2018 HOV Plan Addendum

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2018 Addendum

Addendum 2018 HOV Plan Plan HOV 2018

SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION OCTOBER 2018

PREPARED FOR:

PREPARED BY:

CA GROUP, INC

SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

PREPARED FOR:

PREPARED BY:

CA GROUP, INC

OCTOBER 2018

SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

TABLE OF CONTENTS 1. INTRODUCTION ...... 1 1.1. BACKGROUND ...... 1 1.2. NEED FOR DIRECT-ACCESS DROP RAMP REEVALUATION ...... 1 2. HOV SYSTEM PLAN ...... 3 2.1. REEVALUATION FOR HOV DIRECT-ACCESS DROP RAMPS ...... 5 2.1.1. REEVALUATION CRITERIA ...... 5 2.1.2. REEVALUATION FINDINGS ...... 8 2.1.3. EVALUATION OF DIRECT-ACCESS DROP RAMPS ...... 10 2.1.4. RECONFIRMATION OF OTHER DIRECT-ACCESS DROP RAMPS AND FLYOVERS ...... 15 2.2. NEAR-TERM HOV SYSTEM ...... 19 2.3. LONG-TERM HOV SYSTEM ...... 21 3. CONCEPTUAL DESIGN ...... 23 3.1. GEOMETRIC DESIGN CRITERIA ...... 23 3.2. FEASIBILITY EVALUATION ...... 23 3.3. DESIGN EXCEPTIONS ...... 24 3.4. COST ESTIMATES ...... 25 4. STAKEHOLDER ENGAGEMENT ...... 25 5. REFERENCES ...... 25 LIST OF TABLES TABLE 1. Criteria Thresholds for Evaluating Direct-Access Drop Ramps ...... 5 TABLE 2. Findings from the Reevaluation of Direct-Access Drop Ramps ...... 9 TABLE 3. Planning Level Cost Estimates ...... 25 LIST OF FIGURES FIGURE 1. Reevaluation Corridor ...... 2 FIGURE 2. Year 2040 Forecast Volumes ...... 4 FIGURE 3. Proposed Direct-Access Ramps along I-15 ...... 15 FIGURE 4. 5HFRQÀUPHG'LUHFW$FFHVV5DPSVDORQJ2WKHU)UHHZD\V...... 18 FIGURE 5. 6KRUW7HUP+296\VWHPLQWKH6RXWKHUQ1HYDGD+293ODQ...... 20 FIGURE 6. +29$GGHQGXP3URSRVHG/RQJ7HUP+296\VWHP ...... 22 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

APPENDICES APPENDIX A. 7UDIÀF)RUHFDVWLQJ7HFKQLFDO0HPRUDQGXP APPENDIX A-1 . Methods and Assumptions Memorandum for the Southern Nevada HOV Plan Addendum Direct-Access Drop Ramp Reevaluation APPENDIX A-2 . SNTS Data Collection Plan HOV Reevaluation APPENDIX A-3 . HOV Addendum Forecasting Model Adjustments APPENDIX B. 'LUHFW$FFHVV'URS5DPS/RFDWLRQ3UHOLPLQDU\3ODQ6KHHWV APPENDIX C. Planning Level Cost Estimate Summaries APPENDIX D. 6XPPDU\RI6WDNHKROGHU(QJDJHPHQW SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

1. INTRODUCTION

1.1. BACKGROUND The original Southern Nevada HOV Plan was completed in June 2007 (2007 HOV Plan). The plan determined the usefulness of implementing HOV facilities in the Las Vegas metropolitan area to alleviate expected future congestion on roads in the region (NDOT 2007). In July 2015, an update to the plan titled the Southern Nevada HOV Plan Update was completed (2015 Southern Nevada HOV Plan ). This update provided full HOV system recommendations that addressed mainline HOV extents, number of HOV lanes, system-to-system HOV connection locations, and HOV direct-access drop ramp locations (NDOT 2015). The purpose of this Southern Nevada HOV Plan Addendum—Direct-Access Drop Ramp Reevaluation (HOV Addendum) is to amend the 2015 Southern Nevada HOV Plan analysis and recommendations for high-occupancy vehicle (HOV) freeway direct-access drop ramp facilities in Southern Nevada (Las Vegas Valley or Valley).

1.2. NEED FOR DIRECT-ACCESS DROP RAMP REEVALUATION The intent of this HOV Addendum is to incorporate new information that has become available since the 2015 Southern Nevada HOV Plan was prepared. Development plans for the Interstate 15 (I-15) corridor have notably changed since 2015. A new National Football League stadium is under construction at the southwest quadrant of I-15 and Hacienda Avenue. Another new development is the planned extension of the monorail to Mandalay Bay near Hacienda Avenue. In addition, since 2015, the Regional Transportation Commission of Southern Nevada (RTCSNV) adopted a new long-range transportation plan, Access 2040. RTCSNV’s adoption of this new plan extends the planning horizon year for traffic forecasts from 2035 to 2040. In association with adopting this plan, RTCSNV updated the regional travel demand forecasting TransCAD macro-model. The HOV Addendum analysis uses this new model to develop traffic forecasts in 2017 and 2040. Technical documentation of the application of the model is contained in Appendix A of this HOV Addendum. This HOV Addendum reevaluates HOV direct-access ramp locations from the 2015 Southern Nevada HOV Plan in addition to a new location at I-515 and City Parkway. The intent of this analysis is to reevaluate direct-access ramp locations along the I-15 corridor, perform a new analysis at I-515 and City Parkway, and confirm forecasted traffic volumes at other proposed HOV direct-access ramp locations from the Proposed Long-Term HOV System of the 2015 Southern Nevada HOV Plan . Figure 1 illustrates the reevaluation corridor and Proposed Long-Term HOV System.

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Figure 1. Reevaluation Corridor

Losee Clark County 215

Ann N Las Vegas Hwy

Craig

Cheyenne

Rampart

Decatur

Jones

Las Vegas Beltway

Charleston

Sahara

Tropicana

Las Vegas Expy Rainbow Russell

MC Carran Intl Eastern Clark County 215

Windmill

Blue Diamond

Silverado

St Rose Pkwy

Legend Reevaluation Corridor Direct-Access Ramp

1 lane per direction HOV to HOV Flyover HOV Lanes Existing Park and Ride 2 lane per direction Planned Park and Ride HOV Lanes 02.5 5 Miles Source: 2015 Southern Nevada HOV Plan Page 2 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

2. HOV SYSTEM PLAN The 2015 Southern Nevada HOV Plan recommended two major timeframes for the HOV Plan for Southern Nevada. • Near-Term System: Represents the HOV system for the 2018–2025 timeframe. Project Neon’s design-build phase is planned to open in 2019 and will be the ﬁrst project to implement elements of the proposed HOV system on I-15. • Long-Term System: Represents the HOV system between 2025 and the horizon year of 2040. This HOV Addendum assumes the Long-Term System for testing direct-access drop ramp locations using the RTCSNV 2040 travel demand model. Figure 2 shows the 2040 trafﬁc forecast results from this model for mainline HOV and General-Purpose (GP) lane volumes at representative locations along the future HOV corridor locations.

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Figure 2. Year 2040 Forecast Volumes

Volume (veh/hour) Volume (veh/hour) Volume (veh/hour) Lane Lane Lane AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Northbound/Westbound Northbound/Westbound Northbound/Westbound GP 3,500 7,400 GP 1,700 4,000 GP 8,500 9,400 HOV 900 1,900 HOV 400 1,000 HOV 2,800 3,100 Clark County 215 Southbound/Eastbound Southbound/Eastbound Southbound/Eastbound

Losee GP 8,200 4,900 GP 4,100 2,800 GP 9,600 8,500 N Las Vegas Hwy HOV 2,100 1,200 HOV 1,000 700 HOV 3,200 2,800

Volume (veh/hour) Ann Volume (veh/hour) Lane Lane AM Peak PM Peak AM Peak PM Peak Westbound Northbound/Westbound Craig GP 4,600 5,400 GP 7,500 7,200 HOV 1,100 1,400 HOV 1,300 1,300 Eastbound Cheyenne Southbound/Eastbound Rampart GP 4,400 4,200 GP 6,200 6,500 HOV 1,900 1,800 HOV 1,100 1,100

Decatur

Jones

Las Vegas Beltway Volume (veh/hour) Lane Charleston AM Peak PM Peak Northbound Las Vegas Expy GP 7,000 7,100 HOV 3,000 3,100 Southbound GP 10,400 10,100 Volume (veh/hour) HOV 2,600 2,500 Tropicana Lane AM Peak PM Peak Volume (veh/hour) MC Carran Intl Northbound Lane Rainbow Russell AM Peak PM Peak GP 7,900 7,600 Northbound HOV 3,400 3,200 GP 8,300 8,300 Clark County 215 Southbound HOV 2,800 2,800 GP 6,200 6,200 Southbound HOV 2,700 2,700 GP 10,500 10,400 Windmill HOV 3,500 3,500 Blue Diamond Volume (veh/hour) Lane AM Peak PM Peak Silverado Westbound GP 7,800 7,000 HOV 1,400 1,200 Volume (veh/hour) Lane Eastbound St Rose Pkwy AM Peak PM Peak GP 7,500 8,700 Westbound HOV 1,300 1,500 GP 8,300 8,200

Volume (veh/hour) HOV 2,800 2,700 Lane AM Peak PM Peak Eastbound Northbound GP 7,200 7,100 GP 6,900 6,300 HOV 2,400 2,400 HOV 1,200 1,100 Southbound GP 6,100 6,500 02.5 5 HOV 1,100 1,100 Miles Page 4 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

2.1. REEVALUATION FOR HOV DIRECT-ACCESS DROP RAMPS The locations of high volumes of ingress and egress for the HOV lanes were evaluated in order to consider direct- access drop ramps along the I-15 HOV corridor. Direct-access drop lanes improve traffic flow and safety by allowing HOV vehicles to access the HOV ramps without weaving across general-purpose lanes from right side traditional exits. Additionally, HOV direct-access drop ramps linking freeway HOV lanes and arterial roads can provide time savings to HOV users. The 2007 HOV Plan studied the desirability of direct-access drop ramps along I-15 in the Resort Corridor. The 2015 Southern Nevada HOV Plan built on the findings of the 2007 HOV Plan and evaluated additional direct-access drop ramps along I-15 and the other freeways in the region. Further information detailing the evaluation criteria is provided in Section 2.1.1. 2.1.1. REEVALUATION CRITERIA Evaluation criteria as defined in the 2015 Southern Nevada HOV Plan are used to evaluate direct-access drop ramp locations. The purpose of the evaluation is to assess the relative comparison of several factors affecting the choice of direct-access drop ramp locations. The criteria are both quantitative and qualitative, using available information and travel demand model results. Table 1 shows the evaluation criteria for implementing direct-access drop ramps. The desirability of each direct-access drop ramp location was identified by evaluating it against these criteria.

Table 1. Criteria Thresholds for Evaluating Direct-Access Drop Ramps

Desirability High Neutral Low Evaluation Criterion Criterion

Congestion/Bottlenecks Qualitative Assessment

Between 750 and Between 500 and Between 250 and HOV Demand Greater than 1,000 vph Less than 250 vph 1,000 vph 750 vph 500 vph

Transit Service Qualitative Assessment No ROW acquisition There is not suHcient is required or ROW SuHcient ROW ROW currently acquisition has already generally available available in all SuHcient ROW generally not available Available Space cleared the National without substantial quadrants. Some ROW without substantial impacts. Environmental Policy impacts. may be proposed to be Act (NEPA) procedures. acquired. Connectivity/Continuity Qualitative Assessment

Congestion and Bottlenecks Congestion and bottlenecks along each freeway mainline were observed in relation to potential locations for direct- access drop ramps. Direct-access locations that provide a way for HOVs to avoid a particularly congested section of freeway or a “bottleneck” received a higher grade. To measure existing congestion along each freeway corridor, the results from the Southern Nevada Traffic Study (SNTS) mesoscopic simulations developed using Aimsun Next were analyzed. Aimsun Next is a traffic operations micro-simulation software. Traffic operations were evaluated in

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terms of average speeds along the freeway, and descriptors were assigned to each speed range in the Next outputs as follows: “minimal” congestion refers to speeds between 50 and 60 miles per hour (mph); “moderate” to those between 40 and less than 50 mph; “significant” to those between 20 and less than 40 mph, and “severe” to those lower than 20 mph. Congestion along general-purpose entrance and exit ramps at the potential direct-access drop ramp locations was also considered in the evaluation. RTCSNV travel demand model volume-to-capacity (v/c) ratio outputs were used to evaluate future traffic conditions along the evaluation corridor. A v/c ratio equal to or greater than 1.0 indicated a freeway segment operating over capacity with significant or severe congestion, while a v/c ratio between 0.85 and 1.0 indicated a freeway segment operating near or at capacity with moderate congestion. Values below 0.85 indicated a freeway segment operating with spare capacity and minimal congestion. At locations where significant congestion is expected, the desirability of direct-access drop ramps increases as the ramps allow HOV traffic to bypass the expected congestion entirely, thereby improving traffic operations and the reliability of corridor travel times for drivers in both the general-purpose and HOV lanes. HOV Demand HOV direct-access drop ramp demand was estimated for year 2040 using the RTCSNV travel demand model. Projections from the model were post-processed based on a comparison of existing traffic counts, where available, and RTCSNV travel demand model estimates. Traffic counts were collected on US 95 between the I-15/I-515/US 95 interchange (the Spaghetti Bowl) and Ann Road in order to gather data along a freeway with existing HOV facilities. Other counts were gathered from the SNTS and from the Nevada Department of Transportation’s (NDOT) Traffic Records Information Access (TRINA) along freeways at potential locations for direct-access drop ramps. Year 2017 traffic volume estimates from the SNTS base year travel demand model were used for comparison. The differences in the counts versus the model estimates along the HOV facilities and freeway general-purpose lanes were used to gauge the model’s ability to estimate the use of HOV lanes. Comparing traffic counts and existing-year model volumes provides a way to adjust future-year forecasts (known as post-processing). The post-processing for this analysis generally followed the 2015 Southern Nevada HOV Plan methodology using data from the plan where possible to simplify the process and provide continuity between the documents. The methodology is below: • Raw daily model volumes (Annual Average Weekday Daily Traffic, or AAWDT) were refined using the adjustment methods in the Transportation Research Board’s National Cooperative Highway Research Program (NCHRP) Report 765. • A Model Output Conversion Factor (MOCF) from the 2015 Southern Nevada HOV Plan was applied to the refined daily volumes (AAWDT) to obtain Average Annual Daily Traffic (AADT) forecast volumes. • A K-factor — percentage of daily traffic that occurs during peak hours — was applied to the AADT volumes to obtain AM and PM peak hours (K-factors were based HOV data collected on US 95). • The directionality of peak-hour volume was adjusted where necessary, as was done in the 2015 Southern Nevada HOV Plan. Forecasted traffic volumes on HOV direct-access drop ramps were evaluated using the criteria from the thresholds in the 2015 Southern Nevada HOV Plan to determine the desirability of direct access ramps at each location. HOV traffic demand volumes greater than 750 vehicles per hour (vph) were generally considered to indicate higher desirability for implementing direct-access drop ramps, while HOV demand volumes lower than 500 vph were generally considered to indicate lower desirability.

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Transit Service Existing transit service was documented along each freeway mainline and along each road being evaluated for direct-access drop ramps. When evaluating transit as a criterion for adding direct-access drop ramps, the following aspects were considered: • The drop ramp serves a cross street with an existing transit stop in close proximity; • The drop ramp serves a cross street where a new transit stop would serve a high-density residential, commercial or employment location; and/or • The drop ramp location allows an easy return to the freeway, whether at the same location or on an adjacent cross street. Express bus routes are the most likely services to use the mainline HOV lanes and any potential direct-access drop ramps. Currently, few bus routes use freeway segments to travel between destinations. Each route that does enter or exit the freeway mainline at an interchange adjacent to a direct-ramp location option was evaluated. Ramps at these locations might be desirable, since transit could be re-routed to allow buses to avoid weaving through multiple general-purpose lanes to enter or exit the mainline HOV lanes. In contrast, locations where express service would not be recommended, such as those with no high-density or high-demand land uses, would be less desirable. Available Space Implementing direct-access drop ramps might require shifting a freeway or local facility or performing a geometric redesign to accommodate the new ramps, acceleration/deceleration lanes, and other related infrastructure. Based on this criterion, HOV drop ramps were considered most desirable where the existing right-of-way is large enough to accommodate the ramps within the freeway median, either through modifying existing lanes and shoulders or through installing new pavement still within the right-of-way. Additionally, direct-access drop ramp locations that require less-signiﬁcant geometric adjustments to the cross-streets and local roadway network, with less impact to adjacent properties, were considered more desirable. Direct-access drop ramp locations with greater right-of-way impacts and geometric reconﬁguration, and locations where connecting infrastructure is poor or does not exist, were considered less desirable. Connectivity and Continuity The 2015 Southern Nevada HOV Plan previously evaluated connectivity for determining the extent of the regional HOV network. This HOV Addendum, however, evaluates connectivity for drop ramp locations by examining the cross streets that provide access to each freeway corridor. Drop ramps are considered more desirable if the cross street possesses the following attributes: • The cross street intersects directly with adjacent facilities that parallel the freeway, such as Valley View Boulevard, Dean Martin Drive, Frank Sinatra Drive, and Las Vegas Boulevard; • The cross street extends in both directions beyond the freeway corridor; • The surrounding land use has, for example, high-density employment centers with the potential to attract HOV users; • There are miscellaneous infrastructure elements that enhance or detract from the overall connectivity of the cross street.

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Local Conditions Implementing direct-access drop ramps could affect traffic operations along the arterial(s) selected; therefore, local conditions along these arterials were evaluated. The criteria for this evaluation factor include cross street AADT volumes, cross street bicyclist/pedestrian volumes, and the presence of any miscellaneous infrastructure elements along the arterial (i.e. at-grade railroad crossings or short spacing between signalized intersections) that could degrade traffic operations if HOV volumes are introduced. At locations where AADT and bicyclist/pedestrian volumes are low and the roadway appears to have the capacity for additional vehicle trips, and where no constraining infrastructure features are present, desirability was considered high. Where arterial operations would be more significantly affected by implementing HOV drop ramps, desirability was considered low.

2.1.2. REEVALUATION FINDINGS Table 2 summarizes the ﬁndings of the direct-access drop ramp reevaluation. These ﬁndings and the recommendations are described in the following sections.

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Table 2. Findings from the Reevaluation of Direct-Access Drop Ramps Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions City Parkway/ West I-515 I-515 Side North Side I-15 Meade South Side North Side I-15 Desert Inn South Side North Side South I-15 Harmon Side

BOTH

North Side South I-15 Reno Side

BOTH

North Side South I-15 Hacienda Side

BOTH

North Side South I-15 Ponderosa Side

BOTH

North Side I-15 Sunset South Side North Side

Warm South I-15 Springs Side

BOTH

North Side I-15 Pebble South Side

Legend

Highly Desirable Neutral Undesirable Highly Desirable Undesirable Page 9 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

As discussed in Section 2, for this evaluation, the Project Neon HOV flyover connecting I-15 and US 95 and the HOV gateway direct-access ramps were assumed to be in place. Additionally, the proposed direct-access drop ramps at Elkhorn Road on US 95 were assumed to be in place by 2025. All other proposed direct-access drop ramps are to be implemented beyond 2025 (that is, part of the Long-Term HOV System). 2.1.3. EVALUATION OF DIRECT-ACCESS DROP RAMPS The HOV demand is high along I-15, particularly in the Resort Corridor. Direct-access drop ramps along I-15 would benefit the Valley’s residents by offering travel time savings in their daily commutes to the major employment centers along the Resort Corridor. These direct-access drop ramps would also benefit visitors by offering easy and convenient access to the major tourist destinations along the Resort Corridor. The following is a discussion of the evaluation of direct-access drop ramps considered along the reevaluation corridor. I-515 at City Parkway UDPSVWRIURPWKHZHVW Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions City Parkway/ West I-515 I-515 Side City Parkway, with no freeway access, crosses under I-515 just east of the I-15/I-515/US 95 system interchange. In the design year, I-515 in this area is projected to operate below or approaching capacity. HOV demand at this location is moderate; however, direct-access drop ramps would have the potential to serve transit routes traveling along I-15/I-515 to downtown Las Vegas if service were shifted from the adjacent interchange. Just south of the I-515 overpass, City Parkway intersects Grand Central Parkway, which leads directly to the Las Vegas Central Business District. Right-of-way along I-515 is constrained at this location, particularly toward the system interchange to the west. Overall, City Parkway ranks neutral for direct-access drop ramps to/from the west. I-15 at Meade Avenue UDPSVWRIURPERWKGLUHFWLRQV Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side I-15 Meade South Side

The Meade Avenue direct-access drop ramps were ﬁrst developed and recommended as part of NDOT’s I-15 Resort Corridor Study, and subsequently recommended by the 2015 Southern Nevada HOV Plan . This location provides enhanced access to the north end of the Resort Corridor, where HOV demand for direct-access drop ramps ranks as moderate to desirable. Moderate to signiﬁcant congestion is currently experienced by drivers along I-15 near this location, particularly those traveling northbound, and I-15 is projected to operate near or at capacity in the design year. Direct-access drop ramps at this location could serve multiple express bus routes that currently access the freeway at the adjacent interchanges. However right-of-way is limited. In general, Meade Avenue ranks neutral for direct-access drop ramps to/from the north and/or to/from the south. It is recommended the Meade direct-access drop ramps move forward, given the location was recommended in the 2015 Southern Nevada HOV Plan . However it is recognized that the Meade direct-access drop ramps would be in close proximity to the Gateway direct-access drop ramps currently under construction by Project Neon. Therefore it is recommended the Meade ramps be reevaluated in the future when observed HOV use patterns at Gateway can be used to further inform the Meade evaluation. Page 10 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

I-15 at Desert Inn Road UDPSVWRIURPERWKGLUHFWLRQV Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side I-15 Desert Inn South Side

Desert Inn Road is a six-lane arterial along the north end of the Resort Corridor with an existing AADT volume of 42,000 vehicles per day. HOV demand here is comparatively very high as Desert Inn Road would serve high employment areas including the future Global Business District; however, this road is expected to operate at or above capacity with implementation of direct-access drop ramps, requiring widening and the inclusion of dedicated turn lanes. Desert Inn Road serves the Convention Center, about 1.5 miles east of I-15, but offers no direct access to Las Vegas Boulevard. Overall, Desert Inn Road ranks neutral for direct-access drop ramp desirability in either direction. However, direct-access drop ramps would impact local conditions because of a signiﬁcant increase in trafﬁc volumes along Desert Inn Road.

I-15 at Harmon Avenue UDPSVWRIURPERWKGLUHFWLRQV Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side South I-15 Harmon Side

BOTH

HOV demand along I-15 is high in the vicinity of Tropicana Avenue—south of Harmon Avenue and north of Hacienda Avenue—where significant Resort Corridor travel demand activity (i.e. casino/hotel properties, employment centers, tourism and nightlife) occurs. Direct-access drop ramps at this location are projected to experience the highest demand of all locations evaluated. Direct-access drop ramps to/from the north at Harmon Avenue could serve the WAX express bus route, which currently accesses I-15 at the adjacent Tropicana Avenue interchange. Harmon Avenue can directly serve Resort Corridor travel demand and the road network in this area would allow a relatively easy return route to I-15. In the design year, I-15 near this location is expected to operate at or above capacity. Local conditions on Harmon Avenue preclude direct access drop ramps on both the north and south sides without the need for major reconstruction. Overall, Harmon Avenue is considered desirable for direct-access drop ramps on either the north side or the south side. However, direct-access drop ramps on both sides of Harmon Avenue would impact local conditions due to a significant increase in traffic volumes.

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I-15 at Reno Avenue UDPSVWRIURPERWKGLUHFWLRQV

Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side South I-15 Reno Side

BOTH

Reno Avenue provides direct access to the Resort Corridor to the east, but industrial land uses block the continuation of the road to the west. Additionally, the right-of-way along this segment of I-15—from Harmon Avenue to Hacienda Avenue—is extremely constrained. HOV demand is relatively high at Reno Avenue. The nearest transit stop is a half mile to the east, along Las Vegas Boulevard, and no transit travels along I-15 which could be accommodated by drop ramps at this location. Signiﬁcant congestion is currently experienced by drivers along northbound I-15 near this location and I-15 in both directions is projected to operate near or at capacity in the design year. Overall, Reno Avenue ranks neutral for direct-access drop ramps in either or both directions.

I-15 at Hacienda Avenue UDPSVWRIURPERWKGLUHFWLRQV

BOTH

HOV demand along I-15 is particularly high in the vicinity of Tropicana Avenue—south of Harmon Avenue and north of Hacienda Avenue—where significant Resort Corridor travel demand activity (i.e. casino/hotel properties, employment centers, tourism and nightlife) occurs. Consequently, direct-access drop ramp demand at this location is high. Hacienda Avenue can also serve significant Resort Corridor travel demand and allow relatively easy return access to I-15. Immediately southwest of the Hacienda Avenue overpass, construction is underway for a new sports stadium; this stadium is expected to greatly increase vehicle and pedestrian/cyclist activity along Hacienda Avenue. Existing congestion on I-15 near this location is less than in other locations and this section of I-15 is projected to operate below capacity in the design year. Though HOV demand at this location is high, local conditions of pedestrian and bicycle activity would conflict with direct-access drop ramps on the south side. Overall, south side ramps at Hacienda Avenue rank as desirable, but are precluded due to the pedestrian and bicycle activity. On the north side, the pedestrian and bicycle activity is also a concern, as is available right-of-way which is restricted toward Tropicana Avenue (i.e. to the north). North side direct-access drop ramps at Hacienda Avenue rank as neutral.

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I-15 at Ponderosa Way UDPSVWRIURPERWKGLUHFWLRQV Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side South I-15 Ponderosa Side

BOTH

Ponderosa Way provides minimal connectivity, with only industrial land uses to the west and the Golf Club and Airport blocking the roadway from continuing to the east. Based on these nearby land uses, there is minimal potential at this location for high-HOV trip attractors/generators. Additionally, the right-of-way along this segment of I-15 is constrained. There are no nearby transit stops, and no transit travels along I-15 which could be accommodated by drop ramps at this location. No congestion is currently experienced by drivers along I-15 near this location; in the design year, northbound I-15 is expected to operate near capacity while southbound I-15 is expected to operate below capacity with minimal congestion. Overall, Ponderosa Way ranks either undesirable or neutral for direct- access drop ramps.

I-15 at Sunset Road UDPSVWRIURPERWKGLUHFWLRQV

Sunset Road is a four-lane roadway which crosses I-15 and Dean Martin Drive on an overpass just north of the I-15/I-215 system interchange, with no access to either. Drivers along I-15 currently experience no congestion near this location, with the exception of those traveling along the southbound Collector-Distributor (C-D) road leading to I-215. In the design year, northbound I-15 is expected to operate near capacity while southbound I-15 is expected to operate below capacity with minimal congestion along the mainline. The South Strip Transfer Terminal sits one mile east of the I-15 corridor, offering potential for future transit routes to utilize direct-access drop ramps at this location to access this major bus terminal. Based on the nearby land use, however, there is little opportunity for development of high-HOV trip attractors/generators. Right-of-way along this segment of I-15 is constrained and the future planned I-15/I-215 direct access HOV ﬂyover ramps further limit the available space at Sunset Road. Future study of Sunset Road direct-access drop ramps in either direction is recommended, particularly at the time of further development of the I-15/I-215 direct access HOV ﬂyover ramps.

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I-15 at Warm Springs Road UDPSVWRIURPERWKGLUHFWLRQV Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side

Warm South I-15 Springs Side

BOTH

Warm Springs Road is a six-lane roadway which crosses I-15 on an overpass just south of the I-15/I-215 system interchange with no access, but intersects Las Vegas Boulevard immediately to the east and Dean Martin Drive immediately to the west. Demand is relatively high on the south side, but relatively low on the north side. In the design year, northbound I-15 is expected to operate near capacity in the AM peak period. Southbound I-15 is expected to operate above capacity in the PM peak period. With both north and south side direct-access drop ramps included at this location, the projected AADT along Warm Springs Road is 33,000 vehicles per day, which can be easily accommodated on a six-lane roadway. The Las Vegas South Premium Outlets sit just east of I-15, and large plots of land in this area are undeveloped, offering potential for development of high-density land uses which would attract/ generate a high number of HOV trips. Approximately 1.5 miles to the east, drivers can access the McCarran Airport Connector, which offers an expressway connection to McCarran International Airport. Overall, Warm Springs Road ranks as desirable for direct-access drop ramps in either or both directions.

I-15 at Pebble Road UDPSVWRIURPERWKGLUHFWLRQV Ramp Location Evaluation Criterion Location Corridor Cross Ramp Congestion/ HOV Transit Available Connectivity/ Local Average Street Side Bottlenecks Demand Service Space Continuity Conditions North Side I-15 Pebble South Side

Pebble Road is currently disconnected on either side of the freeway. The road generally serves low-density residential land uses, as well as some industrial parcels. The closest transit stop is a half mile east on Las Vegas Boulevard, and no transit travels along I-15 which could be accommodated by drop ramps at this location. In the design year, northbound I-15 is expected to operate at capacity in the AM peak period and southbound I-15 is expected to operate at capacity during the PM peak period. This location offers sufﬁcient right-of-way for inclusion of drop ramps, and the lack of an existing connection provides the opportunity for a beneﬁcial addition to the local roadway network. HOV demand at this location is moderately high for drop ramps on the north side, but low for drop ramps on the south side. Overall, Pebble Road ranks neutral for direct-access drop ramps to/from the south and desirable to/from the north. Evaluation Conclusion Based on the information provided above, as well as coordination with NDOT and other stakeholders, drop ramps are recommended at the following locations (Figure 3):

• Meade Avenue (to/from the north and/or to/from the south) • Harmon Avenue (to/from the south) • Warm Springs Road (to/from the north and/or to/from the south) Page 14 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

Figure 3. Proposed Direct-Access Ramps along I-15

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2.1.4. RECONFIRMATION OF OTHER DIRECT-ACCESS DROP RAMPS AND FLYOVERS For direct-access drop ramp locations on other freeways (I-515, I-215, and US 95) and for the proposed direct- access flyover ramps at specific locations, the HOV demand rankings provided in the 2015 Southern Nevada HOV Plan were confirmed and/or amended. A summary of this reevaluation is provided below for each ramp location.

I-15 at Blue Diamond Road UDPSVWRIURPWKHQRUWKIURPWRWKHZHVW Per the 2015 Southern Nevada HOV Plan:

At Blue Diamond Road, the direct-access local drop ramps were evaluated between Blue Diamond Road to/from the west and I-15 to/from the north. These ramps would serve the anticipated future residential developments in the southwest portion of the Valley. HOV demand is moderate on the ramps, but bottlenecks are expected on I-15 between Blue Diamond Road and I-215.The I-15 South Design-Build Project was designed to be forward- compatible to allow for this proposed direct access. Beginning/ending the HOV lane west of the Valley View Page 15 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

Boulevard intersection along Blue Diamond Road is recommended to allow the HOVs to bypass this congested intersection.

HOV demand volumes at Blue Diamond Road were reevaluated and compared to those from the previous report. Per this conﬁrmation process, HOV demand volumes were again found to be at a desirable level—more so than in the 2015 Southern Nevada HOV Plan—and direct-access drop ramps at this location are still recommended.

I-15/I-215 UDPSVWRIURPWKHQRUWKIURPWRWKHHDVW UDPSVWRIURPWKHQRUWKIURPWRWKHZHVW Per the 2015 Southern Nevada HOV Plan:

Between Sahara Avenue and St. Rose Parkway, one freeway-to-freeway system interchange is located at I-215. This system interchange was evaluated for direct-access flyover ramps. The Original Plan proposed direct-access flyover ramps for movements between I-15 to/from the north and I-215 to/from the east. Together with the direct- access local drop ramps at I-215 and the Airport Connector, these flyover ramps form a critical link for facilitating travel between the airport and the tourist destinations along the Las Vegas Strip. In addition to the ramps to the east, the 2015 Southern Nevada HOV Plan evaluated flyover ramps to the west. Sufficient HOV demand is expected for the ramps to the east as well as the west, and high levels of congestion and bottlenecks on both I-15 and I-215/CC-215 near the I-15/I-215 interchange make both of these ramps highly desirable.

HOV demand volumes along the direct-access HOV ramps at the I-15/I-215/CC-215 system-to-system interchange were reevaluated and compared to those from the previous report. Per this conﬁrmation process, HOV demand volumes were again found to be at a desirable or highly desirable level; system-to-system direct-access ramps at this location are still recommended.

I-215 Airport Connector UDPSVWRIURPWKHQRUWKIURPWRWKHZHVW Per the 2015 Southern Nevada HOV Plan:

The direct-access local drop ramps at the Airport Connector onto I-215 (with ramps to/from the north - from/to the west) were evaluated in the Original Plan, and their desirability is reinforced by the 2015 Southern Nevada HOV Plan. Together with the direct-access ﬂyover ramps at the I-15/I-215 interchange, these ramps offer critical connectivity and facilitate travel between the airport and the tourist destinations along the Las Vegas Strip. High HOV demand, and the presence of congestion/bottlenecks is expected in the vicinity, and high transit service potential make this location the most desirable for direct access on freeways other than I-15.

HOV demand volumes at this location were reevaluated and compared to those from the previous report. Per this conﬁrmation process, HOV demand volumes were again found to still be at a highly desirable level; direct-access ramps at this location are still recommended.

I-515 at Maryland Parkway UDPSVWRIURPERWKGLUHFWLRQV Per the 2015 Southern Nevada HOV Plan:

Maryland Parkway is an integral north-south corridor, which connects the McCarran International Airport in the south to downtown Las Vegas in the north. It also connects the University of Nevada, Las Vegas and a number of commercial and retail areas. Maryland Parkway is also a designated Bus Rapid Transit (BRT) corridor due to its high potential for transit service. Congestion and bottlenecks are expected in this location’s vicinity, and moderate HOV demand is expected on ramps in both directions. Additionally, the increased access to downtown offered by these ramps makes this location desirable for HOV direct-access along I-515/US 95.

Page 16 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

New HOV demand volumes at this location were evaluated against those from the previous report. Per this conﬁrmation process, HOV demand volumes were found to be at a desirable level compared to the moderate level identiﬁed in the 2015 Southern Nevada HOV Plan. Direct-access drop ramps at this location are still recommended.

US 95 at Smoke Ranch Road UDPSVWRIURPERWKGLUHFWLRQV Per the 2015 Southern Nevada HOV Plan:

Smoke Ranch Road is also an east-west street, located just south of Peak Drive; and it currently crosses over US 95. Direct-access local drop ramps at this location were evaluated as an alternative to Peak Drive. Consequently, this location serves all the developments proposed to be served by the direct-access local drop ramps at Peak Drive. Moderately high HOV demand and congestion/bottlenecks at the adjacent interchanges make this location desirable for the implementation of direct-access local drop ramps.

HOV demand volumes at this location were reevaluated and compared to those from the previous report. Per this conﬁrmation process, HOV demand volumes were found to be at a highly desirable level for direct-access drop ramps compared to the moderate level identiﬁed in the 2015 Southern Nevada HOV Plan . Direct-access drop ramps at this location are still recommended.

CC-215 Southern at Sunset Road UDPSVWRIURPERWKGLUHFWLRQV Per the 2015 Southern Nevada HOV Plan:

Moderate HOV demand is expected on the direct-access local drop ramps at Sunset Road onto CC-215. Congestion and bottlenecks are also expected to be moderate in the vicinity, and the potential for transit service using these ramps is moderate. Overall, these ramps achieve moderate desirability. HOV demand on the ramps at this location is lower than at other locations, and the implementation of these ramps is comparatively a low priority.

HOV demand volumes at this location were reevaluated and compared to those from the previous report. Per this conﬁrmation process, HOV demand volumes were found to be at a desirable level compared to the moderate level identiﬁed in the 2015 Southern Nevada HOV Plan. Direct-access drop ramps at this location are still recommended.

5HFRQÀUPDWLRQ&RQFOXVLRQ In summary, the reconfirmation showed that the 2040 traffic forecasts for these HOV direct access facilities aligned with the 2035 forecasts from the 2015 Southern Nevada HOV Plan . Given buy-in from NDOT and the stakeholders, the direct-access drop ramp recommendations in the 2015 Southern Nevada HOV Plan are confirmed to be carried forward (at locations indicated in Figure 4).

• I-15 at Blue Diamond Road (ramps to/from the north - from/to the west) • I-15/I-215 (ramps to/from the north - from/to the east & ramps to/from the north - from/to the west) • I-215 Airport Connector (ramps to/from the north - from/to the west) • I-515 at Maryland Parkway (ramps to/from the east and/or to/from the west) • US 95 at Smoke Ranch Road (ramps to/from the north and/or to/from the south) • CC-215 at Sunset Road (ramps to/from the north and/or to/from the south)

Page 17 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

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2.2. NEAR-TERM HOV SYSTEM Figure 5 illustrates the Near-Term System (HOV lanes and direct-access drop ramps) as proposed in the 2015 Southern Nevada HOV Plan. The Near-Term System consists of the following HOV lanes, all of which are one lane in each direction: • I-15 from Silverado Ranch Boulevard to US 95/I-515 • US 95 from I-15 to north of Elkhorn Road • Summerlin Parkway from Buffalo Drive to US 95 Note that the HOV lanes on Summerlin Parkway from US 95 to Buffalo Drive and on US 95 from Rancho Drive to Ann Road exist today. The extension of US 95 HOV lanes to north of Elkhorn Road is programmed as part of the US 95 Northwest Corridor Improvements Project. The Near-Term System also consists of the following direct-access drop ramps: • Project Neon HOV gateway • Project Neon HOV flyover • US 95/Summerlin Parkway HOV flyover • Elkhorn Road direct-access drop ramps to/from the south on US 95 The US 95/Summerlin Parkway HOV flyover exists today. The Project Neon HOV gateway and HOV flyover are programmed as part of Project Neon’s first phase. Elkhorn Road direct-access drop ramps are currently under construction on US 95.

Page 19 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

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2.3 LONG-TERM HOV SYSTEM Figure 6 illustrates the Long-Term System (HOV lanes and direct-access ramps) as proposed in the 2015 Southern Nevada HOV Plan and as amended by this HOV Addendum. As shown in Figure 6, the Long-Term System consists of the following HOV lanes: • I-15 from St. Rose Parkway to I-215 with one HOV lane in each direction • I-15 from I-215 to US 95 with two HOV lanes in each direction • I-15 from US 95 to Lake Mead Boulevard with one HOV lane in each direction • I-515 from I-215 to I-15 with one HOV lane in each direction • US 95 from I-15 to Summerlin Parkway with two HOV lanes in each direction • US 95 from Summerlin Parkway to north of Elkhorn Road with one HOV lane in each direction • I-215 from I-15 to I-515 with one HOV lane in each direction except for the segment between I-15 and the Airport Connector, which has two HOV lanes in each direction • Clark County 215 (CC-215, Southern and Western Beltway) from I-15 to Summerlin Parkway with one HOV lane in each direction • Summerlin Parkway from Rampart Boulevard to US 95 with one HOV lane in each direction

The actual terminus of the HOV lanes along each freeway will be determined based on a weaving analysis using operational analysis tools and adhering to the guidance in the NDOT Managed Lanes and Ramp Metering Manual.

The Long-Term System consists of the following direct-access drop ramps in addition to the ones proposed for the Near-Term System: • I-15/I-215 interchange direct-access ﬂyover ramps (ramps to/from the north from/to the east, and ramps to/from the north from/to the west)

• Blue Diamond Road on I-15 (ramps to/from the north from/to the west)

• Warm Springs Road on I-15 (ramps to/from the north and/or to/from the south)

• Harmon Avenue on I-15 (ramps to/from the south)

• Meade Avenue on I-15 (ramps to/from the north and/or to/from the south)

• Maryland Parkway on I-515 (ramps to/from the west and/or to/from the east)

• Smoke Ranch Road on US 95 (ramps to/from the north and/or to/from the south)

• Airport Connector on I-215 (ramps to/from the north from/to the west)

Note that the Long-Term System is not the ultimate HOV system for the Las Vegas Valley; future studies and updates focused on a planning horizon year beyond 2040 would reevaluate the freeway corridors for additional and/or alternate HOV lane implementation and direct-access drop ramp locations. The direct-access drop ramp locations and corridors where HOV lanes are not proposed in this HOV Addendum might warrant HOV treatments by this longer-term horizon year (beyond 2040). All future freeway improvement projects in the Valley (even along corridors where HOV facilities are not proposed in the 2015 Southern Nevada HOV Plan ) must provide forward compatibility such that HOV lanes are not precluded beyond 2040.

Page 21 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

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Miles Page 22 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

3. CONCEPTUAL DESIGN The physical geometric feasibility of the direct-access ramps was validated through conceptual (15-percent level) design evaluation. The potential direct-access ramp locations identified in the system evaluation in Section 2.1 were analyzed for geometric feasibility, and the findings from these feasibility checks were, in turn, used in the evaluation process to develop the recommended list of direct-access ramps. The existing topography, aerial photography, and design files from the I-15 South Design-Build project and preliminary I-15 Tropicana interchange project were used to determine the existing roadway and other physical configurations for I-15. Google Earth images were used where current aerial photography was not available. Existing I-15 rights-of-way were established using information provided by NDOT on previous projects.

3.1. GEOMETRIC DESIGN CRITERIA The Geometric Design Criteria used was taken from the 2015 Southern Nevada HOV Study.

3.2. FEASIBILITY EVALUATION The conclusions of the evaluation of Section 2 identified three direct-access drop ramp locations along I-15: Meade Avenue, Harmon Avenue, and Warm Springs Road. Conceptual geometrics for Meade Avenue were prepared for the 2015 Southern Nevada HOV Plan . For the other two locations, initial geometrics were developed for this HOV Addendum. These new locations were reviewed to determine whether the desired improvements could be constructed within existing right-of-way, and determine possible impacts and costs of implementation. Evaluation of the proposed geometrics considered the existing roadway and existing structures, including bridges, retaining walls, signs, lights, and drainage structures. Considerations were made for physical impacts of the direct-access ramps on adjacent property, proximity and functional operations of adjacent intersections and signals, logical termini of HOV system, and ongoing work such as the replacement of the Tropicana interchange. Future planning concepts were not assumed to be complete during the evaluation, and pinch points were noted as constraints. The resulting layouts are presented in Appendix B of this HOV Addendum. The following is a discussion of the feasibility checks completed and the resulting findings for the revised direct-access ramp locations. Harmon Avenue and I-15 The geometry at Harmon was reevaluated to consider a HOV ramp configuration on the south side of Harmon with access to I-15 to and from the south. This change from the previous HOV evaluation required a check to determine the compatibility with the proposed I-15/Tropicana improvements and possible future braided ramp configurations between Tropicana and Flamingo. Originally, it was determined that a centerline shift of I-15 to equally space the proposed direct-access ramps and mainline lanes would accommodate two HOV lanes (in each direction) under the existing Harmon Avenue bridge; however, this configuration would also limit or require modification to the proposed Tropicana bridge. Instead, it was considered that the future lanes would require replacing the Harmon bridge. As the timing of the implementation of the two-lane HOV system is undetermined, the condition of matching existing I-15 and accommodating the proposed Tropicana interchange improvements was laid out and determined to work as depicted in the exhibits. Future widening of I-15 is not precluded by this approach, but will require reconstruction of the Harmon bridge.

Page 23 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

Warm Springs HOV access at Warm Springs will require impacts to I-15’s northbound and southbound C-D road system between Blue Diamond and the system interchange, shifting outwardly from the centerline of I-15 in both directions. These widenings can be performed within existing ROW, but will require construction of drainage improvements on the west I-15 ROW, and other enhancements that need to be determined during final design. Warm Springs Road itself is a 6-lane facility. There is adequate room on the existing bridge to accommodate a full HOV intersection, so the replacement of the bridge and its approach Mechanically Stabilized Earth (MSE) walls is not anticipated. The ROW along Warm Springs appears adequate, even if a one-lane widening is ultimately needed to accommodate right turn pockets. I-15 access to and from Warm Springs was considered in both the north and south directions. North of Warm Springs, interaction with the existing system interchange will require some minor widening work on the northbound side, and if combined with planned system interchange HOV improvements, will require rethinking of the interchange configuration or significant design exceptions, and possibly shifting of the I-15 centerline to avoid costly bridge and wall replacements. If all planned system HOV interchange improvements are desired, there will be substandard spacing between the north bound HOV entrances from Warm Springs and the subsequent 215 eastbound to I-15 northbound HOV ramp. South of Warm Springs, the 2015 Southern Nevada HOV Plan geometry was used to check proximity of ramps, available weave space, and possible configuration conflicts. There will be greater than 1500 feet between the Blue Diamond HOV ramps and the southern limit of the Warm Springs HOV ramps, barely providing the minimum necessary room for the entrance/exit weaves to take place in the HOV lanes. Two HOV lanes should be provided between these ramps, which will force the I-15 mainline lanes towards the ROW in both the north and south bound directions.

3.3. DESIGN EXCEPTIONS Existing design exceptions have been perpetuated during the conceptual layout of the direct-access ramps. The I-15 corridor contains physical pinch points at many locations which prevent full compliance to freeway standards. Each of the two recommended direct-access ramp locations was reviewed to provide a preliminary determination of the expected design exceptions. Design alternatives on I-15 from the 2015 Southern Nevada HOV Plan were perpetuated and conformed to. A full list of design exceptions should be prepared during final design to ensure that all design exceptions are identified, mitigated, accepted, and approved. It is expected that while similar design exceptions currently exist on I-15, additional or worsened exceptions could be viewed as negative impacts to the entire system. The following list of additional design exceptions for the proposed direct-access ramp locations is preliminary, and limits of impacts are not final. Harmon Avenue and I-15 At the revised Harmon Ramp Location, shoulder exceptions will be required at the following locations: • Direct-access ramps will result in the I-15 northbound and I-15 southbound inside shoulders being 4 feet wide adjacent to the HOV lanes. Outside shoulders vary from 12 feet to as narrow as 2 feet at some locations. • Direct-access local drop ramps have 4-foot wide inside shoulders and 8-foot wide outside shoulders at Hacienda Avenue and Warm Springs. This is acceptable per ramp requirements, but could pose issues as the distances are short and one incident could create substantial congestion. Warm Springs Ramp entrance distance or weaving distance exceptions may be required between Blue Diamond and Warm Springs

Page 24 SOUTHERN NEVADA HOV PLAN ADDENDUM DIRECT-ACCESS DROP RAMP REEVALUATION

in both directions. The two roadways cross I-15 approximately 4800 feet from each other, resulting in approximately 1700 feet between potential HOV connector ramp gores. Geometric alternatives need to be reviewed further to determine the optimum distance between ramp gores of the proposed HOV access ramps, and whether a continuous lane from entrance to exit would perform better than the merge-diverge presented in the preliminary drawings. Shoulder exceptions on the northbound and southbound I-15 between Blue Diamond and Warm Springs will be required to reduce widening impacts toward the existing ROW and Warm Springs Bridge foundations. North of Warm Springs, a ramp entrance distance exception may be required in the northbound direction if cost minimization is desired. For purposes of this design, it was assumed an exception would be obtained. Approximately 1000 feet is available between the entrance of the Warm Springs northbound HOV entrance ramp and the eastbound 215 to northbound I-15 HOV ramp entrance. Design Exceptions along Warm Springs Road were not evaluated.

3.4. COST ESTIMATES Planning level cost estimates were prepared for the two new direct-access ramp locations on I-15 and are summarized in Table 3. These were calculated using NDOT’s Project Estimation Wizard spreadsheet. Wizard Estimates Summaries and additional details are provided in Appendix C of this HOV Addendum. Estimated costs are in year 2019 dollars and include Wizard percent adders for items that were not evaluated or determined at the time of the preliminary layout. Costs presented do not account for cost to correct of design exceptions, nor do they include corrective costs for inadequate features beyond the limits of the HOV ramp tapers. Replacement of Harmon is required by other improvements, and is not considered. The I-215 and I-15 system interchange may require reconﬁguration to provide adequate merge/taper distances and the necessary number of lanes north of Warm Springs. Table 3. Planning Level Cost Estimates HOV Direct-Access Ramp Location Estimated Improvement Cost (Year 2019 Dollars) Harmon Avenue and I-15 (ramps to/from the south) $21,900,000 Warm Springs and I-15 (ramps to/from the north) $34,700,000 Warm Springs and I-15 (ramps to/from the south) $34,300,000

4. STAKEHOLDER ENGAGEMENT To inform and receive input from corridor and agency stakeholders, two meetings were held regarding the HOV Addendum. The attendees at these meetings included NDOT and RTC planning and engineering staff, city and county staff, and private sector representatives of the resort corridor industry. Appendix D of this HOV Addendum contains the stakeholder engagement meeting materials and attendance list.

5. REFERENCES NDOT. 2007. Southern Nevada HOV Plan. June 18. Accessed October 2, 2018. http:///wp-content/ uploads/2012/06/LV-HOV-Final-Report-070618.pdf. NDOT. 2013. Managed Lanes and Ramp Metering Manual. December. Accessed October 2, 2018. https://www. nevadadot.com/home/showdocument?id=4718. NDOT. 2015. Southern Nevada HOV Plan Update. July. Accessed October 2, 2018. https://www.nevadadot.com/ home/showdocument?id=102. NDOT. 2018. Southern Nevada Trafﬁc Study. Page 25