GRACE NEAL PARKWAY DESIGN CONCEPT REPORT Stockton HIll Road to SR-66 BANK STREET ASSESSMENT Northern Avenue to Grace Neal Parkway GRACE NEAL PARKWAY B SH D OA LR THOMPSON AVENUE M O H AV E SR W A HIL STREET ON KT JAGERSON AVE C -6 6 OC ST BANK A A NORTHERN AVENUE 4602 E. Elwood Street, Suite 16 Phoenix, AZ 85040 Ph: 602-437-3733 Fx: 480-858-0204 PROPOSED GRACE NEAL PARKWAY PROPOSED STORM CHANNEL PROPOSED BANK STREET EXISTING BANK STREET EXISTING POWER LINES EXISTING NATURAL WASH A PROPOSED SIGNALED INTERSECTION B PROPOSED BRIDGE C EXISTING SIGNALED INTERSECTION April 30, 2007 TABLE OF CONTENTS INTRODUCTION PAGE PROJECT LOCATION…………………………………………. 1 PURPOSE AND NEED.…………………………………………. 1 PROPOSED IMPROVEMENTS.………………………………. 1 JURISDICTION…………………………………………………. 2 BACKGROUND CONSIDERATIONS EXISTING ROADWAY…………………………………………. 2 EXISTING DRAINAGE…………………………………………. 2 FEMA FLOODPLAINS…………………………………………. 2 EXISTING ROADWAY PROFILE……………………………. 3 EXISTING SURFACE…………………………………………... 3 EXISTING SUBSURFACE CONDITIONS………………...…. 3 PLANNED ADJACENT PROJECTS AND LAND USE.…….. 3 PROPERTY OWNERSHIP …..………………………………... 5 EXISTING UTILITIES ………………………………….……... 5 TRAFFIC ………………………………………………………... 7 FUTURE TRAFFIC………………………………………........... 8 TRAFFIC SIGNALS…………………………………...….…….. 10 ENVIRONMENTAL CONDITIONS…………………………... 10 IMPACT FEES ASSESSMENT………………………………… 10 DESIGN CRITERIA ……………………………..………………..…...... 12 RECOMMENDATIONS CONCEPTUAL ROADWAY SCOPE………………………...... 13 CONCEPTUAL DRAINAGE SCOPE………………………..... 13 CONCEPTUAL TRAFFIC SCOPE…………………………..... 15 CONCEPTUAL CONSTRUCTION SCOPE………………...... 15 CONCEPTUAL UTILITY SCOPE…………………………...... 16 PAVEMENT ISSUES……………………………………..……... 16 LIGHTING SCOPE…………………………………..………...... 16 TRAFFIC SIGNALS …………………………………….…….... 16 MOHAVE WASH BRIDGE SCOPE…………………………... 16 RIGHT OF WAY SCOPE………………………….………….... 17 CONCEPTUAL COST ESTIMATE…………………………..... 18 PAGE RIGHT-OF-WAY ISSUES……………………………….……... 21 UTILITY ISSUES………………………………………………... 22 SETTLEMENT ISSUES……………………….………………... 22 LANDSCAPING ISSUES……………………………………...... 22 SIDEWALK ISSUES…………………………..………………... 22 BIKE LANE ISSUES…………………………..………………... 22 BUS BAY LOCATION ISSUES………………………………... 22 EXHIBITS EXISTING RIGHT-OF-WAY …………..……………………… 23 CROSS SECTIONS……………………………………………... 27 MOHAVE WASH BRIDGE EXHIBIT…………………………. 35 PLAN VIEW LAYOUT…………………………………………. 37 APPENDIX DRAINAGE SUMMARY………………………………………. A 100 YEAR DISCHARGE……………………………………… A1 GRACE NEAL PKWY CHANNEL EXHIBIT………………… A2 CHANNEL DESIGN OPTIONS………………………………… A3 NOAA ATLAS 14 PRECIPITATION FREQUENCY DATA….A4 FEMA FLOOD PLAIN MAPS…………………………………. A5 FLOWMASTER CALCULATIONS…………………………… A6 JAGERSON AVE CHANNEL CALCULATIONS…………….. A7 UPDATED HEC-1 FILE…………………………...………….. ... A8 SWTE TRAFFIC IMPACT STUDY …………………………… B1 PHASE I ENVIRONMENTAL SITE ASSESSMENT………… D1 GEOTECHNICAL REPORT…………………………………… E1 SOILS MAP ……………………………………………………… E2 CONSTRUCTION/DESIGN ISSUES ROADWAY ISSUES……………………………………….......... 21 DRAINAGE ISSUES………………………………………......... 21 OFF-SITE IMPACTS………………………………………........ 21 May 11, 2007 GRACE NEAL DCR FINAL DRAFT PROPOSED IMPROVEMENTS: MOHAVE COUNTY GRACE NEAL PARKWAY The design concept report discusses of creating a new arterial roadway providing safety and convenience for vehicular traffic and pedestrians. Although Grace Neal is referred to as a parkway, its designation for design is arterial. Grace Neal Parkway will become a 4-lane urban arterial corridor with curbs and dual sidewalks as well as a 15 foot landscaped median. It will also be bordered with a drainage canal conveying intercepted runoff into Mohave Wash. Right-of-way acquisition will be a major portion of preliminary analysis as current dedication differs along the corridor. DESIGN CONCEPT REPORT BANK STREET ASSESSMENT Future Bank Street improvements will include extending the pavement north of Jagerson Avenue and widening to include two travel lanes in each direction and sidewalks. Drainage improvements, culverts, and channels will be included in the project as well. Major utilities may have to be relocated. Right-of-way acquisitions are necessary as well as significant coordination between many government agencies and private development groups. FROM NORTHERN AVE TO GRACE NEAL PARKWAY INTRODUCTION PROJECT LOCATION: Grace Neal Parkway and Bank Street are located in the northern Kingman area partially outside of the Kingman city limits, as shown in Figure 1. Bank Street Grace Neal Parkway is approximately 5 miles in length. The study limits for Grace Neal Parkway are from Stockton Hill Road (west boundary) to State Route 66 (east boundary). The existing right-of-way along this section of road ranges from 0 to 100 feet per Mohave County Assessor Maps. Grace Neal Parkway is bordered on the north and south by mostly vacant land. The project length of Bank Street is approximately 1.5 miles and extends from Northern Avenue north to Grace Neal Parkway. Bank Street is fully developed on both sides from Northern Avenue to Jagerson Avenue. PURPOSE AND NEED: The proposed improvements to Grace Neal Parkway are required to provide additional vehicular and pedestrian access to a rapidly developing area. In addition, the proposed parkway will connect Stockton Hill Road and Route 66 more efficiently than the current roadway layout. There is also need to mitigate flooding hazards by intercepting flow crossing Grace Neal Parkway and conveying the flow to Mohave Wash. The proposed improvements to Bank Street are intended to accommodate the additional vehicle movements generated by the proposed developments to the north. These recommendations will improve operational efficiency, safety, and functional use of the roadway during storm events. Figure 1-Project Location in Kingman, Arizona May 11, 2007 GRACE NEAL DCR FINAL DRAFT 1 JURISDICTION: access to a small park on the Northeast corner of the intersection of Jagerson Avenue and Bank Street. There are no current plans for development to the east. The improvement project resides within Mohave County jurisdiction. The proposed Grace Neal Parkway right-of-way lies within Kingman city limits from Stockton Hill Road to the west section line of section 19. The right-of-way then follows the city limits along the mid-section line to the east section line of section 20. The remaining right-of-way to SR66 is outside the City of Kingman. The studied section of Bank Street is completely outside of city limits and controlled by Mohave County. The Arizona Department of Transportation has jurisdiction of the projected intersection of Grace Neal and Route 66. Extensive intergovernmental coordination will be necessary between these agencies for this project. BACKGROUND CONSIDERATIONS Grace Neal Parkway The existing drainage patterns along the Grace Neal Parkway alignment from Stockton Hill Road to Mohave Wash are from the northwest to southeast ultimately discharging into Mohave Wash. There are several washes that intersect Grace Neal Parkway. Currently, these washes are crossing the unimproved earth road of Grace Neal Parkway. Some are then intersected by the existing ditch along the westbound side of Jagerson Avenue and discharged into Mohave Wash. Others discharge directly into Mohave Wash. The next section of the Grace Neal Parkway alignment from Mohave Wash to State Route 66 has existing drainage patterns from the southeast to northwest toward Mohave Wash. Currently, several washes cross the unimproved earth road of Grace Neal Parkway and discharge directly into Mohave Wash. EXISTING ROADWAY: Grace Neal Parkway Grace Neal Parkway currently is a two lane unimproved earth road extending from Stockton Hill Road to the Mohave Airport Drive intersection at Highway Route 66. The alignment follows the center section line from section 19 to western half of section 22, with curves at both ends to meet State Route 66 and Stockton Hill Road at right angles. The right of way, where present, is asymmetric along the road as power poles line the south side edge from Bank Street to the intersection with State Route 66. Grace Neal also crosses into and out of several washes with loose soil, the largest being Mohave Wash near the Route 66 intersection. The land on both sides of Grace Neal Parkway is mostly unimproved, although several subdivisions are being developed at the western side of the intersection of Bank St and Grace Neal, and another near the township 17 line and section 19 named Eagle View. In the City of Kingman General Plan 2020, the area north of Jagerson Avenue is listed as a Third Tier Growth Area, mainly due to the lack of existing infrastructure and development. More utility infrastructure has been introduced to this area recently due to planned developments, faster than was anticipated in the Kingman General Plan. Further improvements are expected in the area as well. Bank Street The studied portion of Bank Street for this report extends from Northern Avenue to Grace Neal Parkway. The roadway from the intersection at Northern Avenue northward to Jagerson Avenue is a two lane paved roadway with no curb, gutter, or sidewalk. The posted speed limit is 35 mph. The Jagerson Avenue intersection is controlled by a 2 way STOP sign on Bank Street. Beyond Jagerson Avenue to the north, halfstreet improvements halve been recently completed along the Cerbat Vistas Subdivision for an approximate length of 800 feet and terminating at the northern perimeter of the Cerbat Vista Phase A subdivision. The remaining portion of Bank Street is unpaved. Both sides of Bank Street are fully developed south of Jagerson Avenue. The proposed Cerbat Vista Subdivision is located along the west side of Bank Street from Jagerson Avenue to Grace Neal Parkway. The eastern side of the road has little development except for a City of Kingman pumping facility and the May 11, 2007 EXISTING DRAINAGE: Grace Neal Parkway is within the Kingman Area Master Drainage Plan Update (AMPDU), Mohave County, Arizona. Brooks has obtained updates through June 2000. The U.S. Army Corps of Engineers HEC-1 model was obtained from the Mohave County. The model is then modified with the latest precipitation frequency from NOAA ATLAS 14 (See Appendix A4). The results of the updated HEC-1 have been provided in the Appendix A8. It was then used to design the proposed drainage channel along the westbound side of Grace Neal Parkway from Mohave Wash to Stockton Hill Road. It also was used to design the channel along the eastbound direction of Grace Neal Parkway from Mohave Wash to State Route 66 and the drainage condition along Bank Street from Grace Neal Parkway to Jagerson Avenue. Appendix A2 shows the location and the discharge into the channel based on the HEC-1 model results. Bank Street Two artificial drainage channels cross Bank Street and flow from west to east, draining a large development area. Butler Wash crosses Bank Street between McVicar Avenue and Suffock Avenue. Bull Mountain Wash crosses between Devlin and John L. Avenues. The drainage along Bank Street from Grace Neal Parkway to Jagerson Avenue is managed into the shallow ditch along the western edge of Bank Street. The ditch directs the flow southerly into an existing channel along the north side of Jagerson Avenue. The flow continues through an existing 60” CMP culvert at Bank Street through the open channel to Mohave Wash. The overflow during storm events from the Jagerson channel crosses overtops Bank Street to the adjacent park and the downstream channel. FEMA FLOODPLAINS: Grace Neal Parkway Grace Neal Parkway crosses Flood Zone B and C at varying intervals and Flood Zone AH where it crosses Mohave Wash. This information was obtained from the Flood Insurance Rate Map (FIRM), Panel number 2165 of 3450, Map Number 040058-2165C, dated March 1, 1983 and Panel number 2170 of 3450, Map Number 040058-2170B, dated March 15, 1982, published by Federal Emergency Management Agency GRACE NEAL DCR FINAL DRAFT 2 (FEMA). Flood Zone B is an area between the limits of the 100 year and 500 year flood event, or subject to less than 1 foot of flooding in a 100-year event. Zone C is an area of minimal flooding. Zone AH is an area of 100-year shallow flooding with a constant water-surface elevation (usually areas of ponding) where average depths are between 1 and 3 feet. Appendix A5 shows the location of the site on the FEMA map. This roadway area generally drains from northwest to southeast until meeting Mohave Wash. There are several washes that intersect Grace Neal Parkway. Currently, these washes are crossing the unimproved earth road of Grace Neal Parkway. Some are then intersected by the existing ditch along the westbound side of Jagerson Avenue and discharged into Mohave Wash. Others discharge directly into it. From there, Mohave Wash drains north to Red Lake. The project crosses FEMA Flood Zones B and C at varying intervals, and zone AH where it crosses Mohave Wash. Zone AH is the flood insurance rate zone that corresponds to the areas of 100-year shallow flooding with a constant water-surface elevation (usually areas of ponding) where average depths are between 1 and 3 feet. The base flood elevations derived from the detailed hydraulic analyses are shown at selected intervals within this zone. The FEMA floodplain map is included in Appendix A5. Bank Street FEMA classifies the intersections with Bank Street and both Butler and Bull Mountain Wash as Flood Zone A. Bank Street crosses another Flood Zone A at Jagerson Avenue, with the remainder of the project area in Zones B and C. EXISTING ROADWAY PROFILE: Grace Neal Parkway The existing roadway profile conforms to the natural ground indentations. Falling at a fairly constant slope from west to east, it occasionally dips down as it crosses natural washes. After crossing Mohave Wash the elevation increases until matching with Highway Route 66. Without any improvements, the roadway becomes impassable during storm events as water flows cross the road. Bank Street It appears that the paved section of Bank Street within the project limits slopes downward to the south with an almost constant grade. The unpaved section north of Jagerson Avenue is rough graded but mostly follows the natural ground elevations. The roadway is slightly higher than the surrounding land surfaces. Along most of the road, the surface soil from adjacent properties blends in with the edge of the pavement. It appears as though water may cross the road during severe storm events at the wash crossings. EXISTING SURFACE: Grace Neal Parkway The existing surface is mostly vehicle compacted bare soil, changing to granular alluvial soil in the washes with occasional vegetative cover. Near the intersection with Highway Route 66 the roadway appears to have been rough graded and machine compacted. May 11, 2007 Bank Street The existing surface of Bank Street is asphalt pavement from Jagerson Avenue to Northern Avenue. North of Jagerson Avenue, the surface consists of compacted soil, with improvements underway by Cerbat Vista developers adjacent to their development. EXISTING SUBSURFACE CONDITIONS: Grace Neal Parkway The existing subsoil consist of silty and clayey sands with small amounts of gravel and varying degrees of calcareous cementation at 15 feet below grade, generally favorable for the support of new pavement construction. Groundwater is not expected to be a factor in the construction or design of the roadway. Bank Street A subsurface geotechnical investigation of Bank Street was not included as part of the scope of this DCR. PLANNED ADJACENT PROJECTS AND LAND USE: Grace Neal Parkway Subdivisions currently planned adjacent to Grace Neal Parkway include: 1. Eagle View 2. Prairie Heights Estates 3. Cerbat Vistas 4. (Proposed) An excerpt from the Mohave County General Plan (revised August, 2005) is shown in Figure 2. The land bordering Grace Neal Parkway is mainly planned for suburban residential development and planned urban residential development. The known proposed residential projects lie within the low density residential zone. Special attention is given to the designated urban land use area, where currently several unpaved roads exist. More intersections at Grace Neal Parkway are necessary for access to this area. Assuming this area develops as planned, Grace Neal Parkway will be used extensively as an arterial roadway providing access to major north-south thoroughfares in Stockton Hill Road, Bank Street, and State Route 66. The intersection of State Route 66 at Mohave Airport Drive represents the eastern terminus of Grace Neal Parkway, thus this roadway may service local truck traffic generated by commercial/industrial land uses within the Kingman Airport Industrial Park. Bank Street Land adjacent to Bank Street has been completely built out south of Jagerson Avenue to Northern Avenue. No additional construction is expected along this corridor. Further construction is expected within the Cerbat Vista Subdivision on the western edge of Bank Street north of Jagerson Avenue. This area currently is receiving half-street improvements. The eastern half borders a public park, city utility substation, and private property. There are currently no plans for additional improvements other than utility infrastructure placement. GRACE NEAL DCR FINAL DRAFT 3 EAGLE VIEW PROPOSED PRAIRIE HEIGHTS Grace Neal Parkway CERBAT VISTA Figure 2- Mohave County General Plan for the Kingman Area May 11, 2007 GRACE NEAL DCR FINAL DRAFT 4 PROPERTY OWNERSHIP: EXISTING UTILITIES: Table 1 shows property ownership adjacent to Grace Neal Parkway as recorded in maps obtained from the county. Acquisition of more right-of-way will be required for Grace Neal Parkway in some locations. Information is expected to change in the near future as subdivision development continues and lots are subdivided. The following Table 2 shows known utilities in the area. The most extensive coordination is required with Unisource Energy, with 69 kV overhead lines running parallel with Grace Neal Parkway from Bank Street eastward to the SR 66 intersection, and several 12.5 kV lines also crossing at various points. Unisource Energy has stated that they currently do not have the ability to underground their high voltage power lines. Therefore, pole relocation will be necessary at areas of conflict. Water and sewer line locations were provided from the City of Kingman. Other utilities, such as cable and telephone, were not reported in the area at the time this report was written. Locations of existing utilities are shown on Figure 3. Conflicts discovered are included in Table 3. Additional conflicts may be found with utilities that have not yet provided information or are part of ongoing development construction. Table 1-Grace Neal Parkway-Adjacent Property Information Assessor # 310-15-003 310-15-012 310-15-011 unassigned 310-15-013 310-01-067 310-01-065 310-01-085 310-01-082 310-01-081 310-01-083 310-01-084 310-26-042 310-26-044 310-26-026 310-26-027 310-26-025 310-26-028 310-26-001 310-26-033 310-26-009 310-26-032 330-01-057 330-01-056 R/W R/W From Sta To Sta Owner Side Easement Both 275+00 277+50 0' Hafkey Tommy Ernest South 222+74 275+00 42'-84' Hafkey Tommy Ernest North 249+00 259+26 0' FATCO TR 4451A North 117+03 169+90 0' AZ State Trust Land North 222+74 249+00 42' FATCO TR 4451/TRUST DEPT South 196+32 222+74 35' Hafley Leonard Edward North 196+32 222+74 35' FATCO TR 4451 North 169+90 196+32 50' Neal John Tracy South 169+90 196+32 50 DBA Development LLC South 165+23 169+90 50 City of Kingman South 121+69 165+23 50 Arnold Investment Corp South 117+03 121+69 35.3 Arnold Investment Corp South 90+71 117+03 40' to be added Hualapai Development LLC North 90+71 117+03 100' Prairie Heights Estates LLLP North 77+74 90+71 100' Bruno Lee/Schritter Jay/Short James South 77+74 90+71 0' Bruno Lee/Schritter Jay/Short James North 64+44 77+74 100' Bruno Lee/Schritter Jay/Short James South 73+79 77+74 0' Bruno Lee/Schritter Jay/Short James South 51+14 73+79 0' Mohave Community College North 51+14 64+44 100' Bruno Lee/Schritter Jay/Short James South 31+64 46+87 0' Park West Communities, Inc North 31+64 51+15 100' State Title TR 31-104 North 10+00 31+64 0' Nayeri Majid/Vahid/Zarbinian Mohammad Kasra North 10+00 31+64 0' State of Arizona May 11, 2007 Property Use Ranch Property Ranch Property Vacant Land Vacant Land Vacant Land Ranch Property Vacant Land Vacant Land Vacant Land Municipal Lands Vacant Land Vacant Land Vacant Land Vacant Land Ranch Property Ranch Property Ranch Property Ranch Property State Lands Ranch Property Mobile Homes Vacant Land Vacant Land State Lands Table 2-Utility Contacts UTILITY COMPANY CONTACT PHONE FRONTIER COMMUNICATIONS RON TAYLOR ELECTRIC UNISOURCE ENERGY MARVIN YARBROUGH GAS UNISOURCE GAS JEFF FIELD WATER CITY OF KINGMAN JACK KRAMER CABLE NPG CABLE CO JEREMY BRUNK FIRE DEPT CITY OF KINGMAN DOUG BRADLEY-CHIEF GRACE NEAL DCR FINAL DRAFT Phone # 928-757-0271 928-681-8928 928-757-0263 928-692-3101 928-757-5328 928-753-8140 5 Figure 3-Existing Utility Locations Grace Neal Parkway FC Electric Line Sewer Line Fiber Optic cable Water Line Wash Gas Line Grace Neal Parkway Stationing May 11, 2007 GRACE NEAL DCR FINAL DRAFT 6 Table 3- Preliminary Utility Conflict Assessment for Grace Neal Parkway COMPANY FACILITY POTENTIAL CONFLICT UNISOURCE ENERGY 69kV Overhead Electric Yes, with roadway widening Sta. 117+50 to 277+50 Action: Relocate COMPANY CITY OF KINGMAN CONT May 11, 2007 27" Sewer Line Sta. 231+51 to 233+30 Yes, with channel Action: Relocate 10" Sewer Line Sta. 249+45 Yes, with channel Action: Relocate Proposed Underground Conduit Sta. ~117+00 Verify status w/ Frontier Yes, with channel Action: Relocate 12.5 kV Overhead Electric Sta. 90+43 Yes, with channel Action: Relocate 12.5 kV Overhead Electric Sta. 32+01 to 47+60 Yes, with channel Action: Relocate 4" Gas Main Sta.~ 47+00 Yes, with channel Action: Relocate 4" Gas Main Sta.~ 117+00 Yes, with channel Action: Relocate Proposed 4" Gas Main Sta. 10+00 to 47+00 Verify status w/ Unisource 12" Water Line Sta. 37+11 to 47+41 No, designed w/ half street improvements 12" Water Line Sta. 90+23 Yes, with channel Action: Relocate 8" Water Line Sta. 90+16 Yes, with channel Action: Relocate 8" Water Line Sta 90+62 to 116+82 Record drawing not yet available Key intersections in the study area involving Grace Neal Parkway and Bank Street are listed in Tables 4a and 4b. Only the major intersections for Bank Street are included in the table, as there are fifteen (15) local residential street intersections in the one mile segment from Northern Avenue to Jagerson Avenue. 16" Water Line Sta. 170+06 Yes, with channel Action: Relocate Table 4a- Intersections Yes, with roadway widening Action: Relocate 12" Sewer Line Sta 37+11 to 47+31 No, designed w/ half street improvements Sewer Line Sta. 90+62 to 116+90 Record drawing not yet available 15" Sewer Line Sta. 231+39 to 233+18 Yes, with channel Action: Relocate In order to determine potential traffic impacts on Grace Neal Parkway by proposed developments along the corridor, traffic impact information was obtained, when available, from various studies conducted by developers who currently have proposed subdivisions adjacent to Grace Neal Parkway between Stockton Hill Road and Andy Devine Avenue (Route 66). The City of Kingman and Mohave County provided additional traffic data associated with the study area. During the review of the data, it was found that the design of offsite roadway improvements to Bank Street and Grace Neal Parkway, associated with the Cerbat Vista and Prairie Heights Estates subdivision projects is underway and being completed by Mohave Engineering and Associates. The improvements are limited to the area immediately adjacent to the projects’ boundaries and the intersections of Jagerson Avenue/Bank Street and Grace Neal Parkway/Bank Street. These improvements include sidewalk, curb and gutter. Roadway improvements to Eastview Drive and Grace Neal Parkway are also planned as part of the Eagle View subdivision located at the Northeast corner of Grace Neal Parkway and Cherum Road. Grace Neal Parkway Stockton Hill Road Cherum Road Kingman Ranch Road Eastview Drive Pueblo Pequeño Avenue Bank Street Northview Drive Long Mountain Drive State Route 66 GRACE NEAL DCR FINAL DRAFT Table 4b Intersecting Roads 16" Water Line Sta. 170+06 to 277+62 TRAFFIC: Intersecting Roads CITY OF KINGMAN POTENTIAL CONFLICT Record Drawing not yet available 12.5 kV Overhead Electric Sta. 170+50 FRONTIER UNISOURCE GAS FACILITY 15" Sewer Line Sta. 90+61 to 116+90 Bank Street Northern Avenue Thompson Avenue Jagerson Avenue Grace Neal Pkwy No Name Street 7 Due to the lack of existing traffic count data at the majority of these intersections, along with the fact that Grace Neal Parkway has yet to be constructed, operational analysis of these intersections was not calculated in this DCR. Based on data in the Prairie Heights Estates Traffic Impact Analysis (TIA), the intersection of Bank Street/Jagerson Avenue currently operates at an adequate level of service B during the weekday peak hour hours. Level of service (LOS) is a qualitative measure of the traffic operations at an intersection or on a roadway segment. Level of service is ranked from LOS A, which signifies little or no congestion and is the highest rank, to LOS F, which signifies congestion and jam conditions. LOS D is typically considered adequate operation at signalized and un-signalized intersections. At un-signalized intersections, level of service is calculated for those movements which must either stop for or yield to oncoming traffic and is based on average control delay for the particular movement. Control delay is the portion of total delay attributed to traffic control measures such as stop signs and traffic signals. The criteria for level of service at un-signalized intersections are shown below in Table 5. Table 5-Level of Service Definition LEVEL OF SERVICE DELAY A 10 seconds B > 10 and 15 seconds/vehicle C > 15 and 25 seconds/vehicle D > 25 and 35 seconds/vehicle E > 35 and 50 seconds/vehicle Forecast models used in the KATS were set with these assumptions to create projected traffic in the city of Kingman. The Parsons-Brinckerhoff KATS used a 4% annual growth rate estimate in calculating future traffic data for the exterior regions of the city, although the region currently appears to be exceeding that rate. The SWTE TIA’s used higher growth projections (6%) based on the specific subdivisions planned along the Grace Neal Parkway and Bank Street corridors. While the KATS projected the area to the east of the intersection of Grace Neal Parkway/Bank Street to develop faster than then the area to the west, since early 2005, development trends show the area to the west growing at a larger rate. This growth shows the potential need for a gradual phasing of the Grace Neal Parkway roadway improvements beginning from the west and moving towards the east. Figure 4 shows the 2023 KATS projected traffic volumes along Grace Neal Parkway. The level of service forecasts for the DCR study area are also presented in the Kingman Area Transportation Study. These are compiled in Table 6. Table 6-Roadway Levels of Service (from KATS) STREET SEGMENT JURISDICTION THROUGH EXISTING EXISTING LANES ADT LOS Route 66 Northern to Grace Neal ADOT 4 10,100 A Stockton Hill Rd North of Jagerson City 2 2,900 A Bank Street Northern to Jagerson City 2 4,200 B Grace Neal SHR to Bank County 2 NA NA Grace Neal Bank to SR 66 County 2 NA NA 2023 ADT 26000 10000 12000 3000 9000 2023 LOS C C D B C FUTURE TRAFFIC: In order to assess the expected impacts of various projects and land uses, future traffic data was collected from the Kingman Area Transportation Study (KATS) conducted by Parsons Brinckerhoff (PB) in January 2005 and the Traffic Impact Analysis reports written by SouthWest Traffic Engineering (SWTE) for the Prairie Heights Estates and Cerbat Vista subdivisions. All of the roadways investigated in the reports projected increases in traffic flow. While there were no Grace Neal Parkway intersections, projected traffic volumes on Grace Neal Parkway were calculated in the KATS due to planned development in the northern area of Kingman. The SWTE report analyzed specific existing and planned intersections as part of the Cerbat Vista and Prairie Heights Estates developments. The SWTE reports can be found in Appendix B1. Below is an excerpt from the KATS relating the role Grace Neal Parkway and Bank Street had on the traffic count projections in the report. Future Planned Street System In order for an analysis of future traffic operations, a future base street system must be established. The future base street system for the analysis assumes that the street system is developed as follows: 1. 2. 3. 4. 5. May 11, 2007 The existing street system is maintained Grace Neal Road is constructed from SR 66 to Stockton Hill Road Airway Avenue underpass is constructed across BNSF railroad tracks Bank Street is extended north from Jagerson Avenue to Grace Neal Road Bank Street is widened to four through lanes between Airway Avenue and Gordon Drive. There are key differences between the KATS and SWTE studies. The KATS examined, at a macroscopic level, the entire major street network system in the greater Kingman Area, while the SWTE studies provided microscopic evaluations for the intersections immediately adjacent to the proposed developments. Currently, Stockton Hill Road and State Route 66 serve as the key north south roadways in the greater Kingman area providing access to the dense commercial and employment areas near Interstate 40. Over the past several years, development has rapidly occurred along Stockton Hill Road, while development along Route 66 has been slow yet steady. This has led to high levels of vehicles, along with the expected delays, on Stockton Hill Road. With limited connections between Stockton Hill Road Route 66, drivers have few options but to endure traffic on Stockton Hill Road. Furthermore, while the Stockton Hill Road corridor will continue to develop, there are indications that new developments along Route 66, especially adjacent to the Kingman Industrial/Air Park, are in the process of being planned and will also serve as destination points. As Bank Street is developed northward and Grace Neal Parkway is improved, their utilization will reduce the strain on Stockton Hill Road and provide direct access to Route 66 and the Kingman Industrial/Air Park for the large northwestern Kingman area. The extension of Cherum Road south to intersect with Grace Neal Parkway would further alleviate peak driving congestion on the single lane Stockton Hill Road. GRACE NEAL DCR FINAL DRAFT 8 In order to obtain a clear understanding of what type, and how many lanes that Grace Neal Parkway between Stockton Hill Road and Bank Street between Grace Neal Parkway and Airway Avenue Route 66 must be designed as, , a specific Traffic Distribution/Demand Model can be completed. Such a model could require the following elements. Data Collection – Task 1 Collection of weekday 24-hour bi-directional traffic counts at the following locations; Route 66 north of Mohave Airport Drive Route 66 south of Mohave Airport Drive Stockton Hill Road North of Jagerson Avenue Stockton Hill Road South of Jagerson Avenue Bank Street between Thompson and Northern Avenues Collection of AM (7:00 AM to 9:00 AM) and PM (4:00 PM to 6:00 PM) weekday peak hour traffic counts at the intersections of Grace Neal Parkway/Route 66, Bank Street/Northern Avenue, Bank Street/Thompson Avenue, and Bank Street/Jagerson Avenue. These traffic counts will be used to form a basis of volumes for the transportation model development. If available from Mohave County, collect information on surrounding developments within the immediate area adjacent to the proposed Grace Neal Parkway alignment. This collected land use information will be used in the Trip Generation and Traffic Projection tasks to determine the future traffic volumes on Grace Neal between Stockton Hill Road and Route 66. Traffic Distribution/Demand Model – Task 2 A traffic distribution/demand model using the information collected in Task 1 (Data Collection) can then be developed. The model should include Grace Neal Parkway, Bank Street, regional roadways in the surrounding area, including Route 66 and Stockton Hill Road, along with key intersections. Trip Generation/Distribution – Task 3 Calculate generation rates for the land uses adjacent to Grace Neal Parkway based on the information collected from the County. The projected traffic volumes for each area (residential and commercial) should be coded into the traffic distribution/demand model. Traffic Projections – Task 4 Figure 4- Year 2023 projected daily volume as presented in the Kingman Area Transportation Study (in thousands) May 11, 2007 Using data collected in Task 1 and trip assignments developed in Task 3, future volumes can be projected using the traffic distribution/demand model for Grace Neal for the opening year of Grace Neal Parkway, five years after the opening year, and the year 2020. GRACE NEAL DCR FINAL DRAFT 9 Capacity Analysis – Task 5 Levels of service can then be calculated for the key study intersections in accordance with the 2000 Highway Capacity Manual. Using data collected in Task 1 and trip assignments developed in Task 3, the key study intersections can be analyzed for levels of service for opening year of the roadway, five years after the opening year of the Grace Neal Parkway, and the year 2020 with the new roadway. alignment. Most of the materials observed were of household trash, concrete, and appliances. Two possible trash pits were also discovered in the right-of-way, also appearing to contain buried household trash and concrete. The main intersections include; Grace Neal Parkway/Stockton Hill Road, Grace Neal Parkway /Bank Street, Grace Neal Parkway/State Route 66, Bank Street/Northern Avenue, Bank Street/Thompson Avenue, and Bank Street/Jagerson Avenue. These main intersections can be analyzed to determine the necessary intersection configurations required to accommodate the projected peak hour volumes. Based on the information collected during the site assessment, no further investigation into Recognized Environmental Conditions (ASTM 1527) at the property is recommended. However, debris in the areas of wildcat dumping should be removed and properly disposed of. Also, if the trash pits are found to lie within the right-of-way, these should also be cleaned and properly disposed. Should any unusual odors or debris be encountered during the removal process, a qualified environmental professional should be notified to evaluate the materials encountered. The full report on Phase I Environmental Site Assessment for Grace Neal Parkway as well as the location of hazards encountered can be found in Appendix D1. The propose Grace Neal Parkway between State Route 66 and Stockton Hill Road should be analyzed to verify the cross sections required to accommodate the projected daily traffic volumes. IMPACT FEES ASSESSMENT: Traffic Signal Warrant Analyses – Task 6 Traffic signal warrant analyses should be calculated for the main intersections along Grace Neal Parkway. It is assumed that the intersections of Grace Neal Parkway/Stockton Hill Road and Grace Neal Parkway /Bank Street can be analyzed for each of the analysis years to determine if and when a traffic signal would be warranted for installation. Phased Improvements – Task 7 Based on the analysis, a phased improvement schedule identifying what improvements are required as the area adjacent to the proposed Grace Neal Parkway develops can be completed. Bench marks should be identified that will trigger when additional improvements (additional through lanes, traffic signal, etc) are required, such as building permits for homes. Regardless, the roadway designed for traffic flow requirements must provide for specific traffic impacts of large subdivisions and also for possible future large impact development. TRAFFIC SIGNALS: There are two traffic signals located within this subject area. One is located at the intersection of Bank Street and Northern Avenue. This signal system is owned by Mohave County and operated by ADOT. The second is located at Grace Neal Parkway and State Route 66 across from Mohave Airport Drive. This system is owned and operated by ADOT. ENVIRONMENTAL CONDITIONS: A phase I environmental site assessment was conducted on July 27, 2006 along the Grace Neal Parkway corridor. At the time of the site reconnaissance, several areas of wildcat dumping were observed along the May 11, 2007 Much research has recently been dedicated to determining appropriate development impact fees for various types of development. The Maricopa Association of Governments commissioned Planning and Research Inc. to produce a Best Practices Paper as part of their Growing Smarter Implementation Project. This was done to better assist the city governments in creating updates to their general plans as required by the “Growing Smarter” legislation. Impact fees are put in place to have developers pay for additional infrastructure needed to sustain new developments. This is especially important for County governments who cannot impose sales taxes and rely on development impact fees for water, sewer, streets, parks, and public safety facilities. Extensive infrastructure improvements are required in the area adjacent to Grace Neal Parkway, where no currently paved roads exist and utilities are limited and residential developments will create an immediate need for transportation. Published transportation impact fees imposed by cities vary greatly based on the existing roadway infrastructure. The most expensive transportation impact fee area in Maricopa County, Northern Peoria, is at $4,028 per detached residential household. The next closest impact fee was from the northern Black Canyon area of Phoenix, where the Transportation Impact Fee is $2,700. Both areas are currently developing their transportation system, therefore, they have much higher impact fees than other fully developed areas such as Scottsdale which do not charge transportation impact fees. The Northern Kingman Area has a need to provide funding for new roadways, especially arterials such as Grace Neal Parkway, Bank Street, and Cherum Road. The City of Kingman, where the road infrastructure is almost completely in place, currently charges a $735 single family residential transportation impact fee. The City of Queen Creek in Maricopa County assesses a $450 transportation fee per trip. It is up to the local government to assess a justifiable fee to improve roadways within an area. Pinal County approved in October a new Capital Improvement Plan for Pinal County, which included a methodology for collecting impact fees in 7 zones in Pinal County. The least expensive transportation fee is assessed in Zone 4, Copper Corridor area, with a cost of $5,967 per single family residential home. The GRACE NEAL DCR FINAL DRAFT 10 highest transportation fee stands at $7,850 in Zone 2. A similar methodology may be used for Mohave County to address Transportation Impact Fees as a means for paying for roadway infrastructure. Impact fees assessed must follow two main principles: there must be reasonable connection between the development and the benefit for which the fee is assessed, and a rough proportionality between the fee charged and the burden of use generated by the development. Any methodology for impact fee calculation requires consideration of presenting a fee (cost of improvements) per new trip generated. In turn, an impact fee may account for the proportional impact of a range of developments (e.g., residential, commercial, etc.) and potentially an expanded development area. The following presents a potential concept approach to evaluating traffic impact fees: Step 1: Determine residential development zones (area producing trips) and corresponding attraction zone (local retail/office/industrial areas attracting trips in addition to regional destinations) involving Grace Neal Parkway carrying a percentage of trips between zones, and determine future commercial development zones which may attract a significant percentage of trips using Grace Neal Parkway. Step 2: Determine the volume of new, site-generated trips within each identified development zone and including all potential residential/commercial developments, and forecast future traffic volume on Grace Neal Parkway upon full build-out (or by build-out phase). Step 3: Conduct planning-level capacity analysis or computer modeling of Grace Neal Parkway operations (intersection and segment/mid-block) under build-out condition to determine/verify roadway improvements (e.g., auxiliary lanes, signals, etc.) necessary to mitigate identified operations deficiencies. Step 4: Estimate the total cost of developing the Grace Neal Parkway ultimate section and any supplemental roadway and traffic control improvements as necessary to support full build-out of new developments. Step 5: Determine traffic impact fees as a function of total improvements costs (Step 4) and volume of new, site-generated trips (Step 2) within each development zone. May 11, 2007 GRACE NEAL DCR FINAL DRAFT 11 DESIGN CRITERIA: Grace Neal Parkway Street Classification Urban Arterial Design Speed 55 mph 2020 Design Level of Service Right of Way Width Number of Lanes 20 years 1800 feet none Vertical Alignment Controls Maximum Grade 4% Stopping Sight Distance 500 feet Intersection Sight Distance 730 feet Bicycle Lane Width N/A Curb and Gutter Style Type A per MAG standard detail #220 Median Width 15.00 feet Sidewalk Width Dual 5 foot sidewalks Drainage Off-Site On-Site May 11, 2007 45 mph 2020 Design Level of Service C Right of Way Width 84 feet Number of Lanes 2 each direction Width of Travel Way 52 feet Design Life for Pavement 20 years Horizontal Alignment Controls Min curve length Max superelevation 1100 feet none Vertical Alignment Controls Maximum Grade 4% Stopping Sight Distance 365 feet Intersection Sight Distance 595 feet Bicycle Lane Width N/A Curb and Gutter Style Type A per MAG standard detail #220 Median Width N/A Sidewalk Width Dual 5 foot sidewalks Pavement Cross Slope 2% Intersection Corner Radii 45 feet Drainage Off-Site On-Site 100 year 100 year 2 each direction Design Life for Pavement Intersection Corner Radii Design Speed 150 feet 52 feet Pavement Cross Slope Urban Minor Arterial C Width of Travel Way Horizontal Alignment Controls Min curve length Max superelevation Bank Street Street Classification 2% 45 feet 100 year 100 year GRACE NEAL DCR FINAL DRAFT 12 Recommendations Table 8- Channel Design Options SUMMARY OF THE CHANNEL DESIGN ALTERNATIVES ALONG GRACE NEAL PARKWAY FROM STOCKTON HILL RD TO SR 66 CONCEPTUAL ROADWAY SCOPE: Grace Neal Parkway The proposed ultimate roadway section for Grace Neal Parkway is shown in the Cross Section Exhibits Sheets 1-6. It shows a 4 lane, arterial roadway with a 150 foot right-of-way from Route 66 westward to Stockton Hill Road. Left turn lanes are included at key intersections. The pavement design is consistent for the entire length of the project, although the sidewalks may meander around electric poles and possible bus bays. The pavements structural section consists of a minimum of 2 inch asphalt concrete surface over a 6 inch aggregate base, subject to a geotechnical investigation and pavement design. The pavement is expected to have a design life of 20 years and sustain an average daily traffic of 12,700 vehicles per lane. The class breakdown for the design roadway traffic is presented in Table 7. The projected roadway use is conservative compared to the average traffic counts conducted by MAG for major arterial roadways, which consists of 93.3% light vehicle and 6.7% total medium/heavy vehicle use. EARTHEN TRAPEZOIDAL CHANNEL LOCATION Collection Pt 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash 5585 to Mohave Wash Water Depth* (ft) 5 5 5 5 3 3 DISCHARGE VELOCITY SIDE SLOPE (cfs) (fps) 1137 5.98 4:1 1964 5.95 4:1 2324 5.96 4:1 3355 5.99 4:1 3355 5.98 4:1 406 5.86 4:1 BOTTOM WIDTH (ft) 18 46 58 92 175 11 TOP WIDTH (ft) 74 102 114 148 215 51 BOTTOM WIDTH (ft) 13 26 32 48 85 7 TOP WIDTH (ft) 27 40 46 62 95 17 BOTTOM WIDTH (ft) 19 33 39 57 94 10 TOP WIDTH (ft) 19 33 39 57 94 10 CONCRETE TRAPEZOIDAL CHANNEL Table 7- Designed Pavement Use FHWA CLASS VEHICLE DESCRIPTION 1,2,3 LIGHT VEHICLES 4,5,6,7 MEDIUM WEIGHT VEHICLES 8,9,10,11,12,13 HEAVY VEHICLES % OF TOTAL TRAFFIC 87% 8% 5% The intersection curb returns will incorporate dual sidewalk ramps and the median will allow for crosswalks at major intersections. Final design and construction is expected to be the responsibility of developers of adjacent properties with the County overseeing the project. Bank Street The roadway cross section designed for Bank Street north of Jagerson Ave is shown in the Cross Section Exhibit Sheet 7. The pavement structural section consists of a minimum 2 inch asphalt concrete surface over a 6 inch aggregate base, subject to a geotechnical investigation and pavement design. A 5 foot sidewalk borders the roadway on each side. The section includes curb and gutter. As the developers of the Cerbat Vista subdivision, Hualapai Development LLC, will be required to provide improvements for Bank Street adjacent to their property. CONCEPTUAL DRAINAGE SCOPE: Grace Neal Parkway Along the north side of the westbound lanes of Grace Neal Parkway from Mohave Wash to Stockton Hill Road, stormwater will be intercepted by the proposed drainage channel and ultimately discharge into Mohave Wash, which runs north to Red Lake. There are generally several options to design drainage channels. However, due to the limitation of the right-of-way, a rectangular concrete channel will be the only option discussed for the conceptual ultimate design. The channel design options are presented in Table 8. May 11, 2007 LOCATION Collection Pt 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash 5585 to Mohave Wash Water Depth* (ft) 5 5 5 5 3 3 DISCHARGE VELOCITY SIDE SLOPE (cfs) (fps) 1137 15.24 1:1 1964 15.75 1:1 2324 15.60 1:1 3355 15.90 1:1 3355 15.96 1:1 406 13.53 1:1 CONCRETE RECTANGULAR CHANNEL LOCATION Collection Pt 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash 5585 to Mohave Wash Water Depth* (ft) 5 5 5 5 3 3 DISCHARGE VELOCITY SIDE SLOPE (cfs) (fps) 1137 14.44 N/A 1964 14.79 N/A 2324 14.80 N/A 3355 14.79 N/A 3355 14.94 N/A 406 13.53 N/A Note: (*) The Channel Depth is equal to the Water Depth+2' freeboard CP 5392 is located at approximately Sta 24+00 CP 5514 is located at approximately Sta 48+50 CP 5530 is located at approximately Sta 88+50 CP 5573 is located at approximately Sta 170+00 CP 5585 is located at approximately Sta 245+00 Mohave Wash is located at approximately at 228+00 GRACE NEAL DCR FINAL DRAFT 13 The rectangular concrete channel will be designed to handle 100-year discharges per the Kingman AMPDU HEC-1 model as shown in Appendix A1. The concrete channel will be constructed in accordance with Mohave County regulations. It will have two feet of freeboard and have a maximum velocity of 15 feet per second. The widths of the channel are calculated using FlowMaster V6.1 by Haestad Methods, Inc. as shown in Appendix A6. Vertical drop structures in the concrete channel are recommended. Due to the natural steepness of the ground slope along the channel, the conceptual design includes a series of gentle slopes and vertical drops to produce low non-erosive velocities. through the spillway. Based on conceptual analysis it is recommended that the existing 60” CMP culvert at Bank Street be replaced with five 60” CMP culverts to meet the discharge requirement. The culvert calculations are presented in Appendix A7. Based on a current visual analysis of Bank Street south of Jagerson Avenue to Northern Avenue, it appears that flooding is a recurring issue. Extending the curb and gutter design from north of Jagerson Avenue southward to Northern Avenue and providing curb openings at intersecting washes may greatly improve drainage performance along this roadway although a more detailed hydraulic analysis is outside the scope of this current project. INTERIM CHANNEL: Along the eastbound lanes of Grace Neal Parkway from Mohave Wash to State Route 66, the general wash’s flow patterns will be intercepted by the proposed drainage channel and ultimately discharge into Mohave Wash, which runs north to Red Lake. There are several options available to design the channel including: trapezoidal earth channel, trapezoidal grouted rock channel, trapezoidal concrete channel and rectangular concrete channel. After reviewing the improvement alternatives, the earthen channel is recommended over the other methods. Although the earth channel is wider than any other method, the finished product typically has a more natural appearance and function, and results in insignificant disturbance of riparian habitat and cultural features. It also has less risk to the public as a result of a lower velocity of water moving through the channel and less potential for structural failure. In addition, the earth channel has the lowest construction cost. The channel design options are presented in Appendix A3. The trapezoidal earthen channel will be designed to handle the 100-year discharges per the Kingman AMDU HEC-1 model as shown in Appendix A1. The earthen channel will be constructed in accordance with Mohave County regulations. It will have two feet of freeboard and have a maximum velocity of 6 feet per second. With the velocity higher than 2 fps, there will not be a sediment depositional issue. Riprap toe protection may be used to increase channel stability. The Mohave Wash Bridge design should provide a long-term crossing weathering flow from Mohave Wash during storm events and the flows from the two parallel interceptor channels engaging Mohave Wash in the same vicinity. This presents a serious potential for scour at the pile foundations. The Wash may be widened and lined with rip-rap to slow the velocity sufficiently to reduce this risk. The bridge should be skewed to reduce the bridge dimensions and cost. A conceptual draft is shown in the Mohave Wash Bridge Conceptual Exhibit on page 37. A drainage easement at the wash is required in order to provide adequate room for the interceptor channels to merge into the existing bottom of the wash and still provide the capacity to convey the required flow. Furthermore, rip-rap must also extend beyond the width of the channel as it enters the wash to reduce scouring. A way to reduce the size of the channels would be to improve Mohave Wash itself and make it deeper and wider, allowing the parallel interceptor channels to remain deeper when they intersect Mohave Wash. Further study is required at Mohave Wash to determine the effects of modifying the depth. Bank Street The storm water run-off along Bank Street from Grace Neal Parkway and Jagerson Avenue will be conveyed along the curb and gutter southerly and drain into the existing channel along Jagerson Avenue May 11, 2007 As requested by the Mohave County, the temporary channel is analyzed from Bank Street to Mohave Wash along the westbound lanes of Grace Neal Parkway. There are two temporary channel design options available including: trapezoidal earthen channel and trapezoidal grouted-rock channel. After reviewing the temporary alternatives, the earthen channel is recommended over the grouted rock. There is little difference in channel width between the earthen channel and the grouted rock channel. In addition, the earthen channel has the lower construction cost. The channel designs for 100 year flows are presented in Appendix A3. The cross section of the interim roadway can be found in the Cross Section Exhibits on page 29. Per Mohave County instruction, the temporary earthen channel conceptual design will have no freeboard and have a maximum velocity of 6 feet per second. With the velocity higher than 2 fps, there should not be a sediment depositional issue. Riprap toe protection may be used to increase channel stability. The conceptual design of the interim channel was based on 150’ of available right-of-way. Current Right-of-way varies from 35.3’ to 100’. Table 9- Interim Channel Design Options From Bank Street to Mohave Wash for 100 year discharges. THE EARTHEN TRAPEZOIDAL CHANNEL SIDE BOTTOM LOCATION Water Depth* DISCHARGE VELOCITY SLOPE WIDTH (ft) (cfs) (fps) (ft) Bank St to 5573 7 2324 5.93 4:1 28 5573 to Mohave Wash 7 3355 5.99 4:1 52 5573 to Mohave Wash 5 3355 5.99 4:1 92 THE GROUTED ROCK TRAPEZOIDAL CHANNEL LOCATION Water Depth* (ft) 7 DISCHARGE (cfs) 2324 VELOCITY (fps) 5.93 SIDE SLOPE BOTTOM WIDTH (ft) 35 Bank St to 5573 3:1 5573 to Mohave Wash 7 3355 5.95 3:1 59 5573 to Mohave Wash 5 3355 5.99 3:1 97 Note: (*) The Channel Depth is equal to the Water Depth+0' freeboard CP 5573 is located at approximately Sta 170+00 of the Grace Neal Parkway Conceptual Alignment GRACE NEAL DCR FINAL DRAFT TOP WIDTH (ft) 84 108 132 TOP WIDTH (ft) 77 101 127 14 As discussed in the Drainage Issues section of this report, additional soils data has been recently aquired by the County that may affect the expected flows in the interim channel. It is recommended that an updated drainage model be developed with the revised soil information to provide more accurate flow rates expected in the channel. This information should be reviewed along with expected right-of-way restrictions to determine what level of channel design is possible. CONCEPTUAL TRAFFIC SCOPE: Grace Neal Parkway will provide arterial service to a rapidly developing Northern Kingman area, making it necessary to provide for future collector roads. The conceptual design provides for access to Grace Neal Parkway at all roadways currently named and recorded by the city, as well as at every mid section line approximately every ½ mile. SWTE recommended, in the Prairie Heights Estates TIA, converting the control at the intersection of Bank Street and Jagerson Avenue to a 4-way STOP in order to mitigate the traffic flow North and Southbound. Existing signal control at the intersection with State Route 66 will follow a currently undergoing improvement study being overseen by ADOT. Phasing options for Grace Neal Parkway are depicted in the Figure 5. The first option is to construct the northernmost lanes from Bank Street to Stockton Hill Road, thereby connecting the two currently developing subdivisions of Prairie Heights and Eagle View Estates which are on the northern border of Grace Neal Parkway. The north half-street will be striped for one lane each direction. Also, the concrete channel will need to be completely developed along the roadway to Bank Street. As adjacent developments continue south of Grace Neal Parkway, the southernmost half-street will need to be constructed. At this point the median should be built to complete the ultimate cross section. This plan will have a higher initial cost as there will be less adjacent developments to complete half-street improvements but will help insure uniformity in the roadway design and provide immediate usage. Option 2 is paced to be built as development requires. The northern half-street is built as required for the subdivisions to be tied into the closest paved North-South arterial. Prairie Heights Subdivision will tie into Bank Street, and Eagle View Subdivision will tie into Stockton Hill Road. Existing conditions may remain between subdivisions until adjacent properties are developed. Such phased construction will reduce the efficiency of the parkway and may not be completely constructed for many years. The section of Grace Neal Parkway from Bank Street to State Route 66 isn’t expected to be developed until after the western portion is built out. It would then follow similar construction sequencing in that the channel would have to be constructed first alongside the half-street. The southern portion of the roadway will be constructed as development and roadway traffic mandates. May 11, 2007 Figure 5- Phased Construction of Grace Neal Parkway. (Looking East. NTS) CONCEPTUAL CONSTRUCTION SCOPE: It is understood that Grace Neal Parkway and Bank Street will be constructed by the developers of adjacent properties as part of their subdivision projects and as needed by Mohave County. Currently, because of the rural environment, few working restrictions exist. There is virtually no existing traffic so there should be little annoyance with traffic lane closures. This report will serve as the basis for design for developers and utility companies as more infrastructure comes to the Grace Neal Parkway corridor. The section of Grace Neal Parkway west of Bank Street is expected to develop much sooner than the eastern section. A conceptual interim channel and access road design east of Bank Street is required to allow the flow from the improved drainage channel to be safely transported to Mohave Wash. The roadway will have a compacted earth surface similar to the existing conditions, yet will have an earthen channel running adjacent to it. The traveled way width and channel cross section are shown in the Cross Section Exhibits section. GRACE NEAL DCR FINAL DRAFT 15 utilizing the sidewalks. The final design and construction of the street light system will require analysis and recommendations by a qualified electrical engineer. CONCEPTUAL UTILITY SCOPE: Electric: Consideration is given to minimize interference to power lines in the project area. Three 12.5kV power lines cross over Grace Neal Parkway, and may require relatively minimal interference. The 69 kV power lines running parallel to the center line of Grace Neal Parkway will likely be relocated throughout the project. The lines will either be relocated between the proposed curb and right of way line or moved underground, although according to Unisource Energy, undergrounding the 69kV line is not a feasible option. At the sections of Grace Neal Parkway with a drainage channel at the southern side, the poles may be relocated between the southern sidewalk and the drainage channel or moved outside of the channel completely. Currently, Unisource requires at least 10 feet of easement for the distribution lines, and 15 feet for the 69kV lines. This space is available in the 150 foot right-of-way corridor. Coordination with Unisource Energy is currently ongoing for the purpose of establishing a conceptual utility corridor. It is imperative that developers continue a dialogue with Unisource to establish a mutually agreed upon electric corridor location. Telecommunications/fiber optic: Frontier Communications has proposed projects intersecting Grace Neal Parkway at Bank Street. They have also mentioned running a fiber optic cable along Grace Neal Parkway from Bank Street towards Stockton Hill Road. Coordination between Frontier and developers will ease construction for both the roadway and their utilities. PAVEMENT ISSUES: Based on the Geotechnical report for this project, the soils for the length of Grace Neal Parkway consists of silty and clayey sands with small amounts of gravel. R-values and correlated R-values range from 31 to 67. The geotechnical report can be found in Appendix E1. Grace Neal Parkway is designated as a rural arterial road in the Mohave County and Kingman Area General Plan. A pavement section consisting of 5” of Asphaltic Concrete over 8” Asphaltic Base Concrete is recommended. This provides for 1,300 daily 18 kip Equivalent Single Axle Loads per lane, or using the assumed traffic class distribution, approximately 12,700 vehicles per day per lane. More detailed pavement design parameters are provided in the Geotechnical report. A geotechnical investigation of Bank Street was not performed for this report. TRAFFIC SIGNALS: One new traffic signal is proposed at the intersection of Grace Neal Parkway and Stockton Hill Road. It is anticipated that Grace Neal will have dedicated left turn and right turn lanes. The existing light at the Route 66 intersection will likely continue to operate as is. All other intersections will be STOP sign controlled, with a signal warrant study conducted on the Bank Street and Grace Neal Parkway as development along Bank Street continues. MOHAVE WASH BRIDGE SCOPE: The proposed bridge is located along Grace Neal Parkway at Mohave Wash, approximately 5000 feet west of Highway Route 66. At the new bridge location, the current Mohave Wash channel is approximately 100 feet wide and has approximately 6 feet of depth. The vegetation in the area of the proposed bridge consists of typical desert grass and shrubs. The proposed bridge will be a four-lane roadway with raised median and sidewalks. The bridge will be approximately 330 feet long by approximately 81 feet wide. The proposed bridge should be designed to have two feet of freeboard minimum for the 100-year event and skewed to allow room for the dual parallel interceptor channels to flow into Mohave Wash. In general, the proposed bridge should be designed to have as little impact as possible to the wash. If possible, the bridge should be designed so that there is no disturbance to the flow whatsoever. Whenever piers are used, they need to be oriented parallel to flow. Impacts upon channels and floodplains created by bridge usually take the form of the increased flow velocities through and downstream of the bridges, increased scour and upstream ponding due to backwater effects. These impacts can cause flood damage to the wash, and to the bridge structure itself. The structural firm should be contacted for review and supplemental recommendations for the bridge structural span as well as the structural loads at abutments and piers. For structures in channel areas, the up stream and down stream edges should have turn-down cut off walls. The cut off walls and the foundations deriving support will be required at least 3 feet below the design scour and/or stream bed degradation elevation. Mohave Wash flows intermittently and is subject to relatively high flow stages. There is a potential for scour at this site. A determination of scour was outside the scope of this report. LIGHTING SCOPE: The conceptual design includes raised curb medians and outside curbs, and also provides for bicycle traffic on the pavement. Appropriate lighting is necessary to ensure the safety of both vehicles and pedestrians May 11, 2007 GRACE NEAL DCR FINAL DRAFT 16 RIGHT OF WAY SCOPE: New right-of-way will be required for this project. Generally, the right of way will extend 100 feet north of the mid section line and 50 feet south. Additional right-of-way will be needed to provide the necessary room for the channel as it widens toward Mohave Wash. The type of channel utilized will govern the extent of acquisition. The plans define 150 feet at the western end of Grace Neal Parkway to tie into the intersection at Stockton Hill Road at the desired 90 degree angle. The acquisition of land is expected to be time consuming as land is required both within Kingman city limits and in Mohave County. Also affecting the right-of-way schedule is the number of properties involved. The Existing Right-of-Way Exhibit is located on page 26. Table 10- Right of Way Summary Assessor # 310-15-003 unassigned 310-15-011 310-15-012 310-15-013 310-01-067 310-01-065 310-01-085 310-01-082 310-01-081 310-01-083 310-01-084 310-26-042 310-26-044 310-26-026 310-26-027 310-26-025 310-26-028 310-26-001 310-26-033 310-26-009 310-26-032 330-01-057 330-01-056 TOTAL May 11, 2007 R/W Side Both North North Both North South North North South South South South South North North South North South South North South North South North From To Station Station 275+00 277+50 117+03 169+90 249+00 259+26 222+74 275+00 222+74 249+00 196+32 222+74 196+32 222+74 169+90 196+32 169+90 196+32 165+23 169+90 121+69 165+23 117+03 121+69 90+71 117+03 90+71 117+03 77+74 90+71 77+74 90+71 64+44 77+74 73+79 77+74 51+14 73+79 51+14 64+44 31+64 46+87 31+64 51+15 10+00 31+64 10+00 31+64 R/W Frontage Length Easement (ft) (ft) 250 0 5287 42 1026 0 5226 84 2626 42 2642 35 2642 35 2642 50 2642 50 467 50 4354 50 466 35.3 2632 40 2632 100 1297 100 1297 0 1330 100 395 0 2265 0 1330 100 1523 0 1951 100 2164 0 2164 0 R/W Required (ft) 150 100 30-65 50-150 100 50 100 100 50 50 50 50 50 100 100 50 100 50 50 100 50 100 135 15 Area Required (sf) 37500 306646 46170 131730 152308 39630 171730 132100 0 0 0 6850.2 26320 0 0 64850 0 19750 113250 0 76150 0 292140 32460 Total Cost $ 51,653 $ 422,377 $ 63,595 $ 181,446 $ 209,791 $ 54,587 $ 236,543 $ 181,956 $ $ $ $ 9,436 $ 36,253 $ $ $ 89,325 $ $ 27,204 $ 155,992 $ $ 104,890 $ $ 402,397 $ 44,711 $ 2,272,155 GRACE NEAL DCR FINAL DRAFT 17 Table 11-Grace Neal Parkway Conceptual Total Cost Estimate CONCEPTUAL COST ESTIMATE: A conceptual cost estimate was created for the ultimate design of Grace Neal Parkway and for Bank Street. Unit costs were derived from local contractors and published bid documents for public roadway projects in Arizona. Table 11 shows the total cost for the entire roadway development including all land acquisition costs to complete a 150’ right-of-way assuming $50,000 per acre. Additional survey information is needed to establish a vertical alignment. Additional earthwork may be required. The utility costs were based on recently received relocation estimates from Unisource Energy based on a conceptual roadway layout submitted in October 2006. Updated plans were submitted in December providing more space for the 69 kV electric lines as discussed with Unisource. Unisource is currently reviewing the updated plan layout, which may reduce the relocation costs, currently given as $253,000 per mile. Although construction may take place “piecemeal”, and several years in the future, all cost estimates are presented in 2007 dollars. Unit 1 2 3 4 5 6 GENERAL WORK LANDSCAPING TRAFFIC SIGNALS CLEAR AND GRUB FENCE REMOVAL STREET LIGHTS UTILITY RELOCATIONS 1 2 3 4 5 6 7 8 9 PAVEMENT QUANTITIES SUBGRADE PREP ASPHALT CONCRETE PAVEMENT AGGREGATE BASE COURSE CONCRETE SIDEWALK, W=5.0' CONCRETE VERTICAL C & G, H=6" SURVEY & R/W MONUMENTS MEDIAN CONCRETE VERTICAL CURB CONCRETE SIDEWALK RAMPS EARTHWORK 1 2 3 4 5 6 7 8 1 2 1 2 3 4 5 6 7 Engineer's Estimate-Conceptual Description Pay Item No. Unit Price $ 75,000.00 $ 20,000.00 $ 1,000.00 $ 3.00 $ 10,000.00 $ 1,050,000.00 SUBTOTAL $ $ $ $ $ $ $ 75,000 20,000 92,086 840 720,000 1,050,000 1,957,926 SY TON TON SF LF EA LF EA CY 251,262 48,670 75,276 254,415 53,508 17 51,036 40 17,616 $ 2.25 $ 80.00 $ 50.00 $ 4.00 $ 14.00 $ 200.00 $ 10.00 $ 1,000.00 $ 4.00 SUBTOTAL $ $ $ $ $ $ $ $ $ $ 565,340 3,893,570 3,763,784 1,017,660 749,112 3,400 510,363 40,000 70,464 10,613,694 DRAINAGE WORK CONCRETE CHANNEL LINING SAFETY RAIL DRAINAGE EARTHWORK CATCH BASINS, MAG STD DET 533-1 TYPE D 30" STORM DRAIN 36" STORM DRAIN RIP RAP CONCRETE ROADWAY BRIDGE CY LF CY EA LF LF CY SF 57,260 44,060 252,738 14 1,316 350 1,500 28,350 $ 125.00 $ 8.00 $ 4.00 $ 2,500.00 $ 80.00 $ 90.00 $ 40.00 $ 135.00 SUBTOTAL $ $ $ $ $ $ $ $ $ 7,157,454 352,480 1,010,951 35,000 105,280 31,500 60,000 3,827,250 12,579,915 SIGNAGE AND STRIPING STRIPING SIGNAGE LF LS 53,508 $ 0.50 1 $ 50,000.00 SUBTOTAL $ $ $ 26,754 50,000 76,754 CONSTRUCTION SUBTOTAL $ 25,228,288 $ $ $ $ $ $ $ 126,416 3,792,493 126,416 1,893,462 252,833 252,833 2,528,329 $ 34,201,071 JOB JOB JOB JOB JOB JOB JOB 1 1 1 1 1 1 1 $ $ $ $ $ $ $ 126,416 3,792,493 126,416 1,893,462 252,833 252,833 2,528,329 GRACE NEAL PKWY GRAND TOTAL May 11, 2007 Amount 1 1 92 280 72 1 TRAFFIC CONTROL CONTINGENCY (15%) MOBILIZATION RIGHT-OF-WAY ACQUISITION SURVEYING GEOTECHNICAL DESIGN JOB EA ACRE LF EA JOB Quantity GRACE NEAL DCR FINAL DRAFT 18 The estimated cost for Bank Street is shown in Table 12. It involved removing the existing pavement from Northern Avenue to Jagerson, Avenue. This cost does not involve costs for modifying existing drainage crossings or improvements south of Jagerson Avenue. It also assumes no modifications to the vertical alignment are needed. Table 12-Bank Street Conceptual Total Cost Estimate Unit 1 2 3 4 5 GENERAL WORK LANDSCAPING TRAFFIC SIGNALS CLEAR AND GRUB STREET LIGHTS UTILITY RELOCATIONS 1 2 3 4 5 6 7 8 PAVEMENT QUANTITIES SUBGRADE PREP ASPHALT CONCRETE PAVEMENT AGGREGATE BASE COURSE CONCRETE SIDEWALK, W=5.0' CONCRETE VERTICAL C & G, H=6" SURVEY & R/W MONUMENTS CONCRETE SIDEWALK RAMPS EARTHWORK 1 2 3 4 DRAINAGE WORK CATCH BASINS, MAG STD DET 533-1 TYPE D 30" STORM DRAIN 36" STORM DRAIN RIP RAP 1 REMOVAL WORK REMOVE EXISTING PAVEMENT 1 2 SIGNAGE AND STRIPING STRIPING SIGNAGE 1 2 3 4 5 6 Engineer's Estimate Description Pay Item No. CONTINGENCY (15%) MOBILIZATION (0.5%) GEOTECHNICAL (1%) TRAFFIC CONTROL (2%) SURVEYING DESIGN JOB EA ACRE EA JOB Quantity Unit Price 1 1 9.5 24 1 $ 10,000.00 $ 20,000.00 $ 1,000.00 $ 10,000.00 $ 50,000.00 SUBTOTAL $ $ $ $ $ $ 10,000 20,000 9,500 240,000 50,000 329,500 SY TON TON SF LF EA EA CY 15,253 5,148 14,929 66,060 13,212 6 80 4,576 $ 2.25 $ 80.00 $ 50.00 $ 4.00 $ 14.00 $ 200.00 $ 1,000.00 $ 4.00 SUBTOTAL $ $ $ $ $ $ $ $ $ 34,320 411,840 746,460 264,240 184,968 1,200 80,000 18,304 1,741,332 EA LF LF CY 2 60 1,500 74 $ 2,500.00 $ 80.00 $ 90.00 $ 40.00 SUBTOTAL $ $ $ $ $ 5,000 4,800 135,000 2,960 147,760 15253 $ 10.00 SUBTOTAL $ $ 152,533 152,533 7,960 $ 0.50 1 $ 5,000.00 SUBTOTAL $ $ $ 3,980 5,000 8,980 CONSTRUCTION SUBTOTAL $ 2,380,105 $ $ $ $ $ $ 238,011 11,901 23,801 47,602 23,801 238,011 $ 2,963,231 SY LF LS JOB JOB JOB JOB JOB JOB 1 1 1 1 1 1 $ $ $ $ $ $ BANK ST GRAND TOTAL May 11, 2007 GRACE NEAL DCR FINAL DRAFT Amount 238,011 11,901 23,801 47,602 23,801 238,011 19 Table 13- Grace Neal Parkway Interim Channel Cost Estimate The interim cross section will be constructed from Bank Street to Mohave Wash, namely providing an access road along the 69 kV lines. The concrete channel will transition to an interim earthen channel east of Bank Street conveying the flow to Mohave Wash. No improvement is considered east of Mohave Wash. Pay Item No. Engineer's Estimate-Conceptual Description Unit Quantity Unit Price 1 SY 37,333 $ 2.25 SUBTOTAL $ $ 84,000 84,000 1 2 DRAINAGE WORK DRAINAGE EARTHWORK RIP RAP CY CY 140684 $ 4.00 1,500 $ 40.00 SUBTOTAL $ $ $ 562,738 60,000 622,738 CONSTRUCTION SUBTOTAL $ 706,738 $ $ $ $ $ 106,011 3,534 7,067 7,067 70,674 $ 901,091 1 2 3 4 5 CONTINGENCY (15%) MOBILIZATION SURVEYING GEOTECHNICAL DESIGN JOB JOB JOB JOB JOB 1 1 1 1 1 $ $ $ $ $ 106,011 3,534 7,067 7,067 70,674 INTERIM CHANNEL GRAND TOTAL May 11, 2007 Amount ROADWAY QUANTITIES ROADWAY GRADING GRACE NEAL DCR FINAL DRAFT 20 CONSTRUCTION/DESIGN ISSUES OFF-SITE IMPACTS: ROADWAY ISSUES: There are several subdivisions being developed along Grace Neal Parkway that could potentially impact this project. The roadway profile will require some refinement in final design to optimize hydraulic considerations and earthwork. Subdivision plans are already being developed for properties bordering Grace Neal Parkway, so care needs to taken to address the impact of any offsite improvement plans from developers. • Median openings: Openings proposed in this report are based on known preliminary designs for subdivision entrances, and named cross roads found on the City of Kingman’s CAD drawings. Additional median openings or relocation of planned locations may be required, especially for intersections not currently maintained. • Utility locations: There are proposed projects to extend gas mains, cable and telephone lines across Grace Neal Parkway to future development sites. Contractors must contact Arizona Blue Stake for the most up to date information. DRAINAGE ISSUES: The channel dimensions were sized based on the HEC-1 analysis for the Kingman Area Master Plan Update, Mohave County prepared by Robert L. Ward, P.E. with a run date of April 03, 2006. The precipitation data was updated to use values from NOAA Atlas 14, however the soils data was not updated to include the latest soils map developed from USDA soil surveys. This may modify the flows experienced during 100 yr events by the Grace Neal channel. As discussed in the INTERIM CHANNEL section of this report, the existing right-of-way east of Bank Street is insufficient to allow room for a channel as seen in Table 9 and an access road meeting the County’s design criteria, even when omitting freeboard. The restriction in channel depth is that it must match the existing Mohave Wash bottom. The interim inceptor channel may be constructed as the ultimate concrete rectangular channel as shown in the ultimate plan view exhibits in order to reduce the overall cost of the project by reducing the amount of earthwork required although this will increase the initial project cost. The plan view of Grace Neal Parkway shows a vertical wall concrete channel just outside of the 150 foot right-of-way at the proposed Mohave Wash Bridge with a channel water depth of 3 feet and 2 feet of freeboard. There are four ultimate design options for the type of channel being used at the eastern side of Mohave Wash on Grace Neal Parkway. With no surrounding development in this area, and the power poles already being relocated, there is some flexibility in what type of channel to use. The only hindrance would be the amount of skew at the bridge to move the centerline of the roadway further north of the mid section line to provide space for the chosen channel. May 11, 2007 The Eagle View subdivision is located north of Grace Neal about 3700 feet east of Stockton Hill Road. Due to the increase in post-development flow, the Eagle View subdivision will require approximately 1.0 acre-ft of detention according to the Final Drainage Report for Eagle View date Feb 09, 06 by Mohave Engineering Associates, Inc. The on-site and off-site flows discharge into the proposed concrete channel along the westbound of Grace Neal Parkway. Due to the different delineation areas and method of calculation, the discharge from the HEC-1 model by Mohave County is 1964 cubic feet per second (cfs) compared to 1711 cfs from HydroCAD estimated by Mohave Engineers Associates, Inc. The discharge of 1964 cfs from HEC1 by Mohave County should be used for the conceptual design of the concrete channel. The Prairie Heights Estates subdivision is located at the northwest corner of the Grace Neal Parkway and Bank Street intersection. According to the Revised Amended Final Improvement Plan Drainage Report for Prairie Heights Estates dated August 14, 06 by Mohave Engineering Associates, Inc, detention is not required for this project and the development of this site will not adversely affect adjacent or down stream properties. The on-site and off-site flows discharge into the proposed concrete channel along the westbound direction of Grace Neal Parkway. Due to the different delineation areas and method of calculation, the discharge from the HEC-1 model by Mohave County is 2,324 cfs compared to 2,333 cfs estimated by Mohave Engineers Associates, Inc. The discharge of 2,324 cfs from the HEC-1 model by Mohave County will be used for the conceptual design the concrete channel. The Cerbat Vistas subdivision is located at the southwest corner of the Grace Neal Parkway and Bank Street intersection. Due to the increase in post-development flow, the Cerbat Vistas subdivision will require approximately 0.92 acre-ft of detention according to the Final Drainage Report for Cerbat Vistas date Dec 08, 05 by Mohave Engineering Associates, Inc. The on-site and off-site flows discharge into the existing channel along the westbound lanes of Jagerson Avenue. Due to the different delineation areas and method of calculation, the discharge from the modified HEC-1 model by Mohave County is 802 cfs compared to 710 cfs estimated by Mohave Engineers Associates, Inc. The discharge of 802 cfs from the HEC-1 model by Mohave County will be used for the conceptual design of the culverts under Bank Street. Appendix A8 shows the peak run-off in the existing channel along the westbound lanes of Jagerson Avenue. RIGHT-OF-WAY ISSUES: Jurisdiction of the right-of-way for Grace Neal Parkway currently varies throughout section 19, township 22N, range 16W. For 2,260 feet, the south 50 feet of right-of-way will be in Mohave County limits. The remaining portion of the right-of-way lies within the City of Kingman. It is understood that the county will own and maintain the full length of the roadway. GRACE NEAL DCR FINAL DRAFT 21 The amount of dedicated right-of-way is shown in the Existing Right-of-Way Exhibit on page 26. Land acquisition is a time consuming process and should begin as soon as possible to avoid conflicts with new development. LANDSCAPING ISSUES: Protected native plants will be salvaged from the right-of-way and made available for use in the median landscaping. It is anticipated the character of the roadway landscaping will incorporate the native plants and other water-conserving species so as to minimize maintenance. UTILITY ISSUES: General There are several existing utilities in the project corridor that will require coordination. As utilities have expressed interest in expanding their services in the right-of-way of Grace Neal Parkway, coordination with the developers during design and construction of proposed utility and roadway projects will help mitigate possible future conflicts. As current construction continues due to subdivisions adjacent to Grace Neal Parkway, the possibility of utility conflicts will increase. As a preliminary estimate, the City of Kingman expects a minimum trunk sewer line of 12” within Grace Neal Parkway right-of-way. It is understood that Eagle View Subdivision has recently installed a 12” sewer main and an 8” waterline within Grace Neal Parkway. It is understood Prairie Heights Subdivision has installed a 15” sewer main 8” waterline within Grace Neal Parkway. Potential conflicts arise for new service connections that intersect the proposed drainage channel if the planned utility installation does not take into account the depth of the parallel channel. Any gravity sewer installation servicing subdivisions north of Grace Neal Parkway may need to locate the sewer at culvert locations to avoid conflict with the drainage channel. 69kV Electric Line The existing overhead 69kV and 12kV lines are in conflict with the proposed roadway improvements. The ultimate goal is for the county to relocate the lines running parallel to Grace Neal Parkway either underground or further south of the right-of-way. Unisource, however, has acknowledged that they do not have the ability to move the 69 kV lines underground, and are currently reviewing the conceptual roadway to determine the best location for the lines. There is still the option of undergrounding the 12.5 kV lines that cross Grace Neal Parkway and run adjacent to Bank Street and Cherum Road. Furthermore, the 69kV line cannot be out of service anytime during the summer peak electricity demand months, making the timing of construction highly important. SIDEWALK ISSUES: The 5 foot sidewalks along Grace Neal Parkway are anticipated to be used exclusively by pedestrians. There is sufficient clearance alongside these sidewalks to accommodate pedestrians without being uncomfortably close to passing traffic. Sufficient space has been given on the northern and southern landscaped areas to provide for meandering sidewalks. The sidewalks, as well as all pedestrian accessways must meet Americans with Disabilities Act (ADA) requirements. BIKE LANE ISSUES: Bike lanes were not specifically designated on the roadway surface for either Grace Neal Parkway or Bank Street roadways. Public requests for bicycle lanes were received during an open house and via email. Adequate space for full bike paths is not available for the Grace Neal Parkway corridor because of the parallel channel and right-of-way constraints. With wider outside roadway lanes proposed, and currently low traffic counts, it is expected that bicyclists will have adequate room to travel on pavement without excessive interference from vehicular traffic. As vehicle demands on this roadway increase, the County should re-assess bicycle safety. BUS BAY LOCATION ISSUES: Sufficient space is available for bus bays along Grace Neal Parkway from Stockton Hill Road to Bank Street between the back of curb and right-of-way line. Sidewalks may be shifted to accommodate the necessary room for a 10 foot curb jog per MAG Standard Detail 252. Power poles are a factor in deciding the optimal location of the bus bay. SETTLEMENT ISSUES: Estimated settlements of shallow foundations under design loads are on the order of ½ to 1-inch, virtually all of which will occur during construction. Post-construction differential settlements will be negligible, under existing and compacted moisture contents. Additional localized settlements of the same magnitude could occur if native supports soils were to experience a significant increase in moisture content. May 11, 2007 GRACE NEAL DCR FINAL DRAFT 22 EXISTING RIGHT-OF-WAY EXHIBITS May 11, 2007 GRACE NEAL DCR FINAL DRAFT 23 CROSS SECTION EXHIBITS May 11, 2007 GRACE NEAL DCR FINAL DRAFT 27 MOHAVE WASH BRIDGE CONCEPTUAL EXHIBIT May 11, 2007 GRACE NEAL DCR FINAL DRAFT 35 PLAN VIEW ROADWAY LAYOUT EXHIBITS May 11, 2007 GRACE NEAL DCR FINAL DRAFT 37 APPENDIX A1 May 11, 2007 GRACE NEAL FINAL DCR DRAFT GRACE NEAL PARKWAY HYDROLOGY CALCULATIONS CONCENTRATION POINT [5392] [5514B] [5573] [5585] SUBBASIN 5390 (partial) 5510 (partial) 5530 (all) 5570 (all) 3260 (partial) PEAK Q (cfs) 1137 1059 365 1034 406 TIME TO PEAK (hrs) 12.8 13.27 13.27 13.27 12.53 Peak Discharges for 100-year, 24-hour event at key locations along the approximate Grace Neal Alignment Concentration Point (HEC-1 I.D.) CHANNEL TIME (min) (2436'/15fps)/60 = 3 min. Use 4 min(*) (5444'/15fps)/60 = 6 min Use 8 min(*) (7085'/15fps)/60 = 8 min None None 5392 5392+5514 5392+5514+5530 5392+5514+5530+5573 SUBBASIN 5390 5510 5530 5570 3260 LENGTH** (ft) 2436 5444 7085 5568 N/A EXISTING SLOPE . (3540-3490)/2436 = 0.0205'/FT (3490-3400)/5444 = 0.0165'/FT (3400-3315)/7085 = 0.0120'/FT (3315-3275)/5568 = 0.0072'/FT N/A Note: (**) Length is measured from Concentration Point (CP) to next CP along Grace Neal Channel. The Hydrology Calculations are based on the HEC-1 Model of Kingman Area Master Drainage Plan Updated, Mohave County Arizona Dated August 01, 2000 May 11, 2007 Time to Peak (hours) 12.87 13.07 13.20 13.33 Notes: Approximate Gracie-Neal alignment cuts through watershed mapped under original study (Kingman Area Mohave Wash Update). Hydrographs were cut from HEC-1 output (using the KO card at selected locations) and pasted into Excel (see worksheets below). Hydrographs were then shifted to account for channel flow times and summed (added) at the correct locations to manually obtain peak discharges (see Exhibit 2 map and watershed map). Note: (1) Assume Peak Q in Mohave Wash is the same (Q100=21,555 cfs) (2) Assume Channel Velocity (Ave) = 15 fps (3) Assume no attenuation from Channel Routing along Grace Neal Channel (*) The channel time is rounding up to 4 and 8 min due to the interval of the hydrograph. CONCENTRATION POINT [5392] [5514B] [5573] [5585] 100-year Peak Q (cfs) 1137 1964 2324 3355 GRACE NEAL FINAL DCR DRAFT APPENDIX A2 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A3 May 11, 2007 GRACE NEAL FINAL DCR DRAFT THE CONCRETE RECTANGULAR CHANNEL SUMMARY OF THE CHANNEL DESIGN ALTERNATIVES ALONG LOCATION GRACE NEAL PARKWAY FROM STOCKTON HILL RD TO MOHAVE WASH THE EARTHEN TRAPEZOIDAL CHANNEL LOCATION 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash 4:1 4:1 4:1 BOTTOM WIDTH (ft) 18 46 58 TOP WIDTH (ft) 74 102 114 5.99 4:1 92 148 5.98 4:1 175 215 Water Depth* (ft) 5 5 5 DISCHARGE (cfs) 1137 1964 2324 VELOCITY (fps) 5.98 5.95 5.96 5 3355 3 3355 SIDE SLOPE THE GROUTED ROCK TRAPEZOIDAL CHANNEL LOCATION 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash Water Depth* (ft) 5 5 5 DISCHARGE (cfs) 1137 1964 2324 VELOCITY (fps) 5.98 5.95 5.96 SIDE SLOPE 3:1 3:1 3:1 BOTTOM WIDTH (ft) 23 51 63 TOP WIDTH (ft) 65 93 105 5 3355 5.99 3:1 97 139 3 3355 5.98 3:1 178 208 1:1 1:1 1:1 BOTTOM WIDTH (ft) 11 22 26 TOP WIDTH (ft) 25 36 40 THE CONCRETE TRAPEZOIDAL CHANNEL LOCATION 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash May 11, 2007 SIDE SLOPE Water Depth* (ft) 5 5 5 DISCHARGE (cfs) 1137 1964 2324 VELOCITY (fps) 14.21 14.55 14.99 5 3355 14.91 1:1 40 54 3 3355 14.91 1:1 72 82 5392 to 5514 5514 to 5530 5530 to 5573 5573 to Mohave Wash 5573 to Mohave Wash N/A N/A N/A BOTTOM WIDTH (ft) 16 27 31 TOP WIDTH (ft) 16 27 31 14.91 N/A 45 45 14.91 N/A 75 75 Water Depth* (ft) 5 5 5 DISCHARGE (cfs) 1137 1964 2324 VELOCITY (fps) 14.21 14.55 14.99 5 3355 3 3355 SIDE SLOPE Note: (*) The Channel Depth is equal to the Water Depth+2' freeboard CP 5392 is located at approximately Sta 24+00 CP 5514B is located at approximately Sta 48+50 CP 5530 is located at approximately Sta 88+50 CP 5573 is located at approximately Sta 170+00 SUMMARY OF THE CHANNEL DESIGN ALTERNATIVES ALONG GRACE NEAL PARKWAY FROM SR 66 TO MOHAVE WASH THE EARTHEN TRAPEZOIDAL CHANNEL CHANNEL TYPE Earth Trapezoidal Grouted Rock Trapezoidal Concrete Trapezoidal Concrete Rectangular Water Depth* (ft) 3 3 3 3 DISCHARGE (cfs) 406 406 406 406 VELOCITY (fps) 5.88 5.88 13.53 13.53 Note: (*) The Channel Depth is equal to the water depth + 2' freeboard. The channel is from CP 5585 (approximately Sta 245+00) to Mohave Wash. GRACE NEAL FINAL DCR DRAFT SIDE SLOPE 4:1 3:1 1:1 N/A BOTTOM WIDTH (ft) 11 14 7 10 TOP WIDTH (ft) 51 44 17 10 SUMMARY OF THE TEMPORARY CHANNEL DESIGN ALTERNATIVES ALONG GRACE NEAL PARKWAY FROM BANK ST TO MOHAVE WASH THE EARTHEN TRAPEZOIDAL CHANNEL LOCATION Bank St to 5573 5573 to Mohave Wash 5573 to Mohave Wash 4:1 BOTTOM WIDTH (ft) 28 TOP WIDTH (ft) 84 5.99 4:1 52 108 5.99 4:1 92 132 3:1 BOTTOM WIDTH (ft) 35 TOP WIDTH (ft) 77 Water Depth* (ft) 7 DISCHARGE (cfs) 2324 VELOCITY (fps) 5.93 7 3355 5 3355 SIDE SLOPE THE GROUTED ROCK TRAPEZOIDAL CHANNEL LOCATION Bank St to 5573 5573 to Mohave Wash 5573 to Mohave Wash SIDE SLOPE Water Depth* (ft) 7 DISCHARGE (cfs) 2324 VELOCITY (fps) 5.93 7 3355 5.95 3:1 59 101 5 3355 5.99 3:1 97 127 Note: (*) The Channel Depth is equal to the Water Depth+0' freeboard CP 5573 is located at approximately Sta 170+00 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A4 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A5 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A6 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A7 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A8 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX A May 11, 2007 GRACE NEAL FINAL DCR DRAFT DRAINAGE CONDITIONS AND CONCEPTUAL DRAINAGE DESIGN EXISTING DRAINAGE CONDITIONS The existing drainage patterns along the Grace Neal Parkway alignment from Stockton Hill Road to Mohave Wash are from the northwest to southeast ultimately discharging into Mohave Wash. There are several washes that intersect Grace Neal Parkway. Currently, these washes are crossing the unimproved earth road of Grace Neal Parkway. Some are then intersected by the existing ditch along the westbound side of Jagerson Avenue and discharged into Mohave Wash. Others discharge directly into Mohave Wash. There are several subdivisions being developed along Grace Neal Parkway. The Eagle View subdivision is located north of Gracie Neal about 3700 feet east of Stockton Hill Road. Due to the increase in postdevelopment flow, the Eagle View subdivision will require approximately 1.0 acre-ft of detention according to the Final Drainage Report for Eagle View date Feb 09, 2006 by Mohave Engineering Associates, Inc. The on-site and off-site flows discharge into the proposed concrete channel along the westbound of Grace Neal Parkway. Due to the different delineation areas and method of calculation, the discharge from the HEC-1 model by Mohave County is 1964 cubic feet per second (cfs) compared to 1711 cfs from HydroCAD estimated by Mohave Engineers Associates, Inc. The discharge of 1964 cfs from HEC-1 by Mohave County will be used for the conceptual design of the concrete channel. The drainage along Bank Street from Grace Neal Parkway to Jagerson Avenue is currently managed into the shallow ditch along the western edge of Bank Street. The ditch directs the flow southerly into an existing channel along the north side of Jagerson Avenue. The flow continues through an existing 60” CMP culvert at Bank Street to Mohave Wash. The overflow from the Jagerson channel crosses Bank Street to the adjacent park and the downstream channel. The Prairie Heights Estates subdivision is located at the northwest corner of the Grace Neal Parkway and Bank Street intersection. According to the Revised Amended Final Improvement Plan Drainage Report for Prairie Heights Estates dated August 14, 06 by Mohave Engineering Associates, Inc, detention is not required for this project and the development of this site will not adversely affect adjacent or down stream properties. The on-site and off-site flows discharge into the proposed concrete channel along the westbound direction of Grace Neal Parkway. Due to the different delineation areas and method of calculation, the discharge from the HEC-1 model by Mohave County is 2,324 cfs compared to 2,333 cfs estimated by Mohave Engineers Associates, Inc. The discharge of 2,324 cfs from the HEC-1 model by Mohave County will be used for the conceptual design the concrete channel. Grace Neal Parkway is within the Kingman Area Master Drainage Plan Update (AMDU), Mohave County, Arizona dated August 01, 2000. The U.S. Army Corps of Engineers HEC-1 model was obtained from the Mohave County. The model is then modified with the latest precipitation frequency from NOAA ATLAS 14 (See Appendix A4). The results of the updated HEC-1 have been provided in the Appendix A8. It then used to design the proposed drainage channel along the westbound side of Grace Neal Parkway from Mohave Wash to Stockton Hill Road. It also is used to design the channel along the eastbound direction of Grace Neal Parkway from Mohave Wash to State Route 66 and the drainage condition along Bank Street from Grace Neal Parkway to Jagerson Avenue. Appendix A2 shows the location and the discharge into the channel based on the HEC-1 model results. The Cerbat Vistas subdivision is located at the southwest corner of the Grace Neal Parkway and Bank Street intersection. Due to the increase in post-development flow, the Cerbat Vistas subdivision will require approximately 0.92 acre-ft of detention according to the Final Drainage Report for Cerbat Vistas date Dec 08, 05 by Mohave Engineering Associates, Inc. The on-site and off-site flows discharge into the existing channel along the westbound lanes of Jagerson Avenue. Due to the different delineation areas and method of calculation, the discharge from the modified HEC-1 model by Mohave County is 802 cfs compared to 710 cfs estimated by Mohave Engineers Associates, Inc. The discharge of 802 cfs from the HEC-1 model by Mohave County will be used for the conceptual design of the culverts under Bank Street. Appendix A7 shows the peak run-off in the existing channel along the westbound lanes of Jagerson Avenue. FEMA FLOODPLAINS CONCEPTUAL DRAINAGE DESIGN Grace Neal Parkway is crossing Flood Zone B and C at varying intervals and Flood Zone AH where it crosses Mohave Wash. This information was obtained from the Flood Insurance Rate Map (FIRM), Panel number 2165 of 3450, Map Number 040058-2165C, dated March 1, 1983 and Panel number 2170 of 3450, Map Number 040058-2170B, dated March 15, 1982, published by Federal Emergency Management Agency (FEMA). Flood Zone B is an area between the limits of the 100 year and 500 year flood event, or subject to less than 1 foot of flooding in a 100-year event. Zone C is an area of minimal flooding. Zone AH is an area of 100-year shallow flooding with a constant water-surface elevation (usually areas of ponding) where average depths are between 1 and 3 feet. Appendix A5 shows the location of the site on the FEMA map. Along the westbound lanes of Grace Neal Parkway from Mohave Wash to Stockton Hill Road, the general wash’s flow patterns will be intercepted by the proposed drainage channel and ultimately discharge into Mohave Wash, which runs north to Red Lake. There are generally several options to design drainage channels. However, due to the limitation of the right-of-way, a rectangular concrete channel will be the only option discussed for the conceptual design. The channel design options are presented in Table 9. The next section of the Grace Neal Parkway alignment from Mohave Wash to State Route 66 has existing drainage patterns from the southeast to northwest toward Mohave Wash. Currently, several washes cross the unimproved earth road of Grace Neal Parkway and discharge directly into Mohave Wash. OFF-SITE IMPACTS May 11, 2007 The rectangular concrete channel will be designed to handle 100-year discharges per the Kingman AMDU HEC-1 model as shown in Appendix A1. The concrete channel will be constructed in accordance with Mohave County regulations. It will have two feet of freeboard and have a maximum velocity of 15 feet per second. The widths of the channel are calculated using FlowMaster V6.1 by Haestad Methods, Inc. as shown in Appendix A6. GRACE NEAL FINAL DCR DRAFT Vertical drop structures in the concrete channel are recommended. Due to the natural steepness of the ground slope along the channel, the conceptual design includes a series of gentle slopes and vertical drops to produce low non-erosive velocities. Along the eastbound lanes of Grace Neal Parkway from Mohave Wash to State Route 66, the general wash’s flow patterns will be intercepted by the proposed drainage channel and ultimately discharge into Mohave Wash, which runs north to Red Lake. There are several options available to design the channel including: trapezoidal earth channel, trapezoidal grouted rock channel, trapezoidal concrete channel and rectangular concrete channel. After reviewing the improvement alternatives, the earthen channel is recommended over the other methods. Although the earth channel is wider than any other method, the finished product typically has a more natural appearance and function, and results in insignificant disturbance of riparian habitat and cultural features. It also has less risk to the public as a result of a lower velocity of water moving through the channel and less potential for structural failure. In addition, the earthen channel has the lowest construction cost. The channel design options are presented in Appendix A3. The trapezoidal earthen channel will be designed to handle the 100-year discharges per the Kingman AMDU HEC-1 model as shown in Appendix A1 The earthen channel will be constructed in accordance with Mohave County regulations. It will have two feet of freeboard and have a maximum velocity of 6 feet per second. With the velocity higher than 2 fps, there will not be a sediment depositional issue. Riprap toe protection may be used to increase channel stability. The storm water run-off along Bank Street from Grace Neal Parkway and Jagerson Avenue will be conveyed along the curb and gutter southerly and drain into the existing channel along Jagerson Avenue through the spillway. Based on conceptual analysis it is recommended that the existing 60” CMP culvert at Bank Street be replaced with four 60” CMP culverts to meet the discharge requirement. The culvert calculations are presented in Appendix A7. The proposed bridge will be located on Grace Neal Parkway at Mohave Wash. It is approximately 5000 feet west of Highway Route 66. At the new bridge location, the Mohave Wash channel is approximately 200 feet wide and has approximately 5 feet of depth. The vegetation in the area of the proposed bridge consists of typical desert grass and shrub. The proposed bridge will be a four-lane roadway with a raised median and sidewalks. The bridge will be approximately 200 feet long by approximately 80 feet wide. The proposed bridge should be designed to have two feet of freeboard minimum for the 100-year event. In general, the proposed bridge should be designed to have as little impact as possible to the wash. If possible, the bridge should be designed so that there is no disturbance to the flow whatsoever. If piers are used, they need to be oriented parallel to flow. Impacts upon channels and floodplains created by bridge usually take the form of the increased flow velocities through and downstream of the bridges, increased scour and upstream ponding due to backwater effects. These impacts can cause flood damage to the wash, and to the bridge structure itself. A structural firm should be contacted for review and final recommendations for the bridge structural span as well as the structural loads at abutments and piers. Per the Preliminary Geotechnical Investigation report (see Appendix E1) on Grace Neal Parkway written by Speedie and Associates on September 20, 2006, it is recommended that a maximum allowable bearing capacity of 3,000 psf be utilized for the foundation design. All footing excavations should be level and cleaned of all loose or disturbed materials. The soil engineering recommendation for support of the new bridge is utilizing shallow foundations. For structures in channel areas, the up stream and down stream edges should have turn-down cut off walls. The cut off walls and the foundations deriving support will be required at least 3 feet below the design scour and/or stream bed degradation elevation. Mohave Wash is intermittent and subject to relatively high flow stages, there is a potential for scour at this site. However, a determination of the design scour level was not available at the time of this investigation. TEMPORARY DRAINAGE DESIGN As requested by the Mohave County, the temporary channel is analyzed from Bank Street to Mohave Wash along the westbound lanes of Grace Neal Parkway. There are two options available to design the temporary channel including: trapezoidal earthen channel and trapezoidal grouted rock channel. After reviewing the temporary alternatives, the earthen channel is recommended over the grouted rock. There is not much difference in channel width between the earthen channel and the grouted rock channel. In addition, the earthen channel has the lower construction cost. The channel design options are presented in Appendix A3. The temporary earthen channel will have no freeboard and have a maximum velocity of 6 feet per second. With the velocity higher than 2 fps, there will not be a sediment depositional issue. Riprap toe protection may be used to increase channel stability. May 11, 2007 BRIDGE STRUCTURAL DESIGN Estimated settlements under design loads are on the order of ½ to 1-inch, virtually all of which will occur during construction. Post-construction differential settlements will be negligible, under existing and compacted moisture contents. Additional localized settlements of the same magnitude could occur if native supports soils were to experience a significant increase in moisture content. Note that this geotechnical information was based on a conceptual design. A more detailed geotechnical analysis should be performed at specific structure locations during the final design phase. GRACE NEAL FINAL DCR DRAFT APPENDIX B1 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX C1 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX D1 May 11, 2007 GRACE NEAL FINAL DCR DRAFT APPENDIX D2 May 11, 2007 GRACE NEAL FINAL DCR DRAFT SOIL SURVEY OF MOHAVE COUNTY, ARIZONA, CENTRAL PART 769000 770000 771000 772000 773000 774000 775000 776000 777000 773000 774000 775000 776000 777000 3912000 768000 3910000 3909000 3909000 3910000 3911000 767000 3911000 3912000 Grace Neal Area Arizona 3908000 3907000 3906000 3906000 3907000 3908000 Mohave 767000 768000 769000 0 770000 500 1,000 771000 772000 Meters 2,000 Web Soil Survey 1.1 National Cooperative Soil Survey 0 1,500 3,000 6,000 9,000 Feet 12,000 11/13/2006 Page 1 of 3 SOIL SURVEY OF MOHAVE COUNTY, ARIZONA, CENTRAL PART Grace Neal Area MAP INFORMATION MAP LEGEND Soil Map Units Cities Detailed Counties Detailed States Interstate Highways Rails Water Hydrography Oceans Source of Map: Natural Resources Conservation Service Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov Coordinate System: UTM Zone 11 Soil Survey Area: Mohave County, Arizona, Central Part Spatial Version of Data: 1 Soil Map Compilation Scale: 1:24000 Escarpment, bedrock Escarpment, non-bedrock Gulley Levee Slope Blowout Borrow Pit Clay Spot Depression, closed Eroded Spot Gravel Pit Gravelly Spot Gulley Lava Flow Landfill Marsh or Swamp Miscellaneous Water Rock Outcrop Map comprised of aerial images photographed on these dates: 5/31/1997; 7/3/1997; 5/24/1998 Saline Spot Sandy Spot Slide or Slip Sinkhole Sodic Spot Spoil Area Stony Spot Very Stony Spot Perennial Water The orthophoto or other base map on which the soil lines were compiled and digitized probably differs from the background imagery displayed on these maps. As a result, some minor shifting of map unit boundaries may be evident. Wet Spot Web Soil Survey 1.1 National Cooperative Soil Survey 11/13/2006 Page 2 of 3 Soil Survey of Mohave County, Arizona, Central Part Grace Neal Area Map Unit Legend Summary Mohave County, Arizona, Central Part Map Unit Symbol Map Unit Name Acres in AOI Percent of AOI 6 Arizo-Franconia-Riverwash complex, 1 to 3 percent slopes 2.0 0.0 19 Circular complex, 1 to 3 percent slopes 967.4 10.0 32 Dutchflat sandy loam, 0 to 2 percent slopes 2,899.1 29.9 35 Fig-Blind-Nodman complex, 30 to 70 percent slopes 577.1 5.9 59 House Mountain family-Calvista family-Rock outcrop complex, 10 to 35 percent slopes 5.3 0.1 70 Jagerson very gravelly loam, 0 to 4 percent slopes 519.4 5.3 76 Lostman gravelly sandy loam, moist, 1 to 5 percent slopes 4,009.4 41.3 90 Mutang-Dutchflat complex, 0 to 3 percent slopes 195.4 2.0 91 Mutang-Wikieup-Rock outcrop complex, 3 to 30 percent slopes 4.1 0.0 120 Rift silty clay loam, 0 to 1 percent slopes 529.7 5.5 Web Soil Survey 1.1 National Cooperative Soil Survey 11/13/2006 Page 3 of 3