10-Traffic Analysis.pdf

Design Concept Report Traffic Analysis 2

40th Street, Avenue 6E to Avenue 10E

Table of Contents

Executive Summary ____________________________________________________ 5

Project Description ____________________________________________________ 12

Study Methodology ____________________________________________________ 14

Existing Conditions ____________________________________________________ 14

Existing Traffic Data __________________________________________________ 18

Base Roadway/Intersection Geometric Assumptions ________________________ 18

Trip Generation ______________________________________________________ 24

Traffic Distribution/Assignment _________________________________________ 25

Existing Traffic Operations _____________________________________________ 29

Future Traffic Operations Without Project ________________________________ 31

Future Traffic Operations With Project___________________________________ 33

Turn Lane Analysis____________________________________________________ 40

Roadway Analysis _____________________________________________________ 44

Traffic Signal Warrant Analysis _________________________________________ 46

Mitigation____________________________________________________________ 50

Conclusion ___________________________________________________________ 54

Design Concept Report Traffic Analysis 3

List of Tables

Table 1 – Weekday Generated Trips _____________________________________ 25

Table 2 - Level of Service Criteria – Signalized Intersections _________________ 29

Table 3 – Level of Service Criteria – Un-signalized Intersections ______________ 30

Table 4 – Existing Weekday Peak Hour Levels of Service ____________________ 30

Table 5 – 2044 Weekday Peak Hour Levels of Service Without Development Zones

_____________________________________________________________________ 31

Table 6a – 2044 Weekday Peak Hour Levels of Service With Development Zones 36

Table 6b – 2044 Weekday Peak Hour Levels of Service With Development Zones 37

Table 7 – Turn Lane Warrants __________________________________________ 41

Table 8 – Turn Lane Lengths ___________________________________________ 43

Table 9 – MCDOT Roadway Planning Level Traffic Volumes ________________ 45

Table 10 – 2044 Roadway Cross Section Analysis ___________________________ 45

Table 11 – Traffic Signal Warrant Analysis (Avenue 6 E/40th Street) ___________ 47

Table 12 – Traffic Signal Warrant Analysis (Avenue 7½ E/40th Street) _________ 47

Table 13 – Traffic Signal Warrant Analysis (Desert Willow Way/40th Street) ____ 47

Table 14 – Traffic Signal Warrant Analysis (Avenue 8 E/40th Street) ___________ 48

Table 15 – Traffic Signal Warrant Analysis (Avenue 10 E/40th Street) __________ 48

Table 16 – Traffic Signal Warrant Analysis (Avenue 7 E/40th Street) ___________ 48

Table 17 – Traffic Signal Warrant Analysis (Avenue 8½ E/40th Street) _________ 49

Table 18 – Traffic Signal Warrant Analysis (Avenue 9 E/40th Street) ___________ 49

Table 19 – Traffic Signal Warrant Analysis (Mesa Avenue/40th Street) _________ 49

Table 20a – Mitigation Measures ________________________________________ 51

Table 20b – Mitigation Measures ________________________________________ 52

Table 20c – Mitigation Measures_________________________________________ 53

Design Concept Report Traffic Analysis 4

List of Figures

Figure 1 – Vicinity Map ________________________________________________ 13

Figure 2 – Existing Lane Configurations __________________________________ 17

Figure 3 – Existing Traffic Volumes (2025) ________________________________ 19

Figure 4 – Development Zones___________________________________________ 20

Figure 5 – 2044 Baseline Roadway and Intersection Configuration Assumptions

Scenario 1 ____________________________________________________________ 22

Figure 6 – 2044 Baseline Roadway and Intersection Configuration Assumptions

Scenario 2 ____________________________________________________________ 23

Figure 7 – Weekday Traffic Distribution from Each Zone ____________________ 26

Figure 8 – Weekday Traffic Assignment from All Zones Scenario 1____________ 27

Figure 9 – Weekday Traffic Assignment from All Zones Scenario 2____________ 28

Figure 10 – 2044 Weekday Traffic Volumes Without Project _________________ 32

Figure 11 – 2044 Weekday Traffic Volumes With Development Zones Scenario 1 34

Figure 12 – 2044 Weekday Traffic Volumes With Development Zones Scenario 2 35

Figure 13 – Proposed Lane Configurations and Traffic Control Scenario 1 _____ 60

Figure 14 – Proposed Lane Configurations and Traffic Control Scenario 2 _____ 61

Appendix Prepared By

Traffic Counts Matthew Reeg, PE, PTOE

Trip Generation Calculations Andrew Smigielski, PE, PTOE, PTP

Detailed Trip Distribution/Assignment

Capacity Calculations

Turn Lane Calculations

Traffic Signal Warrant Analysis

Design Concept Report Traffic Analysis 5

DESIGN CONCEPT REPORT TRAFFIC ANALYSIS

40TH STREET – AVENUE 7E TO AVENUE 10E

Executive Summary

To accommodate population and development growth within the City of Yuma, the City has moved forward with establishing the full arterial roadway cross section along 40th

Street, between Avenue 7 E and Avenue 10 E. In addition, intersection geometrics at nine key intersections (five existing and four proposed) on 40th Street and three existing intersections on Avenue 6E within the project corridor were evaluated.

One of the primary objectives of this report is to define the ultimate roadway cross section for 40th Street within the study area. The City of Yuma has identified an interim improvement phase for 40th Street, which will consist of constructing one travel lane in each direction, with a raised median and a multiuse path along the north side of the roadway. While not included in the analysis, this interim configuration is intended to provide near term mobility benefits while accommodating initial development along the corridor. As growth and traffic demands increase within the surrounding area, the City plans to expand the roadway to its ultimate cross section, thereby completing the long range vision for the corridor.

In coordination with representatives from the City of Yuma, an evaluation of anticipated development along the 40th Street and Avenue 6E project corridors was conducted.

Through this process, sixteen areas of expected development (development zones) were established. These ‘development zones’ were utilized to estimate the amount of traffic that could be expected to travel along the project corridors from future development.

There is ongoing coordination about how the intersection of 40th Street/SR 195 will be constructed in the future. Two potential scenarios are being considered and were analyzed in the 2044 with development zones analysis provided in this report.

Scenario 1 will establish a grade separated crossing of SR 195 at 40th Street. No access will be provided between 40th Street and SR 195 in this scenario.

Scenario 2 would establish two at-grade intersections, SR 195 Northbound/40th Street and

SR 195 Southbound/40th Street, to facilitate access between 40th Street and SR 195.

Existing Traffic Data

The southbound approach to the intersection of Avenue 6 E/County 14th Street currently operates at an inadequate level of service (LOS) during the weekday PM peak hour.

All of the remaining study intersections currently operate at an adequate LOS during the weekday AM and PM peak hours.

Design Concept Report Traffic Analysis 6

Future Traffic Data Without Development Zones

The southbound approach to the intersection of Avenue 6 E/County 14th Street is expected to operate at an inadequate LOS during the weekday AM and PM peak hours in 2044 without the development zones.

The intersection of Avenue 6 E/32nd Street is anticipated to operate at an overall inadequate

LOS during the weekday PM peak hour in 2044 without the development zones.

All of the remaining study intersection are expected to continue to operate at an adequate

LOS during the weekday AM and PM peak hours in 2044 without the development zones.

Future Traffic Data With Development Zones

Several key roadway improvements are expected to occur as development progresses in the area surrounding 40th Street. Avenue 7 E, Avenue 8½ E, Avenue 9 E and Mesa Avenue will all be extended south of 40th Street to serve new development. As a result of these roadway extensions, new four-legged intersections will be formed at Avenue 7 E/40th

Street, Avenue 8½ E/40th Street, Avenue 9 E/40th Street and Mesa Avenue/40th Street. In addition, 40th Street will be constructed between Avenue 6 E and Avenue 7 E to provide a vital connection to existing/future developments west of the project area.

These future roadway extensions were assumed to be completed in 2044 with the development zones and include;

• 40th Street offers an exclusive left turn lane, one through lane and a shared through/right turn lane on the eastbound and westbound approaches to the nine key intersections (five existing and four proposed) within the study corridor.

• The northbound and southbound approaches to the key study intersections

(nine) offer an exclusive left turn lane and a shared through/right turn lane.

• Avenue 7 E/40th Street, Avenue 8 E/40th Street, Avenue 9 E/40th Street and

Avenue 10 E/40th Street operate under an ALL WAY stop conditions.

• The eastbound and westbound approaches will operate under free flow conditions while the northbound and southbound approaches will be stop controlled at the intersections of Avenue 7 ½ E/40th Street, Desert Willow

Way/40th Street, Avenue 8 ½ E/40th Street and Mesa Avenue/40th Street.

Scenario 1 & Scenario 2 Traffic Data Review

A majority of the failing turning movements at the study intersections in 2044, following the build-out of the development zones, are anticipated to occur under both Scenario 1 and

Scenario 2. These movements are located at the following intersections;

• Avenue 6 E/32nd Street o Overall Intersection

• Fortuna Road/40th Street o Eastbound Left

Design Concept Report Traffic Analysis 7

• Avenue 6 E/40th Street o Southbound Left

• Avenue 7 E/40th Street o Eastbound Left Turn Lane o Southbound Left (Scenario 1 Only)

• Avenue 7 ½ E/40th Street o Northbound Left o Northbound Through/Right o Southbound Left o Southbound Through/Right

• Desert Willow Way/40th Street o Northbound Left

• Avenue 8 E/40th Street o Eastbound Approach o Westbound Approach o Northbound Left o Southbound Left

• Avenue 8 ½ E/40th Street o Northbound Approach o Southbound Approach

• Avenue 9 E/40th Street o Eastbound Through o Westbound Through o Westbound Through/Right (Scenario 1 Only) o Southbound Through/Right

• Mesa Avenue/40th Street o Northbound Left o Southbound Left (Scenario 1 Only) o Southbound Through/Right

• Avenue 10 E/40th Street (Scenario 1 Only) o Eastbound Left o Westbound Through o Westbound Through/Right o Southbound Through/Right

The LOS analysis for all study intersections in 2044, considering full build-out of the development zones under both Scenario 1 and Scenario 2, demonstrates that each scenario offers specific benefits. Scenario 1 reduces the number of intersections along the 40th Street corridor, which supports more efficient eastbound and westbound thoroughfare along this key arterial roadway.

In contrast, Scenario 2 introduces two at-grade intersections along 40th Street at SR 195.

This configuration facilitates direct access to SR 195—a regional north-south highway that connects San Luis and the City of Yuma—and also provides connectivity to Interstate 8 approximately one mile north of the project site. Establishing this north-south connection

Design Concept Report Traffic Analysis 8 could reduce traffic demand on other north-south arterials within the network, particularly

Fortuna Road, which already experiences relatively high traffic volumes.

Overall, the LOS analysis indicates that key intersections along 40th Street generally experience lower delays under Scenario 2 when compared to Scenario 1.

Turn Lane Analysis

The turn lane analysis presented in this report reflects the most conservative findings derived from the evaluation of both Scenario 1 and Scenario 2. Below is a comprehensive list of right turn lanes that are warranted at the study intersections, along with the minimum storage required, to accommodate 2044 traffic volumes with the development zones.

• Avenue 6 E/40th Street.

o Northbound Right Turn Lane – 50 feet of Storage

• Avenue 6 E/County 14th Street o Westbound Right Turn Lane – 150 feet of Storage

• Avenue 7 E/40th Street o Westbound Right Turn Lane – 50 feet of Storage

• Avenue 7½ E/40th Street o Eastbound Right Turn Lanes – 100 feet of Storage o Westbound Right Turn Lanes – 125 feet of Storage

• Desert Willow Way/40th Street o Eastbound Right Turn Lane – 50 feet of Storage

• Avenue 8 E/40th Street o Eastbound Right Turn Lane – 75 feet of Storage o Westbound Right Turn Lane – 50 feet of Storage o Southbound Right Turn Lane – 100 feet of Storage

• Avenue 8½ E/40th Street o Eastbound Right Turn Lane – 50 feet of Storage o Westbound Right Turn Lane – 50 feet of Storage

• Avenue 9 E/40th Street o Eastbound Right Turn Lane – 50 feet of Storage

• Mesa Avenue/40th Street o Westbound Right Turn Lane – 50 feet of Storage

• Avenue 10 E/40th Street o Westbound Right Turn Lane – 50 feet of Storage

The warranted right turn lanes should provide a minimum of 100 feet of storage to meet

City of Yuma standards.

It was assumed that left turn lanes will be installed at the study intersections as development in the area occurs.

• Avenue 7 ½ E/40th Street o Westbound Left Turn Lane – 150 Feet of Storage

Design Concept Report Traffic Analysis 9

• Desert Willow Way/40th Street o Westbound Left Turn Lane – 150 Feet of Storage

• Avenue 8 E/40th Street o Eastbound Left Turn Lane – 150 Feet of Storage o Eastbound Left Turn Lane – 125 Feet of Storage

All of the remaining left turn lanes should be constructed to provide a minimum 100 feet of storage to meet City of Yuma standards.

Roadway Analysis

The 40th Street study corridor between Avenue 6 E and Fortuna Road is expected to operate adequately as a four lane, minor arterial roadway with a raised median based on the estimated traffic volumes in 2044 with the build out of the adjacent development zones in

Scenario 1 and 2.

Traffic Signal Warrant Analysis

The intersections of Avenue 6 E/40th Street, Avenue 7½ E/40th Street, Desert Willow

Way/40th Street, Avenue 8 E/40th Street and Avenue 10 E/40th Street are anticipated to meet traffic signal warrants #1 and #2 in 2044 with traffic from the development zones in both

The intersections of Avenue 7 E/40th Street and Avenue 8½ E/40th Street are expected to meet traffic signal warrant #2 in 2044 with traffic from the development zones in both

The intersection of Avenue 9 E/40th Street is expected to meet traffic signal warrant #1 and

#2 in Scenario 1 while only meeting traffic signal warrant #2 in Scenario 2.

Mitigation

All of the study intersections are expected to experience inadequate delays during the weekday AM and/or PM peak hours in 2044 with the build out of the development zones in Scenario 1 and 2 with exception to the intersection of Avenue 10 E/40th Street in

Scenario 2, which operates at an adequate LOS.

The delays experienced at the study intersections in year 2044, with the build out of the development zones in Scenario 1 and 2, are primarily a result of the significant increase in traffic volumes within the project corridor. Installation of the warranted right turn lanes will help in providing added capacity at some of the study intersections. However, the stop-controlled nature of the major study intersections (Avenue 7 E/40th Street, Avenue 8 E/40th

Street, Avenue 9 E/40th Street and Avenue 10 E/40th Street) creates a condition where vehicles must move through the project intersections one vehicle in opposing direction at a time. This is an inefficient traffic operation for projected traffic volumes along and approaching 40th Street.

Design Concept Report Traffic Analysis 10

The high traffic volumes on 40th Street also limits the number of gaps to turn onto this roadway from Avenue 6 E, Avenue 7 ½ E, Desert Willow Way, Avenue 8 ½ E and Mesa

Avenue. This causes the northbound and southbound approach movements at the intersections of Avenue 6 E/40th Street, Avenue 7 ½ E/40th Street, Desert Willow Way/40th

Street, Avenue 8 ½ E/40th Street and Mesa Avenue/40th Street to operate at an inadequate

LOS in 2044 with 40th Street project and with the build out development zones.

All of the un-signalized study intersections would be expected to operate at an adequate

LOS in 2044 with build out of the development zones in both Scenario 1 and 2, with the installation of traffic signals, and the proposed/warranted right turn lanes.

The intersection of Avenue 6 E/32nd Street needs an additional eastbound through lane to accommodate future traffic volumes in 2044 with the development zones.

The excessive delays experienced at the signalized intersection of Fortuna Road/40th Street can be mitigated with the installation of protected/permitted left turn operations, as well as westbound and southbound right turn overlap phasing.

Dual eastbound left turn lanes at the intersections of Avenue 8 E/40th Street, Avenue 10

E/40th Street and Fortuna Road/40th Street, as well as dual westbound left turn lanes at the intersections of Avenue 7 E/40th Street, Avenue 7½ E/40th Street, Desert Willow Way/40th

Street and Avenue 8 E/40th Street would provide increased capacity to accommodate the expected high turning movement volumes at these intersections, improve traffic signal operations at the intersections, and reduce the risk of left turn vehicles queueing into the through lanes. If dual eastbound or westbound left turn lanes are installed, corresponding dual left turn lanes in the opposing direction will also be required to provide symmetry at the intersections.

Recommendations

The long term traffic analysis provided in this report is based on estimated traffic volumes using a variety of assumptions including the density of future economic development and anticipated traffic patterns. Due to the uncertainty of these factors, there can be varying fluctuations with the projected traffic volumes. The analysis in this report should be used as guidance and the 40th Street corridor should continue to be monitored as development occurs.

40th Street, between Avenue 6 E and Avenue 10 E, should be constructed to accommodate a four lane, minor arterial roadway with a raised median.

While traffic signals are warranted and would be expected to improve traffic operations at the study intersections in 2044 with build out from the development zones in Scenario 1 and 2, it is recommended that these intersections be monitored as development in the area progresses and traffic signals only be installed if/when warrants are met.

The eastbound left turn movements at the intersections of Avenue 8 E/40th Street, Avenue

10 E/40th Street and Fortuna Road/40th Street, as well as the westbound left turn movements

Design Concept Report Traffic Analysis 11 at the intersections of Avenue 7 E/40th Street, Avenue 7½ E/40th Street, Desert Willow

Way/40th Street and Avenue 8 E/40th Street are expected to experience in excess of 200 vehicles during the weekday AM and/or PM peak hours in 2044 with the build out of the development zones. When left turn lanes at signalized intersections approach and surpass

250 vehicles per hour, consideration should be given to providing dual left turn lanes.

Right of way should be set aside for the possible need to accommodate future dual eastbound and westbound left turn lanes at the intersections of Avenue 7 E/40th Street, Avenue 7½ E/40th Street, Desert Willow Way/40th Street, Avenue 8 E/40th Street, Avenue

10 E/40th Street and Fortuna Road/40th Street.

Avenue 7 E, Avenue 8 E, Avenue 9 E and Avenue 10 E are all expected to provide access to key east/west routes, including Interstate 8, north of the 40th Street project corridor.

These roadways are spaced at one-mile increments and can be expected to serve long term development south of 40th Street. It is recommended that right of way (ROW) be set aside to accommodate a five-lane roadway cross section for Avenue 7 E, Avenue 8 E, Avenue 9

E and Avenue 10 E, on the northbound and southbound approaches to 40th Street, to provide adequate capacity for the potential future traffic volumes along these key roadways.

Scenario 2 introduces two at-grade intersections along 40th Street at SR 195. This configuration facilitates direct access to SR 195—a regional north-south highway that connects San Luis and the City of Yuma—and also provides connectivity to Interstate 8 approximately one mile north of the project site. Establishing this north-south connection could reduce traffic demand on other north-south arterials within the network, particularly

Fortuna Road, which already experiences relatively high traffic volumes. The City of

Yuma should consider further evaluation of an at-grade connection between 40th Street and

SR 195 as development continues in the study area to provide access to a regional north-south corridor in the roadway network.

Design Concept Report Traffic Analysis 12

DESIGN CONCEPT REPORT TRAFFIC ANALYSIS

40TH STREET – AVENUE 7 E TO AVENUE 10 E

Project Description

To accommodate population and development growth within the City of Yuma, the City has moved forward with establishing the arterial roadway cross section along 40th Street, between Avenue 7 E and Avenue 10 E. In addition, intersection geometrics at nine key intersections (five existing and four proposed) on 40th Street and three existing intersections on Avenue 6E within the project corridor were evaluated. The 40th Street roadway cross sections and study intersection geometric needs will be analyzed based on existing conditions and the future year of 2044.

Through this process, sixteen areas of expected development (development zones) were established. These ‘development zones’ were utilized to estimate the amount of traffic that could be expected to travel along the project corridors from future development. Each zone is labeled as either low density residential, medium density residential, high density residential or commercial based on current City of Yuma zoning.

40th Street is currently planned as a four lane, minor arterial roadway as described in the

City of Yuma Transportation Master Plan, Final Report, dated October 2014 and completed by Wilson & Company. The vicinity of the project is shown in Figure 1.

The purpose of this traffic analysis is to:

• Estimate the 2044 weekday daily and peak hour traffic volumes on 40th Street, between Avenue 6 E and Fortuna Road, and on Avenue 6E, between 32nd Street and County 14th Street.

• Determine the appropriate future roadway cross-section for 40th Street within the study area.

• Utilize the 2044 estimated traffic volumes to identify the proper intersection geometrics at the key intersections along 40th Street and Avenue 6E within the project limits.

• Determine the need for auxiliary (left and right turn) lanes at the study intersections.

• Perform a traffic signal warrant analysis at nine key intersections along 40th Street within the project limits based on the estimated future traffic volumes.

Two alternative scenarios were evaluated in the future ‘with’ analysis provided in this report. Scenario 1 assumes that 40th Street will be a grade separated crossing of State Route

195 (SR 195) and will not provide access to the highway. Scenario 2 evaluates the potential of having a new at grade traffic interchange at the 40th Street/SR 195 intersection where both northbound and southbound traffic on SR 195 is stopped at 40th Street.

The author of this report is a registered professional engineer (civil) in the State of Arizona having specific expertise and experience in the preparation of traffic analyses.

Figure 1: Vicinity Map SOUTHWEST TRAFFIC ENGINEERING, LLC

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Future Scenario Analysis at 40th Street/State Route 195: Scenario 1 - Grade Separated Crossing of 40th Street, Scenario 2 - At-Grade Interchange*

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Design Concept Report Traffic Analysis 14

Study Methodology

In order to determine the appropriate roadway cross section and intersection geometric needs on 40th Street between Avenue 7 E and Avenue 10 E, and Avenue 6E, between 32nd

Street and County 14th Street, the following tasks were undertaken:

• Field observation of the surrounding area was conducted to evaluate the existing physical and operational characteristics of the adjacent roadway network.

• Traffic volumes generated by development zones within the study area were calculated using the Institute of Transportation Engineers (ITE) Trip Generation

Manual, 11th Edition, 2021.

• Trip generation for the development zones within the study area were distributed to 40th Street and Avenue 6E based on accessibility to the roadway and historic traffic volumes.

• Yuma Metropolitan Planning Organization (YMPO) transportation models were examined for future traffic projections along 40th Street and Avenue 6E.

• Roadway cross section and intersection geometric requirements were determined based on Maricopa County Department of Transportation (MCDOT) guidelines.

• The need for auxiliary turn lanes at the study intersections were evaluated based on

Arizona Department of Transportation (ADOT) guidelines.

• Traffic Signal Warrants were evaluated at the following intersections based on existing and 2044 traffic volumes without and with the development zones:

o Avenue 6E/40th Street (existing) o Avenue 7 E/40th Street (proposed) o Avenue 7½ E/40th Street (existing) o Desert Willow Way/40th Street o Avenue 8 E/40th Street (existing) o Avenue 8½ E/40th Street (proposed) o Avenue 9 E/40th Street (proposed) o Mesa Avenue/40th Street (proposed) o Avenue 10 E/40th Street (existing)

Existing Conditions

40th Street is an east/west roadway that parallels Interstate 8 (I-8) approximately one mile south of the highway. Various roadway cross sections are offered on 40th Street between

Avenue 6 E and Avenue 10 E.

40th Street between Avenue 7 E and Avenue 7½ E is currently a dirt road that is not accessible to the traveling public. There is an ongoing development project located on the north side of 40th Street, within this corridor, that is expected to make interim roadway improvements to 40th Street to accommodate the site.

Design Concept Report Traffic Analysis 15

Between Avenue 7½ E and Avenue 8 E, 40th Street offers one lane in each direction with a raised median. The shoulders are unimproved (no curb/gutter/sidewalk) and roadway lighting is provided within the raised median.

40th Street is a two-lane, dirt road that is not open to public use between Avenue 8 E and

Avenue 8½ E.

40th Street extends east from Avenue 8½ E as a two lane, undivided roadway until it dead ends at Cactus Wren Way. This section of 40th Street has curb and gutter on both sides of the road while sidewalk is present on the south side of the street. Roadway lighting has been installed on the north side of 40th Street between Avenue 8½ E and Cactus Wren Way.

The posted speed limit on 40th Street within this area is 35 mph.

The section of 40th Street between Cactus Wren Way and Avenue 9 E offers a two-lane roadway cross section with dirt shoulders and is currently closed to public use.

40th Street is an unimproved two-lane, dirt roadway between Avenue 9 E and Avenue 10

E.

Avenue 6E is a two lane roadway without curb and gutter between 32nd Street and County

14th Street. The section of Avenue 6E between 40th Street and 48th Street has been widened to accommodate a raised median with roadway lighting.

The intersection of Avenue 6E/40th Street is a three leg, stop controlled intersection.

Eastbound traffic at the intersection of Avenue 6E/40th Street is stop controlled and is offered a shared left turn/right turn lane. Northbound vehicles make use of an exclusive left turn lane and a through lane while the southbound approach provides a through lane and an exclusive right turn lane. Northbound and southbound vehicles at the intersection operate under free flow conditions.

The intersection of Avenue 7½ E/40th Street is a three-leg, stop controlled intersection. The northbound approach to this intersection offers a through lane and an exclusive right turn lane while the southbound approach provides a shared through/left turn lane and an exclusive right turn lane (for future use). Westbound vehicles approaching the intersection of Avenue 7½ E/40th Street can utilize an exclusive left turn lane and an exclusive right turn lane. Pedestrian facilities are not offered at the intersection of Avenue7½ E/40th Street.

The west leg of this intersection has been constructed to allow for the future extension of

40th Street, west of Avenue7½ E, however, there are currently type three barricades in place to prohibit drivers from traveling west on the 40th Street alignment. Northbound and southbound traffic at the intersection of Avenue 7½ E/40th Street are stop controlled while the westbound approach operates under free flow conditions.

Desert Willow Way/40th Street is a three-legged, un-signalized intersection. Eastbound and westbound traffic at the intersection operate under free flow conditions while the northbound approach is stop controlled. The eastbound approach to the intersection of

Desert Willow Way/40th Street offers a through lane and an exclusive right turn lane.

Design Concept Report Traffic Analysis 16

Westbound traffic at this intersection is provided an exclusive left turn lane and a through lane. An exclusive left turn lane and exclusive right turn lane is available for northbound traffic at the intersection of Desert Willow Way/40th Street. Pedestrian facilities have not been constructed at this intersection.

The intersection of Avenue 8 E/40th Street is a three leg, all way stop controlled intersection. Eastbound vehicles at the intersection of Avenue 8 E/40th Street make use of an exclusive left turn lane and exclusive right turn lane. Northbound traffic at the intersection of Avenue 8 E/40th Street are offered an exclusive left turn lane and a through lane while southbound vehicles are provided with a through lane and an exclusive right turn lane. Pedestrian ramps and crosswalks are not present at the intersection of Avenue 8

E/40th Street. The east leg of this intersection is currently barricaded closed to public traffic.

The intersection of Avenue 10 E/40th Street is a four-leg, un-signalized intersection. All approaches to this intersection offer a shared left turn/through/right turn lane. The westbound approach to the intersection of Avenue 10 E/40th Street is stop controlled while the southbound approach operates under free flow conditions. Both the west and south legs of this intersection are unmaintained, dirt roads that experience minimal traffic volumes.

Fortuna Road/40th Street is a four leg, signalized intersection. The eastbound and northbound approaches to the intersection of Fortuna Road/40th Street offer an exclusive left turn lane, a through lane and a shared through/right turn lane while westbound and southbound vehicles are provided an exclusive left turn lane, a through lane and a dedicated right turn lane.

The intersection of 32nd Street/Avenue 6E is a four leg, signalized intersection. Eastbound and westbound vehicles at the intersection of 32nd Street/Avenue 6E are offered an exclusive left turn lane, two through lanes and a dedicated right turn lane.

SR 195 is a north/south aligned highway that provides regional access between the City of

San Luis and the City of Yuma. SR 195 offers two lanes in each direction separated by a dirt median. The SR 195/Interstate 8 interchange is located near the northwest section of the project corridor.

Avenue 6E, Avenue 7 E, Avenue 8½ E, Avenue 9 E and Mesa Avenue are north/south roadways within the project area that currently provide access to Interstate 8, the Interstate

8 Frontage Road and/or 32nd Street. These streets have varying roadway cross sections depending on development that has occurred in the area. Avenue 7 E, Avenue 8½ E, Avenue 9 E and Mesa Avenue all terminate north of 40th Street. The study intersection locations, lane configurations, and intersection control are shown in Figure 2.

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Figure 2: Existing Lane Configuration and Traffic Control SOUTHWEST TRAFFIC ENGINEERING, LLC

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Design Concept Report Traffic Analysis 18

Existing Traffic Data

In order to form a basis for analysis, weekday 24-hour turning movement counts were originally conducted in January 2023 at the following intersections:

• Avenue 7½ E/40th Street

• Desert Willow Way/40th Street

• Avenue 8 E/40th Street

After the original counts were conducted in January 2023, the study corridor was expanded to include the following intersections:

• Avenue 6E/32nd Street

• Avenue 6E/40th Street

• Avenue 6E/County 14th Street

• Fortuna Road/40th Street

Weekday 24-hour turning movement counts were completed at the expanded intersections in March 2025 while school was in session.

An additional weekday, bi-directional 24-hour traffic volume count was also completed on

SR 195 at the 40th Street alignment in March 2025.

A 2% annual growth rate was applied to the January 2023 traffic counts to account for changes in traffic demand. The existing traffic volumes are shown in Figure 3. Complete traffic count data can be found in the appendix.

Base Roadway/Intersection Geometric Assumptions

Through this process, sixteen areas of expected development (development zones) were established, as shown in Figure 4. These ‘development zones’ were utilized to estimate the amount of traffic that can be expected on 40th Street and Avenue 6E from future development. Each zone is labeled as either low density residential, medium density residential, high density residential or commercial based on current City of Yuma zoning.

4 7 85 6

Figure 3: Existing Weekday Peak Hour Traffic Volumes SOUTHWEST TRAFFIC ENGINEERING, LLC

17 (103) 10 (11)

(4

(6 7)

(3 ) 9

(6 ) 7

29 (108) 43 (143)

(69) 92

(8) 3

(4 ) 3

(9 6)

(162) 211

(1) 0

(2

(1

(3 ) 2

(8 5)

25 (30) 4 (5) 0 (1)

(1) 0

(7) 4

(0) 0

(2

(2

(4

9)

(0 ) 0

(2 ) 1

(3 ) 0

2,050 3, 1, 1, 2,090

5 915

0 905

XX = Weekday AM Peak Hour (XX) = Weekday PM Peak Hour

= Existing Road Vehicles Per Hour

#### = Vehicles Per Day

N

322 (332) 131 (133) 3 (5)

(45) 38

(143) 90

(6) 13

(3

9)

(2 4)

(2

(1 1)

(3

8)

(8

) 1

4, 0 5,440

2,330

71 (170) 191 (441)

(46) 22

(306) 371

(3

7)

(1

1, 4,360

5,445

(12) 10

(8) 18

(1

0)

(2

(1 2)

(1

) 1

1, 1, 10 (35) 1,034 (981) 27 (29)

(13) 6 (1,394) 771

(20) 18

(1

4)

(0

(2

7)

(8 7)

(0 ) 0

(8 0)

15,450

15,085

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

A ve nu e

E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street

9, 9, LEGEND:

AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

Figure 4: Development Zones SOUTHWEST TRAFFIC ENGINEERING, LLC

2 3

LEGEND:

= Low Density Residential

= Medium Density Residential

= High Density Residential

= Commercial

N

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

A ve nu e

E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street= Existing Road

AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

Design Concept Report Traffic Analysis 21

Several key roadway improvements are expected to occur as development progresses in the area surrounding 40th Street. Avenue 7 E, Avenue 8½ E, Avenue 9 E and Mesa Avenue will all be extended south of 40th Street to serve new development. As a result of these roadway extensions, new four-legged intersections will be formed at Avenue 7 E/40th

Street, Avenue 8½ E/40th Street, Avenue 9 E/40th Street and Mesa Avenue/40th Street. In addition, 40th Street will be constructed between Avenue 6 E and Avenue 7 E to provide a vital connection to existing/future developments west of the project area.

There is ongoing discussion about how the intersection of 40th Street/SR 195 will be constructed. Two potential scenarios are being considered.

Scenario 1 will establish a grade separated crossing of 40th Street at SR 195. No access will be provided between 40th Street and SR 195 in this scenario.

Scenario 2 would establish two at-grade intersections, SR 195 Northbound/40th Street and

SR 195 Southbound/40th Street, to facilitate access between 40th Street and SR 195.

Northbound and southbound traffic on SR 195 would be stopped at 40th Street.

These future roadway extensions were assumed to be completed in 2044 with the development zones and include;

• 40th Street offers an exclusive left turn lane, one through lane and a shared through/right turn lane on the eastbound and westbound approaches to the nine key intersections (five existing and four proposed) within the study corridor.

• The northbound and southbound approaches to the key study intersections offer an exclusive left turn lane and a shared through/right turn lane.

• Avenue 7 E/40th Street, Avenue 8 E/40th Street, Avenue 9 E/40th Street and

Avenue 10 E/40th Street operate under an ALL WAY stop conditions.

• The eastbound and westbound approaches will operate under free flow conditions while the northbound and southbound approaches will be stop controlled at the intersections of Avenue 7 ½ E/40th Street, Desert Willow

Way/40th Street, Avenue 8 ½ E/40th Street and Mesa Avenue/40th Street.

Figures 5 and 6 show the locations and geometric configuration for the study intersections that will serve as a baseline of analysis in the report for both Scenario 1 and Scenario 2, respectively.

4 7 856 10 11 127 8 13 1469

Figure 5: 2044 Baseline Roadway and Intersection Configuration Assumptions - Scenario 1 SOUTHWEST TRAFFIC ENGINEERING, LLC

LEGEND:

= Stop Controlled Approach

= Existing Road = Existing Movement= Existing Movement

7 8 9 10 11 126 13

= Future Road = Future Movement

N

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

A ve nu e

E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street

AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

4 7 854 5 6 10 11 127 8 13 1469

Figure 6: 2044 Baseline Roadway and Intersection Configuration Assumptions - Scenario 2 SOUTHWEST TRAFFIC ENGINEERING, LLC

LEGEND:

= Stop Controlled Approach

= Existing Road = Existing Movement= Existing Movement

7 8 9 10 11 126 13

= Future Road = Future Movement

N

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

A ve nu e

E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street

AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

Design Concept Report Traffic Analysis 24

Trip Generation

A review of the existing residential developments surrounding the project area was conducted to estimate the number of dwelling units that can be expected in the low, medium and high density residential development zones. Based on the surrounding development, it was determined that a 3.4 dwelling unit per acre factor for the low density zones, a factor of 7.3 dwelling units per acre for medium density zones, and a 12.2 dwelling units per acre factor be applied to high density zones to determine unit counts in each of the development zones.

Commercial developments typically utilize approximately 20% of the total lot size on which they are developed. To provide a conservative estimate, a floor area ratio of .25

(25% of total lot size) was used to estimate the building square footage of the commercial development zones that were identified.

Using these factors leads to the following build out of the development zones:

Development Zone 1 – 374 Residential Dwelling Units

Development Zone 2 – 305 Residential Dwelling Units

Development Zone 3 – 196,000 Square Foot Shopping Center

Development Zone 4 – 198 Residential Dwelling Units

Development Zone 5 – 1,022 Residential Dwelling Units

Development Zone 6 – 245 Residential Dwelling Units

Development Zone 7 – 217,800 Square Foot Shopping Center

Development Zone 8 – 385 Residential Dwelling Units

Development Zone 9 – 510 Residential Dwelling Units

Development Zone 10 – 402 Residential Dwelling Units

Development Zone 11 – 1,047 Residential Dwelling Units

Development Zone 12 – 300 Residential Dwelling Units

Development Zone 13 – 255 Residential Dwelling Units

Development Zone 14 – 77 Residential Dwelling Units

Development Zone 15 – 33 Residential Dwelling Units

Development Zone 16 – 304 Residential Dwelling Units

Trip generation for the development zones were estimated utilizing nationally agreed upon data contained in the Institute of Transportation Engineers (ITE) publication Trip

Generation, 11th Edition, 2021. Trip generation for the low and medium density residential developments were calculated based on ITE Land Use Code 210, Single Family Detached

Housing while ITE Land Use Code 215, Single Family Attached Housing was utilized for the high-density residential zones. Trips for the commercial zones were calculated using

ITE Land Use Code 820, Shopping Center, as shown in Table 1.

Design Concept Report Traffic Analysis 25

Table 1 – Weekday Generated Trips

Development Zone Average Daily, Inbound (vtpd)

Average Daily, Outbound (vtpd) Total Daily

AM Peak Hour, Inbound (vtpd)

AM Peak Hour, Outbound (vtpd) Total AM Peak

PM Peak Hour, Inbound (vtpd)

PM Peak Hour, Outbound (vtpd) Total PM Peak

Zone 1 1,764 1,764 3,528 68 194 262 222 130 352

Zone 2 1,098 1,098 2,196 45 101 146 99 75 174

Zone 3 3,628 3,628 7,256 102 63 165 320 346 666

Zone 4 934 934 1,868 36 103 139 117 69 186

Zone 5 4,819 4,819 9,638 186 529 715 605 356 961

Zone 6 1,156 1,156 2,312 45 127 172 145 85 230

Zone 7 4,031 4,031 8,062 113 70 183 356 385 741

Zone 8 1,816 1,816 3,632 70 200 270 228 134 362

Zone 9 2,405 2,405 4,810 93 264 357 302 177 479

Zone 10 1,896 1,896 3,792 73 208 281 238 140 378

Zone 11 4,937 4,937 9,874 191 542 733 620 364 984

Zone 12 1,415 1,415 2,830 55 155 210 178 104 282

Zone 13 1,203 1,203 2,406 47 132 179 151 89 240

Zone 14 364 364 728 14 40 54 45 27 72

Zone 15 156 156 312 6 17 23 20 11 31

Zone 16 1,434 1,434 2,868 55 158 213 180 106 286

Total 33,056 33,056 66,112 1,199 2,903 4,102 3,826 2,598 6,424

As shown in Table 1, the total weekday trip generation from all of the development zones is expected to be over 66,000 vehicles trips per day, with a total weekday AM peak hour trip generation of 4,102 vehicle trips and 6,424 weekday PM peak hour trips.

Traffic Distribution/Assignment

The development zones identified in Figure 4 are expected to contribute a percentage of their weekday trips to 40th Street and/or Avenue 6 E. Traffic distribution to 40th Street and

Avenue 6 E for each zone was determined based on location, anticipated access points, the greater economic development in the area and historic traffic patterns. Figure 7 shows the weekday trip distribution for the development zones as a percentage of net new primary trips. For example, Zone 6 was estimated to contribute approximately 40% of its weekday daily and peak hour trips to the study corridor. As a result, a 40% contribution indicator is shown for Zone 6 in Figure 7.

Figure 8 illustrates the assignment of generated trips from all development zones to the

40th Street and Avenue 6E project corridors under Scenario 1, which assumes a potential grade-separated, no access crossing of SR 195. Figure 9 presents the trip assignment under

Scenario 2, which assumes at-grade intersections providing access between 40th Street and

SR 195. Detailed trip distribution and assignment information for each individual development zone is provided in the appendix of this report.

Figure 7: Weekday Traffic Distribution from Each Zone SOUTHWEST TRAFFIC ENGINEERING, LLC

LEGEND:

XX% = Percentage of Net New Primary Trips Using 40th Street

N

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

A ve nu e

E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street

= Existing Road = Future Road

20%

60% 80%

70%

100% 40%

100% 100% 100%

50% 50%40%

100%

100%

100%

100%

AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

4 7 856 10 11 127 8 13 1469

Figure 8: Weekday Peak Hour Trip Assignment - Scenario 1 SOUTHWEST TRAFFIC ENGINEERING, LLC

124 (108) 339 (332) 66 (200)

(12) 8

(499) 189

(51) 16

(7

(5 9)

(1

(7 0)

(8 2)

(8 2)

58 (90) 367 (527) 93 (302)

(20) 24

(546) 258

(182) 56

(4

9)

(1

(7 7)

(7 5)

(5 0)

(1

) 1

522 (928) 2 (3)

(707) 460

(6) 3

(1 6)

(1

7)

43 (74) 353 (612) 49 (264)

(169) 122

(372) 284

(183) 58

(1

(1

(7

0)

(1

) 8

(1

) 6

(1

) 3

46 (77) 364 (626) 27 (92)

(77) 61

(495) 284

(76) 24

(1

(9

5)

(4 8)

(2 8)

(3 1)

(4 8)

8 (5) 320 (641) 55 (154)

(73) 55

(494) 298

(34) 18

(1

(1

(3 0)

(6 8)

(3 8)

(1

) 1

9 (27) 273 (656) 10 (62)

(85) 23

(434) 299

(21) 7

(6

9)

(6 2)

(1

6)

(3 4)

(7 ) 1

(4

7)

7 (45) 175 (543) 33 (93)

(225) 153

(316) 343

(23) 7

(1

(1

(1

4)

(3 8)

(2 8)

(4 4)

5,095

2, 3, 7,115

7,680

2, 3, 8,575

8,890

4, 4, 8,325

8,705

2, 5 7,825

6,235

2, 2, 6,275

5,930

1, 1, 6,135

5,470

2, 1, 5,810

8,830

8,690

1, 14,795 17,580 17,030 14,060 12,205 11,605

N

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

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E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street

24 (87)

(312) 355

(68) 97

(5

4,535

4, 0 905

268 (362) 11 (40)

(527) 170

(1

(5 9)

(2 3)

4,445

1, 4,420

17 (51)

(49) 15

(2 8)

(2 9)

14 (49)

(11) 4

(7

(2 8)

5 385

XX = Weekday AM Peak Hour (XX) = Weekday PM Peak Hour

= Existing Road Vehicles Per Hour

#### = Vehicles Per Day

LEGEND:

= Future Road

10,345 9,6459,435

AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

4 7 854 5 6 10 11 127 8 13 1469

Figure 9: Weekday Peak Hour Trip Assignment - Scenario 2 SOUTHWEST TRAFFIC ENGINEERING, LLC

114 (129) 386 (319) 61 (163)

(12) 8

(583) 189

(51) 16

(7

(5 9)

(2

(7 0)

(8 2)

(7 5)

52 (69) 351 (455) 75 (243)

(62) 39

(446) 179

(191) 59

(5

3)

(1

(7 0)

(8 0)

(5 0)

(8 7)

472 (751) 2 (3)

(566) 325

(6) 3

(1 6)

(1

7)

43 (74) 306 (443) 49 (264)

(169) 122

(263) 150

(183) 58

(1

(1

(7

0)

(1

) 8

(1

) 6

(1

) 3

46 (77) 314 (449) 27 (92)

(77) 61

(389) 158

(76) 24

(1

(9

5)

(4 8)

(2 8)

(3 1)

(4 8)

8 (5) 251 (407) 55 (154)

(73) 55

(388) 172

(34) 18

(1

(1

(3 0)

(6 8)

(3 8)

(1

) 1

9 (27) 213 (452) 10 (62)

(85) 23

(330) 173

(21) 7

(6

9)

(6 2)

(1

6)

(3 4)

(7 ) 1

(4

7)

7 (45) 133 (406) 33 (93)

(204) 126

(231) 244

(23) 7

(9

0)

(1

(1 4)

(3 8)

(2 8)

(4 4)

5,670

2, 3, 6,965

6,950

2, 3, 7,470

7,145

4, 4, 6,780

7,180

2, 0 6,125

4,750

2, 2, 4,330

4,140

1, 1, 4,190

3,660

2, 1, 4,455

7,085

7,290

1, 13,915 14,555 13,960 10,875 8,470 7,850

N

A ve nu e

6E

St at e R ou te

A ve nu e

7E

A ve nu e

1 2 E

A ve nu e

9E

M es a A ve nu e

A ve nu e

E

Fo rt un a

R oa d

A ve nu e

1 2 E

40th Street

32nd Street

D es er t W ill ow

W ay

C ac tu s

W re n W ay

A ve nu e

8E

Interstate 8

County 14th Street

24 (87)

(227) 256

(68) 97

(3

3,240

3, 5 905

228 (287) 11 (40)

(434) 131

(1

(5 9)

(2 3)

3,825

1, 3,660

17 (51)

(49) 15

(2 8)

(2 9)

14 (49)

(11) 4

(7

(2 8)

5 385

XX = Weekday AM Peak Hour (XX) = Weekday PM Peak Hour

= Existing Road Vehicles Per Hour

#### = Vehicles Per Day

LEGEND:

= Future Road

7,695 9,9557,845

71 (84) 293 (361)

(20) 31

(563) 183

(1

) 3

5,440

1, 5,610 228 (287) 65 (74)

(457) 166

(4

0)

(1

4,185

1, 4,515

1, 1, AutoCAD SHX Text 3838 N. Central Ave., Suite 1810

AutoCAD SHX Text Phoenix, AZ 85012

AutoCAD SHX Text Tel 602.266.SWTE (7983)

AutoCAD SHX Text Fax 602.266.1115

Design Concept Report Traffic Analysis 29

Existing Traffic Operations

Analysis of current intersection operations was conducted for the weekday AM and PM peak hours using the nationally accepted methodology set forth in the Highway Capacity

Manual, Transportation Research Board, 2022 (HCM 7). The computer software Synchro

12 was utilized to calculate the levels of service for individual movements and approaches.

LOS is a qualitative measure of the traffic operations at an intersection or on a roadway segment. Level of service is ranked from LOS A, which signifies little or no congestion and is the highest rank, to LOS F, which signifies congestion and jam conditions.