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Arizona 2007 Five Percent Report

This report is in response to the Federal requirement that each state describe at least 5 percent of its locations currently exhibiting the most severe highway safety needs, in accordance with Sections 148(c)(1)(D) and 148(g)(3)(A), of Title 23, United States Code. Each state's report is to include potential remedies to the hazardous locations identified; estimated costs of the remedies; and impediments to implementation of the remedies other than costs. The reports included on this web site represent a variety of methods utilized and various degrees of road coverage. Therefore, this report cannot be compared with the other reports included on this Web site.

Protection from Discovery and Admission into Evidence—Under 23 U.S.C. 148(g)(4) information collected or compiled for any purpose directly relating to this report shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location identified or addressed in the reports.

Additional information, including the specific legislative requirements, can be found in the guidance provided by the Federal Highway Administration,
http://safety.fhwa.dot.gov/safetealu/fiveguidance.htm.

Highway Safety Improvement Program Top Five Percent Report

Arizona Department of Transportation
Highway Enhancements for Safety (HES)
August 29, 2007

The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Title 23 USC, Section 148 created the Highway Safety Improvement Program (HSIP) with a stated purpose to reduce the traffic fatalities and serious injuries on public roads. Per Section 148(c)(1)(D) of SAFETEA-LU, States are required to report annually the top five percent locations within the State with the most severe safety needs. This report is due to the Federal Highway Administration (FHWA) Arizona Division office by August 31 of each year. The State of Arizona's Department of Transportation has analyzed statewide safety data to identify the top five percent locations in accordance with FHWA guidelines and Arizona's Transportation Safety Plan.

The Arizona Department of Transportation (ADOT) Highway Enhancements for Safety (HES) section identified the locations with the most severe safety needs based on an analysis of the fatal and injury crashes in the last three years (2003-2005). Data for the Calendar Year 2006 is not available due to the backlogs at the Traffic Records Section responsible for collecting and maintaining the data. Therefore, the same list that was used in 2006 report has been used for this report with necessary updates from 2007. The emphasis areas for this analysis include run-off-road, intersection, and pedestrian related crashes. Over 408,932 motor-vehicle crashes were reported, entered and queried in Arizona for the development of this report. Arizona's motor-vehicle crash database contains approximately 60,000 miles of roadways. The locations were identified based on the available traffic crash data. In case of the State Highway System, one-mile roadway sections were considered for the analysis of crashes. However, the developments in some areas might have resulted in some changes of section length. In such cases, the sections were either longer or shorter than a mile. It should also be noted that, in case of divided highways, each of the directions were considered separately. For crashes on non-State Highway System, intersections were considered for the purpose of this analysis. The queries were performed by the reference of the intersections as coded by the reporting police officers. As a result, a small percentage of the crashes might not have occurred exactly at the intersection. The top five percent locations were identified based on the following criteria:

The identified locations were sorted in an alphabetical order as provided in Appendix I.

Following the above-mentioned criteria, the top five percent list was prepared as explained below:

The analysis is primarily based on frequency of crashes and does not account for exposure factors, thereby significantly limiting the value of this report. Linking crash data and traffic volume data to produce a list based on crash rate is not automatic and thus, quite cumbersome at this point of time. Arizona's Traffic Records Coordinating Committee (TRCC) is working towards providing a tool that will enable crash rate calculations automatically.

Since ADOT develops and implements engineering projects using HSIP funding, this report contains only engineering measures (if any), but not enforcement, education or EMS. The State of Arizona is currently developing the Strategic Highway Safety (SHSP) following SAFETEA-LU requirements. Once SHSP is developed, HSIP project development as well as reporting will follow the priority needs identified by the State. Accordingly, consultations will be made with the Governor's Office of Highway Safety in order to address the behavioral issues. However, some of the behavioral issues were incorporated into the Road Safety Audit (RSA) reports based on inputs received from education, enforcement and EMS representatives.

For the locations outside ADOT jurisdiction, the respective agencies were contacted for their reports. It has been found that studies have already been performed for enhancing the safety at most of the identified locations. A few of the locations require further review. Status, estimated costs, and implementation impediments for each of the locations are provided in Appendix II. It should be noted that Appendix II contains all the items required as per the HSIP "5 Percent Report" guidelines, but in a different format.

APPENDIX I

List of Top Five Percent Locations as of August 22, 2006*

On Road Mile Post/ Cross Road Number of Crashes
Total (Fatal) Intersection (Fatal) Pedestrian (Fatal) Run Off Road (Fatal)
19th Avenue Dunlap Avenue 135 (1) 56 4 (1) 2
19th Avenue Northern Avenue 130 (1) 56 5 (1) 1
51st Avenue Indian School Road 163 (1) 58 5 (1) 5
Bell Road 29th Avenue 66 (1) 37 (1) 0 3
Bullhead Parkway SR 95 55 (3) 10 (1) 0 29 (2)
Camelback Road 15th Avenue 76 (1) 30 8 (1) 3
I-10  EB MP 142 235 (2) 0 1 (1) 25
I-10  EB MP 145 508 (1) 0 0 41 (1)
I-10  EB MP 147 236 (2) 0 0 27 (1)
Kolb Road 22nd Street 136 (1) 57 2 6
Maricopa County 85 Cotton Lane 29 (4) 17 0 6 (3)
River Road La Cholla Boulevard 82 (1) 54 (1) 0 6
SR 101  SB MP 22 160 (2) 0 1 34 (2)
SR 202  WB MP 1 512 (1) 5 0 28
SR 40B MP 196 240 (1) 111 6 14 (1)
SR 40B MP 198 138 (1) 51 6 (1) 6
SR 83 MP 44 34 (3) 0 0 25 (2)
SR 88 MP 206 39 (1) 0 0 28
SR 89A MP 371 104 (1) 39 2 (1) 4
SR 95 MP 242 123 (1) 69 (1) 1 5
SR 95 MP 244 299 (1) 126 2 (1) 8
SR 95 MP 245 179 (2) 65 1 10 (1)
SR 95 MP 248 91 (1) 31 5 (1) 4
SR 95 MP 249 168 (1) 76 2 (1) 4
US 60  MP 247 60 (1) 23 0 4
US 60  MP 45 16 (2) 15 (2) 0 1
US 60  WB MP 173 934 (2) 0 0 62
US 89 MP 419 190 (4) 61 7 (4) 5

Notice: This data table and the discussions in Appendix II should be read and interpreted in conjunction with the location identification criteria discussed in the text of this report (pp. 1-2). Utilization of this data table alone may lead to some inaccurate assumptions.

Per Section 409 of Title 23 USC, the information contained in this report shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed.

*Crash data for the Calendar Year 2006 is not available, and therefore, the list is unchanged.

APPENDIX II

DISCUSSIONS ON TOP FIVE PERCENT LOCATIONS

LOCATION: 19th Avenue and Dunlap Avenue (City of Phoenix)

STATUS: Signalized arterial/arterial intersection. High traffic volume intersection. Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval. Conducted field review in September 2004 and pedestrian safety audit in June 2006. Possible visibility obstructions removed, crosswalks repainted. Continued normal review and monitoring during 2006-07. All traffic signal equipment, signing and striping remain in good to excellent condition and in full compliance with MUTCD and engineering standards. Intersection scheduled to be redesigned for light rail construction in a few years. Tracks will run north on 19th Ave and then west on Dunlap. This segment is currently under design and the Light Rail Transit (LRT) construction will completely transform the intersection and traffic conditions at the intersection.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: 19th Avenue and Northern Avenue (City of Phoenix)

STATUS: Signalized arterial/arterial intersection. High traffic volume intersection. Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval. Photo red light camera installed for westbound traffic in March 2004, photo enforcement signs upgraded to current state standards. Eastbound approach resurfaced in April 2003 to reduce rear-end crashes, median island constructed to restrict left turns into businesses. Investigated visibility obstruction at intersection in April 2007. All other traffic signal equipment, signing and striping were found to be in good to excellent condition and in full compliance with MUTCD and engineering standards. Four of the pedestrian crashes involved pedestrians that had been drinking prior to crash.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: 51st Avenue and Indian School Road (City of Phoenix)

STATUS: Signalized arterial/arterial intersection. High traffic volume intersection. Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval. Photo red light camera redeployed in November 2006 to reflect reduction in red light crashes. Conducted pedestrian safety audit in June 2006, double sided street lighting on all approaches. Installed experimental left turn striping demarcating STOP bar inside intersection for vehicles waiting to turn left during permissive phasing in January 2007. Conducted quarter section review of area including all approaches. All other traffic signal equipment, signing and striping were found to be in good to excellent condition and in full compliance with MUTCD and engineering standards.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: Bell Road and 29th Avenue (City of Phoenix)

STATUS: Signalized arterial/collector intersection. High traffic volume intersection. Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval. Double-sided street lighting along Bell and 29th Ave south of intersection. All traffic signal equipment, signing and striping were reviewed and all found to be in good to excellent condition and in full compliance with MUTCD and engineering standards. Additional field checks conducted since last update, intersection remains in excellent condition.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: Bullhead Parkway and SR 95 (Bullhead City)

STATUS: For this intersection, most of the crashes (40) occurred at various mid-block locations on Bullhead Parkway, and a few occurred at or near the intersection on Bullhead Parkway (6 at the north end and 9 at the south end). Bullhead City has installed three traffic signals on Bullhead Parkway over the last 6-12 months and one more signal is to be installed in the next 30-60 days. They have also lowered the highest posted speed limit from 55 mph to 50 mph. They are also paving shoulders at higher risk locations, and have budgeted funds to build curb along the entire length of Bullhead Parkway. These measures are expected to make a significant effect on the number and severity of crashes. Bullhead City will monitor the results and make further improvements, if needed.

Reported by WACOG: The parkway represents the arterial accessing the majority of new sub-divisions being developed in Bullhead City. Thousands of homes have been added adjacent to the BHC Parkway in planned communities including a planned golf course community. In addition to the residential development schools, churches, and some commercial properties have also been constructed. Bullhead City and or developers have made the improvements noted lowering the speed and adding signals. This roadway and locations will continue to experience accidents as this population continues to grow and this is the only alternative to traveling thru Bullhead City on Hwy 95 which is probably operating at a Level D where congestion is common over the entire length traversing through the city. At the request of the City of Bullhead City, an RSA is scheduled to be conducted on the 10-mile long Bullhead Parkway in October 2007.

Reported by ADOT: Bullhead Parkway intersects with SR 95 at SR 95 MP 240.67 and at SR 95 MP 249.8. The southerly terminus of Bullhead Parkway is the stem of a tee signalized intersection with SR 95 (SR 95, MP 240.67). The crash history for the Bullhead Parkway approach was reviewed to identify accident patterns and associated mitigation measures. All crashes occurred on dry pavement with clear weather during daylight hours. Pavement marking, and signing are adequate, signal visibility is over 750 feet. No crash patterns were identified.

The northerly terminus of Bullhead Parkway is at the signalized intersection of SR 95 (at MP 249.8) and SR 68. The crash history for the Bullhead Parkway approach was reviewed to identify accident patterns and associated mitigation measures. No crashes resulted in serious injury. All crashes occurred on dry pavement with clear weather. Pavement marking, and signing are adequate, signal visibility is over 750 feet. No crash patterns were identified at these two intersections.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: Camelback Road and 15th Avenue (City of Phoenix)

STATUS: Signalized arterial/collector intersection. Intersection is currently being redesigned for light rail. Final configuration will have light rail tracks and one additional eastbound vehicular travel lane and signal timing will be adjusted for light rail operation. Construction is still scheduled to be completed in January 2008. Signage maintained and bus stop moved to accommodate construction but no other Street Department activity.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: I-10 EB, MP 142 (State Highway System)

STATUS: Eastbound I-10 at MP 142 consists of the following pavement details: a 12-foot emergency shoulder, a 12-foot HOV lane, four 12-foot travel lanes and a 10-foot shoulder. This urbanized freeway segment, which is also designated as a truck route, accommodates 9% trucks with an average annual daily traffic count of 113,500 vehicles (2005). A major freeway-to-freeway interchange ("the stack") also exists within the immediate vicinity of the location, connecting I-10 EB at MP 143.18 with SB I-17 at MP 200.87 and also I-10 EB with I-17 NB at MP 201.31. An RSA was conducted on I-10 EB from MP 141 to MP 149 on April 24-26, 2007. ADOT's Phoenix Construction District, Phoenix Maintenance District and Traffic Operations Center are addressing most of the RSA recommendations. No safety enhancement projects are proposed at this time. However, a Construct General Purpose Lanes addition study on I-10 from SR 101L (MP 133.8) to I-17 (MP 143.0) is scheduled to begin July 2007 with construction slated for fiscal year 2010; a Maricopa Association of Governments (MAG) Region Wide Median Cable Barrier project is scheduled to upgrade existing freeway cable barrier, modify existing catch basins and regrade portions of the I-10 freeway median between SR 101L (MP 133.8) and MP 149.3 to current NCHRP 350 standards beginning October 2007; and a Breakaway Cable Terminals (BCTs) project is scheduled to replace BCTs on I-10 at MP 142.70 beginning August 2007.

Estimated Construction Cost: General Purpose Lanes, $68,000,000 (9.5 miles); Median Cable Barrier, $2,391,000 (48.1 miles); and BCTs, $2,843,000(126.7 miles).
Implementation Impediments: Heavy traffic volume.

LOCATION: I-10 EB, MP 145 (State Highway System)

STATUS: Eastbound I-10 at MP 145 consists of the following pavement details: a 12-foot emergency shoulder, a 12-foot HOV lane, four 12-foot travel lanes and a 10-foot shoulder. This urbanized freeway segment, which is also designated as a truck route, accommodates 9% trucks with an average annual daily traffic count of 141,750 vehicles (2005) with at least half of the segment situated inside an urbanized tunnel. The location connects I-10 EB at MP 145.41 with the 7th Street off-ramp and also connects I-10 (EB) with the 7th Street on-ramp at MP 145.97. An RSA was conducted on I-10 (EB) from MP 141 to MP 149 on April 24-26, 2007. ADOT's Phoenix Construction District, Phoenix Maintenance District and Traffic Operations Center are addressing most of the RSA recommendations. No safety enhancement projects are proposed at this time. However, a Maricopa Association of Governments (MAG) Region Wide Median Cable Barrier project is scheduled to upgrade existing freeway cable barrier, modify existing catch basins and regrade portions of the existing I-10 freeway median between SR 101L (MP 133.8) and MP 149.3 to current NCHRP 350 standards beginning October 2007; a Breakaway Cable Terminals (BCTs) project is scheduled to replace BCTs on I-10 at MP 145.6 beginning August 2007; and an I-10 Sign Rehabilitation project from 3rd Street (MP 145.0) to Ray Road (MP 162.0) just finished construction in February 2007.

Estimated Construction Cost: Median Cable Barrier, $2,391,000 (48.1 miles) ; BCTs, $2,843,000 (126.7 miles); I-10 Sign Rehabilitation, $2,405,000 (14.8 miles) .
Implementation Impediments: Heavy traffic volume.

LOCATION: I-10 EB, MP 147 (State Highway System)

STATUS: Eastbound I-10 at MP 147 consists of the following pavement details: a 12-foot emergency shoulder, a 12-foot HOV lane, four 12-foot travel lanes and a 10-foot shoulder. This urbanized freeway segment, which is also designated as a truck route, accommodates 9% trucks with an average annual daily traffic count of 147,000 vehicles (2005). A major freeway-to-freeway interchange ("the mini-stack") also exists within the immediate location, connecting I-10 (EB) with the SR 51 (SB)/SR 202 (WB) on-ramp at MP 147.52, and also I-10 (EB) at MP 145.41 with the Jefferson Street/ Washington Street/Rental Car southbound off-ramp at MP 147.95. An RSA was conducted on I-10 (EB) from MP 141-MP 149 on April 24-26, 2007. ADOT's Phoenix Construction District, Phoenix Maintenance District and Traffic Operations Center are addressing most of the RSA recommendations. No safety enhancement projects are proposed at this time. However, a Maricopa Association of Governments (MAG) Region Wide Median Cable Barrier project is scheduled to upgrade existing freeway crossover barrier, modify existing catch basins and regrade portions of the I-10 freeway median between SR 101L (MP 133.8) and MP 149.3 to current NCHRP 350 standards beginning October 2007; a Breakaway Cable Terminals (BCTs) project is scheduled to replace BCTs on I-10 at MP 147.7 and MP 148.1 beginning in August 2007; and an I-10 Sign Rehabilitation project from 3rd Street (MP 145.00) to Ray Road (MP 162.00) completed construction in February 2007.

Estimated Cost: Median Cable Barrier, $2,391,000 (48.1 miles); BCTs, $2,843,000 (126.7 miles); I-10 Sign Rehabilitation, $2,405,000 (14.8 miles).
Implementation Impediments: Heavy traffic volume.

LOCATION: Kolb Road and 22nd Street (City of Tucson)

STATUS: This is a signalized arterial-arterial intersection that was recently reconstructed. Both 22nd Street and Kolb Road are divided six lane arterials with left turn signal arrows and turn lanes in all directions. Conducted signal timing review and confirmed appropriate timing which meets or exceeds national standards. The intersection has a high frequency of rear-end collisions and severe capacity demands. The intersection is in a high density commercial area with numerous driveways and median openings. Approximately 32% of the recorded crashes (2005) were addressed to the intersection by the investigating officers; however, they are not related to the intersection, but to private commercial driveways and median openings away from the intersection. Thus, the intersection's crash statistics are artificially high.

Location is currently under consideration for camera enforcement equipment since approximately 10% are running red light crashes.

Estimated Cost: Budget Neutral. Implementation Impediments: Council Approval.

LOCATION: Maricopa County 85 and Cotton Lane (Maricopa County)

STATUS: This intersection is part of a Transportation Improvement Program (TIP) project for the construction of Cotton Lane across the Gila River between the intersections of MC-85 and Estrella Parkway, including the intersections. Construction scheduled to be completed before the end of 2007

Estimated Cost: $ 3,000,000
Implementation Impediments: N/A

LOCATION: River Road and La Cholla Boulevard (Pima County)

STATUS: River Road and La Cholla Boulevard are both urban arterials. This intersection has been the focus of major safety improvement efforts in the past year, as noted in the following comments obtained from the Pima County DOT Safety Management System Program Annual Update Report for Calendar Year 2005, dated July 2006, as well as from the Pima County DOT Traffic Engineering Division management staff. Intersection reconstruction was completed in March 2006. Left-turn analysis was completed in February 2006. Dual NB/SB Left-turn lanes were installed in April 2006. Crash analysis was competed in June 2006. Adjacent shopping center developer is planning some ingress/egress improvements. No safety enhancements are proposed at this time.

In October, 2006, a LT phasing analysis was completed, which found that crash frequency met the criteria for the installation of protected-only LT phasing for EB and WB directions. The EB/WB protected-only LT phasing was activated in November 2006, with a planned review of its effectiveness scheduled for January 2008.

An RSA is scheduled to be conducted at this location in 2007.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: SR 101 WB, MP 22 (State Highway System)

STATUS: Westbound SR101 at MP 22 consists of the following pavement details: a 12 ft emergency shoulder, four 12 ft travel lanes and a 10 ft shoulder. This urbanized freeway segment, which is also designated as a truck route, accommodates 14% trucks with an average annual daily traffic count of 67,250 vehicles (2005). A major freeway-to-freeway interchange also exists nearby this location, and also accommodates the 35th Avenue on-ramp at SR 101 WB at MP 21.86. No safety enhancement projects are proposed at this time. However, a Maricopa Association of Governments (MAG) Region Wide Median Cable Barrier project will be upgrading portions of existing freeway crossover barrier on SR 101L to current NCHRP 350 standards from MP 1.7 to MP 6.5 and from MP 13.5 to MP 30.

Estimated Cost: Median Cable Barrier- $2,391,000 (48.1 miles)
Implementation Impediments: Heavy traffic volume.

LOCATION: SR 202 WB, MP 1 (State Highway System)

STATUS: Westbound SR 202, MP 1 consists of 3 travel lanes, a 10 ft emergency shoulder, 1 HOV lane and an 8 ft inside shoulder with an annual average daily traffic of 71,100 vehicles. A major freeway to freeway interchange also exists within the vicinity of the location connecting SR 202 WB at MP 0.33 with SR 51 NB and at MP 0.31 with SR 51 SB.

Crash history for SR 202 WB between MP 1 and MP 2 was reviewed to identify accident patterns and associated mitigation measures. Most of the crashes occur between MP 1 and MP 1.2. Queues due to congestion on I-10 and SR51 result in rear end collisions during rush hour. Consider use of the Variable Message Sign (VMS) system to advise drivers of real time traffic conditions; congestion and slowing/stopped traffic.

Estimated Cost: Increased VMS costs for operation.
Implementation Impediments: Policy changes to use VMS for real time traffic conditions.

LOCATION: SR 40B, MP 196 (State Highway System)

STATUS: SR 40B at MP 196 is an Urban Principal Arterial. The segment location is an uncontrolled access four-lane highway in a medium size urban area (Population 50,000 to 199,999) with two lanes in the eastbound and westbound directions of travel and an annual average daily traffic of 14,100 vehicles in each direction. The eastbound lanes are separated from the westbound lanes by a 12 ft two-way left turn painted median. In this one-mile segment of SR 40B, there are four (4) signalized and four (4) unsignalized intersections.

Crash history for SR 40B between MP 196 and MP 197 was reviewed to identify accident patterns and associated mitigation measures. 56% of the crashes were rear end, 78% occurred during daylight, 69% occurred in clear weather conditions, 79% on a weekday and 4% of the crashes were fatal/serious injury crashes. No unusual crash pattern was identified.

Estimated Cost: N/A
Implementation Impediments: N/A

LOCATION: SR 40B, MP 198 (State Highway System)

STATUS: SR 40B at MP 198 is an Urban Principal Arterial. The segment location is an uncontrolled access four-lane highway in a medium size urban area (Population 50,000 to 199,999) with two lanes in the eastbound and westbound directions of travel and an annual average daily traffic of 15,100 vehicles in each direction. The eastbound lanes are separated from the westbound lanes by a 12ft two-way left-turn painted median. In this one mile segment of SR 40B, there are three (3) signalized intersections and two (2) unsignalized T- intersections.

Crash history for SR 40B between MP 198 and MP 199 was reviewed to identify accident patterns and associated mitigation measures. 40% of the crashes were rear end, 19% were left-turn related, 73% occurred during daylight, 80% occurred on a weekday and 6% of the crashes are fatal/serious injury crashes. No unusual crash pattern was identified.

Estimated Cost: N/A Implementation Impediments: N/A

LOCATION: SR 83, MP 44 (State Highway System)

STATUS: SR 83 at MP 44 asphalt pavement consists of two 11-12 ft travel lanes (one NB and one SB) and 0 - 4 ft variable shoulder widths on each side. SR 83 is a two lane highway with 1,200 vehicles per day in each of the northbound and southbound directions. This Pima County rural roadway accommodates 8% trucks with an average annual daily traffic count of 950 vehicles (2005). SR 83 is a fairly curvilinear route, which winds its way through some of the most scenic, high-country vistas throughout the entire southern Arizona, Coronado National Forest region. Nevertheless, this particular highway segment also ranks first among roadways locations experiencing motorcycle-related collisions, and eighth highest for run-off-road accidents in the State of Arizona (2005). Accordingly, a safety enhancement project for this site recently finished the scoping phase, is currently in design development, and scheduled to enter the construction phase during fiscal year 2009. The proposed project will widen existing roadway shoulders, improve motorist sight distance, provide side-slope flattening and install new signing and striping improvements.

Estimated Construction Cost: $1,616,000 (1.5 miles)
Implementation Impediments: Construction staging coordination.

LOCATION: SR 88, MP 206 (State Highway System)

STATUS: SR 88 is a two lane historic highway with an annual average daily traffic of 800 vehicles in each of the eastbound and westbound directions. The majority of the severe crashes in the vicinity involve motorcycles. A project between MP 203.4 and MP 210 entered scoping in FY 2007. Potential safety enhancements may include curve realignment, shoulder widening and additional signing.

A project is currently underway to identify scope, schedule, budget, Environmental concerns, and Tonto National Forest issues. This is primarily an access route to The Canyon Lake Recreational Area and is a Historic Road. Roadway widths will be increased at several curves to provide tracking for RV's and boat trailers. Roadside back-slopes will be modified to increase sight distance at horizontal curves. Roadside recovery areas will be increased.

Estimated Cost: $3,200,000
Implementation Impediments: National forest environmental considerations and mountainous terrain constraints.

LOCATION: SR 89A, MP 371 (State Highway System)

STATUS: SR 89A is a four lane Urban Principal Arterial with an annual average daily traffic of 11,600 vehicles in each of the northbound and southbound directions. A safety enhancement evaluation for installation of street lighting is being performed at the time of the publication of this report.

A project is currently in scoping phase to establish scope, schedule, and budget. This project will construct 2 miles of continuous highway lighting.

Estimated Cost: $ 1,800,000
Implementation Impediments: Dark Sky concepts are strongly supported by Sedona Citizens who oppose continuous highway lighting on this commercial arterial. The lighting design addresses these concerns by using full cut-off, fully shielded luminaires.

LOCATION: SR 95 at MP 242 (State Highway System)

STATUS: SR 95 is a four lane semi-urban arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City. In this one mile segment of SR 95 there are 3 signalized intersections, 5 unsignalized intersections, and 9 commercial entrances. SR 95 has an annual average daily traffic of 15,400 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks. Crash history for SR 95 between MP 242 and MP 243 was reviewed to identify accident patterns and associated mitigation measures. No unusual crash patterns were identified. Sight distances at intersections are adequate. Visibility of traffic signals is adequate. Construction of the SR 95 bypass will address the conflicting mobility/access use on this facility.

Estimated Cost: To be determined by a Design Concept Report.
Implementation Impediments: To be determined by a Design Concept Report.

LOCATION: SR 95 at MP 244 (State Highway System)

STATUS: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City. SR 95 has an annual average daily traffic of 15,700 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks. A Design Concept Report (DCR) is currently underway to evaluate a bypass route around Bullhead City.

In this one mile segment of SR 95 there are 3 signalized intersections, 7 unsignalized intersections, and 52 commercial entrances. The traffic is a mix of recreational, tourists, commercial, local, and through corridor travel. Crash history for SR 95 between MP 244 and MP 245 was reviewed to identify accident patterns and associated mitigation measures. Sight distances at intersections are adequate. Visibility of signal heads is adequate. Most of the crashes occurred between Hancock Rd. (MP 244.23) and Zircon Ave. (MP 244.6). This 0.3 mile segment of dense commercial development has 28 commercial entrances, one signalized intersection and 4 unsignalized intersections. The mix of through/local traffic is a contributing factor to the crashes on this roadway. Construction of the SR 95 bypass will address the conflicting mobility/access use on this facility.

Estimated Cost: To be determined by a Design Concept Report.
Implementation Impediments: To be determined by a Design Concept Report.

LOCATION: SR 95 at MP 245 (State Highway System)

STATUS: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City. In this one mile segment of SR 95 there is 1 signalized intersection, 6 unsignalized intersections, and 59 commercial entrances. SR 95 has an annual average daily traffic of 16,100 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks. Crash history for SR 95 between MP 245 and MP 246 was reviewed to identify accident patterns and associated mitigation measures. Sight distances at intersections are adequate. Visibility of signal heads is adequate. Most of the crashes occurred between Plata Drive (MP 245.6) and Arcadia Blvd (MP 245.9). This 0.3 mile segment of dense commercial development has 15 commercial entrances, one signalized intersection and 3 unsignalized intersections. The mix of through/local traffic is a contributing factor to the crashes on this roadway. Construction of the SR95 bypass will address the conflicting mobility/access use on this facility.

Estimated Cost: To be determined by a Design Concept Report. Implementation Impediments: To be determined by a Design Concept Report.

LOCATION: SR 95 at MP 248 (State Highway System)

STATUS: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City. In this one mile segment of SR 95 there is 1 signalized intersection, 3 unsignalized intersections, and 55 commercial entrances. Separate Left turn lanes are present through out the study segment at unsignalized intersections. SR 95 has an annual average daily traffic of 16,400 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks. A Design Concept Report is currently underway to evaluate a bypass route around Bullhead City. Crash history for SR 95 between MP 248 and MP 249 was reviewed to identify accident patterns and associated mitigation measures. Sight distances at intersections are adequate. Visibility of signal heads is adequate. Most of the crashes occurred between Fifth St (MP 248.2) and Seventh St. (MP 248.5). This 0.3 mile segment of dense commercial development has 25 commercial entrances, one signalized intersection and 2 unsignalized intersections. The mix of through/local traffic is a contributing factor to the crashes on this roadway. Construction of the SR 95 bypass will address the conflicting mobility/access use on this facility.

Estimated Cost: To be determined by a Design Concept Report.
Implementation Impediments: To be determined by a Design Concept Report.

LOCATION: SR 95 at MP 249 (State Highway System)

STATUS: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City. In this one mile segment of SR 95 there are 3 signalized intersection, and 9 commercial entrances. SR 95 has an annual average daily traffic of 16,000 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks. Crash history for SR 95 between MP 249 and MP 250 was reviewed to identify accident patterns and associated mitigation measures. No unusual crash patterns were identified. Sight distances at intersections are adequate. Visibility of signal heads is adequate. Most of the crashes occurred at the SR 95/SR 68 signal (MP 249.8). The commercial vehicle restrictions at Hoover Dam have increased the volume of commercial vehicles using this intersection. The mix of through/local traffic is a contributing factor to the crashes on this roadway. Completion of the Hoover Dam bypass will reduce the number of commercial vehicles using this intersection and construction of the SR 95 bypass will address the conflicting mobility/access use on this facility.

Estimated Cost: To be determined by a Design Concept Report.
Implementation Impediments: To be determined by a Design Concept Report.

LOCATION: US 60, MP 45 (State Highway System)

STATUS: US 60 at MP 45 is a two lane highway with an annual average daily traffic of 620 vehicles in each of the eastbound and westbound directions. Signing, striping and shoulder enhancements were completed in 2004.

Crash history for US 60 between MP 45 and MP 46 was reviewed to identify accident patterns and associated mitigation measures. The crashes on this one mile segment are concentrated at the Vicksburg Road intersection. Failure to Yield was a contributing factor in most of the crashes. A change in traffic control at the intersection of Vicksburg Road is recommended. A project is entering the scoping phase.

Estimated Cost: $3,250,000
Implementation Impediments: To be determined by the scoping process.

LOCATION: US 60 WB, MP 173 (State Highway System)

STATUS: Westbound US 60 at MP 173 is a three lane highway with an annual average daily traffic of 171,800 vehicles. HOV lanes were added in both eastbound and westbound directions. Jersey Barrier was installed and lanes were modified in westbound direction.

Crash history for US 60 between MP 173 and MP 174 was reviewed to identify accident patterns and associated mitigation measures. 48% of the crashes occur during evening rush hours. Queues due to congestion result in rear end collisions (83%). 2% of the crashes are fatal/serious injury crashes. Consider use of the VMS/ITS system to advise drivers of real time traffic conditions; congestion and slowing/stopped traffic.

Estimated Cost: Increased VMS cost for operation.
Implementation Impediments: Policy changes to use VMS for real time traffic.

LOCATION: US 60, MP 247 (State Highway System)

STATUS: US 60 at MP 247 is a four lane highway with an annual average daily traffic of 10,500 vehicles in each of the eastbound and westbound directions. A total of two traffic signals are present along with many commercial driveways.

US 60 at MP 247 asphalt pavement consists of two 12 foot travel lanes in both the EB and WB directions, separated by a 12 foot paved median on the east, and a raised concrete median at the west with a 4 foot shoulder on the north side and a 4 foot concrete sidewalk on the south. This urbanized roadway accommodates 8% trucks with an average annual daily traffic of 950 vehicles (2005). The highway is set among hilly, spectacular vistas as it proceeds steadily up a large hill, descending into an active, developed area over the last half of the roadway segment. Several local roadway intersection crossings remain active with frequent crossing traffic. Multiple roadway and driveway access points are also present. No safety enhancement projects are proposed at this time. However, a candidate safety study has been initiated and a preliminary site field review was conducted in May 2007.

Estimated Cost: Not yet determined.
Implementation Impediments: Local traffic access control.

LOCATION: US 89, MP 419 (State Highway System)

STATUS: Northbound US 89 at MP 419 is a three lane Urban Principal Arterial with an annual average daily traffic of 12,500 vehicles. Lighting was installed and roadway geometric changes were completed in 2003. Crash history for US 89 between MP 419 and MP 420 was reviewed to identify accident patterns and associated mitigation measures. In this one-mile segment of US 89, there are four (4) signalized and four (4) unsignalized intersections. 50% of the crashes were rear-end, 74% of the crashes occurred during daylight, 74% occurred on a weekday and 6% of the crashes are fatal/serious injury crashes. No unusual crash pattern was identified. Lighting was installed and roadway geometric changes were completed recently.

Estimated Cost: N/A
Implementation Impediments: N/A

If you have any questions regarding this report, please contact Reed Henry (rhenry@azdot.gov).

 

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