CPHX TECHNICAL MEMORANDUM: ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
Note: This document presents a planning level assessment of the feasibility of various improvement strategies for consideration when developing MAG’s NextGen RTP. The RTP process would include further technical evaluation and vetting of the strategies with stakeholders and the public.
© All Rights Reserved, 2010 TECHNICAL MEMORANDUM Central Phoenix Transportation Framework Study - Assessment of Alternative Improvement Strategies
1.0 Overview A preliminary evaluation system was developed for identifying potential locations in the Central Phoenix Transportation Framework (CPHX) study area for: . Conversion of existing interchanges to diverging diamond interchanges (DDIs) . New direct ramps facilitating access to/from high-occupancy vehicle (HOV) lanes at strategic locations . New arterial/freeway overcrossings/undercrossings at strategic locations . Two-lane (choice lane) exit ramps The evaluation system is intended to be a planning-level evaluation tool that is flexible enough for application to the entire freeway network. More detailed evaluations can be added in future iterations. The evaluation system was developed in three steps: . Identifying desirable characteristics for improvement strategies locations . Developing the approach for identifying and evaluating specific locations . Applying the framework and summarizing the results. Each step is described in the sections below.
2.0 Improvement Strategies
2.1 Diverging Diamond Interchanges DDIs are a variant of the standard diamond interchange, which has two signalized intersections with each serving a separate on/off ramp and FIGURE 1 TYPICAL TIGHT URBAN DIAMOND INTERCHANGE crossroad movements. Signal control is developed to minimize the (TUDI) number of vehicles standing between ramp signals, and signals generally are managed together as one signal. The tight urban diamond interchanges (TUDI) design is a compressed diamond interchange (Figure 1). The signalized intersections are more closely spaced and traffic flow, clearance times, and turning speeds are similar to a conventional at-grade intersection. Typically, a four-phase signal control procedure with overlapping is required at both intersections. The TUDI is most beneficial in urban and suburban areas where right-of-way (ROW) constraints exist and simplicity of operation is important, as it is easier for drivers to navigate. Unless otherwise indicated, all references to diamond interchanges in this paper mean the TUDI design. The DDI directs traffic on the crossroad to the opposite side of the road between the ramp terminal intersections (Figure 2). This design allows left-turning traffic on the crossroad to proceed without conflict with opposing traffic flows. Because no turning movements are allowed, this interchange operates with two-phase signal control. The two-phase signal control reduces delay time and results in a substantial increase in capacity. The DDI design works best where there are heavy left-turn movements onto or off freeway ramps and/or if thru movements are unbalanced during peak hours. The potential benefits of DDIs are as follows:
1
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. Simple/unopposed left- and right-turns from all directions, specifically including a “free-flow” left-trun from the crossing FIGURE 2 1 TYPICAL DIVERGING DIAMOND INTERCHANGE street to the freeway (DDI) . Increases left-turn lane capacity without needing more lanes . Better signal network synchronization; only two phases needed and shorter cycle lengths result in reduced delay . Lanes with multiple assignments in all directions . Better storage between the ramp terminals . U-turns from highway are accommodated well . Fewer conflict points . Better sight distances. For existing interchanges, DDIs have additional benefits related to retrofitting: . Existing bridge generally can be used . Additional right-of-way rarely needed (for standard diamond interchanges) . Offers the opportunity to add bus crossover lanes on the left-turn on-ramp to facilitate direct access to/from P&R/Transit Center located adjacent to the freeway . Construction time is reduced, as no bridge replacement is required . Maintenance of traffic is simplified during construction, as removal of the existing bridge is not required. Single-Point Urban Interchanges (SPUIs) have only FIGURE 3 one signal controlling all ramp and crossroad traffic TYPICAL SINGLE-POINT URBAN INTERCHANGE (SPUI) movements (Figure 3). A three-phase signal control commonly is used for the SPUI, accommodating leading left-turn and through movements for the crossroad and left-turn movements for the ramps. Right-turn movements for the ramps can be signal or yield controlled. The SPUI design reduces the number of conflict points to 24 compared with a TUDI, which has 30. The DDI notably only has two traffic crossing points (at the signals); therefore, traffic conflicts points are reduced to 14. The DDI increase in value as traffic volume increases, especially ramp volumes. This design is most beneficial when arterial volumes are lower and ramp volumes are heavy. A comparative study evaluated the DDI relative to the TUDI and SPUI utilizing Synchro 7, SimTraffic, and VISSIM 4.2 traffic modeling software. The study tested various traffic volume scenarios and resulted in the conclusion that “…the DDI far outperforms the diamond interchange and the SPUI under all scenarios, even with fewer lanes.”2
1 It is important to note that all turning movements may encounter the need to yield, depending on the number of lanes provided and presence of pedestrian/bicycle traffic. However, it is critical for the left-turn to be “free-flow,” as this is the defining concept of the DDI and its principal advantage. Refer to Missouri’s Experience with a Diverging Diamond Interchange, Lessons Learned, Missouri Department of Transportation, Rpt # OR 10-021, May 2010. 2 A Comparative Analysis of Diverging Diamond Interchange Operations, Steven B. Speth, PE, Oregon ITE. TECHNICAL MEMORANDUM ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES 2
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2.2 Direct HOV Ramps Ramps providing direct entry to and exit from High-Occupancy Lanes (HOV) lanes (or main freeway lanes) of a freeway are referred to as Direct HOV (DHOV) ramps. Entry to the HOV lanes (or main lines) via DHOV ramps usually is accomplished as a left-on movement into traffic from the freeway center or median; exit to DHOV ramps from the HOV lanes (or main lanes) usually is accomplished as a left-off movement from traffic to the ramps in the freeway center or median. DHOV ramps generally are employed to provide freeway connections with major streets where motorists have local access to transit centers and park-and-ride (P&R) lots close to the freeway. This type of access also is especially beneficial in relation to high-intensity land uses like downtown commercial centers, sports stadiums, and shopping malls. The potential benefits of DHOV ramps include: . Effective way of extending an HOV facility into an off-line transit facility as well as serving P&R facilities . Enhanced/increased HOV/transit usage when coordinated with transit centers and P&Rs . Improved mainline operations – reduced weaving into and out of HOV lanes . Opportunities to control or enforce entering volumes and employ priority/freeway management tools . Alternate, more convenient access for high-intensity land uses . Increases travel time savings . Reduced traffic/congestion at adjacent intersections. The Figure 4 shows the DHOV ramps to/from I-10 (Papago Freeway) at E. 3rd Street in Phoenix.
FIGURE 4 DIRECT HIGH-OCCUPANCY VEHICLE (DHOV) RAMPS AT RD LOOKING N. 3 STREET ON I-10/PAPAGO FREEWAY WEST
HOV Lane DHOV Lane rd 3 St DHOV Lane rd Exit Ramp to 3 Street Overcrossing HOV Lane
Image Sources: Google Earth
In effect, DHOV ramps improve safety, reduce congestion, save time, and increase travel time reliability for motorists using HOV lanes and motorists traveling in the general purpose (GP) freeway lanes. Motorists (including operators of public transit vehicles) using the HOV lanes can experience difficulty merging left through traffic in the GP lanes to gain access to the HOV lane during congested periods. The weaving action creates a safety problem for all freeway users, whether the weaving action is to gain entry to the HOV lanes or exit from the HOV lanes. This particularly is true when buses, especially articulated buses, perform this merging action; buses, which cannot maneuver with the agility of automobiles, can cause congestion in the GP lanes as they move from outside lanes to the inside HOV lanes. By enabling carpools, vanpools, buses, and motorcycles to connect directly with HOV lanes, motorists avoid the need to weave across the GP lanes. Signal control also can be employed at the
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CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY entry ramps to regulate access to the HOV lanes in the same manner that ramp signals are used to regulate entry to the GP lanes.
2.3 New Arterial Crossings New overcrossings/undercrossings of arterial streets between major cross streets can help reduce through traffic volumes at adjacent interchanges and alleviate congestion. Some potential additional benefits include: . Reduced travel time and distance for local trips . Improved circulation for bicycles and pedestrians . Improved operations at ramp terminal intersections – reduced through traffic volumes. Two locations where arterial crossings have been provided in Phoenix are shown below: N. 12th Street overcrossing of I-10/Papago Freeway (Figure 5) and N. 15th Avenue undercrossing (Figure 6).
FIGURE 5 TH N. 12 STREET OVERCROSSING OF I-10/PAPAGO FREEWAY
Street
th N. 12
Image Sources: Google Earth LOOKING EAST
FIGURE 6 TH N. 15 AVENUE UNDERCROSSING OF I-10/PAPAGO FREEWAY
LOOKING NORTH
Avenue
th
N. 15 Image Sources: Google Earth
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2.4 Two-Lane (Choice-Lane) Exit Ramps Two-lane exit ramps increase ramp capacity, but, more importantly, they reduce the number of lane changes between adjacent interchanges, eliminating multiple weaving sections. Additionally, this type of improvement can be implemented for a relatively low cost and, typically, within available freeway right-of-way, minimizing impacts to adjacent land uses. An example of the two-lane exit ramp on Loop 202/Red Mountain Freeway in Tempe is FIGURE 7 shown in Figure 7. TWO-LANE EXIT RAMP ON SR-202/RED MOUNTAIN FREEWAY
3.0 Evaluation Approach LOOKING The general approach for evaluating locations for DDIs, EAST DHOV ramps, and arterial overcrossings/undercrossings included identifying or eliminating potential improvement locations. The initial screening criteria took into consideration: adjacent and nearby land uses and major generators, traffic patterns, proximity to transit centers, proximity to commercial and shopping centers, and concentrations of residential development. Then, Image Source: AARoads.com specific focus criteria were applied to determine whether the improvements would be feasible. These criteria accounted for traffic operations, constructability, ROW availability, and environmental concerns. This planning-level assessment is intended to highlight potential locations where improvements to CPHX study area capacity could be implemented. It is assumed that further, more detailed evaluations would occur during the decisionmaking process to follow.
3.1 DDI Evaluation The initial screening process for DDIs: . Eliminated locations with frontage roads, which excluded I-17/Black Canyon Freeway north of I-10/Papago Freeway and many segments of Loop 101 . Eliminated existing SPUIs and TUDIs, where additional ROW does not appear to be available. The focused evaluation criteria were: . Spacing between ramp terminals – locations must have at least 500 feet between ramp terminal intersections . Spacing to adjacent intersections – locations must have at least 500 feet to the adjacent intersections . Locations where DDIs could be implemented with minimal ROW impacts. (NOTE: DDIs were recommended wherever this design fit the criteria solely for purpose of identifying where capacity increases could be implemented. Suggested locations assume further more detailed evaluations will occur during subsequent studies and do not preclude retention of the existing SPUI or TUDI.
3.2 DHOV Ramps The initial screening process for DHOV ramps: . Identified potential locations with high-intensity land uses (e.g., business parks, colleges/universities, sports complexes, heavy residential, P&R) . Focused on locations that serve dense areas with HOV land and transit access . Identified locations where access could be improved (e.g., interchange spacing greater than one mile or areas with circuitous access). The focused evaluation criteria were based on minimizing the magnitude and extent of the following:
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. Construction impacts . ROW impacts . Environmental impacts.
3.3 Arterial Overcrossings/Undercrossings The initial screening process for potential arterial overcrossings/undercrossings: . Identified congested arterials near the Central Business District (CBD) . Identified locations that would connect land uses (i.e., connect residential neighborhoods with schools and parks or connect residential neighborhoods with commercial developments) . Eliminated areas with minimal through volumes, particularly the segment of Loop 101/Pima Freeway from the “Red Mountain Stack” at Loop 202/Red Mountain Freeway to E. Via Linda and the segment of Loop 202/Santan Freeway from the “Pecos Stack” at I-10/Maricopa Freeway to Loop 101/Price Freeway, where arterial roadways terminate at Indian Reservation boundaries. The focused evaluation criteria were based on minimizing the magnitude and extent of the following: . Construction impacts . ROW impacts . Environmental impacts.
3.4 Two-Lane Exit Ramps The initial screening process for potential two-lane exit ramps: . Identified roadway sections with auxiliary lanes between interchanges . Identified improvements that could be implemented with minimal or no right-of-way acquisitions . On freeways that include one-way frontage road systems (I-17), eliminated two-lane exit ramp opportunities that would have an adverse effect on the frontage road system for weaving sections between the exit ramp and interchange traffic signal.
4.0 Evaluation Results Applying the criteria described in Section 3 yielded potential locations for DDIs, DHOV ramps, new arterial overcrossings/undercrossings, and two-lane exit ramps that should be considered in future detailed assessments and evaluations. There are 26 potential locations for DDIs on I-10, Loop 101, and Loop 202. There are 36 potential locations for DHOV ramps and 27 potential locations for additional arterial overcrossings/undercrossings along I-10, I-17, SR-51, Loop 101, and Loop 202. The locations of these potential improvements are shown graphically in Figures 8, 9, and 10 and listed in Table 1. There were 65 potential locations identified for two-lane exit ramps, also listed in Table 1, but deemed too numerous for mapping for this discussion. The Appendix attached to this Technical Memorandum presents detailed information regarding the potential locations for DDIs, DHOV ramps, and arterial street crossings listed in Table 1. The information a discussion of the locational attributes at each site and includes aerial and street-level photographs to aid in understanding site conditions. Specific information relating to recommended actions is presented, including caveats or other considerations that may influence development of the improvement.
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(DDIs) FIGURE 8 POTENTIAL LOCATIONS FOR DIVERGING DIAMOND INTERCHANGES (DDIS)
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FIGURE 9 POTENTIAL LOCATIONS FOR DIRECT HIGH-OCCUPANCY VEHICLE (DHOV) ACCESS RAMPS
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FIGURE 10 POTENTIAL LOCATIONS FOR NEW ARTERIAL CROSSINGS
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TABLE 1 LOCATION AND DESCRIPTION OF POTENTIAL FREEWAY SYSTEM AND ARTERIAL ROADWAY IMPROVEMENTS Milepost Potential Improvements Locations by Type Freeway Segment Diverging Diamond Direct High-Occupancy Vehicle Begin End Additional Crossings Two-Lane Exit Ramps Interchange (DDI) (DHOV) Ramps rd rd • N. 83 Ave [MP 135.7] th rd • Westbound to N. 83 Ave [MP 135.7] System Interchg with Loop101/Aqua MP MP th • N. 79 Ave (between N. 83 Ave th th • N. 75 Ave [MP 163.7] th • None recommended. • Westbound to N. 75 Ave [MP 163.7] Fria Fwy to N. 59 Ave 134.0 138.7 th and N. 75 Ave) [MP 136.2] th • N. 67 Ave [MP 137.7] • Eastbound and Westbound to N. 67 Ave [MP 137.7] th th th • N. 59 Ave [MP 138.7] • N. 55th Ave (between N. 59th Ave and • Eastbound and Westbound to N. 59 Ave [MP 138.7] N. 59 Ave to “The Stack” (System st st MP MP • N. 51 Ave [MP 139.7] N. 51st Ave) [MP 139.2] • Eastbound and Westbound to N. 51 Ave [MP 139.7] Interchg of I-10/Papago Fwy with rd • None recommended. th st rd 138.7 142.7 • N. 43 Ave [MP 140.7] • N. 47 Ave (between N. 51 Ave and • Eastbound and Westbound to N. 43 Ave [MP 140.7] I-17/Black Canyon Fwy) rd th N. 43 Ave) [MP 140.2] • [MP 141.7] I-10 Eastbound and Westbound to N. 35 Ave “The Stack” to “Mini Stack” (System (Papago Fwy) th th Interchg of I-10/Papago Fwy with MP MP • N. 7 Ave [MP 144.7] • N. 12th St (between N. 7th St and • Westbound to N. 7 Ave [MP 144.7] West to East th th • None recommended. th Loop 202/Red Mountain Fwy and 142.7 147.3 • N. 7 St [MP 145.7] N. 16 St) [MP 146.5] • Eastbound to S. 40 St SR-51/Piestewa Fwy) • E. Roosevelt St (between Loop 202 “Mini StacK” to “The Split” (System and E. Van Buren St) [MP 147.5] MP MP Interchg of I-10/Maricopa Fwy with • None recommended • E. Sky Harbor Blvd (between • None recommended. • None recommended. 147.3 149.5 I-17/Maricopa Fwy) E. Jefferson St and E. Buckeye Rd) [MP 148.9] “The Split” to System Interchg with MP MP • E. University Dr/ nd • None recommended. • None recommended. • None recommended. SR-143/Hohokam Expwy 149.3 153.1 S. 32 St [MP 151.5] System Interchg with • W. Alameda Dr (between SR-143/Hohokam Expwy to System MP MP • W. Broadway Rd • W. Alameda Dr (between W. Broadway Rd W. Broadway Rd and W. Southern • None recommended. I-10 Interchg with US-60/Superstition 153.1 155.1 [MP 153.8] and W. Southern Ave) Ave) [MP 154.3] (Maricopa Fwy Fwy) • W/E Elliot Rd [MP 157.9] • System Interchg with W/E Guadalupe Rd (between West to East • W/E Warner Rd US-60/Superstition Fwy to “Pecos W. Baseline Rd and W/E Elliot Rd) • Northbound and Southbound to Elliot Rd [MP 157.9] MP MP [MP 158.9] [MP 156.9] • W. Galveston St (between W/E Ray Rd and Stack” (System Interchg of • Northbound and Southbound to Warner Rd [MP 158.9] 155.1 161.5 • W/E Ray Rd [MP 159.9] • W. Galveston St (between W/E Ray W/E Chandler Blvd) I-10/Maricopa Fwy with • Northbound and Southbound to Ray Rd [MP 159.9] • Rd and W/E Chandler Blvd) Loop 202/Santan Freeway) W/E Chandler Blvd [MP 160.9] [MP 160.0] • S. Central Ave (between N. 7th St th th th th I-17 MP MP and N. 7 Ave) [MP 2.7] • S. 12 St (between N. 16 St and N. 7 St) “The Split” to Durango Curve • None recommended • None recommended (Maricopa 0.0 4.2 • S. 15th Ave (between N. 7th Ave and • S. 3rd St (between N. 7th St and N. 7th Ave) th Fwy) N. 19 Ave) [MP 3.7] South to North MP MP • W. Van Buren St (between Durango Curve to “The Stack” • None recommended • None recommended. • None recommended 4.2 6.5 W. Adams St and I-10) [MP 6.0] • Southbound to W. Thomas Road MP MP • Northbound to W. Indian School Road “The Stack” to W. Dunlap Ave • None recommended • None recommended • None recommended. 6.5 14.1 • Northbound and Southbound to W. Camelback Road I-17 • Northbound and Southbound to W. Bethany Home Road (Black Canyon • Fwy) W. Cheryl Dr (between W. Dunlap Ave and • • Northbound and Southbound to W. Peoria Ave South to North W. Dunlap Ave to “North Stack” W. Cheryl Dr (between W. Dunlap W. Peoria Ave) (System Interchg of I-17/Black MP MP Ave and W. Peoria Ave) [MP 14.6] • W. Sweetwater Ave (between W. Cactus • Northbound to W. Union Hills Rd • None recommended Canyon Fwy with 14.1 20.7 • W. Thunderbird Rd [MP 17.1] Rd and W. Thunderbird Rd) [MP 16.6] • Northbound and Southbound to Pinnacle Peak Rd Loop 101/Pima-Aqua Fria Fwys • W. Bell Rd [MP 19.1] • W. Grandview Rd (between W. Greenway • Northbound to Jomax Rd Rd and W. Bell Rd) [MP 18.6]
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TABLE 1 (CONTINUED) LOCATION AND DESCRIPTION OF POTENTIAL FREEWAY SYSTEM AND ARTERIAL ROADWAY IMPROVEMENTS Milepost Potential Improvements Locations by Type Freeway Segment Diverging Diamond Direct High-Occupancy Vehicle Begin End Additional Crossings Two-Lane Exit Ramps Interchange (DDI) (DHOV) Ramps US-60 System Interchg with I-10/Maricopa (Superstition Mp MP Fwy to System Interchg with • None recommended • None recommended • None recommended. • None recommended. Fwy) 143.3 147.7 Loop 101/Price Fwy West to East • Southbound to E. McDowell Rd • Northbound to E. Thomas Rd MP MP • Southbound to E. Indian School Rd “Mini-Stack” to E. Glendale Ave • None recommended • None recommended • None recommended. 0.0 6.2 • Northbound to E. Highland Rd • Southbound to E. Colter Rd SR-51 • Northbound to E. Bethany Home Rd (Piestewa MP MP Fwy) E. Glendale Ave to E. Shea Blvd • None recommended • None recommended • None recommended. • Southbound to E. Shea Blvd 6.2 10.1 South to North • Northbound and Southbound to E. Cactus Rd • E. Sweetwater Ave (between • Northbound to E. Thunderbird Rd E. Shea Blvd to System Interchg with MP MP • None recommended E. Cactus Rd and E. Thunderbird • None recommended. • Southbound to E. Greenway Rd Loop 101/Pima Fwy 10.1 16.7 Rd) [MP 11.6] • Northbound to E. Bell Rd • Northbound to E. Union Hills Dr SR-143 System Interchg with I-10/Maricopa MP MP • Northbound to E. Washington Sty (Hohokam • None recommended • None recommended • None recommended Freeway to E. McDowell Rd 0.0 4.0 • Southbound to E. University Dr Fwy) • W. Osborn Rd (between Thomas Rd and Indian School Rd) [MP 1.79] • Southbound to W. McDowell Rd • W. Osborn Rd (between Thomas Rd and • • Northbound and Southbound to W. Thomas Rd [MP 1.74] • W. Thomas Rd [MP 1.74] W. Campbell Ave (between Indian Indian School Rd) • School Rd and Camelback Rd) • Northbound and Southbound to W. Indian School Rd [MP 2.75] W. Indian School Rd • W. Campbell Ave (between Indian School [MP 3.71] • Northbound and Southbound to W. Camelback Rd System Interchg with I-10/Papago MP MP [MP 2.75] Rd and Camelback Rd) • W. Bethany Home Rd • W. Missouri Ave (between • Northbound and Southbound to W. Bethany Home Rd [MP 4.7] Fwy to W. Peoria Ave 0.0 9.1 • W. Missouri Ave (between Camelback Rd [MP 4.7] Camelback Rd and Bethany Home • Northbound and Southbound to W. Glendale Ave and Bethany Home Rd) • W. Northern Avenue Rd) [MP 4.3] • Northbound and Southbound to W. Northern Avenue [MP 6.9] • W. Maryland Ave (between Bethany Home [MP 6.9] • W. Maryland Ave (between • Northbound and Southbound to W. Olive Ave Loop 101 Rd Glendale Ave) Bethany Home Rd and Glendale • Northbound and Southbound to W. Peoria Ave (Aqua Fria Ave) [MP 5.3] Fwy) rd • Northbound to Grand Ave South to North th MP MP • W. Thunderbird Rd • N. 83 Ave (between W. Bell Rd W. Peoria Ave to N. 75 Ave • None recommended. • Northbound to Union Hills Dr to East 9.1 16.0 [MP 11.5] and W. Union Hills Dr) [MP 13.9] • Eastbound to N. 75th Ave • N. 63rd Ave/ W. Utopia Rd (between th th rd N. 67 Ave and N. 59 Ave • N. 63 Ave/W. Utopia Rd (between th th th th • N. 57 Ave/N. 55 Ave (between N. 67 Ave and N. 59 Ave) st th th MP MP N. 51 Ave and N. 59 Ave) [MP 18.5] N. 75 Ave to “North Stack” • None recommended [MP 17.5] rd st • None recommended 16.0 21.7 rd st • N. 43 Ave (between N. 51 Ave and • N. 43 Ave (between N. 51 Ave th th N. 35 Ave) and N. 35 Ave) [MP 19.0] • N. 33rd Ave (between N. 35th Ave and I-17) [MP 21.2]
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TABLE 1 (CONTINUED) LOCATION AND DESCRIPTION OF POTENTIAL FREEWAY SYSTEM AND ARTERIAL ROADWAY IMPROVEMENTS Milepost Potential Improvements Locations by Type Freeway Segment Diverging Diamond Direct High-Occupancy Vehicle Begin End Additional Crossings Two-Lane Exit Ramps Interchange (DDI) (DHOV) Ramps “North Stack” to System Interchg MP MP • N. 16th St (between N. 7th St and • N. Central Ave (between N. 7th Ave and • None recommended • None recommended with SR-51/Piestewa Fwy 21.7 28.9 N. Cave Creek Rd) [MP 25.9] N. 7th St) [MP 24.5] • N. 52nd St (between N. Tatum Blvd and N. 56th St) [MP 30.7] nd th th th • N. 52 St (N. Tatum Blvd and N. 56 St) • th th th N. 60 St (N. 56th St and N. 64 St) • N. 60 St (N. 56 St and N. 64 St) [MP 31.7] th th • Eastbound and Westbound to N. Tatum Blvd [MP 30.1] • N. Tatum Blvd [MP 30.1] th th • N. 68 St (between N. 56 St and th th • N. 68 St (between N. 56 St and • Eastbound and Westbound to N. 56 St [MP 31.2] System Interchg with • N. 56 St [MP 31.2] N. Scottsdale Rd) th MP MP th N. Scottsdale Rd) [MP 32.2] th • Westbound to N. 64 St [MP 31.2] SR-51/Piestewa Fwy to • N. 64 St [MP 32.2] th • N. 76 St (between N. Scottsdale Rd and 28.9 35.4 • N. 76 St (between N. Scottsdale • Eastbound to N. Scottsdale Rd E. Princess Dr • N. Hayden Rd [MP 34.3] N. Hayden Rd) Rd and N. Hayden Rd) [MP 33.8] • Eastbound and Westbound to N. Hayden Rd [MP 34.3] • E. Princess Dr [MP 35.4] • E. Union Hills Dr/Legacy Blvd (between • E. Union Hills Dr/Legacy Blvd • Southbound to E. Princess Dr [MP 35.4] N. Hayden Rd and N. Princess Dr/N. Pima (between N. Hayden Rd and Rd) Loop 101 N. Princess Dr/N. Pima Rd) (Pima Fwy) [MP 34.9] West to East to • E. Bell Rd (between N. Princess South Dr/N. Pima Rd and E. Frank Lloyd E. Princess Dr to N. Pima Rd/ MP MP Wright Blvd) [MP 35.9] • E. Sweetwater Ave (between E. Raintree th th • Cactus Rd [MP 38.7] • Northbound and Southbound to 90 St N. 90 St 35.4 41.1 • E. Mountain View (between Dr and E. Cactus Rd) [MP 38.3] N. Pima Rd/N. 90th St and E. Shea Blvd) [MP 40.3] • Northbound and Southbound to E. Via De Ventura • Southbound to E. Indian Bend Rd N. Pima Rd/N. 90th St to “Red • Northbound to E. McDonald Dr Mountain Stack” (System Interchg of MP MP • N. Pima Rd/N. 90th St • Northbound and Southbound to E. Eel Chaparral Rd • None recommended • None recommended. Loop 101/Pima-Price Fwys with 41.1 50.5 [MP 41.1] • Northbound and Southbound to E. Indian School Rd Loop 202/Red Mountain Freeway) • Northbound and Southbound to E. Thomas Rd • Northbound and Southbound to E. McDowell Road • Northbound and Southbound to E. McKellips Rd “Red Mountain Stack” to System MP MP • E. 5th St (between Loop 202/Red Mountain Interchg with US-60/Superstition • None recommended • None recommended • None recommended 50.5 53.8 Fwy and E. University Dr) [MP 51.1] Fwy Loop 101 • (Price Fwy) E. Conference Dr (between W/E System Interchg with Elliot Rd and W/E Warner Rd) North to South MP MP • W. Galveston St (between W. Ray Rd and US-60/Superstition Fwy to System • None recommended [MP 56.6] • None recommended 53.8 59.9 W. Chandler Blvd) [MP 58.6] Interchg with Loop 202/Santan Fwy • W. Frye Rd (between W. Chandler Blvd and Loop 202) [MP 59.6] th • N. 28 St (between N. 24th St to th nd th th nd • Westbound to N. 24 St “Mini Stack” to System Interchg with MP MP N. 32 St) [MP 1.3] • N. 28 St (between N. 24 St to N. 32 St) nd Loop 202 • N. 32nd St [MP 1.8] th th nd th • Eastbound and Westbound to N. 32 St SR-143/Hohokam Fwy 0.0 3.5 • N. 38 St (between N. 32nd St to • N. 38 St (between N. 32 St to N. 40 St) nd (Red Mountain th • Eastbound to N. 52 St N. 40 St) [MP 2.3] Fwy) System Interchg with • N. Center Parkway (between West to East MP MP SR-143/Hohokam Fwy to “Red • None recommended N. Priest Dr and N. Scottsdale • None recommended. • Eastbound to Scottsdale Rd 3.5 9.5 Mountain Stack” Rd/N. Rural Rd) [MP 6.4] Loop 202 • S. Chandler Village Dr (between System Interchg with Loop 101/Price MP MP (Santan Fwy) • None recommended Loop 101/Price Fwy and • None recommended. • None recommended. Fwy to “Pecos Stack” 50.6 55.6 East to West S. McClintock Dr) [MP 51.1]
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5.0 Summary and Recommended Next Steps This preliminary screening is intended to be a planning-level evaluation tool to identify potential locations in the study area of the CPHX Framework Study for DDIs, DHOV ramps, and additional arterial overcrossings/undercrossings. The objective was to examine all potential improvement locations on the freeway system for the purpose of creating an inventory for future reference. The timing and implementation of any recommended improvements cited herein have not been addressed. In some cases, other actions by other agencies or assessments made within the framework of other planning studies may contradict or complement the information presented in this analysis. These actions or assessments do not attest to the validity of recommendations presented, nor do they preclude further study based on the recommendations. More detailed evaluations and a prioritization review should be completed during future planning studies prior to decisonmaking regarding the potential for implementing connectivity and capacity improvements addressed during this study. These activities necessarily must be coordinated with ongoing and future planning studies, particularly studies relating to the I-10/I-17 Spine Corridor, Loop202/South Mountain Freeway, and Phoenix West METRO Light Rail extension, as well as local plans and programs to advance accessibility and mobility in communities with the CPHX study area. Future evaluations and reviews should assess in greater detail: traffic volume data, areas of congestion, intersections and roadway segments operating over capacity, history of crashes, and areas with projected high growth. Future reviews also should assess potential construction impacts, costs, and social/environmental impacts. That being said, the analysis performed revealed the potential clearly exists for deploying DDI, DHOV ramps, and arterial crossing improvements as a means to enhance the efficiency of freeway operations and, ultimately, increase freeway system capacity. DDIs could be developed on I-10/Papago Freeway, I-10/Maricopa Freeway, and the Outer Loop system. These freeway corridors, in most instances, have existing interchanges with suitable ramp terminal spacing or adequate ROW to attain required minimum spacing. The I-17/Black Canyon Freeway and SR-51/Piestewa Freeway corridors were determined to not possess suitable characteristics to support the construction of DDIs. There are numerous potential locations where DHOV ramps could provide immediate and safer entry and exit movements for users of HOV facilities. Eliminating the weaving movements through GP lanes, as required today to enter and exit HOV lanes, is clearly a significant benefit in terms of both safety and freeway operations. The use of DHOV ramps in conjunction with bus transit traffic especially offers increased efficiency for both transit operations and freeway operations. Nevertheless, development of DHOV ramps will require in all cases reconstruction of the freeway, spreading the lanes to add the ramps in the center. In most cases, construction of DHOV ramps also will require the acquisition of ROW, not for freeway reconstruction but for the access ramp approaches to the overcrossing that facilitates entry/exit of the DHOV ramps. And, the acquisition of ROW will result in displacing some land uses on recommended roadways or alignments. Therefore, advancement of this design treatment should only proceed following substantive, detailed assessment of need and potential impacts. The addition of arterial overcrossings is expected to add capacity to the overall roadway network by expanding travel opportunities and improving traffic flows. The success of this treatment to improve capacity is predicated on the assumption that motorists will choose an alternate, often lesser, route over a major arterial. In some cases, accessibility and mobility can easily be improved by creating a new arterial crossing, where roads connecting to the new crossing are direct and efficient. Most locations do not offer this critical attribute; the route to the new arterial crossing may be indirect or pass through a residential area that will require reduced speed and greater awareness of safety. In addition, new ROW and potential displacements are common among all locations. This potential capacity enhancement treatment, therefore, must be carefully evaluated location by location to assure the new linkage will be a viable alternate route and impacts can be minimized. Further study of these design treatments will require full attention to current travel demand forecasts that are carefully tuned to potential future growth, as defined by affected communities. Travel demand forecasts will show the areas of most urgent need, which then can be compared to the findings and recommendations in this Technical
TECHNICAL MEMORANDUM ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES 13
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Memorandum. The Transportation Policy Committee should then undertake an assessment of the potential improvements based on adopted travel demand forecasts and goals and objectives for MAG region outlined in the MAG Regional Transportation Plan (RTP) and RTP Freeway Program. Once appropriate critical locations are identified (e.g., W. Maryland Avenue, implementation of which is underway through ADOT bid process), site- specific assessments involving preliminary design should be undertaken. An important element of going forward with design treatment addressed herein will be coordination with ADOT, other agencies, municipal governments within the CPHX study area, and neighboring communities.
TECHNICAL MEMORANDUM ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
Appendix: Detailed Evaluation of Potential Locations for Improvements
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Interstate 10 – Papago Freeway I-10/Papago Freeway: Loop 101/Aqua Fria Freeway to N. 59th Avenue – 4.9 Miles +/- Diamond interchanges have been constructed at mile intervals – N. 67th Avenue, N. 75th Avenue, N. 83rd Avenue, and N. 91st Avenue. The ramp terminal intersections are generally spaced approximately 500 feet at all interchanges. DHOV ramps to and from the east are provided at N. 79th Avenue. These ramps provide access to the residential developments to the north, Cricket Wireless Pavilion, and Desert Sky Mall located directly north of I-10. Currently, N. 79th Avenue does not extend south of the I-10; however, the overcrossing is constructed to accommodate four lanes of traffic, and ROW exists for a four-lane roadway south to W. Van Buren Street. There is a two-lane overcrossing structure at N. 63rd Avenue. However, this crossing is currently not open to traffic, because there is no development to the south. Residential developments, particularly high-density apartment complexes, predominantly line the north side of I-10. The land uses along the south side are mostly commercial and light industrial. Both north and south of the corridor, there are large undeveloped parcels. The local roadway network south of I-10 is affected by UPRR mainline track and the Roosevelt Irrigation Canal. Potential Improvements Diverging Diamond Interchanges – The diamond interchanges at N. 67th Avenue, N. 75th Avenue, and N. 83rd Avenue potentially could be converted to DDIs should operational and capacity improvements be required in the future (Exhibit 11).
EXHIBIT 1 POTENTIAL DDI LOCATIONS ON I-10/PAPAGO FREEWAY – WEST SEGMENT Ave Ave Ave rd th th N. 83 N. 75 N. 67 N.
Image Source: Bing Maps
DHOV Ramps – DHOV ramps to/from the west at N. 79th Avenue could be linked with EXHIBIT 2 I-10/Papago Freeway and Loop 101/Agua Fria EXISTING DHOV ACCESS RAMPS AT N. 79TH AVENUE ON I-10/PAPAGO FREEWAY Freeway HOV connectors. Also, extension of N. 79th Avenue to the south would benefit Valley Metro bus operations, as the West Bus
th Ave WB HOV Lane Operating Facility, 79 Avenue P&R, and th DHOV Lane Desert Sky Transit Center are located on DHOV Lane EB HOV Lane N. 79th Avenue. 79 N. Additional Crossings – No additional crossings are recommended on this segment of I-10. Image Source: Bing Maps
TECHNICAL MEMORANDUM APPENDIX-1 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
I-10/Papago Freeway: N. 59th Avenue to “The Stack” at I-17/Black Canyon Freeway – 4.5 Miles +/- The freeway mainline is depressed throughout this segment. Diamond interchanges provide access to the mile road arterials – N. 27th Avenue (half-diamond - west only), N. 35th Avenue, N. 43rd Avenue, N. 51st Avenue, and N. 59th Avenue. Spacing between the ramp terminal intersections varies between 425 feet and 500 feet. Additional overcrossings are provided at N. 31st Avenue and N. 39th Avenue. Land uses along the corridor are a mixture of residential developments and commercial/industrial properties. There are several large agricultural parcels south of I-10 between N. 51st Avenue and N. 59th Avenue. There is a large drainage channel adjacent to the north side of the freeway between N. 43rd Avenue and N. 59th Avenue. Development of the local north-south arterial roadway network to the south of I-10 is constrained by the UPRR mainline track and to the north by the Grand Canal. Only the mile-roads have been constructed south of the UPRR track, and all crossings are at-grade. The Grand Canal has restricted travel to the mile-roads and all but one ½-mile road. Ongoing regional planning activity is considering a connection of the Loop 202/South Mountain Freeway at I-10, potentially in the area of N. 59th Avenue, and the Phoenix West extension of METRO Light Rail, the regional light rail transit (LRT) line, is proposed to be constructed in the median of I-10. These projects may precluded or complement potential improvements addressed in this Technical Memorandum and any actions to implement recommendations in this document should be coordinated with planning activities of these two important regional transportation projects. Potential Improvements Diverging Diamond Interchanges – There is the potential to convert several of the diamond interchanges (N. 43rd Avenue, N. 51st Avenue, and N. 59th Avenue) to DDIs should operational and capacity improvements be required in the future.
EXHIBIT 3 POTENTIAL DDI LOCATIONS ON I-10/PAPAGO FREEWAY – EAST SEGMENT Ave Ave Ave th st rd N. 59 N. 51 N. 43 N.
Image Source: Bing Maps
DHOV Ramps – DHOV ramps could be constructed at N. 31st Avenue, N. 39th Avenue, N. 47th Avenue and N. 55th Avenue, the latter two with ramps potentially only to the east (Figure 14). DHOV ramps at these locations would provide access to residential areas north of the freeway and industrial facilities to the south. In addition, DHOV ramps at N. 55th Avenue would provide alternate access to the Maryvale Baseball Park and Stadium complex, spring training home for the Milwaukee Brewers, located two miles north of I-10. On the north side of the freeway, these roads provide direct local access to residences. However, these four potential locations are not recommended for DHOV ramps, due to the lack of high-density residential development, lack of significant commercial/industrial development, lack of major arterials, potential ROW impacts, and proximity to other freeway corridors and the Phoenix CBD. TECHNICAL MEMORANDUM APPENDIX-2 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
EXHIBIT 4 POTENTIAL DHOV LOCATIONS ON I-10/PAPAGO FREEWAY Ave th Ave st N. 39 N. N. 31 N. Ave Ave th th N. 47 N. N. 55 N.
LOOKING LOOKING NORTH NORTH LOOKING LOOKING SOUTH SOUTH
Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps
Additional Crossings – Additional arterial crossings could be constructed at N. 47th Avenue and N. 55th Avenue. However, without direct freeway access, overcrossings would have marginal benefit, because neither roadway extends past the UPRR mainline. I-10/Papago Freeway: “The Stack” at I- 17/Black Canyon Freeway to “Mini Stack” at Loop 202/Red Mountain Freeway and SR-51/Piestewa Freeway – 4.0 Miles +/- Within this segment, ramps associated with diamond interchanges and SPUIs provide access to the major mile-road arterials – N. 16th Street (west only), N. 7th Street (SPUI), N. 7th Avenue (SPUI), and N. 19th Avenue (east only). DHOV ramps at N. 3rd Street (half-diamond - east only) and N. 3rd Avenue/ N. 5th Avenue (half-diamond - west only) provide access to the Phoenix CBD and Uptown. The DHOV ramps are at the portals to the tunnel under Margaret T. Hance Deck Park. Additional corridor crossings are provided at N. 12th Street (over), N. Central Avenue (Over/Through the Park), N. 15th Avenue (under), N. 16th Avenue (under, not a through street), and Grand Avenue (under). N. 12th Avenue provides access to Banner Good Samaritan Medical Center located along the north side of the freeway. Land use adjacent to the freeway is a mixture of residential and commercial/industrial. In addition to the Banner Good Samaritan Medical Center, located north of the freeway between N. 13th Street and N. 9th Street on E. McDowell Road, the State Fair Grounds/Coliseum is located along the north side of the corridor in the northeast quadrant of N. 19th Avenue and W. McDowell Road. I-10 is on a viaduct between N. 15th Avenue and I-17 (the Stack). Potential Improvements Diverging Diamond Interchanges – The SPUIs at N. 7th Avenue (Exhibit 5) and N. 7th Street (Exhibit 6) are spread at least 500 feet. However, the assumption at this planning level of analysis is that these interchanges
TECHNICAL MEMORANDUM APPENDIX-3 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY already provide comparable or better capacity than DDI's would accommodate. Future studies will be required to better determine if DDI's are viable consideration for these two locations.
EXHIBIT 6 EXHIBIT 5 TH RD TH TH N. 7 AVENUE SPUI WITH N. 3 /N. 5 AVENUE OVERCROSSINGS OF N. 7 STREET SPUI ON I-10/PAPAGO FREEWAY I-10/PAPAGO FREEWAY
St
th S. 7 Ave
th Ave S. 7 Ave th rd
S. 5 S. 3 Image Source: Bing Maps Image Source: Bing Maps
DHOV Ramps – There is the potential to construct DHOV ramps at the existing N. 12th Street overcrossing (Exhibit 7). DHOV ramps at this location would provide access to Banner Good Samaritan Medical Center on the north and the residential area to the south.
Additional Crossings – This section of I-10 bisected several old EXHIBIT 7 residential neighborhoods when it was constructed in the mid POTENTIAL DHOV LOCATION AT N. 12TH STREET ON 1980’s. Local access and circulation is maintained by the existing I-10/PAPAGO FREEWAY crossings and three pedestrian crossings at N. 18th Street, N. 10th Street, and N. 11th Avenue. Construction of additional crossings would have minimal benefit. I-10/Papago Freeway: “Mini Stack” at Loop 202/Red
Mountain Freeway and sr-51/Piestewa Freeway to “The St
Split” at I-17/Black Canyon Freeway) – 2.4 Miles +/- th
This segment within the central core provides access to the Phoenix S. 12 Central Business District (CBD) and Sky Harbor International Airport (Sky Harbor). Access is provided via a half-diamond interchange at E. Buckeye Road (south only), E. Sky Harbor Image Source: Bing Maps Boulevard directional ramps (north only) and an E. Jefferson Street/W. Washington Street split-diamond interchange. Median HOV connectors (to and from the south) provide direct access to the SR-51 HOV lanes. Frontage roads between E. Sky Harbor Circle and E. Jefferson Street provide access to the Airport Rental Car Center. Additional corridor crossings are located in the south segment – E. Sky Harbor Circle North and South (under), and the north segment – E. Roosevelt Street (over). The METRO Light Rail runs under the mainline at-grade on E. Jefferson Street (one-way eastbound) and Washington Street (one-way westbound) to serve the CBD, Central Avenue, and north central Phoenix. Land uses adjacent to the corridor are predominately industrial/commercial. Towards the north end, there are pockets of residential development. Major land uses adjacent to the corridor include Sky Harbor and Maricopa Medical Center on the east side and Saint Luke’s Hospital on the west side. Potential Improvements Diverging Diamond Interchanges – There are no full interchanges within this segment of the corridor that can be considered for conversion to a DDI.
TECHNICAL MEMORANDUM APPENDIX-4 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
DHOV Ramps – Potential DHOV ramp locations include the existing overcrossing at E. Roosevelt Street and E. Sky Harbor Boulevard from the north only. DHOV ramps at E. Roosevelt Street would improve access to Maricopa Medical Center and Saint Luke’s Hospital. Direct connectors to E. Sky Harbor Boulevard from the north would enhance car, vanpool, and bus access to the airport. There would be a 1,600 foot weave between the potential direct connector ramps and the HOV direct connectors to SR-51.
EXHIBIT 9 EXHIBIT 8 DHOV RAMP LOCATION AT E. ROOSEVELT ST ON DHOV RAMP LOCATION AT E. SKY HARBOR BLVD I-10/PAPAGO FREEWAY ON I-10/PAPAGO FREEWAY
To SR-51 To SR-202
Union Pacific RR
E. Roosevelt St
SKY HARBOR INT’L AIRPORT SB HOV Lane HOV SB
E. Sky Harbor Blvd NB HOV Lane HOV NB
Image Sources: Bing Maps Image Source: Bing Maps
Additional Crossings – As noted above, this segment provides access to the Phoenix CBD and Sky Harbor and includes several interchanges/access points and median HOV connectors within the short 2.4-mile segment. There do not appear to be desirable locations for additional corridor crossings.
I-10 – Maricopa Freeway I-10/Maricopa Freeway: “The Split” at I-17/Black Canyon Freeway to SR-143/Hohokam Expressway – 3.6 Miles +/- In this section of the I-10 corridor, interchanges are provided at three locations: S. 40th Street, which is a TUDI with a Part-Clover Leaf (Par-Clo) in the southeast quadrant; E. University Drive/S. 32nd Street (diamond), S. 24th Street (half-diamond - east only). The distance between the E. University Drive/ S. 32nd Street and S. 24th Street interchanges is approximately 1.5 miles. Within this section, I-10 crosses the Salt River. There are no additional corridor crossings. Commercial/industrial developments line the mainline. The local north-south arterial roadway network is disrupted by Sky Harbor and the Salt River. S. 24th Street provides access to the western end of Sky Harbor,
TECHNICAL MEMORANDUM APPENDIX-5 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY including the old tower area and the Arizona Air National Guard, extensive rental car facilities, and the Greyhound EXHIBIT 10 Bus Depot on the southwest corner at E. Buckeye Road. POTENTIAL DDI LOCATION AT ND E. UNIVERSITY DRIVE/S. 32 STREET OVER I-10/MARICOPA Potential Improvements FREEWAY Diverging Diamond Interchanges – The E. University Drive/S. 32nd Street TUDI could be converted to a DDI (Exhibit 10).
DHOV Ramps – DHOV ramps are not recommended in E. University this section of the I-10 corridor. Dr Additional Crossings – No additional crossing are recommended. I-10/Maricopa Freeway: SR-143/Hohokam Expressway to US-60/Superstition Freeway – 1.75 Miles +/- S. 32nd St This short segment of I-10 is commonly referred to as the “Broadway Curve” (Exhibit 11). The complex interchange Image Source: Bing Maps at W. Broadway Road has been created by realigning W. Broadway Road to create a nearly EXHIBIT 11 perpendicular overcrossing of I-10. The THE “BROADWAY CURVE” ON I-10/MARICOPA FREEWAY interchange provides local access to W. Broadway Road and S. 48th Street to the west of I-10. It also provides direct access to
nd 143/ -
N. 52 Street and permits westbound traffic St SR on W. Broadway Road to access I-10 at nd th S. 48 Street. Within the Broadway Curve are Expwy Hohokam connector ramps from I-10 West to S. 52 northbound SR-143/Hohokam Expressway and a tight cloverleaf in the southeast quadrant
th W. Broadway Rd of I-10 and S. 48 Street for southbound Double Butte SR-143 traffic to access I-10 East. SR-143 Cemetery provides access to Sky Harbor and Loop 202/Red Mountain Freeway. At the PHOENIX south end, Southern Avenue passes under the MARRIOTT Buttes Twin County Cemetery County
freeway mainline and US-60/Superstition Freeway connector ramps. Direct connect TEMPE DIABLO STADIUM HOV ramps provide access between I-10 HOV lanes on the north and the US-60 HOV lanes on the east. St BUSINESS PARK BUSINESS
FOUNTAINHEAD FOUNTAINHEAD th Commercial developments line the north end of this freeway segment. Commercial S. 48 developments include the Phoenix Marriott Tempe at the Buttes and Tempe Diablo W. Southern Ave Stadium on the west side and Fountainhead Business Park on the east side. There are residential developments on both sides of the Meadows freeway, north of the US-60 system Mobile Home interchange, and the Meadows Mobile Home Park Park is situated directly west side of the Image Source: Google Earth interchange. Double Butte Cemetery (in the TECHNICAL MEMORANDUM APPENDIX-6 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY southwest quadrant of the I-10/Broadway Road interchange) and Twin Buttes County Cemetery (in the southeast quadrant of the I-10/Broadway Road interchange) are major design constraints for future corridor improvements. Potential Improvements Diverging Diamond Interchanges – The Broadway Road interchange could be converted to a DDI (refer to Exhibit 11). However, access to S. 52nd Street at the east ramp terminal presents both operational and design issues. DHOV Ramps – DHOV ramps could be constructed at EXHIBIT 12 W. Alameda Drive to provide POTENTIAL DHOV RAMPS AT W. ALAMEDA DRIVE ON I-10/MARICOPA FREEWAY direct access to Tempe Diablo Stadium and Fountainhead TEMPE DIABLO Business Park (Exhibit 12). STADIUM Key design/operational issues W. Alameda Dr are: limited ROW on I-10, and FOUNTAINHEAD LOOKING BUSINESS PARK the need to cross over 13 lanes WEST of traffic. In addition, the short distance to US-60 HOV connectors would preclude LOOKING access to/from this major EAST facility. Therefore, access would only be provided to/from I-10.
Additional Crossings – An To From additional arterial crossing US-60 US-60 could be constructed at Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps W. Alameda Drive, as an alternative to DHOV ramps (see discussion above). I-10/Maricopa Freeway: US-60/Superstition Freeway to “Pecos Stack” at Loop 202/Santan Freeway – 6.3 Miles +/- Diamond interchanges provide access to the major mile arterials – Chandler Boulevard, Ray Road, Warner Road, Elliot Road, and Baseline Road, which is a TUDI. With the exception of Baseline Road, major arterials pass over the freeway mainline. An overcrossing is provided at W. Guadalupe Road. A mix of residential and commercial developments lines the corridor. Two large commercial developments are located on the east side of the corridor: Arizona Mills Outlet Mall in the southeast quadrant of I-10 and US-60 and Tempe Autoplex in the southeast quadrant of I-10 and Elliot Road. Between Ray Road and Warner Road, Mountain Vista Park is located along the west side and a large drainage basin is on the east side. The Highline Canal, which is south of Baseline Road west of the freeway forms a south-by-southwest loop east of the freeway, which impacts the local roadway network. This canal is an underground culvert between W. Orchid Lane (east of the freeway) and E. Thistle Landing Drive (west of the freeway), passing directly through the I-10/Ray Road service interchange. Potential Improvements Diverging Diamond Interchanges – The diamond interchanges at Chandler Boulevard, Ray Road, Warner Road, and Elliot Road could be converted to DDIs. However, the steep grades approaching the ramp terminal intersections are a potential design issue. DHOV Ramps – There are two potential DHOV ramp locations: W. Guadalupe Road and W. Galveston Street. DHOV ramps at W. Guadalupe Road would provide alternate routes to the Pointe at South Mountain and the
TECHNICAL MEMORANDUM APPENDIX-7 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
residential developments along the west side of the freeway and EXHIBIT 13 improve access to the Town of Guadalupe and south Tempe POTENTIAL DHOV RAMP LOCATION AT E. GUADALUPE (Exhibit 13). ROAD OVERCROSSING OF I-10/MARICOPA FREEWAY The W. Galveston Street DHOV ramps would require extending Galveston westward across the freeway to S. 50th Street (Exhibit 13). The ramps would provide alternate access to commercial developments on either side of the TOWN OF corridor. The taking of some parking from existing commercial GUADALUPE properties would be required.
E. Guadalupe Rd Additional Crossings – An additional arterial crossing could CITY OF be constructed at W. Galveston Street, as an alternative to PHOENIX DHOV ramps.
Image Source: Bing Maps
EXHIBIT 14 POTENTIAL DHOV/OVERCROSSING OF W. GALVESTON STREET ALIGNMENT ON I-10/MARICOPA FREEWAY
W. Galveston St
LOOKING LOOKING WEST EAST
Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps
I-17 – Black Canyon Freeway I-17/Maricopa Freeway: “The Split” at I-10/Maricopa Freeway to Durango Curve – 4.0 Miles +/- I-17, within the urban core, is the oldest section of freeway in the Phoenix metropolitan area and is in significant need of widening/reconstruction. TUDIs provide access to the mile arterials – S. 16th Street (west only), S. 7th Street, S. 7th Avenue, and S. 19th Avenue (east only). Additional corridor undercrossings through this segment of I-17 are provided at S. Central Avenue, S. 11th Avenue, and S. 15th Avenue. One-way frontage roads connect the ramps and the cross streets. There is a pedestrian undercrossing at S. 12th Street and abandoned railroad spur undercrossings at S. 3rd Street and in the center of S. 11th Avenue. This is one of the few freeway corridors that does not have HOV lanes.
TECHNICAL MEMORANDUM APPENDIX-8 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Residential properties are located predominately along the north side. The Rental Car Center for Sky Harbor Airport is located in the northwest quadrant of the I-10/I-17 system interchange. Commercial/industrial properties line the south side of the corridor; older residential areas on the north are interspersed with commercial and light industrial land uses. I-17 generally follows the Salt River, which is located approximately three-quarters of a mile to the south at the east end of the segment and over one mile to the south at the west end. Five major arterials – S. 16th Street, S. 7th Street, S. Central Avenue, S. 7th Avenue, and S. 19th Avenue – cross the Salt River, providing access for the residential communities to the south. The Union Pacific Railroad (UPRR) mainline and rail yard are located a mile north of the corridor. Both of these features have significantly impacted roadway network construction and connectivity. Potential Improvements Diverging Diamond Interchanges – Conversion of the existing diamond interchanges is not recommended, due to the one-way frontage roads along the corridor and less than one-half of the criteria distance between ramp intersection terminals (500 feet). However, DDIs could be incorporated into future corridor rehabilitation plans, although new ROW acquisition would be required.
EXHIBIT 15 TH POTENTIAL DHOV ACCESS RAMP LOCATIONS AT S. 15 AVENUE AND S. CENTRAL AVENUE ON I-17/BLACK CANYON FREEWAY Ave Ave th S. Central S. S. 15 Image Sources: Bing Maps
DHOV Ramps – As noted above, this segment of I-17 does not have HOV lanes, although plans recently developed by ADOT for future implementation incorporate HOV lanes. DHOV ramps at S. Central Avenue would provide alternate access to the Phoenix CBD, US Airways Arena, and Chase Field. Another potential location is S. 15th Avenue, which would provide an alternate route to the Capitol complex. However, the close spacing (250 feet) of the frontage road intersections at both locations would present operational and constructability challenges. These locations should be considered in future rehabilitation plans that include HOV lanes in this segment. Additional Crossings – There are several locations where additional arterial crossings (S. 12th Street and S. 3rd Street) could be considered. However, the construction of additional crossings would have minimal benefit. I-17/Black Canyon Freeway: Durango Curve to “The Stack” at I-10/Papago Freeway – 2.2 Miles +/- This section of I-17 is depressed and flanked by at-grade one-way frontage roads, which provide access to adjoining properties. Nine transfer ramps provide access to the frontage roads. In the northbound direction, there is an off- ramp to W. Buckeye Road, an off-ramp to W. Grant Street, an on-ramp from W. Grant Street, an off-ramp to W. Adams Street, and an on-ramp from W. Adams Street. In the southbound direction, there is an off-ramp to W. Jefferson Street, an off-ramp to W. Grant Street, an on-ramp from W. Grant Street and an off-ramp to W. Durango Street. There are overcrossing structures at W. Buckeye Road, W. Grant Street, W. Jefferson Street, W. Adams Street, and W. Van Buren Street. The main UPRR rail line crosses over this segment of I-17 at
TECHNICAL MEMORANDUM APPENDIX-9 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
W. Harrison Street (between W. Jefferson Street and W. Grant Street). There are no HOV lanes within this segment. Land uses along the corridor are a mixture of residential and EXHIBIT 16 industrial/commercial properties. The one-way couplet of W. POTENTIAL DHOV RAMPS AT W. VAN BUREN Jefferson Street and W. Adams Street provides access to the State STREET OVERCROSSING OF I-17/BLACK CANYON Capitol, located three-quarters of a mile to the east. The FREEWAY Greenwood/Memory Lawn Mortuary and Cemetery is located in the southwest quadrant of the I-10/I-17 system interchange. GREENWOOD/ MEMORY LAWN Potential Improvements CEMETERY Diverging Diamond Interchanges – Conversion of the diamond interchanges is not recommended, due to the one-way frontage roads along the corridor and less than one-half of the To STATE W. Van Buren St criteria distance between ramp intersection terminals (500 feet). CAPITOL DHOV Ramps – DHOV ramps at W. Van Buren Street would provide alternate access to the State Capitol Complex (Exhibit 16). However, close spacing of the frontage road intersections (250 feet) and the proximity of the cemetery on the west side present operational/design challenges. This location
AAve should be considered in future rehabilitation plans that include nd HOV lanes in this segment. N. 22 N. Image Source: Bing Maps Additional Crossings – No additional crossings of the corridor are recommended. I-17/Black Canyon Freeway: “The Stack” at I-10/Papago Freeway to W. Dunlap Avenue – 7.2 Miles +/- The mainline profile undulates through this segment of the corridor, passing under the arterials and rising to grade between the interchanges. Elongated TUDIs exist at the major mile-road arterials. Traditional diamond interchanges are located at W. McDowell Road, W. Thomas Road, and W. Indian School Road. SPUIs are located at W. Camelback Road, W. Bethany Home Road, W. Glendale Avenue, W. Northern Avenue, and W. Dunlap Avenue. With the exception of US-60/Grand Avenue (Phoenix-Wickenburg Highway), which passes over the freeway, there are no additional corridor crossings. One-way frontage roads along the east and west sides of the freeway interconnect the diamond interchanges. A major bike/pedestrian bridge crosses over the freeway at W. Maryland Avenue, extending from the southeast quadrant of I-10/Maryland Avenue to the northwest quadrant. The south end of the corridor between I-10 and W. Thomas Road, west of the freeway, predominantly is characterized by commercial developments, while the east side, north of US-60/Grand Avenue to W. Thomas Road, is largely residential. North of W. Thomas Road, the corridor predominately is residential with pockets of commercial/industrial developments. There are numerous access points along the frontage roads, ranging from individual property driveways to minor arterial and collector streets. The local grid roadway network is affected by US-60/Grand Avenue and the Grand Canal. US-60/Grand Avenue traverses the corridor in a northwest-by-southeast direction. The Grand Canal has a southwest-by-northeast orientation west of I-17 and an east-west orientation west of the freeway. There are several major destination points located approximately a mile to the east of I-17 including: Arizona State Fair Grounds and Coliseum, Encanto Park and Golf Course, Metro Tech High School, Phoenix College, Phoenix Spectrum Mall, Phoenix Baptist Hospital, Washington Park and Washington High School. Within a similar distance to the west are: the Bourgade Catholic High School, Granada Primary School, Granada Elementary School, Cielito Park Complex, and Grand Canyon University.
TECHNICAL MEMORANDUM APPENDIX-10 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Potential Improvements Diverging Diamond Interchanges – Conversion of the diamond interchanges is not recommended, due to the one-way frontage roads along the corridor. DHOV Ramps – One potential location for DHOV ramps is W. Osborn Road. EXHIBIT 17 W. Osborn Road would provide alternate POTENTIAL DHOV RAMPS AT W. OSBORN ROAD UNDERCROSSING ON access to several major destinations on I-17/BLACK CANYON FREEWAY the east side of the corridor, including Encanto Park, Phoenix College, Saint Joseph’s Hospital and Medical Center, Park Central Mall, and the Phoenix Grand Canal Uptown commercial and office district. However, there are several drawbacks to ramps at this location. W. Osborn Road is a two-lane residential collector with LOOKING LOOKING W. Osborn Rd bike lanes. Construction of DHOV lanes EAST would require: (1) lowering of the I-17 WEST mainline, which would significantly impact freeway traffic during construction and (2) realignment of the frontage roads, which would require acquisition of several properties on both sides of the mainline. Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps The presence of the Grand Canal within 1/8 mile north of W. Osborn Road makes changing the grade of the freeway at this location even more problematic. An alternative would be to elevate W. Osborn Road, which would require acquisition of numerous properties along W. Osborn Road in addition to properties along the frontage roads. Other possible locations for DHOV ramps in this segment exhibit similar characteristics and potential impacts. Potential impacts appear to outweigh potential benefits; so, DHOV ramps are not recommended at any location within this segment of I-17. Additional Crossings – Construction of arterial crossings at half-mile points would reduce traffic congestion on the major arterials, reduce out-of-direction travel, and improve local access and circulation. Potential impacts of constructing additional corridor crossings are described in the previous paragraph. The potential impacts appear to outweigh the potential benefits; so, additional crossings in this segment are not recommended. I-17/Black Canyon Freeway: W. Dunlap Avenue to Loop 101/Pima-Aqua Fria Freeways – 7.0 Miles +/- The freeway mainline remains at-grade north of W. Dunlap Avenue; intersecting arterials are depressed and pass under the I-17 mainline. Diamond interchanges exist at the major mile-road arterials – W. Peoria Avenue, W. Cactus Road, W. Thunderbird Road (TUDI on the west, wide standard diamond on the east), W. Greenway Road, W. Bell Road (standard diamond), W. Union Hills Drive, and W. Utopia Road (TUDI to the south, spread diamond to the north). The latter interchanged at W. Utopia Road/W. Yorkshire Drive crosses over the freeway, which is depressed. There are no other corridor crossings in this segment. The diamond interchanges at W. Thunderbird Road and W. Bell Road are converted cloverleaf interchanges and the frontage road intersections are spaced 720 and 1,020 feet apart, respectively. I-17 crosses over the Arizona Canal and Arizona Canal Diversion Channel approximately ¼ mile north of W. Dunlap Avenue on a span of 275 feet. Land uses adjacent to the corridor vary. Commercial properties with pockets of residential development are located west of the southbound frontage road. On the east side, commercial properties are located on the north and south ends, and the central section predominately is residential. Major commercial developments along the corridor include: Metrocenter Mall, Arizona Business Park, John C. Lincoln Deer Valley Hospital, and the Deer Valley Towne Center on the west side. There are several major hotels along the east side, including: Sheraton TECHNICAL MEMORANDUM APPENDIX-11 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Crest, Crowne Plaza Phoenix, and Embassy Suites Phoenix. Ottawa University, Everest College, Rose Mofford Sports Complex and Park, Phoenix Northgate Business Park, Turf Paradise Race Track, and Deer Valley Park and Community Center also are located on the east side. The local roadway network, particularly the east-west arterials, is significantly affected by Cave Creek and the Cave Creek Flood Control Channel, which is located directly east of the freeway between the Arizona Canal and W. Greenway Road. The presence of North Mountain constrains the eastward extents of W. Cactus Road at N. 19th Avenue and W. Peoria Avenue at N. 7th Avenue. Potential Improvements EXHIBIT 18 POTENTIAL DHOV LOCATIONS ON I-17 Diverging Diamond Interchanges – Conversion of the diamond interchanges is not recommended, due to the one-way frontage roads along the BELL corridor. CANYON PAVILIONS DHOV Ramps – Because of spacing between the frontage road intersections, W. Thunderbird Road and W. Bell Road would be locations where I-10 DHOV ramps could be considered (Exhibit 18). A drawback to these locations is that it is not likely W. Thunderbird Rd W. Bell Rd that the DHOV ramps would decrease traffic volumes/congestion on the arterials. W. Bell Road appears to be the better location, because of the greater intersection spacing and the P&R lot in the southwest quadrant of the interchange. Another potential DHOV ramp location is W. Cheryl Drive, which is the east access drive to Image Source: Bing Maps Metrocenter Mall off the I-17 southbound frontage road (Exhibit 19). Potential impacts include: (1) realignment of the Metrocenter ring road and EXHIBIT 19 (2) acquisition of several commercial properties on POTENTIAL DHOV RAMPS & OVERCROSSING AT W. CHERYL DRIVE ON the east side. DHOV ramps at this location would I-17/BLACK CANYON FREEWAY improve access to the mall, the Transit Center at the mall, and Cave Creek Park. Long-term regional planning currently is addressing extension of the METRO Light Rail past W. Dunlap Road to Metrocenter via a crossing of I-17 at W. Cheryl METROCENTER MALL Drive. Therefore, coordinating development of LOOKING the LRT line and DHOV ramps is possible. W. Cheryl Dr EAST LOOKING WEST Additional Crossings – Potential locations for additional arterial overcrossing include: W. Cheryl W. Mtn View Rd Drive, W. Sweetwater Avenue and W. Grandview Road. W. Sweetwater Avenue, a two-lane residential street, provides access to a trailhead at Cave Creek and North Metro Corporate Park. A
Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps crossing at this location likely would require partial lowering of the mainline and acquisition of several residential properties on the east side. A crossing at W. Grandview Road would impact the parking lot South High Tech/Anthem College On-line. Construction of new overcrossings in this segment will have ROW issues (acquisitions and access), design challenges (grades and drainage), and construction impacts (lane and roadway closures); thus, impacts and costs may outweigh benefits. A priority ranking of the potential locations for new overcrossings would be: 1. W. Cheryl Drive
TECHNICAL MEMORANDUM APPENDIX-12 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
2. W. Sweetwater Avenue (Exhibit 20) 3. W. Grandview Road (Exhibit 21).
EXHIBIT 20 POTENTIAL OVERCROSSING AT W. SWEETWATER AVENUE ON US-60 – Superstition Freeway I-17/BLACK CANYON FREEWAY US-60/Superstition Freeway: I- 10/Maricopa Freeway to Loop 101/Price Freeway – 4.4 Miles +/- US-60 is mostly depressed throughout this segment, passing under north-south arterial LOOKING roadways with the exception of S. Priest Drive, EAST W. Sweetwater Ave which crosses at-grade under an elevated portion LOOKING of the freeway that connects with I-10 (Maricopa WEST Freeway). TUDIs are spaced at one-mile intervals along this segment of the freeway corridor. Interchanges are provided at S. Priest Drive (half-diamond – east only), S. Mill Avenue, S. Rural Road and S. McClintock Drive. Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps Overcrossings have been constructed at S. Hardy Drive and S. Kyrene Road. Pedestrian overcrossings are located between S. Rural Road and S. McClintock Drive and between S. McClintock Drive and Loop 101. These structures link schools, parks, and EXHIBIT 21 residential areas adjacent to the freeway. POTENTIAL OVERCROSSING AT WEST GRANDVIEW ROAD ON I-17/BLACK CANYON FREEWAY Residential developments line the corridor. Arizona State University (ASU) is located two miles north of US-60 between S. Mill Avenue and S. Rural Road. Arizona Mills Mall, located in the southeast quadrant of the I-10/US-60 system LOOKING interchange, is the only major commercial EAST development within the corridor. W. Grandview Rd LOOKING Potential Improvements WEST Diverging Diamond Interchanges – Ave Ave Conversion of the diamond interchanges is not th th recommended, due to the spacing of the ramp N. 29 N. 28 N. terminal intersections. Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps DHOV Ramps – The construction of DHOV ramps within this segment of the corridor is not recommended, due to the recent build out of the corridor. Additional Crossings – Additional crossings are not recommended.
SR-51 – Piestewa Freeway SR-51/Piestewa Freeway: “Mini Stack” at I-10/Papago Freeway and Loop 202/Red Mountain Freeway to East Glendale Avenue – 5.25 Miles +/- ROW along this segment of SR-51 is severely constrained and restricts the development of interchanges. Interchanges are provided at E. McDowell Road (SPUI), E. Thomas Road (SPUI), E. Indian School Road (SPUI), E. Highland Avenue (half-diamond – south only), E. Colter Street (half-diamond north), E. Bethany Home Road
TECHNICAL MEMORANDUM APPENDIX-13 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
(SPUI) and E. Glendale Avenue (SPUI). Most interchanges provide direct access to the mile-road arterials. The half-diamond interchanges at E. Highland Avenue and E. Colter Street provide indirect access to Camelback Road and the extensive commercial development along Camelback Road, including: Biltmore Fashion Park, Camelback Esplanade, Camelback Colonade and Town & Country Shopping Center to the east and the strip commercial with Camelback Auto Row to the west. Local access to/from E. Cambridge Avenue and N. 20th Street in the southwest quadrant and N. 20th Street and E. Osborn Road in the northeast quadrant has been incorporated in the E. Thomas Road SPUI. Freeway crossings are provided at E. Osborn Road (under), E. Camelback Road (over), and E. Missouri Avenue (over). Pedestrian overcrossings are located south of E. Oak Street and at E. Campbell Avenue. The Grand Canal crosses the corridor on the south end between E. Thomas Road and E. Osborn Road, and the Arizona Canal crosses on the north end just south of E. Glendale Avenue. This section passes through primarily residential developments. There are commercial developments at the interchanges with extensive commercial development in the vicinity of E. Camelback Road. Access to the Banner Good Samaritan Medical Center, two miles west of the freeway, is gained at the E. McDowell Road interchange, and the E. Thomas Road provides access to the Phoenix Children’s Hospital and the Arizona Heart Hospital directly west of the freeway. Potential Improvements Diverging Diamond Interchanges – Conversion of the interchanges along this segment is not recommended, due to the restrictive ROW at the interchanges. DHOV Ramps – While DHOV ramps in the vicinity of E. Camelback Road may be beneficial, a suitable location was not identified, because there is restrictive ROW and general use access is provided one-quarter mile to the south and north. Additional Crossings – The residential nature of the corridor limits opportunities for additional arterial roadway crossings. No additional crossings are recommended. SR-51/Piestewa Freeway: East Glendale Avenue to East Shea Boulevard – 4.60 Miles +/- This segment of SR-51 passes through a saddle in the Phoenix Mountains referred to as Dreamy Draw. Interchanges are provided at E. Northern Avenue (TUDI), N. 32nd Street (half-diamond - south only), and E. Shea Boulevard (SPUI). There are no additional corridor crossings. However, additional access to the freeway is provided via E. Northern Avenue, a frontage road constructed along the north side of the freeway between N. 32nd Street and N. 26th Street. There is a transit pullout along the southbound on-ramp from E. Shea Boulevard to facilitate service to the adjacent P&R lot. A pedestrian overcrossing is provided south of N. 32nd Street. A majority of this segment is mountain preserve with residential developments at either end. The local roadway network is severely affected by the Phoenix Mountains. SR-51 is the only high-capacity roadway through the mountains between E. Glendale Avenue and E. Shea Boulevard, a distance of four miles. Alternate north-south travel routes are N. 7th Avenue/N. Cave Creek Road, three miles to the west, and N. Tatum Boulevard, 3.75 miles to the east at E. Glendale Avenue and 1.8 miles to the east at E. Shea Boulevard. Potential Improvements Diverging Diamond Interchanges – Neither the diamond interchange at E. Northern Avenue (no through movement) or the SPUI at Shea Boulevard (restrictive ROW) should be considered for conversion to a DDI. DHOV Ramps – A suitable location for DHOV ramps in this segment of the corridor was not identified. Additional Crossings – The majority of this segment is mountain preserve. No additional crossings are recommended. SR-51/Piestewa Freeway: East Shea Boulevard to Loop 101/Pima Freeway – 6.20 Miles +/- Interchanges are provided at the mile-road arterials – E. Cactus Road, E. Thunderbird Road, E. Greenway Road, E. Bell Road, and E. Union Hills Drive/E. Legacy Boulevard. All interchanges, with the exception of
TECHNICAL MEMORANDUM APPENDIX-14 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
E. Thunderbird Road interchange, are of the SPUI design. Construction of the interchange at E. Thunderbird Road was affected by Indian Bend Wash, which passes under the freeway mainline just to the north of the interchange location. Thus, only a half-diamond interchange, to the south, was constructed at this location. At the south end of this segment of SR-51, there are crossings at E. Cholla Street (over) and E. Sweetwater Avenue (under). The Indian Bend Recreational Trail (also referred to as the AS-51 Trail) extends northward between Cactus Road and the Phoenix Reach 11 Recreation Area in the southeast quadrant of SR-51 and Loop 101. The trail includes grade separations at the mile-road arterials. Corridor pedestrian overcrossings, which link residential areas split by construction of SR-51, have been incorporated in the recreational trail. The crossings are located at E. Nisbet Road, E. Paradise Lane, and E. Grovers Avenue. The corridor predominately is residential in character with pockets of commercial development at the interchanges. There are several recreation areas along the corridor including: Altadena Park, Road Runner Park, Indian Bend Park, Venturoso Park, Palomino Park, Paradise Cove Park, Cave Buttes Recreation Area, Paradise Valley Park, Paradise Valley Park Golf Course, and the aforementioned Reach 11 Recreation Area. The Hayden-Rhodes Aqueduct (also referred to as the Central Arizona Project or CAP Canal) crosses the corridor just south of Loop 101. Major developments adjacent to the corridor include: Shadow Mountain High School, one-half mile west on E. Shea Boulevard; Paradise Valley Mall, 1.25 miles east on E. Bell Rd; Southwestern College, one mile west on E. Cactus Road; Paradise Valley High School and Paradise Valley Hospital on E. Bell Road; and Paradise Community College, 0.5 miles west on E. Union Hills Drive. Potential Improvements EXHIBIT 22 Diverging Diamond Interchanges – POTENTIAL DHOV LOCATION AT E. SWEETWATER AVENUE ON Conversion of the SPUIs along this SR-51/PIESTEWA FREEWAY segment is not recommended, due to the restrictive ROW at the interchanges. DHOV Ramps – A potential location for DHOV ramps is E. Sweetwater Avenue, which connects with N. Cave Creek Road to the west (Exhibit 22). th E. Sweetwater Ave This would facilitate use of N. 40 Street as an alternate route to Paradise LOOKING Valley Mall. A major drawback is E. EAST LOOKING WEST Sweetwater is a two-lane residential collector, and the residential properties which line the roadway have driveways onto the roadway. Additional Crossings – The residential nature of the corridor limits opportunities for additional arterial Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps roadway crossings. No additional crossings are recommended.
Loop 101 – Agua Fria Freeway Loop 101/Aqua Fria Freeway: I-10/Papago Freeway to W. Peoria Avenue – 8.2 Miles +/- Diamond interchanges are provided at the mile-road arterials – W. Olive Avenue, W. Northern Avenue (Spread), W. Glendale Avenue (SPUI), W. Bethany Home Road, W. Camelback Road (SPUI), W. Indian School Road, W. Thomas Road, and W. Mc Dowell Road (half-diamond - north only). There is an additional corridor crossing at W. Maryland Avenue (over), located mid-way between W. Glendale Avenue and W. Bethany Home Road. W. Maryland Avenue provides direct access to University of Phoenix Stadium, Jobing.com Arena, and Westgate City Center, a mixed-use development with interactive shopping, dining, and entertainment.
TECHNICAL MEMORANDUM APPENDIX-15 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
The northern two miles of the corridor, between W. Northern Avenue and W. Peoria Avenue, are nearly built out with residential and commercial developments. A good portion of the central and southern segments is still used for agricultural purposes, although residential, entertainment, and commercial developments are filling in the corridor. Westgate City Center, University of Phoenix Stadium, and Jobing.com Arena are located along the east side of the corridor between W. Glendale Avenue and W. Bethany Home Road. Because portions of the corridor are undeveloped, there is the potential to preserve/acquire EXHIBIT 23 ROW for future transportation improvements and to POTENTIAL DDI AT W. NORTHERN AVENUE ON incorporate those future improvements into development LOOP 101/AGUA FRIA FREEWAY plans. Potential Improvements Diverging Diamond Interchanges – Due to skewed crossing and spacing of ramp terminal intersections, there is the potential to convert the W. Northern Avenue interchange W. Northern Ave to a DDI, should additional operational/capacity improvements be needed at this location (Exhibit 23). At three TUDIs (W. Bethany Home Road, W. Indian School Ave th Road, and W. Thomas Road), additional ROW could be acquired to allow conversion of these interchanges to DDIs N. 99 N. should additional/capacity improvements be needed in the future (Exhibit 24). Image Source: Bing Maps
EXHIBIT 24 POTENTIAL DDI LOCATIONS ON LOOP 101/AGUA FRIA FREEWAY
W. Thomas Rd W. Indian School Rd W. Bethany Home Rd
Image Sources: Bing Maps
DHOV Ramps – Median HOV lanes have been constructed in this segment of the corridor. There are a number of locations where DHOV ramps could be constructed south of W. Glendale Avenue (Exhibit 25). The one location with the greatest potential benefit is W. Maryland Avenue where there is an existing overcrossing and the presence of University of Phoenix Stadium and Westgate City Center. As a result, the process of constructing DHOV ramps at W. Maryland Avenue already has been initiated by ADOT through release of a Design/Build Bid Package. DHOV ramps at this location will provide additional access to entertainment venues to the east and, potentially, provide alternate access to the Glendale P&R facility in the northeast corner of N. 99th Avenue and W. Glendale Avenue. Other potential locations for DHOV ramps include: W. Missouri Avenue, W. Campbell
TECHNICAL MEMORANDUM APPENDIX-16 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Avenue, and W. Osborn Road. ROW potentially also is available to construct P&R facilities adjacent to these three DHOV ramp locations.
EXHIBIT 25 POTENTIAL DHOV RAMP AND/OR ARTERIAL CROSSING LOCATIONS ON LOOP 101/AGUA FRIA FREEWAY
WESTGATE CITY CENTER
W. Missouri Ave
W. Maryland Ave*
Ave UNIV. OF
th PHOENIX STADIUM N. 99 N.
W. Campbell Ave W. Osborn Rd Ave
th N. 99 N.
Image Sources: Bing Maps *NOTE: ADOT recently released a Design-Build Package for construction of DHOV ramps at W. Maryland Avenue.
Additional Crossings – Three of the four locations identified above as potential candidates for DHOV ramps (the process of constructing DHOV ramps at W. Maryland Avenue has been initiated by ADOT), also are candidates for arterial crossings. Therefore, both alternative capacity enhancement treatments should be evaluated at these three locations. Because development has yet to occur, now is the time to identify additional corridor crossing locations that can be incorporated into future development plans. Loop 101/Aqua Fria Freeway: W. Peoria Avenue to N. 75th Avenue – 6.5 Miles +/- Along this segment of the corridor, a mixture of diamond-type interchanges provides access to the major mile-road arterials – W. Union Hills Drive (TUDI), W. Bell Road (SPUI), W. Thunderbird Road (Spread), N. 91st Avenue (slip ramps – north only), US-60/W. Grand Avenue (half-diamond – south only), and W. Peoria Avenue (TUDI). The interchanges are spaced at approximately one-mile intervals with the exception of the spacing between W. Bell Road and W. Thunderbird Road, which is two miles. The freeway mainline alignment follows New River and crosses Skunk Creek approximately one-half south of W. Bell Road, constraining the location and design of the interchanges. An additional corridor crossing is provided at N. 83rd Avenue. A new collector-distributor ramp recently was constructed between N. 75th Avenue and W. Union Hills Drive with a Texas U-turn at W. Union Hills Drive. Completion of this project provides a direct connection of W. Beardsley Road across New River to Loop 101 and improves access to Loop 101 for W. Lake Pleasant Parkway/N. 83rd Avenue. Land uses at the northern and southern ends of the corridor predominately are residential. There is significant commercial development in the central segment of the corridor, including Arrowhead Towne Center north of W. Bell Road and the Peoria Sports Complex/Entertainment District and North Valley Power Center situated south of W. Bell Road. All interchanges provide access to the Sun City developments located just to the west of the corridor. The adjacent roadway network is significantly affected by New River, Skunk Creek, and the Burlington Northern Santa Fe (BNSF) railway mainline. Potential Improvements
TECHNICAL MEMORANDUM APPENDIX-17 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Diverging Diamond Interchanges – Due to skewed crossing and spacing of ramp terminal intersections, there is the potential to convert only the W. Thunderbird Road interchange to a DDI, should additional operational/capacity improvements be needed at this location (Exhibit 26). DHOV Ramps – Median HOV lanes have been EXHIBIT 26 constructed in this segment of the corridor. There is POTENTIAL DDI LOCATION AT W. THUNDERBIRD RD ON the potential to construct DHOV ramps at the LOOP 101/AGUA FRIA FREEWAY N. 83rd Avenue overcrossing by realigning the roadway to create a more perpendicular crossing (Exhibit 27). Constructing DHOV ramps at this location would provide alternate access to the Arrowhead Towne Center, Peoria Sports Complex/Entertainment District, and Church of Joy P&R north of Loop 101. However, realigning N. 83rd Avenue and widening the freeway to accommodate the ramps potentially could W. Thunderbird Rd impact the New River floodplain. Additional Crossings – Due to the myriad assortment of corridor constraints, it is difficult to identify any additional corridor crossings. Loop 101/Aqua Fria Freeway: N. 75th Avenue to “North Stack” at I-17/Black Canyon Image Source: Bing Maps Freeway – 6.2 Miles +/- TUDIs are provided at the major arterial streets – N. 27th Avenue, N. 35th Avenue (half-diamond - west only), N. 51st Avenue, N. 59th Avenue, N. EXHIBIT 27 th th RD 67 Avenue, and N. 75 Avenue. The interchanges POTENTIAL DHOV RAMPS AT N. 83 AVENUE ON LOOP are at one-mile intervals with the exception of the 101/AGUA FRIA FREEWAY spacing between the N. 35th Avenue and N. 51st Avenue interchanges, which is two miles. Additional crossings are provided at N. 27th Avenue and N. 31st Avenue, and a pedestrian/bicycle overcrossing recently was constructed at
N. 63rd Street. The interchanges are interconnected by one-way frontage roads on the north and south sides of the corridor. There are numerous access
Fria River ARROWHEAD
a TOWN points onto the frontage roads throughout this
Agu CENTER segment of the corridor. The majority are associated with larger commercial developments, connecting
St streets, and adjacent residential areas. rd
N. 83 N. With exception of the area between I-17 and N. 35th Avenue, which is mostly commercial, land use LOOKING LOOKING adjacent to the corridor predominately is residential. WEST EAST The roadway network within the residential Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps developments generally is discontinuous with traffic directed to the mile-road arterials. There also are two significant physical features which impact the roadway network: Thunderbird Mountains, which includes Thunderbird Park and Adobe Dam Recreation Area between N. 35th Avenue and N. 67th Avenue, and the Skunk Creek/Scatter Wash watershed, which crosses the corridor west of N. 35th Avenue and runs generally east-west south of the freeway. Potential Improvements
TECHNICAL MEMORANDUM APPENDIX-18 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Diverging Diamond Interchanges – Conversion of the diamond interchanges is not recommended, due to the one-way frontage roads along the corridor. DHOV Ramps – Median HOV lanes have been constructed in this segment of the corridor, and there are two potential locations for DHOV ramps (Exhibit 28). Construction of DHOV ramps at N. 63rd Avenue would improve access to the residential areas north and south of the corridor. Although the cross-section of N. 63rd Avenue south of Loop 101 likely would accommodate additional traffic, N. 63rd Avenue north of Loop 101 is a local residential connector, which may not be appropriate for this type of improvement. Also, the newly constructed pedestrian/bicycle overcrossing must be considered in design plans for a roadway overcrossing at this location, especially regarding access ramps to the east. Construction of DHOV ramps at N. 43rd Avenue would improve access to the residential area south of the corridor. However, there are potential operational issues, due to tight spacing of the frontage road intersections (250 feet and 350 feet, respectively). The frontage road and freeway mainline at N. 43rd Avenue are at relatively the same elevation, and a Skunk Creek tributary runs under the
EXHIBIT 28 RD RD POTENTIAL DHOV RAMP LOCATION AT N. 63 & 43 AVENUES ON LOOP 101/AGUA FRIA FREEWAY
Skunk Creek
WB HOV Lane EB HOV Lane
LOOKING NORTH WB HOV Lane LOOKING EB HOV Lane
Bridge OUTH S Ave Pedestrian/Bicycle rd
N. 43 N. Ave rd N. 63 N.
Image Sources: Surface Photos and Aerial Photos from Google Earth. freeway in a culvert at this location. Therefore, there would be unique design requirements, and significant reconstruction action would be necessary to avoid the culvert. Without direct connectors to I-17, the benefit of DHOV ramps at these locations is diminished. Additional Crossings – The two potential locations for DHOV ramps also should be considered for arterial crossings. Additional crossings that should be considered include: a connection between N. 57th Avenue or N. 55th Avenue on the south side of Loop 101 with N. 55th Avenue on the north side and one at N. 33rd Avenue (Exhibit 29). The crossing between N. 57th Avenue/N. 55th Avenue would provide alternate access to the Arizona College of Osteopathic Medicine to the south and residential areas to the north. However, a crossing at this location has potential constructability issues, due to (1) the mainline and frontage roads being at the same elevations and (2) a drainage chute on the north side feeding a drainage swale on the south side, which is a tributary to Skunk Creek. Another drawback is the potential for additional traffic through the Arrowhead Lakes development north of the freeway.
TECHNICAL MEMORANDUM APPENDIX-19 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Loop 101 – Pima Freeway Loop 101/Pima Freeway: “North Stack” at I-17/Black Canyon Freeway to SR-51/Piestewa Freeway – 6.5 Miles +/- Along this section of Loop 101, TUDIs have been constructed at the major cross roads – N. Cave Creek Road (SPUI), N. 7th Street, N. 7th Avenue, and N. 19th Avenue (half-diamond - east only). The interchanges are at one- mile intervals with the exception of the spacing between the N. Cave Creek Road and N. 7th Street interchanges, which is two miles. Additional crossings are provided at N. 32nd Street (under), N. 16th Street (under),
EXHIBIT 29 TH TH RD POTENTIAL ARTERIAL CROSSING LOCATIONS AT 55 /57 AVENUES AND 33 AVENUE ON LOOP 101/AGUA FRIA FREEWAY
LOOKING NORTH Ave th N. 55 N.
Drainage Chute
LOOKING SOUTH
LOOKING
Ave SOUTH th
Ave th Ave N. 57 N. rd Drainage Swale N. 55 N. N. 33 N.
Image Sources: Surface Photos and Aerial Photos from Google Earth.
N. 15th Avenue (over), and N. 23rd Avenue (under). One-way frontage roads, along both the north and south sides of the corridor interconnect the interchanges and crossings west of N. Cave Creek Road. E. Mohawk Lane, east of
N. Cave Creek Road, with a connection to N. 32nd Street, is a frontage road providing direct access to commercial and light industrial parcels.
Land use along the corridor predominately is EXHIBIT 30 TH residential with the exception of the north side of the POTENTIAL DHOV RAMP LOCATION AT N. 16 STREET corridor between N. 32nd Street and N. Cave Creek UNDERCROSSING ON LOOP 101/PIMA FREEWAY Road, which is light industrial/commercial. There are several physical features that impact the road network within this segment of the corridor, including the Deer Valley Airport, Cave Creek, Shaw Butte, and Hayden-Rhodes Aqueduct (CAP Canal). Potential Improvements WB HOV Lane Diverging Diamond Interchanges – Conversion EB HOV Lane of the diamond interchanges is not recommended, LOOKING
SOUTH
due to the one-way frontage roads along the St corridor. th N. 16 N.
TECHNICAL MEMORANDUM APPENDIX-20 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
Image Sources: Surface Photos and Aerial Photos from Google Earth.
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
DHOV Ramps – Median HOV lanes have been constructed in this segment of the corridor. Construction of DHOV ramps at N. 16th Street would improve access to the residential areas adjacent to the corridor (Exhibit 30). However, there are potential operational issues, due to tight spacing of the frontage road intersections (350 feet). Nevertheless, additional ROW potentially could be acquired to increase intersection spacing. Without direct connectors at either I-17 or SR-51, DHOV ramps at this location would have marginal benefit. Additional Crossings – One potential location where an additional crossing could be considered is N. Central Avenue. However, there are some potential issues with a crossing at this location. The frontage roads and freeway mainline are at the same elevation, and N. Central Avenue is adjacent to N. Cave Creek Road. Also, significant reconstruction of N. Central Avenue and the frontage roads would be required to implement a crossing at this location. Loop 101/Pima Freeway: SR-51/Piestewa Freeway to East Princess Drive/North Pima Road – 6.4 Miles +/- This segment of Loop 101 passes through one of the most rapidly developing areas of northern Phoenix/Scottsdale. TUDIs are provided at the mile-road arterials – N. Hayden Road, N. Scottsdale Road, N. 64th Street, N. 56th Street. A SPUI has been constructed at N. Tatum Boulevard. On the north side of the corridor, between N. Hayden Road and N. Scottsdale Road, a one-way frontage road recently was constructed. There are no roadways connecting to the N. 64th Street overpass at this time, and N. Hayden Road only recently was completed between E. Princess Drive and E. Thompson Peak Parkway. At the present time, there are no additional crossings of the corridor. Significant regional commercial developments and recreational attractions are located within and accessed along this segment of the Loop 101 including: CAP Reach 11 Sports Complex, which extends from west of SR-51 to Scottsdale Road; Tournament Players Club (TPC) between N. Hayden Road and N. Scottsdale Road; Henkel (Dial) Headquarters (northeast quadrant of Loop 101 and N. Scottsdale Road); Scottsdale 101 and adjoining Chauncey Lane commercial/entertainment complex; and Mayo Clinic Hospital, Musical Instrument Museum (MIM), Desert Ridge Marketplace, Marriott Wildfire Golf Club and Resort accessible from N. Tatum Road and N. 56th Street. However, most of the corridor remains undeveloped; therefore, this is an excellent time to plan and secure ROW for future corridor improvements. These improvements could be incorporated as future commercial and residential development is implemented. Potential Improvements Diverging Diamond Interchanges – With the possible exception of the N. Scottsdale Road interchange, ROW can be secured at all interchanges along the corridor to accommodate future conversion of these interchange to DDIs. Conversions could be accomplished as development occurs and additional capacity is needed. Potential locations include: N. Tatum Boulevard; N. 56th Street; N. 64th Street; N. Hayden Road; and E. Princess Drive/N. Pima Road (Exhibit 31). DHOV Ramps – DHOV ramps can be constructed at any of the potential half-mile crossings, including: N. 52nd Street, N. 60th Street, N. 68th Street, N. 76th Street, and E. Union Hills Drive/E. Legacy Boulevard (Exhibit 32). Future DHOV ramp locations should include consideration for P&R lots in the corridor. DHOV ramps at either N. 68th Street or N. 76th Street would enhance access to the Scottsdale 101 and Chauncey Lane commercial concentrations and the Henkel (Dial) Headquarters. Similarly, P&R lots, along this segment of the corridor, would increase utilization of the HOV system connectors recently constructed at the SR-51/Piestewa Freeway system interchange. Now is the time to plan and secure ROW for these future improvements. Additional Crossings – Additional overcrossings can be constructed at any of the half-mile streets listed in the previous paragraph. Additional overcrossings, if deemed necessary or desirable relative to growth in the area, should be incorporated into future corridor development plans.
TECHNICAL MEMORANDUM APPENDIX-21 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
EXHIBIT 32 POTENTIAL DDI LOCATIONS ON LOOP 101/PIMA FREEWAY
DESERT RIDGE MARKETPLACE
ST
th N. Tatum Blvd
N. 56 N. St
4th N. 6
N. Pima Rd
E. Princess Dr N. Rd Hayden Image Sources: Bing Maps
EXHIBIT 31 Potential DHOV Locations at Existing Arterials on Loop 101/Pima Freeway
St
th St
th N. 52 N.
N. 60 N. St MAYO th
CLINIC St
N. 68 N. th N.Tatum Blvd N. 76 N.
St
REACH 11 N. Rd Hayden
th E. Legacy Blvd
SCOTTSDALE 101 & N. 56 N. CHAUNCEY LANE E. Union Hills Dr St REACH 11 th N. Scottsdale Rd N. 64 N. Image Source: Bing Maps
TECHNICAL MEMORANDUM APPENDIX-22 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Loop 101/Pima Freeway: East Princess Drive/North Pima Road to North Pima Road/North 90th Street – 5.5 Miles +/- Loop 101/Pima Freeway continues south as an elevated facility as it crosses the Hayden-Rhodes Aqueduct (CAP Canal), transitioning to a depressed facility south of E. Frank Lloyd Wright Boulevard to N. 90th Street/N. Pima Road. A TUDI has been constructed at E. Princess Drive/N. Pima Road. SPUIs have been constructed at E. Frank Lloyd Wright Boulevard, E. Raintree Drive, E. Cactus Road, and E. Shea Boulevard. North of E. Raintree Drive, there are one-way frontage roads along the east and west sides of the freeway that extend north to E. Princess Drive/North Pima Road. The southbound frontage road continues south of E. Raintree Drive on the west side of the freeway to E. Thunderbird Road, which does not have access to Loop 101. South of E. Shea Boulevard, two arterial roadway crossings are provided at E. Mountain Road (over) and E. Via Linda (under). North of E. Shea Boulevard, there is an arterial overcrossings E. Thunderbird Road and undercrossing at E. Bell Road. There are access ramps extending to the south side of E. Raintree Drive (a SPUI). Additional freeway access ramps connected with the frontage roads are located north of E. Raintree Drive and south of E. Frank Lloyd Wright Boulevard, with EXHIBIT 33 no access to either arterial. POTENTIAL DDI LOCATION AT E. CACTUS ROAD ON LOOP 101/PIMA Land use south of E. Thunderbird Road predominately is residential FREEWAY with the exception of commercial development along E. Shea Boulevard and the east side of the corridor south of E. Shea Boulevard. The North Scottsdale Healthcare Complex is located east of the corridor, on the south side of E. Shea Boulevard at N. 90th Street. North of E. Thunderbird Road, there is a significant concentration of commercial developments on the west side of the freeway, which is considered part of the Scottsdale Airpark development. Several physical features impact the road network within this segment of the corridor, including the 3.2- square-mile Scottsdale Municipal Airport and Hayden-Rhodes Aqueduct (CAP Canal). E. Cactus Rd Potential Improvements
St
Diverging Diamond Interchanges – Conversion of the SPUIs and th
diamond interchanges and frontage roads with slip ramps to DDIs is 90 N. not considered a reasonable option. However, the expansive footprint of the Cactus Road SPUI potentially could be re-configured as a DDI should traffic volumes warrant improvements and at this location (Exhibit 33). DHOV Ramps – There is the potential to construct DHOV ramps at Image Source: Bing Maps E. Bell Road and E. Mountain View Road (Exhibit 34). Ramps at E. Bell Road would improve access to the TPC, as well as the 356-acre WestWorld, Scottsdale’s Equestrian Center and special events venue. However, the tight spacing between the frontage road intersections (400 feet) and the south access ramps of the E. Princess Drive/N. Pima Road SPUI to the north could create operational issues. DHOV ramps at E. Mountain View Road would provide alternative access via N. 90th and N. 92nd streets to the North Scottsdale Healthcare Complex, the future Mustang Transit Center and Express Routes, and other major employers in the area east of Loop 101. Additional Crossings – Due to the lack of continuous east/west streets and other physical constraints, the potential for additional arterial crossings is limited. One location where an additional crossing could be considered is E. Sweetwater Avenue (Exhibit 35). However, there would be potential design issues, ROW constraints, and community impacts, because E. Sweetwater Avenue is a two-lane residential connector, the street is offset across the corridor, and there is an existing pedestrian/bicycle overcrossing connecting with a marked bike path to the west. Also, there is a major drainage channel paralleling the east side of the freeway.
TECHNICAL MEMORANDUM APPENDIX-23 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
EXHIBIT 34 POTENTIAL DHOV LOCATIONS AT EXISTING ARTERIALS ON LOOP 101/PIMA FREEWAY
E. Bell Rd LOOKING E. Mtn View Rd EAST
Image Source: Bing Maps
LOOKING LOOKING NORTH NORTH
Image Sources: Surface Photos from Google Earth; Aerial Photos from Bing Maps
Loop 101/Pima Freeway/: North th EXHIBIT 35 Pima Road/90 Street to “Red POTENTIAL OVERCROSSING AT E. SWEETWATER AVENUE ON LOOP 101/PIMA Mountain Stack” at Loop 202/Red FREEWAY Mountain Freeway – 9.0 Miles +/- Loop 101/Pima Freeway passes through the Salt River Pima-Maricopa Indian Community (SRPMIC) to a System Interchange with Loop 202/Red Mountain Freeway – “Red Mountain Stack,” which is E. Sweetwater Ave elevated over the Salt River. Arterial roads pass under the freeway with the facility being at-grade between interchanges, except for being elevated over the Arizona Canal between E. Indian Bend and E. Chaparral roads. A SPUI has been constructed at N. Pima Road/N. 90th Street. TUDIs are provided at the LOOKING LOOKING mile-road arterials to the south: E. Via De EAST WEST
Ventura, E. Indian Bend Road, Image Sources: Surface Photos and Aerial Photo from Google Earth E. McDonald Drive, E. Chaparral Road, E. Indian School Road, E. Thomas Road, E. McDowell Road, and E. McKellips Road. All roads, except E. McDonald Drive, continue east of Loop 101 into the SRPMIC Reservation. Four-lane segments extend for less than a mile east on E. Via De Ventura and E. Indian Bend to serve the Talking Stick Resort. E. Chaparral Road also has a short four-lane segment serving Scottsdale Community College (SCC). E. McDowell Road continues east as a four-lane facility to SR-87/N. Beeline Highway, and E. McKellips continues east as a four-lane roadway to SR-202/Red Mountain Freeway. E. Indian School and E. Thomas roads, four-lane roads west of Loop 101, continue to the east as two-lane facilities. There are no additional corridor crossings within this segment. Adjacent land uses are mostly residential west of N. Pima Road. However, the SRPMIC is actively promoting and developing the strip between N. Pima Road and the freeway with regionally-significant commercial and mixed-use
TECHNICAL MEMORANDUM APPENDIX-24 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY developments. The largest developments west of the freeway are: Salt River Fields at Talking Stick just south of E. Via de Ventura, serves as a spring training facility (Arizona Diamondbacks and Colorado Rockies) and multi-use entertainment venue; and Scottsdale Pavilions Shopping Center, which straddles E. Indian Bend Road. Although agriculture and scattered low-density residential development are the principal land uses east of the freeway, there also are developments of regional significance, including: Butterfly Wonderland; Talking Stick Resort and Casino; SCC. Potential Improvements EXHIBIT 36 POTENTIAL DDI LOCATION AT Diverging Diamond Interchanges – Conversion of TH N. PIMA ROAD/N. 90 STREET ON LOOP 101/PIMA FREEWAY the diamond interchanges is not recommended, due to the low volume of traffic on the arterials, which are not
St
continuous through the SRPMIC Reservation. th However, there is the potential to convert the SPUI at
N. 90 N. N. Pima Road/N. 90th Street to a DDI should interchange volumes and traffic along N. Pima Road/N. SALT RIVER 90th Street continue to increase (Exhibit 36). Although PIMA-MARICOPA the distance between the ramp terminals does not meet INDIAN RESERVATION the criterion for DDI, additional ROW is available adjacent to the interchange to allow spreading of the SCOTTSDALE ramp terminals. This interchange provides access to the North Scottsdale Healthcare Complex at Shea Boulevard via N. 90th Street and can be alternate access for Salt River Fields at Talking Stick.
N. Pima Rd Pima N. DHOV Ramps – DHOV ramps do not appear to be Image Source: Bing Maps warranted at this time. Additional Crossings – Additional crossings do not appear to be warranted. Additional crossings could be incorporated into future development.
Loop 101 – Price Freeway Loop 101/Price Freeway: “Red Mountain Stack” at Loop 202/Red Mountain Freeway to US-60/Superstition Freeway – 3.4 Miles +/- Loop 101/Price Freeway continues south from “Red Mountain Stack” over the Salt River, becoming a depressed facility south of E. Rio Salado Parkway (Tempe)/W. 8th Street (Mesa). It becomes elevated as it crosses over US-60/Superstitions Freeway. TUDIs are provided at the major mile-road arterials: E. Rio Salado Parkway (half-diamond - north only); W. University Drive (half-diamond - south only); W. Broadway Road; and E. Southern Avenue (half-diamond - north only). Loop 101 passes over E. Rio Salado Parkway as it descends from crossing over Loop 202/Red Mountain Freeway at the “Red Mountain Stack.” There are two additional crossings: E. Apache Boulevard (over) located between E. University Drive and E. Broadway Road; and, E. Orange Street/E. Victory Drive (over) located between E. Apache Boulevard and E. University Drive. E. Apache Boulevard is a continuous east/west arterial (the former US-60) that provides direct access to Downtown Tempe and the ASU Main Campus to the west and Downtown Mesa to the east (where it is named Main Street). METRO Light Rail runs in the median of E. Apache Boulevard. The interchanges and roadway crossings are interconnected by one-way frontage roads on both the east and west sides of the freeway. The UPRRs’ Phoenix Subdivision mainline crosses over the freeway one-quarter mile north of E. Broadway Road. Development along the corridor is mostly residential. North of E. University Drive, on the west side, there is significant light industrial/commercial development. Due to the residential development and the Tempe Canal, along the east side of the corridor, there are only a few continuous east/west collectors. Most local roads and collectors access the frontage roads. One of the largest P&R facilities on the METRO Light Rail system (693 covered and open parking spaces) has been constructed in the southeastern quadrant of the intersection of
TECHNICAL MEMORANDUM APPENDIX-25 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
E. Apache Boulevard and Loop 101. This lot can be accessed via two ingress/egress points: one on the northbound Loop 101 frontage road and the other a signalized intersection on E. Apache Boulevard. Potential Improvements Diverging Diamond Interchanges – Conversion of the diamond interchanges is not recommended, due to the one-way frontage roads along the corridor. DHOV Ramps – There would be limited benefit associated with providing additional DHOV access within this short freeway segment. EXHIBIT 37 Additional Crossings – The lack of continuous TH east/west roadways and access to adjacent land use POTENTIAL OVERCROSSING LOCATION AT E. 5 STREET ON LOOP 101/PRICE FREEWAY via the frontage roads reduces potential benefits that would be achieved from providing additional th E. Rio Salado Pkwy W. 8 St corridor crossings. One potential location is E. 5th Street, located between E. University Drive
and E. Rio Salado Parkway/W. 8th Street LOOKING (Exhibit 37). E. 5th Street provides access to EAST
commercial and industrial development on the S. Price Rd S. Price Rd west and residential developments and apartment MESA complexes on the east. The roadway, however, is E. 5th St slightly below the grade of Loop 101, which is descending into a depressed cross section to the TEMPE south. Elevating the roadway over Loop 101 potentially would require new ROW, likely result in some displacements, and change of access for several properties. The additional height required for an overcrossing would add to the complexity E. University Dr of creating a crossing at this location. Image Sources: Surface Photo from Google Earth; Aerial Photo from Bing Maps
Loop 101/Price Freeway: US-60/Superstition Freeway/ to Loop 202/Santan Freeway – 6.4 Miles +/- Loop 101/Price Freeway, south of its overcrossing of US-60/Superstition, is entirely depressed through this segment, becoming elevated at its system interchange with Loop 202/Santan Freeway. Between US-60/Superstition Freeway and the Western Canal, this freeway marks the boundary between Tempe on the west and Mesa on the east. South of the canal to a point one-half way between Warner and Ray roads, it is the boundary between Tempe on the east and Chandler on the west. South of this point, it is wholly within Chandler. This segment includes TUDIs at the major mile-road arterials: W. Baseline Rd (half-diamond - south only); W. Guadalupe Road (SPUI); W. Elliot Road; W. Warner Road; W. Ray Road; W. Chandler Boulevard (half-diamond - north only). There are additional vehicle overcrossings at the following locations: Western Canal Access Road, between E/W Guadalupe Road and E/W Elliot Road; E. Conference Drive, between E/W Elliot Road and E/W Warner Road; and W. Frye Road, between W. Chandler Boulevard and Loop 202/Santan Freeway. A multi-use overcrossing – Sun Circle Trail Pedestrian/Bicycle Facility (also referred to as the Western Canal Trail) – is located directly north of the Western Canal vehicle overcrossing. W. Frye Road provides direct access to Chandler Fashion Center west of the freeway. E. Conference Drive provides direct access to Arizona State University (ASU) Research Park also on the west side of the freeway. The interchanges and arterial crossings are interconnected by one-way frontage roads on both the east and west sides of the freeway. There is extensive regionally-significant commercial and industrial development along the both sides of the freeway south of Chandler Boulevard. North of Chandler Boulevard, adjacent development predominately is residential with the exception of the ASU Research Park. Within the residential developments along the corridor, there are few continuous east/west collectors and only a few of the collectors access the frontage roads. TECHNICAL MEMORANDUM APPENDIX-26 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Potential Improvements Diverging Diamond Interchanges – Conversion of the diamond interchanges is not recommended, due to the one-way frontage roads along both sides of the freeway. DHOV Ramps – Adjacent residential development, lack of continuous east/west roadways, and limited access onto the frontage roads constrains the potential for DHOV ramps in this segment of Lop 101/Price Freeway. Two potential locations are: E. Conference Drive and W. Frye Road (Exhibit 38). Both locations have potential operational issues, due to the tight spacing of the frontage road intersections (460 feet and 300 feet respectively). The W. Frye Road DHOV ramps would be provided to and from the north only, due to the proximity of Loop 202/Santan Freeway to the south.
EXHIBIT 39 POTENTIAL DHOV LOCATIONS AT EXISTING OVERCROSSINGS ON LOOP 101/PRICE FREEWAY
ARIZONA CHANDLER STATE FASHION UNIVERSITY CENTER RESEARCH PARK W. Frye Rd
E. Conference Dr
CHANDLER TEMPE
Ramps to/from Loop 202/Santan Fwy
Image Source: Bing Maps
EXHIBIT 38 Additional Crossings – The lack of continuous POTENTIAL OVERCROSSING AT W. GALVESTON STREET ON east/west roadways and limited access to the frontage LOOP 101/PRICE FREEWAY roads reduces the benefits that would be achieved by providing additional corridor crossings. One potential overcrossing location is W. Galveston Street, located 0.5 miles north of Chandler Boulevard (Exhibit 39). On the west, this roadway intersects with N. Federal Street, a LOOKING continuous north/south street that provides access to EAST the apartment complexes and residential subdivisions W. Galveston St along the west of the corridor and would provide LOOKING alternate access to the Chandler Fashion Center and the WEST commercial developments along Chandler Boulevard. One potential issue is that W. Galveston Street extends to the east as a two-lane residential collector with bike lanes. Image Sources: Surface Photos from Google Earth; Aerial Photo from Bing Maps
TECHNICAL MEMORANDUM APPENDIX-27 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
Loop 202 – Red Mountain Freeway Loop 202/Red Mountain: “Mini Stack” at SR-51/Piestewa Freeway to SR-143/Hohokam Freeway – 3.2 Miles +/- Access to the corridor in this segment of Loop 202 includes: a split diamond between N. 44th Street and N. 40th Street, a SPUI at N. 44th Street, and SPUIs at N. 32nd Street and N. 24th Street. Access to Loop 202 is spaced at one-mile intervals. There are no additional corridor crossings in this segment of the corridor. The freeway mainline is elevated, on embankment, throughout this segment. Directional ramps provide access to/from SR-143 north to E. 48th Street and south to Sky Harbor Airport and I-10 Maricopa Freeway. Residential developments line both sides of the corridor. However, there are two large undeveloped parcels situated north and south of the freeway west of N. 40th Street. There is extensive commercial development along N. 44th Street, south of the corridor. There are several major developments along the corridor including: GateWay Community College located one-half mile to the south along N. 40th Street; Celebrity Theatre located one-half mile to the south on N. 32nd Street; and Maricopa Medical Center located one-quarter mile to the south on E. Roosevelt Street east of N. 24th Street. The local roadway network to the south is affected by the UPRR and Sky Harbor Airport. The Grand Canal passes under the mainline on a northwest-by-southeast orientation one-quarter mile east of N. 32nd Street. Potential Improvements EXHIBIT 40 ND Diverging Diamond Interchanges – There is additional POTENTIAL DDI LOCATION AT N. 32 STREET ON ROW available adjacent to the corridor at N. 32nd Street, LOOP 202/RED MOUNTAIN FREEWAY which potentially would allow the SPUI to be reconfigured as a DDI (Exhibit 40).
St DHOV Ramps – There are two potential locations that
nd could be considered for DHOV ramps (Exhibit 41). The th
N. 32 N. first potential location is at N. 28 Street. DHOV ramps at Grand Canal this location would provide alternate access to Maricopa Medical Center. However, there are several sections of N. 28th Street that would need to be widened. Additional drawbacks include potential construction issues of an undercrossing or elevated overcrossing at this location and increasing traffic through a residential neighborhood and potential resulting in property takings. The second location is Image Source: Bing Maps extension of N. 38th Street through the undeveloped parcels west of N. 40th Street. The biggest benefit of this location is the DHOV ramps could be incorporated in future development plans of the parcel on the south side of the freeway, and the mainline is near grade at this location. DHOV ramps at this location would provide alternate access to existing and future commercial developments along N. 40th Street and N. 44th Street, as well as the E. Washington Street corridor. Additional Crossings – The locations for DHOV ramps, discussed in the paragraph above, should also be considered as potential overcrossing locations. Loop 202/Red Mountain Freeway: SR-143/Hohokam Expressway to “Red Mountain Stack” at Loop 101/Price-Pima Freeways – 5.6 miles +/- The design of this segment of the corridor is constrained by the Salt River, Grand Canal, UPRR, and Papago Park. Access to the corridor includes: directional ramps to/from N. 52nd Street (west only); a half-diamond to the east of E. Van Buren Street with ramps to/from N. 52nd Street; directional ramps to/from E. Sky Harbor Boulevard and Sky Harbor Airport; a split-diamond interchange between N. Center Parkway and N. Priest Drive; a SPUI at N. Scottsdale Road; and a half diamond to the west at N. McClintock Drive. Interchanges are spaced at one-mile intervals, with the exception of a 1.5-mile separation between the N. Scottsdale Road and N. Center Parkway.
TECHNICAL MEMORANDUM APPENDIX-28 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
EXHIBIT 41 POTENTIAL DHOV RAMP AND/OR ARTERIAL CROSSING LOCATIONS ON LOOP 202/RED MOUNTAIN FREEWAY
LOOKING E. McDowell Rd
SOUTH St
th N. 38 N.
St LOOKING th NORTH N. 28 N.
St
th
Grand 40 N. Canal
LOOKING NORTH
Image Sources: Surface Photos from Google Earth; Aerial Photos from Bing Maps
Additional corridor crossings are provided at: N. 48th Street (under); E. Washington Street (under); N. Mill Avenue (under); E. Gilbert Drive/E. Tempe Town Lake (under); and N. Miller Road/E. Playa del Norte Drive (under). The METRO Light Rail line operates in the median of E. Washington Street (Phoenix)/W. Washington Street (Tempe) in this segment of the corridor. The UPRR and Grand Canal run along the north side of the freeway between the N. 52nd Street alignment and just west of Mill Avenue. The UPRR turns south under the freeway, crosses the Salt River, and continues through downtown Tempe. The Grand Canal originates at a Salt River Project (SRP) facility on the north side of W. Washington Street west of N. Mill Avenue. The METRO Light Rail also crosses under Loop 202 approximately 400 feet west of N. Mill Avenue on a new bridge that parallels the UPRR Bridge. The UPRR and Grand Canal pass under the N. Priest Drive and then the freeway mainline at the N. 52nd Street alignment. In addition, N. Lake View Road loops under the freeway with access points on W. Washington Street east and west of N. Mill Avenue. Numerous regional attractions are accessed by way of this freeway corridor, including: Sky Harbor Airport, Rolling Hills Golf Course, Phoenix Zoo, Desert Botanical Gardens, Papago Park, and Papago Municipal Golf Course, Phoenix Municipal Stadium, SRP Industrial Park, Downtown Tempe, Tempe Beach Park, Tempe Town Lake, ASU Main Campus and Sun Devil Stadium, Tempe Marketplace, and South Scottsdale. There are several residential developments on both sides of the mainline east of SR-143, but commercial and light industrial land uses generally characterize abutting property, including the METRO Light Rail Yard and Shop (Y&S), which is accessed from E. Washington Street via S. 48th Street. The LRT vehicles access the site from the median of W. Washington Street via an exclusive guideway along the western side of the freeway embankment. The Salt River and Tempe Town Lake separate the freeway corridor from Downtown Tempe and the ASU Campus. Potential Improvements Diverging Diamond Interchanges – While intersection spacing at the N. Priest Drive interchange meets the minimum criteria, the required through movement eliminates this interchange from consideration. Other
TECHNICAL MEMORANDUM APPENDIX-29 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY interchanges along the corridor were eliminated from consideration, due to the restrictive ROW at the ramp terminal intersections. DHOV Ramps – DHOV ramps potentially can EXHIBIT 42 be constructed at N. Center Parkway POTENTIAL DHOV RAMPS AT N. CENTER PARKWAY ON (Exhibit 42). However, DHOV ramps at this LOOP 202/RED MOUNTAIN FREEWAY location would be beneficial only with extension of N. Center Parkway across the Salt River to Rio Salado Parkway. Extension across the Salt River Parkway N. Center Center N. to S. Hardy Drive would improve access to the Tempe Center for the Arts, as well as Downtown Tempe and the ASU Campus. However, LOOKING proximity of the N. Center Parkway alignment to SOUTH the west dam of Tempe Town Lake, the presence Salt River of the Tempe Center of the Arts parking area on Potential Tempe Town the south bank of the Salt River, and the need for Connection Lake a new bridge across the river makes this option difficult to implement. TEMPE CENTER Additional Crossings – No additional corridor FOR THE ARTS crossings have been identified. Rio Salado Parkway
S. Dr Hardy Image Sources: Aerial Photo and Surface Photo from Bing Maps
Loop 202 – Santan Freeway Loop 202/Santan Freeway: Loop 101/Price Freeway to “Pecos Stack” at I-10/Maricopa Freeway – 4.6 Miles +/- Diamond interchanges are provided at S. McClintock Drive (half-diamond-west only) and S. Kyrene Road. These two service interchanges are separated by two miles. S. Chandler Village Drive passes over Loop 202 at the east end of this segment, and S. 56th Street passes under the freeway on the west end. Frontage roads on the north and south sides of the freeway connect S. Chandler Village Drive with the ramps of the S. McClintock Drive half-diamond interchange. On the north side, commercial/light industrial developments exist at the ends of the segment and residential developments are in the middle. The south side of Loop 202 borders the Gila River Indian Reservation. Commercial/industrial land uses are located in the southeast quadrant of the Loop 202/ I-10 system interchange. There are two major attractions along the corridor: Chandler Fashion Center in the northwest quadrant of the Loop 101/Loop 202 system interchange and Lone Butte Casino on the south side of the S. Kyrene Road Interchange. The Gila Ditch passes under the freeway mainline one-half mile west of S. Kyrene Road. A UPRR rail spur passes under the freeway along the east side of S. 56th Street. Potential Improvements Diverging Diamond Interchanges – Through movements at the interchanges are minimal, so additional operation and capacity improvements are not required. DHOV Ramps – DHOV ramps at Chandler Village Drive would enhance access to the Chandler Fashion Center and, potentially, the Gila River Indian Reservation to the south (Exhibit 43). An operational issue is the close spacing (380 feet) between the frontage road intersections. Additional Crossings – No additional corridor crossings are suitable for consideration in this segment.
TECHNICAL MEMORANDUM APPENDIX-30 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
EXHIBIT 43 State Route 143 – Hohokam POTENTIAL DHOV RAMPS AT S. CHANDLER VILLAGE DRIVE ON Expressway LOOP 202/SANTAN FREEWAY SR-143/Hohokam Expressway: Loop 202/Red Mountain Freeway to I- CHANDLER FASHION 10/Maricopa Freeway – 4.0 Miles +/- CENTER The SR-143/Hohokam Expressway provides a Village Dr S. Chandler S. Chandler vital north-south connection between LOOKING NORTH I-10/Maricopa Freeway and Loop 202/Red Mountain Freeway, as well as providing direct access to Sky Harbor Airport from the north and LOOKING south. At the south end, the Hohokam SOUTH th GILA RIVER INDIAN Expressway transitions into S. 48 Street with a RESERVATION signalized intersection at the eastbound off-ramp Image Sources: Aerial and Surface Photos from Bing Maps terminal south of I-10. The partial cloverleaf (ParClo) interchange (southwest quadrant) facilitates direct access to eastbound I-10, but the interchange does not provide access from northbound S. 48th Street to westbound I-10, northbound S. 48th Street to eastbound I-10, or westbound I-10 to southbound S. 48th Street. The latter two movements are accommodated at the I-10/Broadway Road interchange on the “Broadway Curve” (see Exhibit 11, under I-10 – Maricopa Freeway). Slip ramps accommodate a westbound I-10 to northbound SR-143 movement and a southbound SR-143 to westbound I-10 movement. A third slip ramp starting south of W. Broadway Road provides access to northbound SR-143 from westbound I-10. North of I-10, recent construction of a westbound to southbound flyover of E. Sky Harbor Boulevard at the SR-143 interchange modified access to and from SR-143. Construction of this flyover connects Loop 202/Red Mountain Freeway with I-10/Maricopa Freeway via the Hohokam Expressway. With the existing westbound-to-southbound flyover, the Hohokam Expressway is fully connected with Loop 202/Red Mountain Freeway to/from the east. In addition, two other ramps were constructed. One connects southbound SR-143 to E. Sky Harbor Boulevard and Sky Harbor Airport. The second connects E. Sky Harbor Boulevard to southbound SR-143. The westbound to northbound movement from E. Sky Harbor Boulevard to SR-143 is not accommodated within this interchange. This interchange improvement now fully integrates E. Sky Harbor Boulevard with the modified “Y” interchange at Loop 202, which provides access to/from the west only. The north terminus of the Hohokam Expressway is at a signalized ꞌTꞌ intersection at E. McDowell Road. In addition, SPUI’s at E. University Drive and E. Washington Street provide access to east-west arterials. The north ramps of the E. Washington Street SPUI provide access to Loop 202 to/from the west only. The Tempe/Mesa leg of the METRO Light Rail system utilizes the median of E. Washington Street. The only additional crossing of the SR-143 corridor is E. Van Buren Street, which goes under Loop 202 and the north ramps of the E. Washington Street SPUI. The Hohokam Expressway crosses the Salt River, passes just to the east of Sky Harbor Airport and crosses over the Grand Canal. The south end of the corridor is a major light industrial zone in the City of Tempe. The portion of the corridor directly north of the Salt River includes Phoenix Sky Harbor Airport on the west side and the METRO Light Rail Y&S on the east side. North of these facilities, the corridor passes through commercial and light industrial developments, transitioning north of E. Van Buren Street to a mix of single-family and multi-family residential along the east side and a mix of commercial and high-density residential on the west side. The north end of the corridor is predominantly residential. Potential Improvements Diverging Diamond Interchanges – Conversion of the SPUIs at E. University Drive and E. Washington Street to DDIs is not recommended, due to restrictive ROW at these locations.
TECHNICAL MEMORANDUM APPENDIX-31 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES
CENTRAL PHOENIX TRANSPORTATION FRAMEWORK STUDY
DHOV Ramps – Currently, HOV lanes are not provided along the SR-143 corridor, and it is unlikely that they would be implemented, due to the short length of the corridor and the potential impacts and cost of providing HOV connectors at the I-10/Maricopa Freeway and Loop 202/Red Mountain Freeway interchanges. Additional Crossings – Frontage roads along Loop 202/Red Mountain Freeway, connecting N. 48th Street with the SPUI at N. 44th Street, would improve local access and circulation. However, the potential cost, impacts, and design challenges associated with constructing frontage roads at this location appear to outweigh the benefits. No additional crossings of the corridor are recommended.
TECHNICAL MEMORANDUM APPENDIX-32 ASSESSMENT OF ALTERNATIVE IMPROVEMENT STRATEGIES