I-15 Critical

Corridor Plan

October 4, 2018

Jacobs One Nevada Transportation Plan

Table of Contents

1 Introduction ...... 1 1.1 I-15 Critical Corridor Plan ...... 1 1.1.1 Limitations of this Corridor Plan ...... 2 1.2 Corridor Description and Segments ...... 2 1.2.1 Segment A—California/Nevada State Line to I-15/I-215 ...... 2 1.2.2 Segment B—Core Area of Las Vegas ...... 2 1.2.3 Segment C—I-15/I-515/US 95 to I-15/CC-215 ...... 2 1.2.1 Segment D—I-15/CC-215 to AZ/NV State Line ...... 2 2 I-15 Background ...... 4 2.1 Corridor Characteristics ...... 4 2.1.1 National Context ...... 4 2.1.2 Regional Connectivity ...... 4 2.1.3 Freight Movement ...... 6 2.1.4 Recreation and Tourism ...... 6 2.1.5 Multimodal Uses ...... 6 2.1.6 Land Management and Jurisdictions ...... 7 2.2 Previous Planning Study Recommendations ...... 7 2.2.1 I-15 Mobility Alliance (Ongoing) ...... 7 2.2.2 NDOT Automated/Connected Vehicle Policy Framework (Ongoing)...... 8 2.2.3 RTC On Board (Ongoing) ...... 8 2.2.4 NDOT I-15 Tropicana Interchange & Hacienda-Harmon HOV Ramps (Ongoing) ...... 8 2.2.5 NDOT Nevada State Freight Plan (2017) ...... 8 2.2.6 NDOT Proposed Las Vegas Stadium Traffic Assessment (2016)...... 9 2.2.7 RTC Transportation Investment Business Plan (2015) ...... 9 2.2.8 RTC Southern Nevada Regional Goods Movement Master Plan (2015) ...... 10 2.2.9 NDOT Southern Nevada High-Occupancy Vehicle Plan (2015) ...... 10 2.2.10 NDOT Apex to Mesquite and Moapa Valley Corridor Study (2011) ...... 10 2.3 I-15 Improvement Projects ...... 11 2.3.1 Completed Projects ...... 11 2.3.2 Planned/Programmed Projects ...... 11 3 Existing and Future Conditions ...... 14 3.1 Corridor Performance ...... 14 3.1.1 Enhance Safety ...... 14 3.1.2 Preserve Infrastructure ...... 16 3.1.3 Optimize Mobility ...... 19 3.1.4 Transform Economies ...... 24

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3.1.5 Foster Sustainability ...... 25 3.1.6 Connect Communities ...... 28 3.2 Overall Opportunities and Constraints...... 29 4 Project Identification ...... 32 4.1 Planned and Programmed Projects ...... 32 4.1.1 Construction Projects (Immediate) ...... 32 4.1.2 Near-Term Projects (0 to 5 Years) ...... 33 4.1.3 Mid-Term Projects 5 to 10 Years) ...... 33 4.1.4 Long-Term Projects (10 to 20+ Years) ...... 33 4.2 Additional Needs ...... 35 4.2.1 Identified through Data Deficiencies...... 35 4.2.2 Identified through Qualitative Analysis ...... 35 4.2.3 Prior Study Recommendations ...... 35 References ...... 38

Tables

Table 1. Performance Measure Alignment with Goals, Data, and Targets ...... 1 Table 2. I-15 Corridor Programmed Improvements ...... 12 Table 3. Fatal Crash Rates per 100 Million Vehicle Miles Traveled on I-15 ...... 14 Table 4. Bridge Sufficiency Rating Scale ...... 16 Table 5. Mobility Ratings...... 19 Table 6. Access to Economic Generators Rating Scale ...... 25 Table 7. Access to Alternative Fuels Rating Scale ...... 26 Table 8. Access to Alternative Modes Rating Scale ...... 29 Table 9. I-15 Corridor Performance – Key Takeaways ...... 29

Figures Figure 1. Study Area Segments ...... 3 Figure 2. I-15 Context Map ...... 5 Figure 3. Southern Nevada HOV Plan Recommendations ...... 11 Figure 4. Fatal Crash Rating by Segment and Crash Locations on I-15 ...... 15 Figure 5. I-15 Bridge Locations ...... 17 Figure 6. I-15 Pavement Condition ...... 18 Figure 7. I-15 Travel Speed vs. Traffic Volumes ...... 19 Figure 8. I-15 Travel Time Reliability, Chokepoints ...... 20 Figure 9. Conceptual Categorization of Access Control ...... 21

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Figure 10. Truck Parking Facilities on I-15 ...... 23 Figure 11. Economic Centers along the I-15 Corridor ...... 24 Figure 12. Electric Charging Stations in Southern Nevada (FHWA) ...... 27 Figure 13. Aesthetic Features at I-15/Cactus Interchange ...... 28 Figure 14. Project Development Process ...... 32 Figure 15. I-15 Planned and Programmed Projects ...... 34 Figure 16. I-15 Deficiencies ...... 37

Appendix

A Apex to Mesquite Recommended Project List B I-15 Interchanges and Grade Separations

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Acronyms and Abbreviations

AASHTO American Association of State Highway and Transportation Officials AMSS Access Management System and Standards ATRI American Transportation Research Institute AZ Arizona CA California CC Clark County CFR Code of Federal Regulations DC direct current EIS Environmental Impact Statement FAF Freight Analysis Framework FHWA Federal Highway Administration HOV high-occupancy vehicle I Interstate LRTP Long-Range Transportation Plan LVCVA Las Vegas Convention and Visitors Authority MP milepost mph miles per hour NEPA National Environmental Policy Act NDOT Nevada Department of Transportation NSFP Nevada State Freight Plan NV Nevada Plan One Nevada Transportation Plan PSI Pavement Serviceability Index RTC Regional Transportation Commission TIBP Transportation Investment Business Plan UPRR Union Pacific Railroad US United States USC United States Code V/C volume to capacity ratio

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1 Introduction The Nevada Department of Transportation (NDOT) is developing the One Nevada Transportation Plan (Plan), an update to the state’s federally required Long-Range Transportation Plan (LRTP). The Plan is a performance-based transportation plan that identifies needs and strategically supports decision-making for future investments that will improve Nevada’s multimodal transportation system. It is intended to be a living document that is a part of a continuous process of planning, implementation, operation, and preservation of Nevada’s transportation system that will evolve over time to reflect and be responsive to future changes in needs, resources, and priorities. 1.1 I-15 Critical Corridor Plan The I-15 Critical Corridor Plan is one of two transportation corridor plans of the One Nevada Transportation Plan. The primary goal is to evaluate the performance of I-15 and identify projects that will improve the corridor’s performance. This document will analyze previous planning studies and current relevant data to identify the needs along the I-15 corridor. Based on these needs, current projects and potential future needs were identified that can improve the performance toward the target in an effort to achieve the overall Plan goals. The corridor performance is aligned with the overall One Nevada Transportation Plan effort for statewide goals. The measures, the data, and the targets are shown in Table 1 . Table 1. Performance Measure Alignment with Goals, Data, and Targets

One Nevada I-15 Performance Measures Performance Measure Target Data Used Plan Goal

Fatal Crash Rates, per 100 Zero fatalities NDOT Safety Data, NDOT Travel Enhance Safety Million Vehicle Miles Traveled (crash rate of zero) Demand Model

NDOT Bridge Data, number of “poor” Bridge Sufficiency Ratings Zero “poor” ratings Preserve bridges Infrastructure Less than 5% of asphalt NDOT Pavement Serviceability Index Pavement Condition pavement in poor condition (PSI) Data, percent in “poor” condition

Travel Time Reliability, Minimum average travel Optimize Minimum average travel speed in each Corridor Chokepoints based on speed 0 to 5 mph less than Mobility 1 segment based on INRIX data Average Travel Speed posted speed limit

Transform Level 3 access to economic Access to Economic Generators Proximity to major economic centers Economies generators

Foster Level 3 access to alternative Sustainability Access to Alternative Fuels Readiness for electric charging stations fuels 1, 2

Connect Access to Alternative Modes Level 3 transit availability Multimodal connections from I-15 Communities

1 Corridor performance section includes qualitative considerations as well 2 Goal area includes criteria of “enhancing the performance of the transportation system while protecting and enhancing the natural environment”; performance measure or target is not included in this assessment as appropriate NEPA documentation ensures conformance

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1.1.1 Limitations of this Corridor Plan This document provides a snapshot of the conditions along I-15 at a specific point in time. Corridor performance and project recommendations will be re-evaluated based on most recent data when the Plan is regularly updated. In a subsequent phase, projects will be identified as near-term, mid-term, or long-term solutions based on the needs of the corridor. The current project list (Chapter 4) is based on previous planning efforts, but additional projects could be added to address the needs identified. Potential projects within the I-15 corridor will be prioritized based on the scoring from the evaluation of the performance measures. The goal is that each project will be reported consistently with information sufficient for project prioritization. This effort will be tied with the overall LRTP project prioritization process. This document does not provide a prioritization of projects. 1.2 Corridor Description and Segments The I-15 corridor is 123 miles across southern Nevada connecting Las Vegas with California, Arizona, and Utah. For the I-15 Critical Corridor Plan, I-15 is divided into four segments to reflect the unique nature of the corridor within the Las Vegas metropolitan area and outside the urban area (Figure 1). 1.2.1 Segment A—California/Nevada State Line to I-15/I-215 Segment A extends 33 miles from the California/Nevada border (milepost [MP] 0) to the I-15/I-215 interchange (MP 33), marking a southern edge to the metropolitan area. I-15 in this segment is generally a six-lane divided highway with a speed limit of 70 miles per hour (mph). 1.2.2 Segment B—Core Area of Las Vegas Segment B extends 9 miles from the I-15/I-215 interchange (MP 33) to the I-15/I-515/US 95 (Las Vegas Spaghetti Bowl) interchange (MP 42). This short segment traverses the core of the Las Vegas metropolitan area, including multiple direct-access points to the Resort Corridor and Downtown Las Vegas, including two system interchanges (I-215 and I-515). I-15 in this segment is generally an eight- to ten-lane divided highway, with local access and express lanes to separate Resort Corridor traffic. The speed limit through this segment is 65 mph. 1.2.3 Segment C—I-15/I-515/US 95 to I-15/CC-215 Segment C extends 10 miles from just north of the Las Vegas Spaghetti Bowl (MP 42) to CC-215 in the northeastern part of the Las Vegas Valley (MP 52). This segment provides access to the City of North Las Vegas and major trip generators such as Nellis Air Force Base and Las Vegas Motor Speedway. I-15 in this segment is generally a six-lane divided highway, with a speed limit of 65 mph. 1.2.1 Segment D—I-15/CC-215 to AZ/NV State Line This segment extends 71 miles from CC-215 (MP 52) to the Arizona border (MP 123). I-15 in this segment is generally a four-lane divided highway, with a speed limit of 75 mph.

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Figure 1. Study Area Segments

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2 I-15 Background

Connecting the Desert Southwest with the Intermountain West, I-15 provides a major link from Las Vegas to Los Angeles and San Diego to the south, and Salt Lake City to the north, extending internationally into both Mexico and Canada (Figure 2). Throughout the west, I-15 crosses several transcontinental east-west interstate corridors (I-80, I-70, and I-86). 2.1 Corridor Characteristics 2.1.1 National Context I-15 is a component of the National Highway System, and component parts are named as High Priority Corridors, including the segment from San Diego, California, to Mesquite, Nevada, via the Inland Empire and Las Vegas (High-Priority Corridor 16 and 70: Economic Lifeline Corridor). I-15 from Las Vegas to Sweetgrass, Montana (is part of High-Priority Corridor 26: CANAMEX Corridor). Between Great Falls and Sweetgrass, I-15 is also part of High-Priority Corridor 27: Camino Real. Serving as the primary route between destinations in Southern California and Las Vegas, I-15 links some of the largest economies and population centers in the US This route is the lifeline for tourism and freight to/from Southern Nevada. In this vicinity, I-15 is often congested, frequently backing up on holiday weekends in the Mojave Desert. 2.1.2 Regional Connectivity The average travel time for the 270-mile stretch between Los Angeles and Las Vegas on a typical weekday is approximately 3.5 to 4 hours. This journey may take 7 to 8 hours on Friday afternoons, with traffic heading northbound to Las Vegas, with similar travel times on Sunday afternoons going back to Los Angeles. Travel times are often worse on holidays weekends. I-15 from San Diego, California, to Mesquite, Nevada, via the Inland Empire and Las Vegas is part of High-Priority Corridor 16 and 70: Economic Lifeline Corridor. Due to a lack of direct alternative routes to I-15, major incidents that close I-15 cripple traffic, causing added congestion and lost economic dollars. The 2014 Moapa flood forced the closure of 50 miles of I-15, requiring a 223-mile detour for truck traffic bound from Las Vegas to Utah—more than doubling the travel time. This resulted in an extra daily cost of $667,000 to $790,000 in trucking operations, not including the economic impact of delayed freight deliveries (ATRI 2015). Photo: 2014 Moapa Flooding (NDOT 2017c)

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Figure 2. I-15 Context Map

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In 2015 and again in 2016, wild fires caused closure of I-15, resulting in extensive delays. The massive 2016 Blue Cut fire that broke out along I-15 in San Bernardino County in the Cajon Pass spread to an estimated 18,000 acres, prompting mandatory evacuations affecting tens of thousands of people and closure of I-15 in both directions in Cajon Pass for several days. 2.1.3 Freight Movement In 2015, the Las Vegas metropolitan area was the origin for over $25 billion worth of trucking goods’ movement and the destination for over $40 billion worth of trucking goods’ movement (FAF 2015). These values are projected to increase to $36 billion and $66 billion in 2040. Improvements to the transportation system encourage freight movement, so ensuring that I-15 can keep up with the growing freight volumes is critical to the economic growth of Southern Nevada. 2.1.4 Recreation and Tourism On a broad scale across the Intermountain West, the I-15 corridor takes residents of the west on vacation, transports $120 billion of commerce annually to and from local communities and the global marketplace, and delivers $52 billion in tourism revenue to local communities (NDOT 2017c). Locally, I- 15 is a key connection in accessing the largest recreation and tourism destination along its route: the Las Vegas Resort Corridor. Twenty-seven percent of all visitors to Las Vegas come from Southern California, with most driving between destinations. 2.1.5 Multimodal Uses Local Transit The Las Vegas metropolitan area has a robust system of local and regional transit options. Three regional express bus routes operated by the Regional Transportation Commission of Southern Nevada (RTC) use portions of the I-15 corridor through the core of the urban area. Passenger Rail On July 8, 2011, the Federal Railroad Administration issued a Record of Decision for a project-level Environmental Impact Statement (EIS) for the XpressWest (formerly DesertXpress), a 200-mile high- speed rail line that would provide non-stop service between Victorville, California, and Las Vegas, Nevada, along the I-15 corridor. Operating at 150 miles per hour, the trains are estimated to travel the corridor in about 80 minutes. If federal loans are approved or other funding secured, the new rail corridor could significantly reduce congestion on I-I5 between California and Las Vegas by offering travelers a fast, low-stress, and price-competitive mode of travel. It is estimated that the project will divert approximately 3 million automobile trips from I-15 each year. Funding has not been identified for this project to date. Freight Rail The main freight rail corridor in Southern Nevada is the Union Pacific Railroad (UPRR) South Central Route that parallels I-15, traveling from Los Angeles-Long Beach to Salt Lake City. Approximately 19 trains per day pass through the Las Vegas metropolitan area, which has 22 grade-separated crossings, three at-grade crossings, three branch/short lines, an intermodal facility, and a rail yard. Airports McCarran International Airport is the primary hub of air travel in Southern Nevada, located near I-15 in the core of the Las Vegas Valley. It is ranked the ninth busiest airport in the US, with over 20 million

6 One Nevada Transportation Plan enplanements a year (FAA 2016). The highest number of air travel trips to and from Las Vegas exist between nearby metropolitan areas—consistent with travel along the I-15 corridor. Most of these metropolitan areas are separated by 300 to 500 miles. The long distances between major markets and lack of competitive service for this distance offered by the existing passenger rail network have led to a disproportionate reliance on short-haul flights for travel within the region. Utility Transmission I-15 is a route for a major natural gas pipeline through the Las Vegas metropolitan area, known as the Kern River Transmission Company system. This system connects Wyoming, Utah, Southern Nevada, and Southern California (NDOT 2017a). The line provides 80 percent of the natural gas used in the Las Vegas Valley. 2.1.6 Land Management and Jurisdictions The I-15 Corridor passes through multiple jurisdictions and land holdings, although located entirely in Clark County. Much of the I-15 corridor passes through land managed by the Bureau of Land Management. Through the Las Vegas metropolitan area, land adjacent to I-15 is primarily private land, with some military (Department of Defense) lands proximate in north Las Vegas (Nellis Air Force Base). Additional clusters of private land are located near Jean, Moapa, and Mesquite. I-15 passes through the Moapa River Indian Reservation for approximately 9 miles, north of US 93. 2.2 Previous Planning Study Recommendations Several planning documents have identified the conditions and performance of I-15, as well as recommendations for projects to address ongoing need. The major issues and opportunities from each study are summarized in the following subsections, including specific improvement recommendations for projects on I-15. 2.2.1 I-15 Mobility Alliance (Ongoing) The I-15 Mobility Alliance is composed of representatives from the departments of transportation in California, Nevada, Arizona, and Utah. Together with public and private agencies, and users of the I-15 corridor, the Alliance is working to enhance the movement of people, freight, and other commodities on I-15. The I-15 Mobility Alliance produced a Corridor System Master Plan in 2012, a long-range system plan to address current and future mobility needs along I-15 from Southern California to Northern Utah. This document is intended as a living document to track and measure performance of I-15 relative to congestion, safety, and infrastructure condition. The most recent update was in 2017. Tracking measures are based on national data to ensure consistency across each state and fairly prioritize needs. These measures were modified for this Plan to be consistent with data that NDOT has available and is already evaluating. In addition to evaluating the performance of I-15 across the four states, the Alliance maintains a list of Immediate Projects of Interregional Significance, which focuses on priority projects that can be implemented within the following 5 years, and of which federal grant monies are often pursued at a regional level. The following are the high-priority projects in Nevada: • I-15 High-Occupancy Vehicle (HOV) Improvements, Blue Diamond Road to I-515 • I-15 Improvements from Apex Economic Development District to CC-215 • Xpress West High-Speed Rail Connection between Las Vegas, Nevada, and Victorville, California

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• I-15 from Las Vegas Valley to Mesquite—FAST Package H Intelligent Transportation System (ITS) Improvement • Several Interstate Strategic Corridor Investments across state boundaries. These generally include longer-term projects that require additional corridor planning work, such as the I-11 corridor, Smart Truck Parking Study, Alternative Fuel Corridor Implementation, and rail/hyperloop planning In 2017, the I-15 Mobility Alliance completed an Alternate Route Study to identify a regional alternate route to I-15 in case of road closures or emergencies. Through Nevada, the preferred route includes US 95 south of Las Vegas, and US 93 north of Las Vegas (NDOT 2017b). The following are the recommended improvements to those corridors: • Incorporate truck-climbing lanes on US 93 • Facilitate through-traffic on SR 318 through intersection improvements • Widen US 93 around Pahranagat Lake • Add acceleration and deceleration lanes on US 93 • Incorporate climbing lanes on SR 164 Under the Multi-state Corridor Operations and Management Program, the I-15 Mobility Alliance performed a Dynamic Mobility Project to improve communication and information exchanges among the Alliance states. The study is currently in a testing phase for the four-state system. 2.2.2 NDOT Automated/Connected Vehicle Policy Framework (Ongoing) NDOT is developing a concise vision and a collaborative policy framework for autonomous and connected vehicle initiatives. The purpose of this effort is to establish policy, standards, legislation, and innovations that will help advance automated and connected vehicle technology in Nevada. The results of this study will identify potential strategies rather than traditional projects, and though the recommendations may not be specific to I-15, the results are important consider for upcoming work on I-15 or throughout the state. 2.2.3 RTC On Board (Ongoing) The RTC is developing a comprehensive transit plan for Southern Nevada. This long-range plan will identify how enhancements to the current bus system, new high capacity transit services and emerging transit technologies can improve future mobility and accessibility for the region’s residents and visitors. This study will encourage transit supportive land use, identify priority transit investments, and develop a coordinated long-range transit plan focused on bus rapid transit, modern streetcars. and light rail. 2.2.4 NDOT I-15 Tropicana Interchange & Hacienda-Harmon HOV Ramps (Ongoing) A feasibility study was conducted in 2015, and an environmental assessment of the recommended alternative is ongoing. The current study is evaluating the I-15/Tropicana interchange, as well as the HOV ramps at Harmon Avenue and Hacienda Avenue. The current recommendation is to eliminate an HOV drop ramp at Hacienda and only keep the HOV drop ramp at Harmon. 2.2.5 NDOT Nevada State Freight Plan (2017) The Nevada State Freight Plan identified projects that would improve freight movement through the state, enabling Nevada to enhance their economic competitiveness and foster growth in industries that

8 One Nevada Transportation Plan are heavily freight-dependent. Through Las Vegas, I-15 carries more than 6,300 trucks per day. The following projects are recommended along I-15: • Perform a National Environmental Policy Act (NEPA) study for the widening of I-15 from the Apex interchange to the Garnet interchange with US 93. This has been identified as a low cost, high-impact project, as this is a critical economic growth area, and this improvement would alleviate a major freight bottleneck. • Construct a new Via Nobila (Bermuda) interchange on I-15 in West Henderson; also identified as a low-cost, high-impact project by providing access to the South Limited Transition industrial area. • Create a Nevada Truck Rest Stop Implementation Plan to increase the number of truck parking spaces and facilities along the state interstate and highway system, along with supportive ITS improvements. • Construct truck inspection stations at key locations, including integration of advanced technologies to gather information – reducing layover time for truckers and limiting the number of on-hand staff required (e.g. Drivewyze or PrePass, which use electronic transponders to quickly access vehicle information and ensure compliance with state requirements). In addition, the Nevada State Freight Plan identified a series of important intermodal facilities along I-15, for which connectivity is important. The McCarran Air Cargo Center is a freight and distribution facility designated as a foreign trade zone in the Las Vegas Metropolitan Area (NDOT 2017a). The Pan Western Transload Facility is a rail-truck intermodal facility located off of I-15 between Cheyenne Avenue and Craig Road. The UPRR Las Vegas Intermodal Facility is a 100-acre site located near the interchange of I-15 and I-215. 2.2.6 NDOT Proposed Las Vegas Stadium Traffic Assessment (2016) The traffic assessment was conducted in 2016 to determine the high-level range of improvements needed to support a new stadium. Two site locations were analyzed, and planned projects were identified to be accelerated should a stadium move forward. The projects identified to support the stadium include an HOV interchange at Harmon Avenue, I-15/ Tropicana Avenue interchange improvements, a Monorail extension, and pedestrian bridge/walkway extensions to the proposed stadium site located at I-15/Russell Road. 2.2.7 RTC Transportation Investment Business Plan (2015) The RTC, in coordination with the Las Vegas Convention and Visitors Authority (LVCVA), completed the Transportation Investment Business Plan in December 2015, which is a comprehensive blueprint for a developing a modern transportation system in the core of Las Vegas, providing transportation and infrastructure recommendations (freeway, surface roadway, pedestrian, and high-capacity transit) for Las Vegas’ Resort Corridor and the surrounding areas. These recommendations are meant to alleviate congestion and improve connectivity in a high-growth area that attracts millions of visitors a year. The Transportation Investment Business Plan (TIBP) includes over 55 policy and infrastructure recommendations. Recommendations to the I-15 corridor include new HOV lane drop ramps at Meade Avenue and Harmon Avenue and an improved interchange configuration at Tropicana Avenue. This study also includes a variety of vehicular, pedestrian, and transit improvements to the local roadway network which may relieve pressure on I-15 through the Resort Corridor area.

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2.2.8 RTC Southern Nevada Regional Goods Movement Master Plan (2015) The movement of freight has a major impact on the mobility and economy of the Southern Nevada region, especially the Las Vegas metropolitan area. This study provides a snapshot of the region’s freight transportation system, a forecast of future freight demand, and recommendations to address regional freight deficiencies. A series of high-level strategies were recommended, with specific projects identified to meet each goal. Those that impact the I-15 corridor, either directly or indirectly, include: • Develop an integrated logistics center (freight village) with access to major highways and railroads . While various sites were explored, a specific site not was selected at this point in time. However, it is likely to be located along I-15 due to the efficiency of making regional connections in the western US, as well as the fact that the UPRR corridor parallels much of I-15 through the Las Vegas metropolitan area. • Support the implementation of the I-11 Corridor through Southern Nevada . I-11 is mostly not projected to be co-located with I-15, although the possibility exists for a short segment through the Las Vegas metropolitan area. It is likely, however, to intersect with I-15 and can introduce new freight traffic to the region. • Identify I-15 Corridor Immediate Projects of Interregional Significance and secure the support of other I-15 Alliance partners for grant funding and applicable projects. See Section 2.2.1 for more details on this effort. • Implement programmed freeway projects. Trucks prefer to travel by freeways whenever possible, even travelling longer distances to maintain travel time reliability. Therefore, any and all improvements to the freeway system will have a positive impacts on trucks. Implementation of this measure includes continuing, and possibly re-prioritizing, projects in the Regional Transportation Plan, including various improvements to I-15 such as corridor widening and interchange reconstruction. • Construct capacity and operational improvements to the arterial network that address the first and last mile connections. Projects that may impact movement on I-15 include constructing a system interchange at US 93/I-15, improving St. Rose Parkway between I-15 and I-215, and reconfiguring the I-15/Blue Diamond interchange to allow for all turning movements. 2.2.9 NDOT Southern Nevada High-Occupancy Vehicle Plan (2015) The HOV plan focused on the near-term HOV system in Southern Nevada, including Project NEON's direct connector between I-15 and US 95 and the conversion of existing I-15 express lanes to one HOV lane and one additional general-purpose lane. In addition, evaluations and recommendations for the long-term HOV system, direct-access ramp locations, and operations of the HOV system were included (Figure 3 ). The HOV system was evaluated using the Southern Nevada RTC’s 2035 Regional Travel Demand Model with the Mode Choice Element. 2.2.10 NDOT Apex to Mesquite and Moapa Valley Corridor Study (2011) The goal of the study was to identify and prioritize a range of improvements to serve the growth anticipated due to several planned developments north of the Las Vegas metropolitan area. The study area included I-15 to Mesquite, US 93 from I-15 to the Lincoln County Line, SR 168 from I-15 to US 93, and SR 169 from I-15 to Moapa Valley. The report identified a series of phased improvements

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(immediate, medium-term, and long-term) along I-15, such as truck-climbing lanes, signage, and gore lighting. Tables in Appendix A summarize the projects. Figure 3. Southern Nevada HOV Plan Recommendations

2.3 I-15 Improvement Projects 2.3.1 Completed Projects NDOT has invested heavily in improvements on I-15 over recent years, including three major design- build projects to date. • I-15 North Design-Build, 5.8 miles from the US 95 Interchange north to Craig Road, north of downtown Las Vegas, $242 M, completed in 2010 • I-15 South Design Build, 4 miles from Blue Diamond Road and Tropicana Avenue, $270 M, completed in 2012 • Project NEON, 3.7 miles from Sahara Avenue and the Las Vegas Spaghetti Bowl, $930 M, currently under construction 2.3.2 Planned/Programmed Projects Building on the recent construction projects on I-15, NDOT and other regional agencies have several planned and programmed projects that are split into incremental phases for which funding can be secured. Table 2 shows planned and programmed major improvements on I-15. The first set of projects is programmed in the 2018 State Transportation Improvement Program (STIP), which identifies funding for projects in the next 5 years. The Capital Transportation Improvement Projects are significant projects that require major investments over the next several years. The RTC Regional Transportation Plan (RTP) includes both near-term high priority programmed projects, as well as long-term projects to be implemented by various regional jurisdictions. These projects are in different stages of planning, design, or construction, and funding sources and availability vary. Projects not yet programmed with funding

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(i.e., not yet identified in the STIP) are noted with “TBD” for the implementation year. These are typically longer-range phases of ongoing projects or recommendations from planning studies that still must be advanced through NEPA. Table 2. I-15 Corridor Programmed Improvements

Implementation Approximate Project Extents Lead Agency Phase Year Cost 1 NDOT 2018 State Transportation Improvement Program I-15 ITS FAST Logandale Overton Package H3 Interchange to AZ state NDOT Construction 2018 $2 M line I-15 North Phase 4 I-15/CC-215 Northern Final Design 2015-2019 NDOT $115 M Beltway Interchange Construction 2019-2022 I-15 HOV Ramps 2 Half interchange at NDOT Construction 2019 $32 M Harmon Avenue I-15 Coldmill and West Mesquite to AZ NDOT Construction 2020 $6 M Overlay state line Major Capital Transportation Improvement Projects

Project NEON Design-Build 3 Phases 1 -4 Sahara Avenue to NDOT Construction 2016-2019 $935 M Spaghetti Bowl Phase 5 Sahara Avenue to NEPA NDOT TBD TBD Spaghetti Bowl complete I-15 South Corridor Improvements 4 I-15 South Starr City of Starr Avenue Construction 2017-2018 $80 M Avenue Interchange Henderson I-15 South Bermuda Bermuda Road City of Final Design 2026-2027 $110 M Road Interchange Interchange Henderson Construction TBD I-15 Sloan Road City of Final Design Sloan Road TBD $160 M Interchange Henderson Construction I-15 South Las St. Rose Parkway to Clark County Construction 2017-2018 $35 M Vegas Boulevard Sunset Road I-15 South Phase Sloan Road to Blue Final Design NDOT 2021-2025 $550 M 2A-2B Diamond Construction I-15 North Corridor 5 I-15 North Phase 2 Craig Road to Speedway NDOT Construction 2016-2018 $40 M Package A Boulevard I-15 North Phase 3 Speedway Boulevard to Final Design 2019-2021 NDOT $100 M Garnet Construction 2021-2023

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Implementation Approximate Project Extents Lead Agency Phase Year Cost 1 Other I-15 Urban Resort I-215 to US 95 NDOT Environmental TBD TBD Corridor Study I-15 South Pebble Final Design Pebble Road Clark County TBD $70 M Road Overpass Construction I-15 South interchange, Environmental CA state line to Sloan signing, and NDOT Final Design TBD $50 M Road shoulder Construction improvements RTC Regional Transportation Plan 6 I-15 Frontage Roads Washington Avenue to City of Las Construction 2017-2020 $200,000 Lake Mead Drive Vegas I-15 FAST Package Apex Interchange to H2 North of Logandale- NDOT Construction 2017-2020 $6 M Overton I-15 FAST Package Logandale-Overton to NDOT Construction 2017-2020 $6 M H3 Arizona state line I-15 Tropicana Avenue Interchange Tropicana Avenue NDOT Construction 2021-2025 $150 M Improvements SNSA Expressway Clark County Final Design 2021-2025 $37 M and Interchange Ivanpah Expressway Dept. of Construction 2026-2030 $23 M Aviation I-15 Sahara Avenue and Charleston Sahara Avenue to NDOT Construction 2026-2030 $263 M Road Interchange Charleston Boulevard Improvements

1 Based on upper end of project cost range provided in Project Fact Sheets. 2 Although included in the current STIP, NDOT is evaluating removing HOV drop ramps at the I-15/Hacienda location based on community feedback. 3 NEPA Record of Decision, 2010; project reevaluation, 2012. 4 NEPA Finding of No Significance, 2009; implementation update in Financial Plan, 2014. 5 NEPA Finding of No Significance, 2007; implementation update in Financial Plan, 2010. 6 Reflects additional high priority and long-term projects not already presented in the above categories TBD = to be determined Source: NDOT 2018a, NDOT 2018b, NDOT 2014, NDOT 2010a, NDOT 2010b, RTC 2017

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3 Existing and Future Conditions 3.1 Corridor Performance The following subsections document the performance of I-15 in each of the One Nevada goal areas. Based on the existing and future data, each segment received a rating for each performance measure. These ratings form the basis for identifying corridor needs, as documented in Section 4. 3.1.1 Enhance Safety 3.1.1.1 Fatal Crash Rates Performance Measure Target: Zero Fatalities

From 2012 to 2016, there have been 74 fatal crashes on I-15. Table 3 presents the fatal crashes by segment, including the crash rate per 100 million vehicle miles traveled, with a comparison to the state average. Crash locations are identified in Figure 4 , showing that safety impacts span the entire I-15 corridor and are not only focused in the urbanized area. The greatest density of dots on the map is located in Segment B, however this also has the highest traffic volumes.

The statewide goal aims for zero fatalities, therefore a crash rate of zero. For this analysis, a “good” rating is a zero fatal crash rate, while a “fair” rating is any rate below the statewide average, and a “poor” rating is any rate above the statewide average. Segment D rates the poorest, followed by Segment B. Both with ratings that exceed the statewide average for interstate corridors. Table 3. Fatal Crash Rates per 100 Million Vehicle Miles Traveled on I-15

Annual Statewide Segment Length Segment Fatal Crashes Average Crash Rate Average Rate Rating (mi) Daily Traffic a, b A 14 52,413 33 0.4 0.53 - 1.0 c Fair B 21 221,568 9 0.6 0.53 Poor C 8 107,188 10 0.4 0.53 Fair D 31 22,020 71 1.1 0.53 - 1.0 d Poor Sources: State Maintained Highways of Nevada, 2018; FHWA Highway Safety Improvement Program, Annual Report, 2017 a Statewide 5-Year Average Rate for Rural Principal Arterial- Interstate is 1.00. b Statewide 5-Year Average Rate for Urban Principal Arterial- Interstate is 0.53. c Most of Segment A is classified as Rural Interstate. Approximately 11 miles are classified as Urban Interstate. d Most of Segment D is classified as Rural Interstate. Approximately 14 miles are classified as Urban Interstate.

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Figure 4. Fatal Crash Rating by Segment and Crash Locations on I-15

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3.1.2 Preserve Infrastructure 3.1.2.1 Bridge Sufficiency Ratings Performance Measure Target: Zero “Poor” Bridge Sufficiency Ratings

NDOT ranks the best among states based on bridge condition, in a 2018 study by the American Road and Transportation Builders Association (ARTBA 2018). There are 127 bridges on I-15 or the serving ramps (Figure 5 ), and Table 4 presents the breakdown of the bridge condition and summary segment findings. The categories are defined based on sufficiency rating, which is a numerical rating from zero to 100, used to assess the overall condition of a bridge. The ratings are derived by structural engineers from physical inspection reports. Currently, all bridges on I-15 are in good or fair condition, thus NDOT is already meeting its goal for these criteria. Table 4. Bridge Sufficiency Rating Scale

Rating Bridge Sufficiency Rating Total No. on I-15 Segment Rating

Good >80 66 A, B, C, D

Fair 50-80 61 N/A

Poor <50 0 N/A

Source: NDOT Performance Management Report, 2017d Another way to identify needs relative to bridge condition is to identify structurally deficient bridges. Structurally deficient bridges are identified when the significant load-carrying elements are found to be in poor condition or if the load-carrying capacity is insufficient, or if the bridges are more susceptible to flooding with significant traffic impacts. There are no structurally deficient bridges on I-15 (NDOT 2017d). 3.1.2.2 Pavement Condition Performance Measure Target: 95% Asphalt Pavement in “Fair” or “Better” Condition

Pavement Serviceability Index (PSI) rating is a measure used to identify the performance of asphalt pavement. Ten miles of concrete pavement (in each direction) was excluded from the rating (17 percent of total corridor length). PSI is calculated using pavement roughness measurements and formulas to quantify pavement distress. 0-2 = very poor • 2-3 = poor • 3.00-3.49 = fair • 3.5-3.99 = good • 4.0-5.0 = very good The only areas of pavement reported in poor condition on I-15 are at MP 43 and MP 47, which together constitute less than one mile of the entire corridor. All other pavement is listed in fair condition or better (NDOT 2017d) (Figure 6 ).

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Figure 5. I-15 Bridge Locations

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Figure 6. I-15 Pavement Condition

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3.1.3 Optimize Mobility 3.1.3.1 Travel Time Reliability, Corridor Chokepoints Performance Measure Target: Average Travel Speeds 0 to 5 mph below Posted Speed Limit Average travel speeds provide information on travel time reliability over a long period. INRIX data was used to determine the average travel speed for each day in 2017 at each count location, northbound and southbound separately. Daily speeds were used rather than peak hour speed, and northbound and southbound information was combined for each count location. The lowest average speed in each segment was used to determine the rating for the entire segment. The ratings are broken down based on the minimum average travel speed as it relates to the posted speed limit (Table 5). Please note that while usually experiencing a higher degree of congestion, Project NEON construction activities near the Spaghetti Bowl could impact ratings in that vicinity for this specific point in time. Table 5. Mobility Ratings

Rating Criteria for Minimum Average Travel Speed Segment Rating Good 0-5 mph below posted speed limit N/A Fair 5-10 mph below posted speed limit A, B, C, D Poor 10 mph+ below posted speed limit N/A

Because of the variability of travel speeds within the segments, Figure 7 shows the information by MP. The lowest speeds in Segments A and D are at the California and Arizona borders, respectively. The chokepoints in Segments B and C are at MP 41-43, which is in the area of the I-15/US 95/I-515 Spaghetti Bowl interchange. The highest traffic volumes through this area, greater than 250,000 vehicles per day, correlate to the lowest travel speeds, below 50 mph (Figure 8 ). These travel times are from 2017, so it is anticipated that the completion of Project NEON would likely improve average travel times through this area. Figure 7. I-15 Travel Speed vs. Traffic Volumes 75 300,000

65 250,000 55 200,000 45

35 150,000

Speed Speed (mph) 25

100,000 (veh/day) AADT 15 50,000 5

-5 0 1 12 25 27 33 34 36 37 38 39 40 41 42 43 44 45 50 52 54 58 64 75 80 90 91 93 100 112 120 122 A B C D Speed Limit Mile Post Speed (mph) AADT (veh/day)

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Figure 8. I-15 Travel Time Reliability, Chokepoints

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3.1.3.2 Qualitative Review of Other Mobility Elements HOV Connectivity Section 2.2.8 summarizes the short- and long-term HOV needs within southern Nevada. Figure 3 illustrates the recommendations of the 2015 Southern Nevada High-Occupancy Vehicle Plan. Short- term needs include one HOV lane per direction on I-15 between the Spaghetti Bowl and Silverado, along with Project NEON’s HOV to HOV flyover at the Spaghetti Bowl and HOV direct access ramp at the NEON Gateway interchange. In the long-term, a second HOV lane per direction would be added between the Spaghetti Bowl and I-215, with extension of single HOV lanes north to Lake Mead and south to St. Rose Parkway. HOV direct access ramps are proposed at Meade and Harmon Avenues, and Blue Diamond Road. An HOV to HOV flyover is also proposed at I-15 and I-215. The proposed long-term system is not the ultimate HOV system for southern Nevada. This only encompasses needs through 2035. Future studies may be undertaken by NDOT to re-evaluate the freeway corridors for additional/alternate HOV lane implementation and direct-access ramp locations.

Interchange Spacing and Access Management Figure 9. Conceptual Categorization of Access management is defined as “the coordinated Access Control planning, regulation, and design of access between roadways and land development. It encompasses a range of methods that promote the efficient and safe movement of people and goods by reducing conflicts on the roadway system and at its interface with other modes of travel.” Effective access management balances the competing objectives of through traffic movement on roadways with access to land use adjacent to the roadways (Figure 9 ). The location, spacing, and frequency of access points have significant impact on traffic patterns and public safety. Too many access points increase accident potential and delays and adversely affect efficient traffic signal timing and operations. Proper spacing of access points balances access and mobility, improves capacity, and reduces crashes and lost time. The standards in the Access Management System and Standards (AMSS) are authorized by the Nevada Revised Statutes. I-15 is classified as Category I roadway based on AMSS, and it is part of the National Highway System and Interstate System. Interstates are a class of roadway with full control of access, designed for the movement of high volumes of traffic at high speed over long distances. Opposing traffic streams are typically separated by a non-traversable median. Access is available only via grade separations (NDOT 2017e). Interstate freeways primarily provide for interregional and interstate travel. Pedestrians, bicycles, and non-motorized modes of transport are prohibited. The design of these roadways should, in general, allow speed limits of 65 mph to 75 mph. Access to the facility is limited to directional ramps that are designed and spaced to provide a minimal speed differential between the through traffic

21 One Nevada Transportation Plan stream and the entering or exiting traffic. Access to interstate freeways must comply with federal regulations and be approved by FHWA. Private access to interstate freeways is not permitted. The AMSS indicates that for roadways included in this category, access will not be considered if it does not comply with FHWA’s Interstate System Access Policy. FHWA issued a formal policy statement published in the Federal Register on October 22, 1990 (55FR 42670), that provides guidance for justifying and documenting the need for additional access to the existing interstate system. This policy is authorized by Section 111 of Title 23, US Code (USC) “Agreements relating to use of and access to rights- of-way - Interstate System” and Code of Federal Regulations (CFR) Title 49 1.48(b)(10). Section 111 of Title 23, USC states: “All agreements between the Secretary and the State transportation department for the construction of projects on the Interstate System shall contain a clause providing that the State will not add any points of access to, or exit from, the project in addition to those approved by the Secretary in the plans for such project, without the prior approval of the Secretary.” AMSS requires access spacing for Class 1 corridors based on location: 1 mile in urban areas, 2 miles in suburban areas, and in 3 miles in rural areas. Access spacing along I-15 generally meets the minimum requirements, with the exception of a few more closely spaced interchanges in the Resort Corridor. Appendix B presents each interchange, format, and common name, including data on grade separations, and projected future locations of interchanges/bridges. Interchange spacing standards should be maintained in the future as new development proposals and land use changes are made. Further, corridor improvements may provide an opportunity for NDOT to update access spacing. Minimum spacing between interchanges must accommodate safe lane changes for unfamiliar drivers entering/exiting the freeway. Land Use Planning While land use planning is under the jurisdiction of local cities and towns, land use and transportation influence each other and should be considered in tandem. New land uses can alter transportation patterns, while changes in transportation conditions may impact land use changes. As a fully access- controlled facility, I-15 does not include intersecting driveways or streets, as discussed in the above section. However, major development changes may apply for a change in access, or require improvements to traffic interchanges or interstate capacity to handle increased traffic. It is NDOT’s role to ensure that access is managed appropriately, as well as maintain a functional transportation system that facilitates positive economic growth. Thus, NDOT should be aware of major new land use developments and proactively participate in transportation planning logistics where applicable. For example, current new development initiatives that may impact circulation on the interstate include the Apex Industrial Park at US 93 and the new National Football League stadium in the Resort Corridor, both of which NDOT has been a major participant. Roadway Design NDOT maintains a Roadway Design Guide that serves as a supplement to the AASHTO Green Book (A Policy on Geometric Design of Highways and Streets). The purpose of the document is to establish uniform design criteria for the state’s highways, review important geometric elements for different functional classifications, and provide supplemental information to the AASHTO Green Book in instances where it gives a large range or is open to varying interpretation. As an interstate highway, I-15 has strict design considerations as it relates to lane and shoulder widths, bridge clearances, design speeds, sight distances, median barriers, ramp construction, etc. Generally, I-15 meets most of these design standards, however parts of the interstate north of Las Vegas were constructed several decades ago

22 One Nevada Transportation Plan under different standards. For example, cross streets at interchanges may not meet width and height clearances (e.g., Ute [exit 80], Byron [exit 84], and some ramps do not meet minimum speed standards (e.g., Byron [exit 84], Moapa [exit 88]). Additionally, several segments of the highway have approved design exceptions (e.g., reduced shoulder widths on I-15 Express Lanes) that may be improved in the future to bring up to full interstate standards. Appendix B includes data on current interchange and grade separation locations, as well as projected future locations. Truck Parking Needs Truck parking shortages are a national safety concern, with inadequately spaced truck parking facilities leading to unsafe parking areas (shoulder of the road, exit ramps, or vacant lots) and/or overtired drivers. Hours-of-service regulations govern the hours spent driving and regulate the minimum time drivers must spend resting between driving shifts. Having adequate parking facilities and amenities at these resting areas is critical to facilitate safe and timely stops. I-15 has 12 truck parking facilities across the state, including two rest areas (Figure 10 ). Truck parking facilities with amenities should be spaced closely enough to provide drivers more options for layovers to meet their hours-of-service regulations. Spacing greater than a 2-hour drive could force a driver to stop far short of the required hours-of-service, at a significant operational and financial loss, but spacing closer than that, especially in rural areas, may not be financially feasible for private developers of the facilities. Rest areas are useful for short stops; however, for longer durations, such as fulfilling a 10-hour forced rest, truck drivers prefer to rest where there are amenities. The I-15 corridor currently meets this threshold of truck parking. Figure 10. Truck Parking Facilities on I-15

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Truck Inspection Stations The Sloan Check Station is located on I-15 northbound, just south of the Las Vegas metropolitan area. Re-entry onto I-15 from the Sloan Check Station can be difficult as trucks must exit the Check Station onto Las Vegas Boulevard before re-entering I-15 via a relatively short on-ramp. 3.1.4 Transform Economies Some of the largest economic and population centers in the US rely on the I-15 corridor. Anchored in the south by Southern California, one of the 10 largest economies in the world in its own right, the I-15 corridor cuts across a diverse geography and is critical to the Intermountain West’s continued ability to grow and thrive. Regionally, I-15 provides access between five major economic centers from San Diego to Salt Lake City ( Figure 11). In Nevada, I- 15 is the lifeline to the 2.1 million people and over 95 billion in gross domestic product that is focused in the Las Vegas metropolitan area (NDOT 2017c). Figure 11. Economic Centers along the I-15 Corridor

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3.1.4.1 Access to Economic Generators Performance Measure Target: Level 3 Access to Economic Generators

Major economic generators, for the purposes of this document, are considered population or employment centers. This section is intended to evaluate I-15 as an access point to Major Economic Generators. The closer these generators are to I-15, the more critical the role of the interstate. This measure helps to weight the priority of different segments rather than identify specific transportation deficiencies as the previous criteria have done. The rating descriptions and summary findings are showing in Table 6. Table 6. Access to Economic Generators Rating Scale

Rating Criteria for Access to Economic Generators Segment Rating

Level 3 Major economic generators are located adjacent to segment B, C

Level 2 Segment is critical connection between two or more major economic generators A, D

Level 1 Segment is not critical to connect two or more major economic generators N/A

Segment A is an important connection, as 27 percent of Las Vegas visitors are from Southern California (LVCVA 2017). However, because no major economic generators are adjacent to I-15 in this segment, this is considered Level 2 Access to Economic Generators. Segment B is the heart of the Resort Corridor, providing access to McCarran International Airport, the Las Vegas Strip, downtown Las Vegas, and major business centers such as the Symphony Park development. The economic impact of the southern Nevada tourism industry was $59.6 billion in 2016, representing nearly 58 percent of the region’s gross product (LVCVA 2017), and I-15 is the primary access to and within this area. Thus, Segment B is given a Level 3 rating. Segment C in North Las Vegas provides access to Nellis Air Force Base, the Sunrise Industrial Park, a connection to CC-215 for east-west access, and other industrial and intermodal facilities adjacent to I-15. Because of the proximity of these major generators, Segment C was given a Level 3 rating. Segment D transitions back to a rural setting, with few major economic generators stretching from CC-215 to the Arizona state line. The Las Vegas Motor Speedway is a venue with a capacity over 110,000, generating peak event traffic along I-15, just north of CC-215. The Apex Industrial Park is a 2,000-acre site that aims to be a major hub for commercial, warehousing and distribution, industrial, manufacturing, and energy development industries. The Apex Industrial Park is located off US 93 near MP 64. Because of these two major generators, this portion of Segment D would be considered Level 3, but the remaining 60 miles primarily serves to connect Arizona with Las Vegas and the communities in between. Thus, the total segment was given a Level 2 rating. 3.1.5 Foster Sustainability NDOT has been on the leading edge of embracing technology to support transportation evolution. The ongoing Automated and Connected Vehicle Policy Framework Study mentioned previously will continue to guide Nevada’s technology future. For the purposes of this analysis, sustainability was measured by access to alternative fuels which is representative of a commitment to sustainable transportation facilities. This section aims to

25 One Nevada Transportation Plan identify the progress to date toward a sustainable transportation system, and potential areas for future investment. Infrastructure improvements cannot keep up with the rate at which vehicle technology is advancing. However, the one thing that is known is that wireless connectivity is important, and so communication capabilities built into the roadway system will become increasingly critical. On I-15, cellular coverage is available throughout Nevada, but improved speed and future access should be considered in any future projects. 3.1.5.1 Access to Alternative Fuels

Performance Measure Target: Level 3 Access to Alternative Fuels

In November 2016, FHWA announced 55 routes that would serve as the basis for a national network of Alternative Fuel Corridors, spanning 35 states. The network is nearly 85,000 miles long, and more miles are expected to be added in the future to accommodate electric, hydrogen, propane, and natural gas vehicles, as additional fueling and charging stations are built. The goal of this system is to help drivers identify routes that will help them refuel and recharge. 1-15 in Nevada was not designated as an Alternative Fuel Corridor, but Segments A and B are Electric Vehicle “Signage Ready” corridors, which means there are public direct-current fast-charging stations spaced no greater than 50 miles apart. Thus, this corridor is eligible to feature new signs alerting drivers of the charging stations. These signs are similar to existing signage that alerts drivers to gas stations, food, and lodging. Segments C and D are categorized as “Signage Pending,” which indicates there are public direct-current fast-charging or Level 2 chargers separated by more than 50 miles. Known points of alternative fuel access include: • Segment A has one Tesla electric vehicle charging station near the state line in Primm. • Segment B includes multiple public and private stations. • Segment C has five charging stations in north Las Vegas. • Segment D has one charging station at the Arizona border. The rating scale provided in Table 7 varies from the FHWA criteria in that it considers private charging stations. Known electric charging stations are illustrated on Figure 12. Table 7. Access to Alternative Fuels Rating Scale

Rating Criteria for Access to Alternative Fuels Segment Rating

Level 3 More than 5 charging stations available in segment or per 50 miles B

Level 2 1 to 5 charging stations available A, C, D

Level 1 No charging stations available N/A

Based on the rating scale, Segment B rates at Level 3, while Segments A, C, and D are rated Level 2.

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Figure 12. Electric Charging Stations in Southern Nevada (FHWA)

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The current station in Primm serves the long-distance travel between Las Vegas and California in Segment A. Segment B has the greatest number of charging stations today, but additional investment would continue to serve the large population and employment centers. Given the high traffic volumes, the access to economic generators, and the lack of existing charging stations, Segment C would be a priority area for investment in future charging stations. Additional charging stations in Segment D would also serve to connect the communities and recreation destinations, as well as long-distance travel to Arizona and Utah. 3.1.5.2 Qualitative Review of Other Mobility Elements Context Sensitive Solutions A qualitative goal includes employing context sensitive solutions to respond to the values that the public places on aesthetics, cultural resources, and natural landscapes. NDOT has developed a Landscape and Aesthetics Master Plan establishes the vision for the state highway system, including outlining policies and guiding principles for various classifications of highways, open space, and rest areas. Individual corridor plans have been developed for a series of major regional corridors statewide, including I-15. The I-15 Plan illustrates a detailed vision for the landscape and aesthetics of the I-15 corridor, including vegetation guidelines, bridge aesthetic treatments, lighting, artistic accents, structures, focal elements, and advertising requirements. Developed in 2005, much of the I-15 Corridor adheres to these guidelines, with continued improvements to the highway maintaining and enhancing landscape goals. Figure 13 illustrates an example of implementation of such aesthetic features. Figure 13. Aesthetic Features at I-15/Cactus Interchange

3.1.6 Connect Communities Transportation provides an important social role in connecting people from different communities. The Southern Nevada Strong Regional Plan has increasing transportation choice as a part of the overall vision of the region. According to the plan, expanding transit systems and access to transit can provide more efficient and affordable travel choices for residents, workers, and visitors. The region is currently the only one of its size in the region without a high-capacity transit system. The analysis for this section is based on access to other modes of travel within or off of I-15.

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3.1.6.1 Access to Alternative Modes Performance Measure Target: Level 3 Transit Availability Table 8. Access to Alternative Modes Rating Scale

Rating Criteria for Access to Alternative Modes Segment Rating

Level 3 More than 1 multimodal facility in the segment B, C

Level 2 1 multimodal facility in the segment N/A

Level 1 No multimodal facilities in the segment A, D

The RTC operates the local transit system in Clark County. Two major transit hubs are located near I-15, including the Bonneville Transit Center in downtown Las Vegas, and the South Strip Transfer Center south of McCarran International Airport. Many local and regional bus routes operate within the Las Vegas metropolitan area, with two routes operating on portions of I-15 in Segment B (Westcliff Airport Express, Centennial Express) and one route operating in Segment C (Downtown & Veterans Medical Center Express). In addition to bus options, there are bike-share stations in downtown Las Vegas that are within one mile of I-15 in Segment B. Thus, both Segments B and C are a Level 3. (The rating descriptions are showing in Table 8.) Segments A and D are heavily focused on the automobile as the development density in these segments does not support local transit systems. Due to the lack of multimodal facilities in either of these segments, they are both rated Level 1. Despite the higher rating in Segment B, the Southern Nevada Strong report (RTC 2015a) recommends enhanced bike and pedestrian facilities within the region, with a focus in the densely populated area of Segment B. 3.2 Overall Opportunities and Constraints The inventory of existing and future conditions has identified several opportunities and constraints relative to the performance of the I-15 Corridor. Table 9 shows key takeaways of this analysis. Table 9. I-15 Corridor Performance – Key Takeaways

I-15 One Nevada Plan Performance Summary Goal Measure

Safety concerns span the entire I-15 corridor, statewide. Current ongoing construction projects (notably Project Neon) will address some of the safety concerns but further analysis should be Enhance Safety Traffic Fatalities conducted to determine what improvements might help improve overall safety on I-15, both in the metropolitan area and in the rural sections.

Bridge All bridges along I-15 are maintained to an acceptable level of Preserve Sufficiency operation. Continued monitoring of bridge conditions of bridge Infrastructure Ratings conditions will ensure this measure continues to be met.

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I-15 One Nevada Plan Performance Summary Goal Measure

Two isolated areas of poor pavement condition have been identified. These should be integrated into a future construction Pavement program, as funding is available. Continued monitoring of Condition pavement conditions will ensure this measure continues to be met.

Chokepoints are present throughout the corridor where peak hour, and/or peak day, congestion occur. Within the Las Vegas Metropolitan area, there has been great investment on I-15 to improve the downtown congestion and provide HOV lanes to Travel Time manage congestion. However, the HOV system is constricted to Reliability the urban setting, so there are opportunities to expand the HOV system. I-15 does not have alternate routes north and south of the metropolitan area, so major incidents can cripple the interstate and local transportation systems, severely impacting congestion.

Planned HOV lanes and direct access interchange locations are HOV planned throughout the core of the Las Vegas metropolitan area. Connectivity As development pressures extend north and south, extensions of the HOV system should be considered. Optimize Mobility Access I-15 is a fully access-controlled facility. As new development Management projects are implemented near I-15, especially large industrial Land Use facilities with a high degree of truck traffic, NDOT should ensure Planning access to the interstate is managed appropriately.

I-15 generally meets current design standards, however older portions of the highway are lacking in some height and width requirements. As future improvements occur along I-15, an Roadway Design inventory of current design standards and approved design exceptions should be reviewed, and outstanding needs should be incorporated into current construction activities, as possible.

I-15 includes 12 truck parking facilities across southern Nevada, Truck Parking which meets the minimum threshold of providing safe resting Needs areas with amenities at a minimum of 2-hour driving intervals.

The efficiency of I-15 is a vital piece of the local economy as well Access to as the regional economy, and the I-15 Mobility Alliance provides Transform Economies Economic a vehicle to leverage the regional support of improvements along Generators I-15 both within and outside of Nevada.

Nevada has a policy framework open to innovation and Access to technology that attracts transportation partners, such as Tesla, to Foster Sustainability Alternative the state. These opportunities are continuing with the AV/CV Fuels policy framework that is ongoing, and future efforts should continue to build Nevada’s culture for technology.

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I-15 One Nevada Plan Performance Summary Goal Measure

Access to Pedestrian access, bikability, and access to transit systems are Connect Communities Alternative limited for Las Vegas. Improvements to I-15 should consider ways – Multimodal Options Modes to encourage multimodal accessibility.

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4 Project Identification

In reviewing the opportunities and constraints and the current performance measures evaluation along the I-15 corridor, NDOT’s current planned/programed improvements were reviewed to investigate any additional needs necessary to improve corridor performance. These additional projects (Section 4.2) will be further evaluated and prioritized through the One Nevada Transportation Plan/process. Section 4.1 outlines a comprehensive list of improvements programmed along I-15 in either the NDOT STIP or RTC RTP, time-stratified in the following groupings: • Construction Projects (Immediate) • Near-Term Projects (0 to 5 Years) • Mid-Term Projects (5 to 10 Years) • Long-Term Projects (10 to 20+ Years) It should be noted that these projects do not include routine maintenance program by NDOT. Figure 14 displays the typical Project Development Process, to understand the major steps each project takes from initial concept (planning) through construction (open to traffic). Planning work has generally been completed for all projects listed below. Figure 15 illustrates the project location and phasing described in the following sub-sections. Figure 14. Project Development Process

4.1 Planned and Programmed Projects 4.1.1 Construction Projects (Immediate) The following projects are currently under construction or programmed to begin construction in the next two years, which will address some of the needs identified in the previous sections: • Project NEON, Phases 1-4 • I-15 ITS FAST Package H3 • I-15 ITS FAST Package H2 • I-15 Widening, Craig Road to Speedway Boulevard • I-15/Starr Avenue Interchange • I-15/US 93 Garnet Interchange Improvements • I-15 Frontage Roads, Washington Avenue to Lake Meade Boulevard

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4.1.2 Near-Term Projects (0 to 5 Years) The following projects are in the design and environmental review process, such that they could begin construction in the next 5 years: • I-15 North Phase 4, I-15/CC-215 Northern Beltway Interchange (Design and Construction) • I-15 North Phase 3, Speedway Boulevard to Garnet (Design and Construction) • I-15/Tropicana Interchange and Harmon HOV Ramp and Hacienda HOV Ramp Project (NEPA) (Southern Nevada HOV Plan is currently being updated by NDOT and the findings may affect this project; for example, the Hacienda HOV drop ramp might potentially be eliminated) • I-15/Harmon Avenue HOV ramps (Design and Construction) 4.1.3 Mid-Term Projects 5 to 10 Years) The following projects are listed in the NDOT STIP or RTC RTP, and are projects that would help achieve the performance targets for I-15, as well as broader statewide goals: • I-15/Tropicana Avenue Interchange Reconstruction (Design and Construction) • I-15/Blue Diamond Road HOV ramps to/from the north, from/to the west (NEPA and Design) • I-15/I-215 interchange direct-access flyover HOV ramps (NEPA and Design) • I-15/Bermuda Road Interchange (Design and Construction) • I-15/Pebble Road Overpass (Design and Construction) • I-15/Sahara Avenue Interchange Improvements (Construction) • I-15 South Phase 2A-2B, Sloan Road to Blue Diamond (Design and Construction) • I-15 Widening/Auxiliary Lanes and Interchange Access to Support Southern Nevada Supplemental Airport (Ivanpah Valley Airport) (Design) 4.1.4 Long-Term Projects (10 to 20+ Years) The following projects are listed in the NDOT STIP or RTC RTP, and are long-term projects that could improve the I-15 corridor: • Project NEON, Phase 5 (Design and Construction) • I-15/Blue Diamond Road, HOV ramps to/from the north, from/to the west (Construction) • I-15/I-215 interchange direct-access flyover HOV ramps (Construction) • I-15 Widening, Sloan Road to Blue Diamond Road (Design and Construction) • I-15/Sloan Road Interchange (Design and Construction) • I-15 Interchange Improvements, Stateline to Sloan (reconstruct interchange ramps at Primm, Jean and Sloan) (Design and Construction) • I-15 Widening/Auxiliary Lanes and Interchange Access to Support Southern Nevada Supplemental Airport (Ivanpah Valley Airport) (Construction)

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Figure 15. I-15 Planned and Programmed Projects

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4.2 Additional Needs 4.2.1 Identified through Data Deficiencies The following projects and concepts are identified from noted gaps and deficiencies in the needs analysis. Some needs, like noted areas of poor safety ratings, will require additional study and analysis to identify specific projects. Other needs, like areas of poor pavement condition, should be paired with other ongoing or future construction projects in the vicinity, to reduce construction impacts and closures. Identified deficiencies are mapped on Figure 16 .

• Integrate identified pavement improvement needs into the STIP, alongside existing projects so as to minimize construction re-work, as funding becomes available (MPs 43, 47). • Conduct a Road Safety Audit on segments of I-15 that were identified with a poor safety rating. Incorporate safety concerns into the next update of the Strategic Highway Safety Plan. • As population and employment growth extends beyond the current urbanized area, coordinate with RTC on roadway improvements that may facilitate extensions to the regional transit system.

4.2.2 Identified through Qualitative Analysis The following concepts are suggested based on the qualitative mobility analysis conducted, forecasting additional needs to supplement mobility of and access to I-15. • Design and build Sloan Check Station ramp improvements to facilitate safer and more efficient use of the check station. • Review current design standards and design exceptions on I-15 as improvement activities are planned and designed and integrate outstanding needs into current construction activities, as possible. • In the next update the Southern Nevada HOV Plan, explore the need for extended HOV lanes and/or direct access ramps beyond the core of the Las Vegas metropolitan area along I-15. • Conduct a study to determine appropriate locations for alternative fuel stations along I-15, including provision for electric charging stations and other fuels (e.g., propane, natural gas). Ensure access in intervals less than 50 miles. Construct signage to alert drivers in advance of upcoming stations. Collaborate with California and Utah to ensure that state boundaries do not impede the 50-mile access intervals. 4.2.3 Prior Study Recommendations The following projects and concepts have been identified in recent planning studies, but not programmed in any improvement plan, such as the STIP or RTP. • Partner with CALTRANS to facilitate widening of I-15 between Barstow and Primm. • Implement I-15/Meade Avenue HOV ramps to/from both directions (NEPA, design, and construction). • Complete design and construction activities for recommendations from the I-15 Dynamic Mobility Project: Multi-State ITS Architecture. • Continue to monitor the development of possible rail connection between Las Vegas, Nevada and Victorville, California and plan change of control of access accordingly. (This high-speed rail corridor was previously planned to be constructed by XpressWest, who has recently been acquired by Brightline, a South Florida rail service company, seeking to construct this corridor with private funds.)

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• Implement improvement recommendations from the I-15 Mobility Alliance’s Alternate Route Study on US 95 and US 93 to ensure travel viability of these corridors in the event of a major incident of shutdown of the I-15 corridor. • Work with the RTC to implement proposed bicycle/pedestrian bridge improvements over I-15, as recommended in the 2017 Regional Bicycle and Pedestrian Plan for Southern Nevada.

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Figure 16. I-15 Deficiencies

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References

American Road & Transportation Builders Association (ARTBA). 2018. 2018 Deficient Bridge Report. Available at: https://www.artbabridgereport.org/

American Transportation Research Institute (ATRI). 2015. Travel Pattern Changes and Trucking Costs related to Interstate 15 Closure.

Center for Transportation Analysis. 2015. Freight Analysis Framework (FAF), Version 4 Data Tabulation Tool (FAF Zone Origin specific, FAF Zone Destination specific). Available at https://faf.ornl.gov/fafweb/Extraction2.aspx.

Federal Aviation Administration (FAA). 2016. Passenger Boardings at Commercial Service Airports.

Federal Highway Administration (FHWA). 2018a. Highway Safety Improvement Program, 2017 Annual Report. Available at: https://safety.fhwa.dot.gov/hsip/reports/pdf/2017/nv.pdf .

Federal Highway Administration (FHWA). 2018b. Alternative Fuel Corridors. Available at https://www.fhwa.dot.gov/environment/alternative_fuel_corridors/ .

Las Vegas Convention and Visitors Authority (LVCVA). 2017. Economic Impact Series Brief. Available at: http://www.lvcva.com/stats-and-facts/economic-impact/.

Nevada Department of Transportation (NDOT). 2018a. Capital Transportation Improvement Projects. Available at http://apps.nevadadot.com/Projects/ProjectsPublic/.

Nevada Department of Transportation (NDOT). 2018b. Statewide Transportation Improvement Program. Available at https://www.nevadadot.com/projects-programs/proposed-transportation-projects .

Nevada Department of Transportation (NDOT). 2018c. State Maintained Highways of Nevada. Available at https://www.nevadadot.com/home/showdocument?id=4438.

Nevada Department of Transportation (NDOT). 2017a. Nevada State Freight Plan.

Nevada Department of Transportation (NDOT). 2017b. I-15 Corridor Alternate Route Study, Corridor Condition Inventory. Available at: http://www.i15alliance.org/pdfs/I- 15_CSMP_AltRoutes_Corridor_Inventory_DRAFT_14April2017.pdf.

Nevada Department of Transportation (NDOT). 2017c. I-15 Corridor System Master Plan Update 2017. Available at http://www.i15alliance.org/pdfs/I-15_CSMP_v31.pdf.

Nevada Department of Transportation (NDOT). 2017d. Performance Management Report. Available at https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=3&ved=0ahUKEwj0r-Pf7- rZAhWT2YMKHcvEDHEQFggzMAI&url=http%3A%2F%2Fwww.nevadadot.com%2Fhome%2Fsho wdocument%3Fid%3D4500&usg=AOvVaw1z6YV7G29Dt8q6_ksksFlh.

Nevada Department of Transportation (NDOT). 2017e. Access Management System and Standards. Available at: https://www.nevadadot.com/home/showdocument?id=11581

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Nevada Department of Transportation (NDOT). 2016 Bridge Condition Data. Email from Lisa Green/ NDOT on March 7, 2018.

Nevada Department of Transportation (NDOT). 2015 I-15 Landscape and Aesthetics Corridor Plan. Email Available at: https://www.nevadadot.com/projects-programs/landscape-aesthetics

Nevada Department of Transportation (NDOT). 2014. Interstate 15 South Corridor Improvements, 2014 Financial Plan Annual Update.

Nevada Department of Transportation (NDOT). 2011. Apex to Mesquite and Moapa Valley Corridor Study. Available at: http://www.ammvcorridorstudy.org/AMMV_Final_Report.pdf.

Nevada Department of Transportation (NDOT). 2010a. I-15 North Corridor Updated Financial Plan.

Nevada Department of Transportation (NDOT). 2010b. Record of Decision for Environmental Impact Statement and Section 4(f) Evaluation Study, I-15 Corridor Improvements and Local Arterial Improvements, Project NEON. Available at: http://ndotprojectneon.com/Archives/reference_information_documents/environmental- hazmat/Project_NEON_ROD_2010_complete.pdf

Nevada Governor’s Office of Energy. 2017. Nevada Electric Highway. Available at http://energy.nv.gov/Programs/Nevada_Electric_Highway/.

Regional Transportation Commission of Southern Nevada (RTC). 2017. Access 2040: Enhancing Mobility for Southern Nevada Residents, Regional Transportation Plan for Southern Nevada 2017-2040. Available at https://www.rtcsnv.com/planning-engineering/transportation-planning/2017-2040- regional-transportation-plan/

Regional Transportation Commission of Southern Nevada (RTC). 2015a. Southern Nevada Strong. Available at http://sns.rtcsnv.com/our-plan/

Regional Transportation Commission of Southern Nevada (RTC). 2015b. Southern Nevada Regional Goods Movement Master Plan. Available at: http://www.rtcsnv.com/wp- content/uploads/2012/06/SoNVGoodsMovement_FinalReport_WithAppx.pdf

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Appendix A – Apex to Mesquite Recommended Project List

Table A1. Recommended Immediate Projects from Apex to Mesquite and Moapa Valley Study (2011)

Project # Description

I-15 Exit 64 Interchange, install bridge pier protection, construct Northbound off and Southbound onramp 13 lengthening and widening improvements and ramp gore lighting I-15 Exit 75 Valley of Fire Interchange, install bridge pier protection, vehicle Activated Advisory Sign (Speed/Roll- 14 over Warning) Northbound offramp, construct ramp geometric improvements, install ramp gore lighting 4 I-15 Northbound MP 93.1 to 95.1 construct (truck lane part of NDOT 3R project from MP 69.9 to MP 95.49) 10 I-15 SB MP 115.1 to MP 110.0 construct truck climbing lane 7 I-15 SB MP 64.4 to MP 66.1 construct truck climbing lane 9 I-15 SB MP 90.8 to MP 89.7 construct truck climbing lane 10A I-15 NB MP 89.9 to MP 91.1 install warning signage steep downhill grade 10C I-15 NB MP 111 to MP 115 install warning signage steep downhill grade 10E I-15 NB MP 92.9 to MP 94.9 install warning signage steep downhill grade I-15 Exit 90 Moapa Interchange, install bridge pier protection, vehicle Activated Advisory Sign (Speed/Roll-over 18 Warning) NB Offramp and construct NB off and SB onramp lengthening improvements I-15 Exit 91 Glendale Interchange, install bridge pier protection, vehicle Activated Advisory Sign (Speed/Roll-over 19 Warning) SB Offramp andprovide proper ramp deceleration length of SB offramp 20 I-15 Exit 93 Logandale Interchange, provide proper acceleration length for NB onramp 11 I-15 Various Locations, clear zone grading to flatten side slopes or barrier rail installation 12 I-15 Exit 58 SR 604 Apex Interchange, install bridge pier protection and ramp gore lighting 16 I-15 Exit 84 Byron Interchange, install ramp gore lighting 17 I-15 Exit 88 Hidden valley Interchange, install bridge pier protection and ramp gore lighting 21 I-15 Exit 100 Carp Elgin Interchange, install ramp gore lighting 23 I-15 Exit 112 Riverside Interchange, install bridge pier protection and ramp gore lighting 27 I-15 Construct full interchange at MP 118 to support the development Desert Falls Sports Complex (Mesquite) 37 I-15 Exit 120 Mesquite Interchange; Construct new interchange to replace existing interchange I-15 between Exit 100 Carp Elgin and Exit 112 Riverside Rest Area, construct ramp geometric improvements, 22 additional truck parking area and ramp gore lighting 1 I-15 NB MP 58.5 to MP 60.2, construct truck climbing lane 3 I-15 NB MP 82.0 to MP 82.9, construct truck climbing lane 8 I-15 SB MP 71.9 to MP 70.7 construct truck climbing lane 15 I-15 Exit 80 Ute Interchange, install ramp gore lighting 37A I-15 Various locations, address roadside shoulder issues with the installation of cable barrier restraint system 5 I-15 NB MP 122.7 to MP 123.7, construct truck climbing lane 6 I-15 SB MP 62.8 to MP 62.0, construct truck climbing lane 2 I-15 NB MP 568.5 to MP 69.7, construct truck climbing lane

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Table A2. Recommended Medium Term Projects from Apex to Mesquite and Moapa Valley Study (2011)

Project # Description

I-15 Exit 58 SR 604 Interchange Construct ramp geometric improvements to address geometrics, proper turning 29 radii at intersections and additional turn lanes at intersections to comply with standards

34 I-15 Exit 93 Logandale Interchange, construct southbound onramp and intersection geometric improvements

I-15 Exit 80 Ute Interchange Construct ramp geometric improvements, acceleration and deceleration lengths, 31 proper turning radii at intersections and additional turn lanes at intersections to comply with Standards

I-15 Exit 84 Bryon Interchange Construct ramp geometric improvements, acceleration and deceleration lengths, 32 proper turning radii at intersections and additional turn lanes at intersections to comply with Standards

I-15 Exit 88 Hidden Valley Interchange Construct ramp geometric improvements, acceleration and deceleration 33 lengths, proper turning radii at intersections and additional turn lanes at intersections to comply with Standards

I-15 Exit 100 Carp Elgin Interchange Construct ramp geometric improvements, acceleration and deceleration 35 lengths, proper turning radii at intersections and additional turn lanes at intersections to comply with Standards

I-15 Exit 112 Riverside Interchange Construct ramp geometric improvements, acceleration and deceleration 36 lengths, proper turning radii at intersections and additional turn lanes at intersections to comply with Standards

I-15 Exit 58 Apex Interchange to Exit 64 US 93 Interchange Widen roadway from existing 4 lanes to 6 lanes to 40 provide additional lane capacity

I-15 Between Exit 100 Carp Elgin and Exit 112 Riverside, Convert the existing East Mesa interchange from its 35A present configuration to a split interchange. This concept would eliminate the EX NB offramp and SB onramp and create new ramps at the existing overpass approximately 1,800 feet south of rest area.

10B I-15 NB MP 89.9 to MP 91.1 Construct emergency truck escape ramp

10D I-15 NB MP 111 to MP 115 Construct emergency truck escape ramp

10F I-15 SB MP 92.9 to MP 94.9 Construct emergency truck escape ramp

I-15 Exit 75 Valley of Fire Interchange Construct access to development west of I-15 and west of UPRR tracks. 30 Provide support infrastructure and interchange improvements for development.

Construct Mesquite Beltway Phase 1 roadway with 2 travel lanes, shoulders, and surface drainage from future Exit 89 115 to future Exit 1 within AZ around the City of Mesquite into Lincoln County

25 Construct full interchange at MP 108 to support the development of the Mesquite Airport

26 Construct full interchange at MP 115 to support the development of the Toquop Master Plan Community

41 I-15 Exit 64 US 93 Interchange Reconstruct Interchange to meet current NDOT standards and projected volume

Install fiber optic facilities so corridor and interchanges can be incorporated into RTC's Freeway and Arterial 24 Systems of Transportation (FAST) and ITS, Install Video Surveillance, overhead Dynamic Message Signs and Highway Advisory Radio System

26A Reconstruct 300 feet of asphalt adjacent to approach and departure slabs for all bridge structures

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Table A3. Recommended Long Term Projects from Apex to Mesquite and Moapa Valley Study (2011)

Project # Description

I-15 Exit 58 Apex Interchange to Exit 64 US 93 Interchange Widen roadway from existing 6 lanes to 8 lanes to 40A provide additional lane capacity

I-15 Exit 564 US 93 Interchange to Exit 93 Logandale Interchange Widen roadway from existing 4 lanes to 6 lanes 40B to provide additional lane capacity

Construct Mesquite Beltway ultimate divided roadway with 4 travel lanes, shoulders and surface drainage from 89A future I-15 Exit 115 to future Exit 1 within AZ. The Beltway loops around the City of Mesquite into Lincoln County to provide access from the development.

US 93/ I-15 Interchange Reconstruct interchange to provide free flowing left turn movement from NB I-15 to NB 60 US 93, Alternative to provide I-15 flyover

I-15 Full project limits, preservation of existing right of way for a dedicated truck corridor within median, 38 construct dedicated truck lanes NB and SB within the median area separated from passenger vehicle traffic

I-15 Full project limits, preservation of existing right of way for future Rail Corridor within the existing I-15 right of 39 way. This preservation will support the creation of the Western High-Speed Alliance.

I-15 Mojave High Desert Landscape Plan Native Mojave Desert Design Sub-Segment from Apex Interchange to MP 39A 96, as identified within the I-15 Landscape and Aesthetics Corridor Plan

I-15 Mojave High Desert Landscape Plan Native Mojave Desert Design Sub-Segment from MP 96 to MP 112, as identified within the I-15 Landscape and Aesthetics Corridor Plan, Preserve vistas and scenic landscape quality, 39B enhance structures with color which will maintain the palette of the desert, preserve Joshua trees and salvage native plants as part of any widening project

I-15 Mojave High Desert Landscape Plan Dixie Design Sub-Segment from MP 112 to State Line, as identified within 39C the I-15 Landscape and Aesthetics Corridor Plan, Preserve scenic views of the Virgin River Valley, and continue native revegetation program

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Appendix B – I-15 Interchanges and Grade Separations

Interchange Grade Separation Exit Milepost Common Name Format Format 1 0.39 Full Primm 7.53 Underpass Borax Grade Separation 12 12.63 Full Jean - SR 161 west (Goodsprings Road) – Jean, Goodsprings 15.88 Underpass Bird Spring Grade Separation 16.81 Underpass Sutor Grade Separation 20.22 Underpass Erie Grade Separation 25 25.52 Full Sloan 26 26 Full Bermuda Rd 27 27.84 Full St. Rose Pkwy/SR 146 - Henderson-Lake Mead 29 29.37 Full Starr Ave (under construction) 30 30.39 Full Cactus Ave 31 31.36 Full Silverado Ranch Blvd 32 Overpass Pebble Road Overpass ( planned) Blue Diamond Rd/SR 160 -Parhump/Arden 33 33.55 Full (HOV ramps planned) 34.39 Overpass Warm Springs Grade Separation I-215 east / CC-215 west / Las Vegas Boulevard 34 34.85 Full (I-15/I-215 direct-access flyover HOV ramps planned) 36 36.39 Full Russell Rd /SR 594 - Frank Sinatra Drive 37 37.40 Full Tropicana Ave/SR 593 - Frank Sinatra Drive – UNLV 37.5 37.91 Partial Harmon Ave HOV Interchange 38 38.35 Full Flamingo Rd/SR 592 west 38.70 Underpass Industrial Grade Separation (W Twain Ave) 38.76 Underpass Industrial Rd Grade Separation 39 39.16 Full Spring Mountain Rd 39.5 Full Meade Ave HOV Interchange 40 40.55 Full Sahara Ave/SR 589 41.18 Underpass Oakey Blvd Grade Separation 41 41.47 Full Neon Gateway HOV Interchange (Project NEON) Wall St Grade Separation 41.58 Underpass (note: will be eliminated by Project NEON) 41 41.75 Full Charleston Blvd/SR 159 I-515 south / US 93 south / US 95 - Martin Luther King, Jr. 42 42.89 Full Boulevard 43.17 Underpass Bonanza Rd Grade Separation 43.30 Underpass “F” St Grade Separation 43 43.60 Full D St-Washington Ave/SR 578 east 44.13 Overpass Owens Ave Grade Separation 45 44.72 Full Lake Mead Blvd/SR 147 east 46 46.43 Full Cheyenne Ave/SR 574

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Interchange Grade Separation Exit Milepost Common Name Format Format 48 48.41 Full Craig Rd/SR 573 50 50.13 Full Lamb Blvd/SR 610 south 52 52 Full CC-215 west 53 53.62 Full Speedway Blvd, Hollywood Blvd 55.82 Underpass 14’ x 14’ Structure Grade Separation 58 58.14 Full Apex/SR 604 south (Las Vegas Boulevard) – Nellis AFB 60.31 Overpass Apex Grade Separation 64 64.29 Full US 93-Great Basin Hwy. – Pioche, Ely 75 75.67 Full Valley of Fire, Lake Mead Blvd (Valley of Fire Highway) 80 80.76 Full Ute 84 84.54 Full Byron 88 88.68 Full Hidden Valley Rd 90 90.84 Partial Moapa Rd/SR 168 west – Glendale, Moapa 91 91.61 Partial Glendale Blvd - Moapa, Lewis Ranch Rd 93 93.89 Full Moapa Valley Blvd/SR 169 south - Logandale, Overton 100 100.43 Full Carp - Elgin Rd 109 109.68 Full East Mesa 112 112.01 Full Riverside Rd/ SR 170 east 118 118.14 Full Pioneer Blvd Interchange 120 120.34 Full Falcon Ridge Pkwy - W. Mesquite Blvd 122 122.90 Full E. Pioneer Blvd, N. Sandhill Blvd

Planned new interchange or overpass location (estimated milepost). (Planned locations of HOV interchanges are

subject to change per the Southern Nevada HOV Plan Update currently underway.)

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