Plans_H7147_KingmanCrossingTI_COAR_20230911.pdf

FEDERAL AID NO. 040-B(AUE)

ADOT PROJECT No. 040 MO 054 H7147

I-40, KINGMAN CROSSING TRAFFIC INTERCHANGE

KINGMAN – ASH FORK HIGHWAY

I-40

NORTHWEST DISTRICT – MOHAVE COUNTY

CHANGE OF ACCESS REPORT

CHAPTER 2 AND 4 ADDENDUM 2

September 11, 2023

Prepared for:

Kingman Healthcare, Inc.

3269 Stockton Hill Road

Kingman, Arizona 86409

Prepared by:

AECOM

7720 North 16th Street, Suite 100

Phoenix, Arizona 85020

Addendum 2 to Change of Access Report 1 September 11, 2023

I-40, Kingman Crossing Traffic Interchange

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2.0 Proposed Change of Access

The original change of access report for the I-40 Kingman Crossing Boulevard Traffic Interchange

(TI) assessed future conditions for year 2030 using volume projections completed in 2008. An addendum to the Change of Access Report was prepared in 2017 and provided updated to Chapters

2 and 4 for Design Year 2040. This new 2023 Addendum 2 provides updated Chapters 2 and 4 for a new Design Year 2045.

2.1 Proposed Design Concept

Development of this project has been a collaborative effort among ADOT, FHWA, and COK. A

DCR has been conducted by COK to identify and evaluate alternatives for the connection of I-40 and Kingman Crossing Boulevard. The proposed design concept was determined to best address

FHWA and ADOT freeway design standards as well as meet COK growth and access issues.

Based on the results of the DCR and the updated 2045 traffic assessment, the proposed change of access to I-40 will involve constructing a new compact diamond service overpass interchange on

I-40 at MP 55.0, with an arterial connection to the existing Santa Rosa Drive to the north of I-40.

In the future, Kingman Crossing Boulevard will be extended south to Southern Avenue and north to Airway Avenue. Santa Rosa Drive will provide the arterial connection from the TI to Airway

Avenue until Kingman Crossing Boulevard is constructed between Santa Rosa Drive and Airway

Avenue.

The following is a detailed description of the proposed service TI. The proposed TI configuration and access control limits are shown on Figure 2-1.

• The configuration of the new overpass traffic interchange will be a compact diamond interchange and will be comprised of standard one-lane entrance and exit ramps. Both entrance and exit ramps will be designed as parallel type ramps. Ramps A (WB entrance ramp) and D

(EB entrance ramp) should be a one-lane Entrance Parallel Type Fringe-Urban Freeway Ramp with Dual Lane Ramp Metering per ADOT Roadway Design Guidelines (RDG) Figures

504.8A, Sheet 1 of 2 and Figure 504.8B. Ramp B (EB exit ramp) should be a one-lane Exit

Parallel Type Fringe-Urban Freeway Ramp RDG Figure 504.7, Sheet 1 of 3. Ramps C (WB exit ramp) should be constructed as an Interim End of Freeway 28 ft – 2-Lane Exit Ramps without auxiliary lane per RDG Figure 504.7, Sheet 3 of 3, to provide adequate width to function as a 2-lane detour during construction. For ramps C and D, the parallel ramps will be extended east to match the future Rancho Santa Fe Parkway TI ramps A and B extended parallel ramps. This will provide and auxiliary lanes in between the Kingman Crossing

Boulevard TI Rancho Santa Fe Parkway TI once both TI’s are constructed.

• The Kingman Crossing Boulevard will be depressed under I-40 with I-40 remaining at grade.

Based on the traffic analysis recommendations, Kingman Crossing Boulevard between the ramp intersections will provide two through lanes and two left-turn lanes southbound and northbound. Between the traffic interchange ramps and Santa Rosa Drive, two through lanes in each direction would be constructed. The Kingman Crossing Boulevard improvements will include curb and gutter, sidewalks and a raised concrete curbed median between TI ramps and

Santa Rosa Drive.

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• Traffic signals will be provided at the two TI ramp intersections and at the Santa Rosa Drive and Kingman Crossing Boulevard intersection. Street lighting will be provided along Kingman

Crossing Boulevard between the ramp intersections and at the ramp freeway entrance and exit locations.

• A break in the access control line along northbound and southbound Kingman Crossing

Boulevard between the TI and Santa Rosa Drive will be provided to allow for northbound and southbound right-in/right-out driveways to provide access for proposed commercial retail development. The distance to the break in access control along the northbound Kingman

Crossing Boulevard shall be a minimum of 330 feet beyond the end of the ramp curb radius return as shown in the previously FHWA approved 2008 Change of Access Report and in the

ADOT approved 2010 Design Concept Report. The northbound right-in/right-out driveway will require a design exception to the current 2022 RDG 660-foot full access control limit as per RDG Section 506. The distance to the break in access control along the southbound

Kingman Crossing Boulevard shall be a minimum of 330 feet beyond the end of the ramp curb radius return as per RDG Section 506. Separate right-turn lanes will be provided for the northbound and southbound right-in/right-out driveways. Access will be restricted to one right-in/right-out driveway along northbound and southbound Kingman Crossing Boulevard between the TI and Santa Rosa Drive as shown in Figure 2-1.

• A break in the access control line along Kingman Crossing Boulevard between the TI and the future Airfield Avenue extension will be provided to allow for future right-in/right-out driveways to provide access for future development. The distance to the break in access control along the southbound Kingman Crossing Boulevard shall be a minimum of 660 feet beyond the end of the ramp curb radius return, and 330 feet along the northbound Kingman Crossing

Boulevard, as per RDG Section 506. Separate right-turn lanes will be provided for each right-in/right-out driveway. Access will be restricted to one right-in/right-out driveway along northbound and southbound Kingman Crossing Boulevard between the TI and the future

Airfield Avenue extension as shown in Figure 2-1

• The I-40 eastbound (EB) and westbound (WB) overpass structures will consist of two two-span AASHTO girder superstructures with a total bridge length of 147.7 feet.

The configuration preserves the capacity and function of the interstate system and provides access to the city arterial system to allow the land near I-40 to be developed as planned by COK.

Addendum 2 to Change of Access Report 2 September 11, 2023

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4.0 Year 2045 Conditions Assessment

This section presents an updated summary of the traffic analysis that discusses the tools, methods, and assumptions employed in the assessment and concept development of the Kingman Crossing

TI and connecting roads and updates the recommended improvements to I-40 and Kingman

Crossing Boulevard.

4.1 Year 2045 Travel Forecast Model

The original Change of Access Report utilized the 2008 Kingman Area Transportation Study

(KATS) model to forecast traffic conditions for the I-40, Kingman Crossing TI in Year 2023. The

2017 addendum built upon an updated 2011 KATS model and projected traffic conditions for Year

2040. This 2023 addendum utilizes a new 2023 KATS model which was finalized in March 2023.

The 2023 KATS travel demand model uses the latest socioeconomic and roadway network data to forecast traffic conditions for Year 2045. The proposed roadway improvements and modifications were based on an analysis of volumes extracted from these projections.

The original 2008 KATS model estimated the population of the City of Kingman in Year 2023 to be 77,748. The 2011 updated KATS model estimated Year 2030 population for City of Kingman at 100,166. The 2017 addendum to the Change of Access Report estimated the Year 2040 population to be 39,176, a sharp decline in the growth in the City of Kingman. The 2020 U.S.

Census listed the population of the City of Kingman at 32,689. The 2019 Arizona State

Demographer population estimate for Year 2045 for the City of Kingman is 39,980. The current

2023 KATS model estimates the Year 2045 population for the City of Kingman and populated areas of Mohave County to be 69,312 with a Year 2020 estimate of 52,243.

This study utilized the full build-out 2045 KATS model for build conditions and utilized a revised roadway network with the elimination of the proposed Kingman Crossing TI and Rancho Santa Fe

Parkway TI for no-build conditions. In addition to the 2045 KATS model, the volumes included in the Traffic Impact Analysis for Kingman Crossing East and West, dated August 2023, have been included in the build analysis. This report includes a full build out of the Kingman Crossing East and West development and the residential development just north of the new interchange.

4.1.1 Year 2045 Daily Volumes

The total Year 2045 daily volume output is shown in the following figures. Figure 4-1 displays the Year 2045 daily volumes for the No Build condition, and Figure 4-2 displays the Year 2045 daily volumes for the Build alternative condition.

Addendum 2 to Change of Access Report 3 September 11, 2023

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Figure 4-1: Year 2045 Total Daily Volumes: No Build Alternative

Addendum 2 to Change of Access Report 4 September 11, 2023

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Figure 4-2: Year 2045 Total Daily Volumes: Build Alternative

Addendum 2 to Change of Access Report 5 September 11, 2023

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Figure 4-1 shows the 2045 projected roadway volumes with No-Build conditions. The 24-hour volume on I-40 east of the East Kingman TI (SR 66/I-40 interchange) is 33,800 vehicles per day

(vpd). SR-66 has a daily volume of 31,400 north of the I-40 interchange. The eastbound I-40 off ramp has the highest volume in the SR-66/I-40 interchange with 7,700 vpd. East of SR-66, Airway

Avenue will have 28,600 vpd nearly matching that of SR-66 itself.

Figure 4-2 shows the 2045 projected roadway volumes under the Full Build Alternative, which includes both Kingman Crossing Boulevard TI and Rancho Santa Fe Parkway TI. In this scenario, I-40 will experience an increased load with 58,900 vpd east of the East Kingman TI. SR-66 will have a reduced traffic load with 26,400 vpd north of the East Kingman TI. The East Kingman TI westbound I-40 off ramp will have the highest volume with 6,600 vpd. East of SR-66 Airway

Avenue will have only 13,400 vehicles per day.

The Build Alternative greatly increases access to I-40 by the addition of the two interchanges. The increased access will transfer volume from existing side roads such as Airway Avenue onto I-40 and the new connector roads. The expected demand on Kingman Crossing Boulevard is 12,900 vpd south of Airway Avenue and 2,500 vpd south of Airfield Avenue. The highest volume ramp of the Kingman Crossing interchange is expected to be the eastbound I-40 off ramp with 11,800 vpd.

The most recent counts on I-40 near the location of the proposed Kingman Crossing Boulevard TI available on ADOT’s website are 24,932 vpd in Year 2021. The Historical volumes presented by

ADOT for the same location range from 19,388 vpd in 2016 to 26,583 in 2018. The future projection of approximately 58,900 in Year 2045 represents a 135% growth on the corridor.

4.2 Year 2045 Peak Hour Volumes

The total daily volume output was taken from the updated KATS model and used to develop peak hour turning movements on Kingman Crossing Boulevard and I-40. The AM and PM peak hours were each assumed to carry 10 percent of the total daily volume; this assumption was used in the previous KATS and modeling effort. The model itself does not assign directional information for the peak hours of traffic. Therefore, peak directional percentage splits were assumed for each peak hour on Kingman Crossing Boulevard and at the interchanges, as shown in Figure 4-3. These assumptions are generally in line with assumptions made in the original change of access report for generating Year 2030 peak hour volumes, however the directional split on Kingman Crossing south of the I-40 TI were modified to reflect a more typical split for a primarily residential area.

The model volumes were also modified to account for the projections included within the Traffic

Impact Analysis for Kingman Crossing East and West, dated August 31, 2023.

Addendum 2 to Change of Access Report 6 September 11, 2023

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4.2.1 Kingman Crossing TI

For the Kingman Crossing TI, AM peak directions of southbound and westbound were assumed with a 55 percent split in the peak direction. In the PM peak hour for both scenarios the assumed directional splits were reversed from what they were in the AM peak hour. This methodology was consistent with the I-40, Rancho Santa Fe Parkway TI Traffic Report.

• At the Kingman Crossing TI, a 55/45 split was assumed favoring traffic from nearby residential areas towards employment in Kingman and areas west and south (most of the

Kingman Airport and the airport industrial park related traffic will use the Rancho Santa

Fe Parkway TI).

• On Kingman Crossing Boulevard, a 55/45 directional split was assumed in the AM approaching I-40, with the same split in the PM departing from I-40. This reflects the commuter nature of traffic from work to home, as shown in Figure 4-3.

Addendum 2 to Change of Access Report 7 September 11, 2023

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Figure 4-3: Year 2045 Peak Directional Splits

Addendum 2 to Change of Access Report 8 September 11, 2023

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4.2.2 I-40 Freeway

The 2045 AM and PM peak hour volumes on I-40 were developed by utilizing the 24-hour volumes estimated in the updated KATS model. As stated above, a peak hour factor of 10% was applied.

The assumed directional split of 50/50 for both AM and PM peak hours was assumed on the I-40 freeway, consistent with the methodology from the original Change of Access Report.

4.3 Year 2045 Peak Hour Turning Movements

The approach volumes calculated using the methodology presented above were input into a spreadsheet using the methodology outlined in National Cooperative Highway Research Program

(NCHRP) Report 255 to generate turning movements. The resulting turning movements for the

Build Alternative are shown in Figure 4-4.

4.4 Year 2045 Operational Analysis

4.4.1 I-40 Freeway Level-of-Service

Freeway level of service on I-40 was analyzed for both model scenarios based on the Highway

Capacity Manual methodology using the HCS 2023 software. HCS 2023 is a recent iteration of the HCS family of software that applies the methodology for estimating level-of-service that is adopted in the Highway Capacity Manual 6th Edition. The following assumptions were used in the HCS2023 software:

• Peak hour factor = 0.95

• Heavy vehicle percentage = 20%

• I-40 free-flow speed = 65 mph

• Ramp free-flow speed = 45 mph

• Length of deceleration lane = 1,300 ft

• Distance between interchange ramps o East Kingman (Andy Devine) TI to Kingman Crossing TI = 5,800 ft (westbound), 3,700 ft (eastbound) o Kingman Crossing TI to Rancho Santa Fe Parkway TI = 3,200 ft (westbound), 3,400 ft (eastbound)

• I-40 number of lanes = 4

• Lane widths = 12 ft

• Shoulder Widths = Ideal

Figure 4-5 displays the freeway level of service results and corresponding volumes for the build alternative.

Addendum 2 to Change of Access Report 9 September 11, 2023

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Figure 4-4: Year 2045 Peak Hour Turning Movements

Addendum 2 to Change of Access Report 10 September 11, 2023

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The target LOS for design was LOS C. The distance between interchanges was large enough that weaving was not a consideration. All of the freeway sections and ramp junctions are anticipated to operate with a LOS C or better.

The Rancho Santa Fe Parkway TI ramp junctions, the Kingman Crossing TI ramp junctions, and the Andy Devine TI ramp junctions are anticipated to operate acceptably with a LOS of C or better. The I-40 west of the Kingman Crossing TI are anticipated to operate at LOS C in both directions during both the AM and PM peak hours. All sections of the I-40 east of the Kingman

Crossing TI are anticipated to operate at LOS B in both directions and for both the AM and PM peak hours.

4.4.2 State-Planned Improvements for I-40

Based on ADOT’s What Moves you Arizona 2040 long-range transportation plan, I-40 has been recommended to ultimately be widened from two lanes to three lanes in each direction within the study area. The current volume projections based on State Demographer’s population estimates shows that the I-40 will continue to operate with acceptable levels-of-service in Year 2045 without any of these additional widening projects. Based on these results, a three-lane alternative was not analyzed in this addendum to the Change of Access Report.

Addendum 2 to Change of Access Report 11 September 11, 2023

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Figure 4-5: Year 2045 I-40 Freeway & Ramp Merge/Diverge Level-of-Service

Addendum 2 to Change of Access Report 12 September 11, 2023

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4.4.3 Kingman Crossing Boulevard Level-of-Service

Using the turning movement volumes, peak hour level-of-service (LOS) analysis was conducted.

For a signalized intersection, the Highway Capacity Manual, published by the Transportation

Research Board, considers the average delay per vehicle to determine the LOS. LOS is examined for each approach and for the intersection as a whole. The calculations of the average delay and

LOS were performed using Synchro 11 software. Synchro uses intersection demand, lane configuration, and signal timing information to apply the methodologies in the Highway Capacity

Manual (HCM) and determine delay, LOS, and other performance measures.

LOS was analyzed for each approach and for the total intersections on the proposed Kingman

Crossing Boulevard at the proposed I-40 interchange and at Santa Rosa Drive. The Kingman

Crossing TI was modeled as a tight diamond interchange, and the cross street (Kingman Crossing

Boulevard) was analyzed as a 4-lane facility, consistent with the KATS. A cycle length between

50 and 90 seconds was chosen for each intersection, to best reflect optimal performance. The target

LOS for the 2045 design was LOS D for all traffic movements. Using the turning movement volumes presented in Figure 4-4, peak hour LOS analysis was conducted.

The LOS for each of the signalized intersections on Kingman Crossing Boulevard results are displayed below in Table 4-1. The intersections and a majority of the approaches are projected to function at a LOS C or better except for two approaches that are projected to function at a LOS D.

These results indicate that Kingman Crossing TI will perform adequately as a tight-diamond interchange with a free right-turn for the southbound right movement at the I-10 westbound ramp.

Table 4–1: Year 2045 AM and PM Peak Hour Intersection LOS and Average Delay Results for Build Alternative

Intersection

AM, by Approach PM, by Approach

E B

W

N

S

Total

(LOS/

Delay)

E

W

N

S

Total

(LOS/

Delay)

Kingman Crossing Boulevard/ I-40

Westbound Ramps

- B C A B / 16.5 - B C A B / 17.6

Kingman Crossing Boulevard/ I-40

Eastbound Ramps C - B B C / 21.9 D - B C C / 29.0

Kingman Crossing Boulevard/ Santa

Rosa Drive C C B C C / 24.4 C D C C C / 28.0

4.5 Traffic Study Recommendations

The I-40 freeway and ramp sections were analyzed in this study using HCS 2023 while intersections were analyzed using Synchro 11. Both software systems apply the methodology for delay or density and therefore LOS estimation presented in the HCM. Figure 4-6 illustrates recommended lane configurations on I-40 as well as Kingman Crossing Boulevard and Santa Rosa

Drive. Figure 4-7 illustrates the recommended intersection configurations.

Addendum 2 to Change of Access Report 13 September 11, 2023

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4.5.1 I-40 Freeway Level-of-Service

Freeway LOS was analyzed based on the peak hour segment volumes developed from the updated

KATS model and assumed directional splits. The model showed large numbers of vehicles entering and exiting on the west side at the East Kingman (Andy Devine) TI and on the west side at the Kingman Crossing TI, indicating I-40 will be used for local access between residential developments and downtown Kingman, in addition to regional through traffic. Each segment of I-

40 included in this study area is anticipated to operate at level-of-service C or better in 2045 using the current volume projections and using the existing configurations on the freeway. The I-40 freeway east of the Andy Devine TI is currently a 4-lane facility with 2 lanes of travel in each direction. The inclusion of the Kingman Crossing TI is not anticipated to degrade the freeway to require additional lanes in the area.

4.5.2 Kingman Crossing Boulevard

LOS was analyzed for each approach and for the total intersections on the proposed Kingman

Crossing Boulevard at the proposed I-40 interchange and at Santa Rosa Drive. The recommended lane configurations shown in Figure 4-7 result in the LOS results displayed in Table 4-1. This lane configuration provides a LOS D or better for each approach to the intersections and LOS C or better for the intersections overall in both the AM and PM peak hours. The following dedicated turn lanes and minimum storage lengths (braking distance + queue length) are recommended, though ultimate lane configuration and storage length is left to the discretion of City of Kingman.

• Northbound at Santa Rosa Drive, two dedicated left-turn lanes with 150-ft of storage, and one dedicated right-turn lane with 125-ft of storage

• Southbound at Santa Rosa Drive, two dedicated left-turn lanes

• Northbound at the I-40 westbound ramps, two dedicated left-turn lanes with 175-ft of storage

• Southbound at the I-40 westbound ramps, one dedicated right-turn lane with a free right-turn

• Northbound at the I-40 eastbound ramps, one dedicated right-turn lane with 125-ft of storage

• Southbound at the I-40 eastbound ramps, two dedicated left-turn lanes with 150-ft of storage

In addition, it is recommended that the eastbound exit ramp from I-40 to Kingman Crossing

Boulevard contain two dedicated left-turn lanes and one dedicated right-turn lane, with storage lengths of 225-ft and 200-ft, respectively. The westbound exit ramp from I-40 to Kingman

Crossing Boulevard is recommended to contain two dedicated right turn lanes with 125-ft of storage, and one dedicated left turn lane with storage length of 120-ft.

Addendum 2 to Change of Access Report 14 September 11, 2023

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4.5.3 Santa Rosa Drive

A portion of Santa Rosa Drive at the intersection with Kingman Crossing was already built at the time of this documentation. The analysis shown here indicates that the current lane configuration for turn lanes and storage lengths all support the Year 2045 volumes with adequate LOS.

4.5.4 Northbound Right-in/Right-out Driveway Access on Kingman Crossing

As stated in the introduction to this addendum, the current ADOT access control policy indicates the northbound right-in/right-out driveway will require a design exception to the current 2022

RDG 660-foot full access control limit as per Section 506 of the RDG. The Traffic Impact

Analysis for Kingman Crossing East and West included trip generation and an analysis of the driveway access just north of the interchange. The northbound approach in 2045 is anticipated to operate with a LOS C in the AM peak hour with 28.2 seconds of delay, and the anticipated maximum queue length is 193 feet for the northbound right-turn movement in the PM Peak. It would be recommended that a No U-turn sign be implemented on the northbound approach to

Santa Rosa Drive to discourage the right-out to northbound u-turn movement.

Addendum 2 to Change of Access Report 15 September 11, 2023

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Figure 4-6: Year 2045 Recommended Number of Lanes

Addendum 2 to Change of Access Report 16 September 11, 2023

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Figure 4-7: Year 2045 Recommended Intersection Configuration