a continuous route from Pasadena Avenue to Gordon Avenue. As shown in Figure 16, the proposed connection would carry 8,000 vehicles in 2023. The combination of Western Avenue and Fairgrounds Boulevard connections would result in a decrease of 15,000 vehicles on Stockton Hill Road and a decrease of 6,000 vehicles on Harrison Street. The connection would construct 1,000 feet of two-lane road. A center turn lane is not needed within the underpass. Western Avenue would cross under I-40 either by raising I-40 or by lowering Western Avenue or a combination of the two. Based on an initial evaluation, it is not feasible to keep Western Street at grade and raise the profile of I-40 to pass over Western Street. The second option is to lower Western Avenue by 20 feet to cross under I-40. Another option is that I-40 could be raised 5 feet and Western Street would have to be lowered 15 feet. This combination option could be constructed in conjunction with improvements at the Stockton Hill interchange. The estimated construction cost in 2004 dollars ranges from $5 million to $8 million. Fairgrounds Boulevard/Burbank Street Existing Fairgrounds Boulevard is a two-lane road that serves local traffic. It is a north � south street east of Stockton Hill Road that extends from Route 66 to I-40. Burbank Street extends from Beverly Avenue north to Peart Ave. The 2003 traffic volume ranges from 1,500 to 2,300 vehicles per day. The projected traffic forecast for the year 2023 is 4000 vehicles per day. The purpose of this project is to provide a continuous route from Route 66 to Kino Avenue by connecting Fairgrounds Boulevard/ Burbank Street across I-40 and by connecting Burbank Street from Peart Ave. to Kino Ave, which requires a box culvert at Mohave Wash. In addition, approximately 750 feet of new two-lane road would be constructed for the connection of Fairgrounds Boulevard crossing under I-40. The initial evaluation indicates that I-40 would have to be raised 10-15 feet in order to provide a grade separation at Fairgrounds Boulevard. In addition, new structures would be



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required to carry the Stockton Hill Road ramps over Fairgrounds Boulevard. This would also require raising I-40 over Stockton Hill Road The proposed connection of Fairgrounds Boulevard would carry 14,000 vehicles in 2023 as was shown in Figure 16. There would be a decrease in traffic on both Stockton Hill Road and Harrison Street due to the connections of Western Street and Fairgrounds Boulevard/Burbank Street. The estimated construction cost to extend Fairgrounds Boulevard is $6 million. No new right of way would have to be acquired.



New Roadways

One of the issues discussed in this study was accessibility and land development. There are currently areas of the City that do not have a well-defined street system. In addition, the access to certain areas is limited. A number of new roadways have been identified during the course of the study. These include: � � � � � � � Parkway Route Eastside Crossing of I-40 Access Roads Southeast Area Circulation Downtown Access Route Glen Road Castle Rock Road



Parkway Route 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 additional arterial crossing of I-40. 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 connect developments on the north and south sides of I-40 east of the BNSF railroad. The land on the south side is a developing area with several new residential subdivisions in recent years. The area north of I-40 is largely vacant with some single-family homes. The Parkway would provide access to the area north of I-40 and allow for additional developments. The General Plan



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indicates that future land uses would include residential and commercial developments. Continuing to the north, it would serve as an additional access to the Airport and surrounding industrial development. The Parkway location has been identified in previous studies as crossing I-40 in the vicinity of Rattlesnake Wash, approximately 3 miles east of Eastern Street. At a minimum, the roadway would be one and a half miles in length, extending from Airway Avenue to Louise Avenue. The connection to Airway Avenue would provide an additional grade separated railroad crossing. Ultimately, it could extend from the Airport to Hualapai Mountain Road. This alternative has two options: crossing I-40 or having an interchange with I-40. Without an interchange, the Parkway would bridge over I-40, with little or no impact on the Interstate. If an interchange were included, a portion of I-40 would have to be reconstructed to accommodate the interchange ramps. A Parkway Interchange was previously evaluated in a 1999 report entitled, "Parkway Traffic Interchange Assessment" (Michael Baker Jr., Inc., February 1999). A "Change of Access" report is required by FHWA for any new interchange on the interstate system. To examine the traffic impacts of a Parkway, this roadway was added to the street system in the travel forecasting model. Both options were modeled and the results are shown in Figures 17 and 18. It is important to remember that future land uses are included in the model and are inherent in the results. The model indicates that there will be significant trip interaction between the developments on the north and south of I-40. The 2023 daily traffic volumes on the Parkway are projected to range from 3,000 to 9,000 vehicles. If an interchange is included as part of the design, the volumes are projected to range from 5,000 to 12,000 vehicles daily in 2023. The changes in traffic volumes on adjacent streets are also on the figures. A decrease in daily traffic volumes is expected to occur on Louise Avenue, Southern Avenue, Hualapai Mountain Road, and Route 66. Approximately 20 to 80 acres of right of way is needed. Land ownership in the area includes private land owners, Mohave County, and the State Land Department. No building acquisitions would be required for the Parkway construction. The estimated cost of construction ranges from $6.3 million for a grade separation connecting Louise Avenue to Airway Avenue to $ 27.1 million for an interchange connection from the Airport to Hualapai Mountain Road.



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Design considerations include drainage, maintenance of traffic, environmental conditions, and a change of access report. 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. A review of the USGS map indicates that east of Mohave Drive the average ground elevation slope is approximately 5 percent. Two lanes of traffic in each direction on Interstate 40 would have to be maintained through the entire construction period. Environmental conditions would have to be documented in an environmental assessment. Also, if an interchange is part of the Parkway design, a change of access report would have to be submitted to ADOT and FHWA for approval. Two possible alignment options are presented in Figure 19. Eastside Crossing of I-40 The Kingman General Plan includes two potential crossings of I-40 on the eastside of the study area. The crossings align with Seneca and Cherokee Streets. For the purpose of this study, one crossing was evaluated between the two existing streets. City staff has had recent discussions with developers that indicate a desire to include an interchange at this location. For purposes of this study, only the grade-separation was analyzed. The Eastside Crossing would extend from Southern Avenue north to the extension of Airway Avenue. Continuing the Eastside Crossing to the south would depend on future development patterns. It would be a four-lane arterial approximately two miles in length. The design on the north end of the route would depend on the final design of Airway Avenue across the BNSF Railroad tracks. The crossing would include a bridge over I-40. Bridging over I-40 would be less disruptive to traffic operations on I-40 during construction. The 2023 daily traffic forecasts were estimated using the travel demand model. As shown in Figure 20, it is estimated that based on the growth projections for 2023, the Eastside Crossing would carry 13,000 vehicles per day. The forecast is based on the Eastside Crossing as a stand-alone project without the Parkway or other improvements in place. The roadway would serve existing development both sides of I-40 as well as the planned future developments in the area. Land ownership in the area includes



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private owners, City of Kingman and State Land Department. Approximately 27 acres of new right of way would have to be purchased. The estimated construction cost is $7.7 million. Access Roads As an addition to the Eastside Crossing, an access road system along I-40 was also examined as a potential alternative. For the purposes of this study, two oneway access roads are proposed parallel to I-40. The westbound access road would be on the north side of I-40 and the access road would be on the south. The access roads would extend approximately 5.7 miles from the DW Ranch Road interchange to Eastern Street. The roads would be built outside the existing right of way for I-40. Most of the land immediately adjacent to I-40 is vacant. The access roads could be constructed as development occurs. The access roads were included in the travel forecasting model with a connection to the Eastside Crossing as shown in Figure 21. For each access road, the 2023 projected traffic volume ranges from 2,000 to 4,000 vehicles daily. As a result of constructing the access roads, the daily traffic volumes on I-40 are expected to decrease by 3,000 vehicles. Culverts and pipes under I-40 would have to be extended under the access roads. Design reviews and approvals would be required from ADOT and FHWA. The estimated construction cost for the access road system is $8.6 million. Southeast Area Circulation In this area of the City, streets have been built in short segments as development has occurred. 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, it will be important to provide section-line and midsection line streets to provide an efficient circulation system. The development of a grid system provides a consistent and familiar pattern for drivers. The new



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roadways would provide access to the grade-separated railroad crossing on Hualapai Mountain Road and to any future crossings of I-40. The roadway cross-section for a section-line street would have 84-100 feet of right of way. The roadway cross-section for a midsection-line street would have 60-80 feet of right of way. The estimated costs range from $1.0 million per mile for a collector street with no curb and gutter, to $1.60 million per mile for a 3-lane arterial street with curb and gutter, and $2.85 million per mile for a 5-lane arterial street with curb and gutter. Candidate projects include Seneca/Sage Street, Cherokee Street, Central Street, Pasadena Avenue, and Dakota Road. The proposed Southeast Area circulation system is shown in Figure 22. North Area Streets The North Area is defined as the area north of Thompson Avenue and east of Bank Street. The land is in Mohave County and is on the edge of the developed area. As development continues, there will be the need to provide new streets to maintain circulation and access through the North Area. Proposed additions to the streets system include the extension of Castle Rock Road from Thompson Avenue to Grace Neal Road and the construction of Prospector Street between Thompson Avenue and Grace Neal Road. Castle Rock Road would be built as a two-lane arterial with an estimated construction cost of $1.70 million. The estimated cost of constructing one mile of Prospector Street as a two-lane collector is $1.35 million. Downtown Access Route Currently, access to downtown is provided via Route 66. Additional access is limited due to the location of I-40 on the west and north and the location of the railroad immediately to the south. This alternative considers an additional route to downtown that could improve accessibility to downtown and reduce traffic on other roadways. For this analysis, the roadway was assumed to be one lane in each direction with a center two-way left turn lane. The roadway would be approximately 4 miles in length extending from west of Stockton Hill Road to the northwest side of downtown.



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There are currently two existing underpasses of I-40 known as Anson Smith/White Cliffs Road and Clacks Canyon Road. One of these may serve as the I-40 crossing for the new route. A review of the USGS maps for the area indicates that the elevation along the alignment varies from 3440 feet to 3600 feet. Additional study would be needed to define the appropriate alignment. This alternative was input in to the travel forecasting model to estimate the demand for the facility. As shown in Figure 23, a downtown access route is projected to carry approximately 2,000 vehicles per day in the year 2023. The estimated cost of the downtown access route would be $6 million assuming one of the two existing underpasses can be used. Glen Road Glen Road is a local street that extends north-south on the east side of Stockton Hill Road. North of Gordon Drive, it is a paved street serving the adjacent residential area traffic. Between Gordon Drive and Airway Avenue, it is a two-lane dirt road. The majority of the adjacent land is vacant with the exception of a residential area just north of Kino Avenue. South of Airway Avenue, Glen Road is a path adjacent to a utility easement on vacant land. Constructing Glen Road as a three-lane collector roadway, with 60 feet of right of way, would provide an alternate to Stockton Hill Road for local traffic. The route could serve additional traffic depending on how developments are built on the adjacent parcels. If access is provided directly to Glen Road or to a local street that extends between Stockton Hill and Glen Roads, then traffic destined for development along Stockton Hill Road may use Glen Road as an alternate. It would provide access to Airway Avenue and the new development to the south. New right of way would be required along the Glen Road alignment. The estimated cost of constructing Glen Road for one mile is $1.35 million. Castle Rock Road This alternative would construct a new roadway along the Castle Rock Road alignment from Airway Avenue to the Industrial Highway alignment and include Industrial Highway to connect to the existing. This alternative is a portion of one of the Parkway alignments that were shown on Figure 19. This alternative could be



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separated from the Parkway alternative and function as a stand alone improvement. The benefit of this project is to connect Airway Avenue and the planned development to the east with the airport area. It provides an alternate to Rt. 66 especially after the Airway underpass is completed. Based on the traffic model analysis performed for the Parkway alternatives, the anticipated traffic volume for this improvement would be 4,000-7,000 vehicles per day, which would require two through lanes. The roadway would include a crossing of the proposed Railroad Diversion Channel. The estimated construction cost for this 2.5 mile project is $3.75 million.



Railroad Grade Separations

The alignment of the BNSF Railroad presents a barrier to travel in the City. There are currently four grade-separated crossings of the tracks and one additional crossing is planned by the City. The existing and planned railroad crossings are shown in Figure 24. The existing grade separations are 8th Street (westbound track only), Hualapai Mountain Road, I-40, and Mohave Airport Drive. The planned crossing is at Airway Avenue. However, given the continuing development of the City on both sides of the railroad, there is a concern that additional grade separations are needed to provide adequate access and circulation, and for emergency services. The two locations that were evaluated in the study are: � � Topeka Street Louise Avenue



Topeka Street The Topeka Street at-grade crossing is south of the downtown area and crosses the eastbound track only. An initial vertical concept was prepared to determine the feasibility of crossing a two-lane road over the railroad and is shown in Figure 25. The horizontal alignment of Topeka Street would generally remain the same. The approach grades would be 8 percent, retaining walls would be required along the north and south side of Topeka Street from about 6th Street to 8th Street. A portion of existing Topeka Street would be used as a one-way (eastbound) service road to provide access along the south side. In addition, Park Street would be



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extended between 6th and 7th Streets to provide for the westbound traffic movement. Coordination with BNSF will be required to construct the bridge over the tracks. The estimated construction cost in 2004 dollars is $3.5 million. Louise Avenue The Louise Avenue at-grade crossing serves as a primary access to the southeastern portion of the City. The potential for a grade-separated crossing was evaluated in each of the past two transportation plans and schematic options were presented. Recently, the City has examined the possibility of moving the existing fire station at Harrison Street and Kingman Avenue. The elimination of the existing fire station presents additional opportunities for a Louise Avenue grade separation that were not examined before. Based on comments from the TAC and the turning movement counts, the predominant movement is between Louise Avenue and Harrison Ave and not between Louise Avenue and SR 66. This alternative serves to connect Louise Avenue and Harrison Avenue. Connections to SR 66 are provided via local streets. An initial concept plan and profile that would connect Louise Avenue to Harrison Street as either an underpass or overpass of the railroad was developed and is shown in Figures 26 and 27. The concept provides a smooth, continuous connection between Louise Avenue and Harrison Street. The approach grades are 6 percent and the horizontal curve has a 1300-foot radius. Because of the proximity of Route 66 and the railroad, Louise Avenue would have to cross over both the railroad and Route 66. Existing Harrison Street could be developed as a connection to Route 66. Construction of the Louise Avenue overpass will also require coordination with the BNSF Railroad. In addition, maintenance of traffic on Route 66 will be required during construction of the bridge over the highway. For the underpass option, significant detours would be required for both the railroad and Route 66 traffic.



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The estimated construction cost in 2004 dollars is $5.9 million for the overpass and $7.8 million for Louise Avenue to go under the railroad. As was previously described as part of the Louise Avenue intersection improvements, a realigned and relocated at-grade crossing could serve as an interim improvement until the grade-separation could be constructed.



Interchange Improvements

Two interchanges along I-40 have been identified as having operational difficulties or safety concerns: Stockton Hill Road and US 93. Stockton Hill Road The I-40/Stockton Hill Road TI is a standard diamond interchange with I-40 going over Stockton Hill Road. It experiences unacceptable level of service during both peak periods. In addition, Beverly Avenue is in close proximity to the north side ramps that further complicates the operation. Beverly Avenue was previously signalized at Stockton Hill Road, but the signal was removed and it is now stopped controlled. In 1998, ADOT conducted an evaluation of the interchange and presented several alternatives. The study included four interim alternatives The recommended longterm solution was a roundabout for the north intersection of the interchange and Beverly Avenue. The alternatives and recommendations are documented in the Final Design Concept Report, Stockton Hill T.I. WB (Sverdrup Civil, September 1999). The concept drawing from the report is included in the Appendix. According to the report, the roundabout would cost approximately $1.5 million. A subsequent ADOT review of implementing a roundabout at this location indicated that this location would not be conducive to a roundabout because of the traffic volume imbalance between Stockton Hill Road and the ramps. Short and long-term potential improvements for the Stockton Hill Road interchange were evaluated. The long term improvements include an urban interchange or roundabouts at the ramps. The short term improvement includes modifications to



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the Stockton Hill Road and Beverly Avenue intersection. The improvements are described in the following sections. Urban Interchange: For this study, an initial concept for an urban traffic interchange was developed and is shown in Figure 28. In order to construct an urban interchange, the grade of I-40 would have to be raised four feet, which would require reconstruction of I-40 for a distance of approximately 2300 feet to the west and 2300 feet to the east. A primary benefit of the urban interchange is that there is only one signalized intersection rather than the two signals used at a diamond interchange. As part of the interchange reconstruction, the new bridge over Stockton Hill Road could be long enough to provide three through lanes and two left turn lanes in each direction on Stockton Hill Road. The estimated construction cost in 2004 dollars is $14 million. An urban interchange would move the signalized intersection further from Beverly Avenue, which would benefit Beverly Avenue traffic. However, Beverly Avenue traffic would still experience delays when trying to turn left. Roundabout: Another option for this interchange is to replace the signalized intersections at the ramps with roundabouts. The use of roundabouts is being studied for several locations in the state of Arizona. Other jurisdictions have already begun designing and constructing roundabouts as an alternative to signalized intersections. Within a roundabout, all moves are right turns. As a result, angle accidents are reduced. In addition, the lower vehicle speeds through a roundabout can improve the safety at the intersection. Traffic moves continually, thus reducing delay to all vehicles. Also, at this location, the intersection of Stockton Hill Road and Beverly Avenue could be incorporated into the roundabout. Beverly Avenue Intersection: Short term options are available to improve Beverly Avenue operation at Stockton Hill Road. These are shown on Figure 29.



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Option A is to relocate the westbound off-ramp to form a T-intersection with Beverly Avenue. This would relocate the signal from the westbound off-ramp to the Beverly Avenue intersection. This signal is not supported by ADOT or FHWA because the ramp terminates at a local street which provides access to Stockton Hill Road. With option B, Beverly Avenue could be converted to a one-way service road from Harrison Street or Fairgrounds Boulevard west to Stockton Hill Road. The westbound off-ramp at Stockton Hill Road and Beverly Avenue would merge east of Stockton Hill Road. This would give Beverly Avenue traffic access to a signal at Stockton Hill Road. For the Beverly Avenue intersection, option C would include a median on Stockton Hill Road across the intersection. The project would consist of connecting the existing medians on Stockton Hill Road that are north and south of the Beverly intersection. This would eliminate left turns at the intersection. Traffic would only be able to turn right into or right out of Beverly Avenue. An advantage of this is that the number of intersection conflict points is reduced as compared to the existing configuration. A disadvantage is that this may actually increase the northbound traffic on Stockton Hill Road. Consideration could also be given to closing Beverly Avenue at Stockton Hill Road and use Beverly Avenue as a local access from the shopping center driveway to the east. US 93 The I-40/US 93 interchange is a diamond interchange that experiences a significant amount of truck activity. It is the connecting point for the continuation of US 93 and as a result there is a strong directional travel from the east to the north and vice versa. The US 93 Multi-Modal Corridor Profile Study report included a recommendation for a new connection between I-40 and US 93. A new alignment for US 93 would impact the existing US 93 interchange by diverting US 93 traffic from the existing interchange to the new connection. Figure 30 presents the results of the travel forecasting model run for the year 2023. As can be seen, a new connection between I-40 and US 93, northwest of the



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existing interchange could divert as much as 28,000 vehicles per day, which would significantly reduce the traffic using the existing interchange. Based on a preliminary sketch shown in Figure 31, the length of the ramps could be up to 2 miles long. The northbound direction would be a direct connection between existing I-40 and US 93. The southbound direction would require a structure over US 93 and a structure over I-40. The elevation is the area ranges from 3500 feet to 3640 feet. There are four watercourses along the alignment. The adjacent land is currently vacant. The estimated cost is $55 million for the ramps and interchange structures. The initial recommendation is that the terrain in this area may not be conducive to a new route and further study would be required to determine if such a route is feasible.



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V. 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, 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 32. The plan includes a variety of improvements including intersection modifications, roadway widening, roadway extensions, new roadways, railroad grade separations, a new interchange, and interchange improvements. These projects represent a future transportation system that will accommodate planned growth. A functional classification plan that includes the recommended projects is presented in Figure 33. New traffic signal locations are not identified in the Plan. However, it is suggested that the City include two signals per year in their annual budget. Warrant studies are required before traffic signals can be installed. Locations for potential warrant studies are identified in the Intersection Summary Table in the Appendix.



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Also shown in the table are minor intersection improvements. The improvements are based on existing and projected turning movement volumes. Turn lanes are recommended based on the following thresholds: a right turn volume of 150 vehicles requires a separate right turn lane and a left turn volume greater than 300 requires double left turn lanes on the intersection approach. The recommended plan includes a new traffic interchange on I-40 as part of the new Parkway. Future development east of I-40 may be willing to donate land or participate in the cost of a new interchange at another location. Only one interchange location is needed to support this 20-year plan. The following alternatives or portions of alternatives are not included in the recommended plan. Western Avenue Connection The Western Avenue connection between Detroit Avenue and Beverly Avenue poses several engineering challenges. In order to lower Western under I-40, there would be substantial rock excavation and utility impacts. To raise I-40 to cross over existing Western would require reconstruction of more than one-half mile of I40 to the west. In addition, the Fairgrounds Boulevard extension would provide similar benefits as the Western Avenue extension with fewer engineering challenges. Fairgrounds Boulevard extension is included in the recommended plan. Airway Avenue widening to six lanes: Rt. 66 to Sage Street The future conditions analysis showed that Airway Avenue from Stockton Hill Road to Sage Street had a projected level of service of D or worse. Widening Airway Avenue from Stockton Hill Road to Rt. 66 is included in the recommended plan. The section between Rt. 66 and Sage Street has major cost implications because of the City's current plan to construct a four lane grade separation with the railroad. The design for this project is nearly complete and right of way has been acquired. The city should continue with this project as a four lane grade separation. The growth in the area north of I-40 and east of the railroad should be monitored. If the growth trend indicates that the population level shown for that area will be achieved, then the City and County should identify another potential railroad crossing such as Gordon or Northern/Diagonal Way.



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I-40 Access Roads The access roads from Eastern Street to DW Ranch Road are not included in the recommended plan. The plan does include recommendations to roadway additions in the southeast area and the extension of Airway Avenue to the Parkway, which will provide the needed access and circulation. Many of the recommended projects will involve more than one jurisdiction and will be supported by planned development. There will be significant opportunities to share the cost of the plan among various stakeholders.



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 and/or low-income populations in the City of Kingman? This was described in Chapter II and is shown by census tract in Figure 34. 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 Kingman Area Transportation Study is a long-range planning study prepared to address the transportation needs in the area for the next twenty years. The study includes the following types of projects: � � � � Widening of existing roadways Extension of existing roadways Traffic interchange improvements Construction of a parkway route



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The projects are proposed to improve the City's transportation system and benefit the community as a whole. The roadway widenings, extensions, and interchange improvements will not adversely impact or place disproportionately high impacts on minority or low-income populations. The Parkway interchange and roadway alignment has been previously identified in the "Parkway Traffic Interchange Assessment" report and the City's General Plan. The alignment crosses land that is generally vacant. The alignment does not target or disproportionately impact a minority or low-income population along the route. It should be noted that this study represents the early planning stages for the Parkway and additional environmental justice analysis will be required as the concept is further defined.



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 77,748 people for the year 2023. The recommended plan is the street system that is needed to meet this population threshold. If the growth rate in the study area changes, the year associated with the plan may change. The implementation of the plan is divided into short term, mid term, and long term elements. The short term would be the first five years, mid-term is years 6-10, and long term is years 11-20. Table 13 presents a summary of the implementation plan. Several of the widening projects have been divided into multiple segments to provide manageable projects with respect to cost and construction. The priority should be determined based on traffic volumes and development. 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. The Route 66 and Harrison/Louise project is proposed in two phases. The first phase is to realign Harrison and Louise to provide a single signalized intersection with Route. 66 and a relocated at-grade railroad crossing.



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The second phase is to construct a grade separation with the railroad and Route 66 and provide new connections to Route 66. The implementation plan also includes a category for studies and minor intersection improvements. Specific intersection recommendations are summarized in the Intersection Summary Table included in the Appendix. TABLE 13 IMPLEMENTATION PLAN PROJECT

Rt. 66 and Louise/Harrison Realignment



SHORT TERM (2004-2008)

DCR



MID-TERM (2009-2013)



LONG RANGE (2014-2023)



Rt. 66 and Louise/Harrison



Intersection realignment to create four-leg intersection with Louise and new atgrade crossing New grade separation of railroad and Rt. 66 Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes Widen to four lanes



Rt. 66 and Louise/Harrison Beverly Ave: Stockton Hill to Bank Bank St: Beverly to Gordon Bank St: Northern to Grace Neal Northern Ave: Bank to Castle Rock Harrison/Willow: Rt. 66 to Beverly Harrison/Willow: Beverly to Gordon Eastern St: Hualapai to Louise Eastern St: Louise to Airway Hualapai Mountain: east of Eastern to east of Seneca Louise Ave: Rt. 66 to Seneca Louise Ave: Seneca to Cherokee Airway Ave: Western to Stockton Hill



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TABLE 13 (cont'd) PROJECT

Airway Ave: Stockton Hill to Rt. 66 Airway Ave: Rt. 66 to Sage Airway Ave: Sage to the Parkway Stockton Hill: Rt. 66 to Detroit Stockton Hill: Detroit to Airway Stockton Hill: Airway to Gordon Stockton Hill: Gordon to Northern Stockton Hill: Northern to Jagerson Rt. 66: Beale to Hualapai Mtn Rt. 66: Hualapai Mtn to Airway Rt. 66: Airway to Northern US 93: I-40 to 2 miles north Fairgrounds Blvd Parkway Route Eastside Crossing of I-40 Glen Rd: Airway to Gordon Topeka Street RR grade separation Beverly Ave interim improvement Improve I-40/Stockton Hill TI US 93/I-40 direct connection Central St: Hualapai to Airfield Southern Ave: Railroad to Van Buren & Cherokee to the Parkway Construct median on Stockton Hill Rd DCR DCR New two lane road Extend two lane road Reconstruct Design and construct DCR for Seneca/Cherokee crossing of I-40 DCR for I-40 crossing DCR for new route New route and crossing of I-40 Two lane collector DCR Design and construct Widen to six lanes Widen to six lanes Widen to six lanes Grade separation at I40 and extend to Kino New route and I-40 TI Widen to six lanes Widen to six lanes Widen to six lanes Widen to four lanes Widen to six lanes New four lanes & grade separation New four lane lanes Widen to six lanes



SHORT TERM (2004-2008)



MID-TERM (2009-2013)



LONG RANGE (2014-2023)

Widen to six lanes



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TABLE 13 (cont'd) PROJECT

Cherokee St: Cheyenne to Airfield Cheyenne Ave: Seneca to Cherokee Dakota Ave: Central to Cherokee Airfield Ave: Eastern to Cherokee Seneca S: Hualapai to Louise Castle Rock Rd: Thompson to Grace Neal Prospector St:: Thompson to Grace Neal New traffic signal-various locations Intersection turn lanesvarious locations Two per year Two per year Two per year Two per year Two lane arterial Two lane collector Two lane collector Two per year Two per year



SHORT TERM (2004-2008)



MID-TERM (2009-2013)



LONG RANGE (2014-2023)

Two lane collector Two lane collector Two lane collector Two lane collector



While the above table 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.



D.



Cost/Revenue



This section examines the estimated cost of the recommended plan and compares it to the anticipated revenue based on current funding sources. The revenue is a 20-year projection of the current revenue used to implement transportation projects. A comparison of the cost and revenue indicates a shortfall over the life of the plan. Several additional revenue sources that could be considered are discussed.



Cost

The cost of the recommended plan is listed by project and time frame in Table 14. 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



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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 are typically used for capital projects; however, LTAF, HURF and General Fund can also be used 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 operations and maintenance or capital improvements. TABLE 14

RECOMMENDED PLAN COST (IN MILLIONS)

PROJECT Rt. 66 and Louise/Harrison Realignment Rt. 66 and Louise/Harrison Rt. 66 and Louise/Harrison Beverly Ave: Stockton Hill to Bank Bank St: Beverly to Gordon Bank St: Northern to Grace Neal Northern Ave: Bank to Castle Rock Harrison/Willow: Rt. 66 to Beverly Harrison/Willow: Beverly to Gordon Participating Jurisdictions City City City City City County County City City $4.11 $4.28 $4.28 $4.28 $2.85 $4.99 SHORT TERM

(2004-2008)



MID-TERM

(2009-2013)



LONG RANGE

(2014-2023)



TOTAL COST $0.25 $1.17



$0.25 $1.17 $3.90



$3.90 $4.99 $4.28 $4.28 $2.85 $4.11 $4.28



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TABLE 14 (cont'd)

PROJECT Eastern St: Hualapai to Louise Eastern St: Louise to Airway Hualapai Mountain: east of Eastern to east of Seneca Louise Ave: Rt. 66 to Seneca Louise Ave: Seneca to Cherokee Airway Ave: Western to Stockton Hill Airway Ave: Stockton Hill to Rt. 66 Airway Ave: Rt. 66 to Sage Airway Ave: Sage to the Parkway Stockton Hill: Rt. 66 to Detroit Stockton Hill: Detroit to Airway Stockton Hill: Airway to Gordon Stockton Hill: Gordon to Northern Stockton Hill: Northern to Jagerson Rt. 66: Beale to Hualapai Mtn Rt. 66: Hualapai Mtn to Airway Rt. 66: Airway to Northern US 93: I-40 to 2 miles north Fairgrounds Blvd Parkway Route Eastside Crossing of I-40 Glen Rd: Airway to Gordon Participating Jurisdictions City City City City City City City City City City City City City City City City ADOT ADOT City City/ADOT City/ADOT City $0.25 $7.95 $6.00 $0.25 $16.70 $1.00 $2.03 $7.80 $7.80 $2.25 $3.00 $3.00 $2.85 $2.25 $3.80 $5.08 $2.85 $2.85 $5.70 $2.85 $1.08 $6.80 SHORT TERM

(2004-2008)



MID-TERM

(2009-2013)



LONG RANGE

(2014-2023)



TOTAL COST $2.14 $4.99 $2.85 $5.70 $2.85 $1.08 $6.80 $5.08 $2.85 $3.80 $2.25 $3.00 $3.00 $2.85 $2.25 $7.80 $7.80 $6.00 $2.28 $16.95 $7.95 $1.00



$2.14 $4.99



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TABLE 14 (cont'd)

PROJECT Topeka Street RR grade separation Beverly Ave interim improvement Improve I-40/Stockton Hill TI US 93/I-40 direct connection Central St: Hualapai to Airfield Southern Ave: Railroad to Van Buren & Cherokee to the Parkway Cherokee St: Cheyenne to Airfield Cheyenne Ave: Seneca to Cherokee Dakota Ave: Central to Cherokee Airfield Ave: Eastern to Cherokee Louise Ave: Seneca to the Parkway Seneca St: Hualapai to Louise Castle Rock Rd: Thompson to Grace Neal Prospector St:: Thompson to Grace Neal New traffic signal-various locations Intersection turn lanesvarious locations Participating Jurisdictions City City/ADOT ADOT/City ADOT City City City City City City City City County County City/County City/County $1.25 $2.50 $1.25 $2.50 $3.20 $2.40 $1.60 $1.60 $2.50 $5.00 $0.25 $8.35 $0.25 $2.00 $2.40 $3.20 $1.60 $1.50 $3.20 $55.00 SHORT TERM

(2004-2008)



MID-TERM

(2009-2013)



LONG RANGE

(2014-2023)



TOTAL COST $3.75 $0.25 $8.35 $55.25 $2.00 $2.40 $3.20 $1.60 $1.50 $3.20 $3.20 $2.40 $1.60 $1.60 $5.00 $10.00



$0.25



$3.50



GRAND TOTAL



$56.52



$60.84



$119.32



$236.68



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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. HB 2565 (LTAF2) LTAF 2 is a five-year program that runs through FY 2003. The region must spend all of the revenue on public transit. 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. Developer Contributions It is common practice for the City to require developers to dedicate right-of-way for all streets adjacent to the development and to construct the adjacent half street.



Revenue Estimate

An estimate of the City's projected revenue available to implement the recommended plan was developed. The estimate was based on current revenue sources being continued at similar levels for the life of the plan. The projection was based on an estimate of current