City of Kingman

Stockton Hill Road
Corridor Study
Final Report
May 2014

TABLE OF CONTENTS
EXECUTIVE SUMMARY .............................................................................................................. 1
Current and Future Conditions.....................................................................................2
Evaluation Criteria and Plan for Improvements..........................................................2
1.0
INTRODUCTION ............................................................................................................. 6
1.1.
Study Objectives ................................................................................................6
1.2.
Study Area ..........................................................................................................7
1.3.
Previous Studies and Reports ............................................................................9
2.0
CURRENT CONDITIONS ................................................................................................15
2.1.
Topographic Features .....................................................................................15
2.2.
Current Socioeconomic Conditions ...............................................................17
2.3.
Activity Centers ................................................................................................23
2.4.
Existing Transportation Network ......................................................................25
2.5.
Current Development Framework..................................................................62
3.0
FUTURE CONDITIONS ...................................................................................................71
3.1.
Future Socioeconomic Conditions .................................................................71
3.2.
Future Transportation Network ........................................................................77
3.3.
Future Development Framework ....................................................................87
4.0
PRELIMINARY IMPROVEMENT APPROACHES ..............................................................90
4.1.
Identified Deficiencies .....................................................................................90
4.2.
Mobility Approaches .......................................................................................95
4.3.
Development Framework Approaches ....................................................... 123
5.0
EVALUATION OF PRELIMINARY IMPROVEMENT APPROACHES ................................131
5.1.
Evaluation Criteria and Methodology ......................................................... 131
5.2.
Evaluation of Approaches ............................................................................135
6.0
IMPLEMENTATION STRATEGY .....................................................................................151
6.1.
Traffic Operations...........................................................................................151
6.2.
Airway Avenue Intersection Improvements ................................................ 151
6.3.
Access Control ............................................................................................... 151
6.4.
Beverly Avenue Intersection Improvements ................................................152
6.5.
Non-motorized Improvements ......................................................................152
6.6.
Development Policy ......................................................................................154
6.7.
Street Network Policy ..................................................................................... 154
6.8.
Multimodal Policy...........................................................................................154
7.0
REFERENCES ...............................................................................................................158

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TABLE OF FIGURES
Figure 1: Near Term Improvements ................................................................................................................ 4
Figure 2: Mid Term Improvements .................................................................................................................. 5
Figure 3: Study Area / Focus Area.................................................................................................................. 8
Figure 4: Beverly Avenue/Stockton Hill Road Intersection – Looking Eastbound................................ 12
Figure 5: Long Term Roundabout Alternative ............................................................................................ 12
Figure 6: Interim Alternative........................................................................................................................... 13
Figure 7: Topographic Features .................................................................................................................... 16
Figure 8: 2010 Kingman Area Population Density ..................................................................................... 18
Figure 9: 2010 Study Area Population Density ........................................................................................... 19
Figure 10: 2010 Kingman Area Employment Density ................................................................................ 21
Figure 11: 2010 Study Area Employment Density ...................................................................................... 22
Figure 12: Major Activity Centers.................................................................................................................. 24
Figure 13: Roadway Network ........................................................................................................................ 26
Figure 14: Access Control .............................................................................................................................. 28
Figure 15: Bicycle and Pedestrian Facilities................................................................................................ 30
Figure 16: KART Transit Routes .......................................................................................................................32
Figure 17: Lane Configurations ..................................................................................................................... 34
Figure 18: Traffic Volumes (2013) .................................................................................................................. 37
Figure 19: Distribution of Traffic Volume by Time on Stockton Hill Road, North of I-40 ....................... 38
Figure 20: Distribution of Traffic Volume by Time on Stockton Hill Road, between Sycamore
Avenue and Airway Avenue. ............................................................................................ 39
Figure 21: Crash Locations............................................................................................................................. 46
Figure 22: Distribution of Type of Crashes ................................................................................................... 47
Figure 23: Distribution of Crashes by Light Conditions .............................................................................. 48
Figure 24: Distribution of Crashes by Weather Conditions ......................................................................48
Figure 25: Distribution of Crashes by First Harmful Impact ....................................................................... 49
Figure 26: Legend for Symbols used in Crash Diagrams .......................................................................... 51
Figure 27: Crash diagram for Stockton Hill Road and Detroit Avenue ................................................. 52
Figure 28: Crash diagram for Stockton Hill Road and Beverly Avenue ................................................ 54
Figure 29: Crash Diagram for Stockton Hill Road and Sycamore Avenue........................................... 55
Figure 30: Crash Diagram for Stockton Hill Road and Airway Avenue ................................................. 57
Figure 31: Crash diagram for Stockton Hill Road and Kino Avenue...................................................... 58
Figure 32: Crash Diagram for Stockton Hill Road and Gordon Drive .................................................... 60
Figure 33: Crash Diagram for Stockton Hill Road and Northern Avenue ............................................. 61
Figure 34: Existing Land Ownership .............................................................................................................. 63
Figure 35: Existing Land Use ........................................................................................................................... 65
Figure 36: City of Kingman Zoning ............................................................................................................... 66
Figure 37: Design Challenges........................................................................................................................ 70
Figure 38: 2030 Kingman Area Population Density ................................................................................... 72
Figure 39: 2030 Study Area Population Density ......................................................................................... 73
Figure 40: 2030 Kingman Area Employment Density ................................................................................ 75
Figure 41: 2030 Study Area Employment Density ...................................................................................... 76
Figure 42: Programmed and Recommended Roadway Improvements ............................................. 79
Figure 43: Traffic Volumes (2015) .................................................................................................................. 81
Figure 44: Traffic Volumes (2020) .................................................................................................................. 82
Figure 45: Traffic Volumes (2030) .................................................................................................................. 83
Figure 46: Future Land Use ............................................................................................................................. 88

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Figure 47: Midday Traffic Speed (2013)....................................................................................................... 91
Figure 48: Beverly Avenue Intersection ....................................................................................................... 92
Figure 49: Vehicular Capacity Improvements ........................................................................................... 98
Figure 50: Airway Intersection – Improvement Option 1 .......................................................................101
Figure 51: Airway Intersection – Improvement Option 2 .......................................................................104
Figure 52: Access Control Solutions ...........................................................................................................110
Figure 53: Access Control Solutions ...........................................................................................................111
Figure 54: Access Control Solutions ...........................................................................................................112
Figure 55: Access Control Concept - Locations 1, 2, 3 ..........................................................................113
Figure 56: Access Control Concept - Location 11 ..................................................................................114
Figure 57: Advanced Alternative 1 – Elongated Roundabout.............................................................117
Figure 58: Advanced Alternative 2 – Moved Ramp Terminus (J-Hook)..............................................118
Figure 59: Potential Multimodal Improvements .......................................................................................122
Figure 60: Stockton Hill Corridor - Network Concept ..............................................................................127
Figure 61: Andover Kansas - Network Concept ......................................................................................128
Figure 62: Near Term Improvements ..........................................................................................................156
Figure 63: Mid Term Improvements ............................................................................................................157

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TABLE OF TABLES
Table 1: Planned and Potential Development............................................................................................ 9
Table 2: Recommended Roadway Improvements.................................................................................. 10
Table 3: Recommended Transit and Non-Motorized Improvements....................................................11
Table 4: Regional Population Trends ........................................................................................................... 17
Table 5: Existing Population ........................................................................................................................... 17
Table 6: Regional Employment Trends ........................................................................................................ 20
Table 7: Existing Employment ........................................................................................................................ 20
Table 8: KART Fixed-Route Service Operations .......................................................................................... 31
Table 9: Side Streets along Stockton Hill Road...........................................................................................35
Table 10 : Estimated AADT on Stockton Hill Road ..................................................................................... 36
Table 11: K-Factor for Stockton Hill Road .................................................................................................... 38
Table 12: Coordinated Timing Plans in Operation .................................................................................... 40
Table 13: Intersection Coordinated Signal Timing Parameters .............................................................. 40
Table 14: Capacity thresholds for LOS C and LOS D ................................................................................ 41
Table 15: Existing ADT ...................................................................................................................................... 41
Table 16: LOS and Speed for Northbound Stockton Hill Segments (2013) ........................................... 42
Table 17: LOS and Speed for Southbound Stockton Hill Segments (2013) ........................................... 42
Table 18: Distribution of Crashes by Severity .............................................................................................. 43
Table 19: Summary of Stockton Hill Road Crashes by Year, 2007-2012 ................................................ 43
Table 20: Crash Rate for Stockton Hill Road Segments ............................................................................ 44
Table 21: Comparison of Crash Severity Statistics (Urban)...................................................................... 45
Table 22: Distribution of Crashes by Type ................................................................................................... 47
Table 23: Distribution of Crashes by First Harmful Impact ........................................................................ 49
Table 24: Total Number of Crashes by Intersection .................................................................................. 50
Table 25: Summary of Crashes by Severity at Stockton Hill Road and Detroit Avenue..................... 51
Table 26: Summary of Crashes by Cause at Stockton Hill Road and Detroit Avenue....................... 52
Table 27: Summary of Crashes by Severity at Stockton Hill Road and Beverly Avenue.................... 53
Table 28: Summary of Crashes by Cause at Stockton Hill Road and Beverly Avenue ...................... 53
Table 29: Summary of Crashes by Severity at Stockton Hill Road and Sycamore Avenue .............. 54
Table 30: Summary of Crashes by Cause at Stockton Hill Road and Sycamore Avenue ................ 55
Table 31: Summary of Crashes by Severity at Stockton Hill Road and Airway Avenue .................... 56
Table 32: Summary of Crashes by Cause at Stockton Hill Road and Airway Avenue....................... 56
Table 33: Summary of Crashes by Severity at Stockton Hill Road and Kino Avenue ......................... 57
Table 34: Summary of Crashes by Cause at Stockton Hill Road and Kino Avenue ........................... 58
Table 35: Summary of Crashes by Severity at Stockton Hill Road and Gordon Drive........................ 59
Table 36: Summary of Crashes by Cause at Stockton Hill Road and Gordon Drive .......................... 59
Table 37: Summary of Crashes by Severity at Stockton Hill Road and Northern Avenue ................. 60
Table 38: Summary of Crashes by Cause at Stockton Hill Road and Northern Avenue ................... 61
Table 39: Setback Requirements.................................................................................................................. 67
Table 40: Parking Requirements ...................................................................................................................68
Table 41: Future Population ........................................................................................................................... 71
Table 42: Future Employment........................................................................................................................ 74
Table 43: Programmed Improvements .......................................................................................................77
Table 44: Recommended Improvements .................................................................................................. 78
Table 45: Existing and Estimated ADT for Future Years ............................................................................. 80
Table 46: Future LOS for Northbound Stockton Hill Segments ................................................................ 84
Table 47: Future Speed for Northbound Stockton Hill Segments ........................................................... 85

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Table 48: Future LOS for Southbound Stockton Hill Segments ................................................................ 85
Table 49: Future Speed for Southbound Stockton Hill Segments ........................................................... 86
Table 50: Midday LOS on Stockton Hill Road (2013) ................................................................................. 91
Table 51: Access Control Solutions ............................................................................................................109
Table 52: Sidewalk Improvements..............................................................................................................120
Table 53: Bicycle Improvements.................................................................................................................121
Table 54: LOS for Northbound Stockton Hill Road Segments. ...............................................................136
Table 55: LOS for Southbound Stockton Hill Road Segments ...............................................................136
Table 56: Speed for Northbound Stockton Hill Road Segments...........................................................137
Table 57: Speed for Southbound Stockton Hill Road Segments ..........................................................137
Table 58: Benefits from Arterial ITS improvements ...................................................................................138
Table 59: Evaluation of Traffic Operations Alternatives .........................................................................139
Table 60: Airway Avenue Improvement Estimate Unit Costs ................................................................140
Table 61: Evaluation of Airway Avenue Intersection Options...............................................................141
Table 62: Access Control Estimate Unit Costs ..........................................................................................142
Table 63: Evaluation of Access Control Solutions Alternative...............................................................143
Table 64: Beverly Avenue Alternatives Estimate Unit Costs...................................................................144
Table 65: Evaluation of Beverly Avenue Improvements ........................................................................145
Table 66: Non-motorized Improvements Estimate Costs .......................................................................145
Table 67: Evaluation of Non-motorized Improvements .........................................................................146
Table 68: Evaluation of Development Policy Alternatives – Zoning Ordinance ...............................147
Table 69: Evaluation of Development Policy Alternatives – Development Review .........................148
Table 70: Evaluation of Transportation Network Alternatives ...............................................................149
Table 71: Evaluation of Transportation Network Alternatives ...............................................................150
Table 72: Implementation Strategy for Mobility Alternatives ................................................................153
Table 73: Implementation Strategy for Development Framework Alternatives ...............................155

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EXECUTIVE SUMMARY
The City of Kingman conducted the Kingman Stockton Hill Road Corridor Study in
cooperation with the Arizona Department of Transportation (ADOT) Planning Assistance
for Rural Areas (PARA) program. The PARA program is supported through the Federal
Highway Administration (FHWA) State Planning and Research program to nonmetropolitan communities for the purpose of conducting transportation planning
studies. The City of Kingman, with support from ADOT, has worked throughout this study
to assess the transportation and development framework needs of the Stockton Hill
Road corridor, and to recommend solutions to improve multi modal mobility and the
built environment.
The Stockton Hill Road corridor study area is centered along a 2.8 mile section of
Stockton Hill Road between Northern Avenue and Detroit Avenue, located in the northcentral region of the City of Kingman. The heavily trafficked segment is currently one of
the largest and most congested commercial corridors within the City of Kingman, and
also serves as the major employment concentration, retail center, and medical facility
destination for the region. This study addresses the critical transportation and
development policy needs that have resulted from the growth of population,
employment, and corresponding traffic volumes throughout the corridor.
ADOT retained Parsons Brinckerhoff to perform this corridor study. The study process
involved reviewing relevant transportation studies and land use plans, analyzing current
and future corridor conditions in order to identify deficiencies, developing and
evaluating potential improvements, and recommending solutions to improve mobility
conditions and the built environment along Stockton Hill Road.
The study process was conducted with participation, guidance, and oversight from the
project Technical Advisory Committee (TAC), to ensure that local needs and input were
accounted for throughout the study process. The TAC is composed of members
representing the following agencies throughout the region:
City of Kingman
Mohave County
Western Arizona Council of Governments (WACOG)
ADOT – Kingman District Office
ADOT - Multimodal Planning Division
The main phases of the study were documented throughout the process in two working
papers. The analysis of existing and future corridor conditions was compiled in the
Current and Future Conditions Report, while the development, evaluation, and
implementation of recommended improvements were documented in the Evaluation
Criteria and Plan for Improvements Report. Both working papers were reviewed by the
TAC, and the major elements of each effort were presented to the public in two open
houses. Input received from TAC leadership and the public has been used to shape the
study process, and individual comments have been addressed where possible.

1

Current and Future Conditions
This section documents existing conditions within the Stockton Hill Road study area in
terms of topographic features, socioeconomic conditions, activity centers,
transportation network, traffic conditions, and current development framework. The
major element of the section is a technical review of corridor traffic characteristics such
as levels of congestion throughout the day, intersection functionality, and safety
conditions. Other major elements are reviews of access control conditions, the nonmotorized transportation network, and land use and development policies.
The future conditions assessment reviews the future conditions that are forecasted for
the Stockton Hill Road corridor, including future socioeconomic conditions,
transportation network, changes in traffic conditions, and anticipated developments
and land use changes.
The review of current and future conditions provided a baseline of existing and
anticipated transportation and land use characteristics. The review also made
apparent a number of corridor deficiencies in terms of traffic, safety, development
practices, and access management that are expected to worsen in the future without
transportation improvements and development policy changes.

Evaluation Criteria and Plan for Improvements
This section presents the corridor deficiencies gleaned from the analysis of current and
future conditions, which include recurring traffic congestion, limited non-motorized
facilities, lack of access management, single-use land use designations, limited
development policies, unattractive character and urban form, and the poorly
functioning intersections of Stockton Hill Road with Airway Avenue and Beverly Avenue.
Corridor improvement approaches were developed in order to address the corridor
deficiencies, based on the study’s goals and objectives, stakeholder and TAC input,
and technical expertise. The two types of approaches include (1) mobility approaches
and (2) development framework approaches.
Mobility approaches are more technical design solutions whose goal is to improve
mobility and, safety, and relieve congestion. Development framework approaches are
longer term policy changes that affect the development of the built environment. Both
approaches aim to meet the study goals of improving traffic operations, refining and
improving access control, linking development policies to transportation goals, and
improving mobility and safety for all travel modes. Each potential improvement was
evaluated based on the following factors developed with guidance from the TAC:
Improvement Cost
Right-of-way Impact
Funding Availability
Safety Improvement
Automobile Mobility

2

Pedestrian Mobility
Bicycle Mobility
Environmental Impact
Visual Quality
Public Acceptance
City Support
The implementation section identifies and prioritizes corridor recommendations. Each
specific recommendation has been grouped by category, including technical
transportation improvements related to traffic operations, access control, and nonmotorized improvements. Development framework recommendations were made,
including changes to development policy, street network policy, and multimodal
policy.
Each recommendation is also grouped into near term, mid term, and long term actions,
representing time frames of 5, 10, and 15 years. Location specific recommendations are
displayed where possible in Figure 1 and Figure 2.

3

Figure 1: Near Term Improvements

4

Figure 2: Mid Term Improvements

5

1.0

INTRODUCTION

Through the Arizona Department of Transportation (ADOT) Planning Assistance for Rural
Areas (PARA) program, ADOT and the City of Kingman conducted a long-range study
of the Stockton Hill Road corridor between Detroit Avenue and Northern Avenue to
improve the overall mobility and development character of the area.
Stockton Hill Road is currently one of the largest and most congested commercial
corridors within the City of Kingman. This north-south arterial serves as a gateway
corridor for Kingman and adjacent unincorporated areas, providing an important
linkage between residents of northern Mohave County and Interstate 40 (I-40). The
Stockton Hill Road corridor serves as a central location for the region’s employment,
health services, commercial, and retail activities. Existing and planned developments
along the corridor generate large traffic volumes in a relatively small area. The high
volumes frequently create congestion, significant delay at traffic lights, dangerous
conditions for pedestrians, and a high number of collisions.
This study evaluates the corridor’s development framework and transportation network
to determine if the corridor would support future travel demand and commercial
growth. Deficiencies are identified with respect to the overall safety and circulation of
the corridor. Based on these deficiencies, the study team developed mobility and
development framework alternatives that were viable and would improve the corridor’s
access and character. The corridor improvement approaches were evaluated based
on criteria approved by the project Technical Advisory Committee (TAC) members.
This study documents the identified deficiencies within the corridor, develops
improvement alternatives, and develops an implementation strategy for
recommended improvements. This study continues to focus on maintaining the
economic benefits and public expectations for an efficient infrastructure system,
serving as a guide to address the existing and future multimodal travel needs.

1.1

Study Objectives

The objective of this study is to analyze the multimodal transportation and development
policy needs of the Stockton Hill Road corridor, resulting in a plan to create a vibrant
and safe multimodal commercial corridor. Specific considerations include an analysis of
existing and future transportation conditions including traffic volumes, collisions, bicycle,
pedestrian and transit activity, and programmed improvements, as well as an
assessment of the current development and land-use framework. Findings were utilized
to evaluate alternatives to address transportation and development policy needs
within the corridor, and develop recommendations that offer solutions over near term,
mid term, and long term planning horizons (within 5, 10, and 15 year timeframes). This
includes signal timing adjustments, lane expansion and reconfiguration, and changes
to development and access policies.

6

The Stockton Hill Road Corridor Study documents implementation strategies for the
recommended improvements, and can be used by local agencies to budget and
maintain the economic benefits and public expectations for an efficient corridor. It is
anticipated that further planning and design will follow this study prior to the
implementation of any recommended corridor improvements.

1.2

Study Area

The Stockton Hill Road corridor study area is located in the north-central area of the City
of Kingman, and also includes a small portion of unincorporated Mohave County. The
study area extends to Jagerson Street to the north, Bank Street to the east, Florence
Avenue to the south, and the City of Kingman limits to the west.
Figure 3 depicts the focus area and wider study area for this corridor study. The study
area represents the traffic analysis zone (TAZ) boundaries that encompass the focus
area. The study area was used to evaluate current and future socioeconomic
conditions from the Kingman Area Transportation Study (KATS) 2011 model.
Recommendations, however, were concentrated entirely on the focus area where the
identified deficiencies are concentrated. Specific consideration was placed on the 2.8mile segment of Stockton Hill Road between Detroit Avenue and Northern Avenue,
where the TAC identified preliminary corridor needs.

7

Figure 3: Study Area / Focus Area

8

1.3

Previous Studies and Reports

The following section summarizes relevant findings on current and future conditions in
the Stockton Hill Road corridor, gleaned from recent transportation plans, land-use
plans, and infrastructure reports within the Kingman region.
1.3.1

City of Kingman General Plan 2020

The City of Kingman General Plan 2020 (2003) presents the community’s vision for future
growth and development. The General Plan seeks to aid decision-making regarding
future community growth issues.
Increased residential and commercial development is expected with the City’s
demonstrated and projected population growth. The plan identifies three primary
growth areas, defined in Table 1, in which development is underway or likely to occur:
Table 1: Planned and Potential Development
Growth Areas
Downtown Kingman

North Stockton Hill Road
corridor

Hualapai Mountain Road
corridor

Type of Growth
Growing boutique-style shopping area
Opportunity for residential, commercial, and public infill
development
Primary commercial center of Kingman
Location of much of the recent commercial development
Opportunity for medium to high density residential
development
Upcoming commercial and residential development
Opportunities for park development and open space
preservation
Development may disrupt views, residential areas, and
traffic patterns

Source: City of Kingman General Plan 2020 (2003)

The circulation element of the General Plan comprises the 2011 Kingman Area
Transportation Study, which provides guidance to many of the city’s traffic issues. The
plan also references the Pedestrian and Bikeway Plan 2000 as part of the City’s
development plan.
1.3.2

Kingman Area Transportation Study (2011)

The Kingman Area Transportation Study (KATS) 2011 update outlines a transportation
plan for 5-year (short-range), 10-year (mid-range), and 20-year (long-range) planning
horizons. The study area encompasses the City of Kingman and portions of
unincorporated Mohave County. The study reviews existing conditions, projects future
conditions, identifies needs and deficiencies, and evaluates multimodal improvement
options.
The study anticipates commercial development growth to continue to take place in
the same areas as today, namely along Stockton Hill Road, Route 66, Airway Avenue,

9

Northern Avenue, and in Downtown Kingman. Residential development is also
expected to accompany employment growth in these areas. Future industrial growth is
expected near the Kingman Airport.
The study addressed the area’s needs and deficiencies by proposing various roadway,
transit, bicycle and pedestrian facility improvements. The following committed
improvements are within the focus area and have already secured funding:
Gordon Drive (Stockton Hill Road to Bank Street): widening from 2 to 5 lanes, and
Gordon Drive (Stockton Hill Road to Bank Street): new sidewalk and bicycle
lanes.
Improvements that were recommended but unfunded at the time of the KATS Study
are shown in Table 2 and Table 3.
Table 2: Recommended Roadway Improvements
Project Location
Airway Avenue: Western Avenue to Stockton Hill
Road
Beverly Avenue: Stockton Hill Road to Bank Street
Glen Road: Airway Avenue to Gordon Drive

Improvement Description
Widen to four-lane roadway
Widen to four-lane roadway
New two-lane roadway

Gordon Drive: Stockton Hill Road to Bank Street
I-40 and Stockton Hill Road
Stockton Hill Road and Airway Avenue
Stockton Hill Road and Gordon Drive
Stockton Hill Road: Airway Avenue to Gordon Drive
Stockton Hill Road: Detroit Avenue to Northern
Avenue
Stockton Hill Road: Northern Avenue to Grace Neal
Parkway
Western Avenue: Beverly Avenue to Gordon Drive
Source: 2011 KATS Study

10

Widen to four-lane roadway
Freeway Interchange Improvements
Intersection widening/ safety
Improvements
Intersection widening/ safety
improvements
Raised median to four-lane roadway
Widen to six-lane roadway
New four-lane roadway
Improved two-lane roadway

Table 3: Recommended Transit and Non-Motorized Improvements
Project Location
Airway Avenue: Stockton Hill Road to Andy Devine
Avenue

Improvement Description
Add bike and pedestrian facilities

Beverly Avenue: Willow Road to Bank Street
Gordon Drive: Stockton Hill Road to Andy Devine
Avenue

Add bike and pedestrian facilities

Gordon Drive: Stockton Hill to Castle Rock Road
Willow Road: Andy Devine Avenue to Gordon
Drive

New KART route

Add bike and pedestrian facilities

Add bike and pedestrian facilities
Provide 30-minute headways
between buses during peak periods
Add bus pull-outs and shelters

KART bus routes
KART bus routes
Kino Avenue: Stockton Hill Road to Bank Street
Northern Avenue: Stockton Hill Road to Bank Street
Northern Avenue: Stockton Hill Road to Castle
Rock Road

New KART route
Add bike and pedestrian facilities
New KART Route
New facility

Transit transfer center
Source: 2011 KATS Study

1.3.3

I-40 Stockton Hill Road Traffic Interchange – Initial Design Concept Report (1999)

The I-40 Stockton Hill Road Traffic Interchange (TI) – Initial Design Concept Report (1999)
evaluates the I-40/Stockton Hill Road TI and presents several alternatives to improve
safety and traffic operations. The TI is a standard diamond interchange with I-40
crossing over Stockton Hill Road.
The study area consists of Stockton Hill Road from Airway Avenue to Detroit Avenue,
and includes the following five signalized intersections:
Detroit Avenue,
I-40 eastbound ramps,
I-40 westbound ramps,
Wal-Mart/KRMC entrance, and
Airway Avenue.
The report only considers alternatives south of Beverly Avenue, due to right-of-way
limitations of existing retail stores in the north. Significant increases in traffic on Stockton
Hill Road are attributed to adjacent commercial development and uncoordinated
traffic signalization at the five intersections. The proximity of the Beverly Avenue
intersection to the I-40 westbound ramps causes further delay and collisions. Although
Beverly Avenue, shown in Figure 4, was previously signalized, the signal was removed
due to the lack of coordination with the I-40 westbound ramps. Consequently, traffic
movements on Beverly Avenue, at Stockton Hill Road, are limited to right-turn only.

11

Figure 4: Beverly Avenue/Stockton Hill Road Intersection – Looking Eastbound

The recommended long term solution, shown in Figure 5, was a modern roundabout
incorporating Stockton Hill Road, Beverly Avenue, and I-40 westbound ramps. However,
a subsequent ADOT review revealed that a roundabout would result in a traffic volume
imbalance between Stockton Hill Road and the I-40 westbound ramps.
Figure 5: Long Term Roundabout Alternative

Source: I-40 Stockton Hill Road Traffic Interchange – Initial Design Concept Report (1999)

12

The interim alternative is shown in Figure 6 and has since been implemented, included a
left-turn, right-turn, and optional left-turn/through lane at the I-40 eastbound exit ramp.
However, congestion and uncoordinated traffic signalization persist.
Figure 6: Interim Alternative

Source: I-40 Stockton Hill Road Traffic Interchange – Initial Design Concept Report (1999)

1.3.4

City of Kingman Pedestrian and Bikeway Plan 2000

The City of Kingman Pedestrian and Bikeway Plan 2000 (2000) addresses the city’s
pedestrian and bikeway needs by prioritizing locations for pedestrian and bicycle
facilities in three phases. Provided that funding is available, the first phase recommends
linkages between schools and residential neighborhoods. The second phase supports
pedestrian and bicycle links between parks, recreation areas, employment centers,
shopping centers, medical and senior centers, government services, and cultural
destinations. The last phase connects existing pedestrian and bicycle routes and
residential neighborhoods.
Due to the clustering of services and increased population and employment densities,
the Pedestrian and Bikeway Plan also recommends pedestrian and bicycle
improvements in Downtown Kingman and the I-40/Stockton Hill Road Interchange.
Specific improvements include installing handicap ramps, relocating of traffic signals,
widening sidewalks, extending multi-use paths, and amending of parking regulations for
landscaped walkways and parking orientation and layout.

13

1.3.5

Mohave County General Plan (2010 Update)

The Mohave County General Plan (2010) (the Plan) guides decision-makers about how
development in Mohave County takes place. The Plan recognizes that the County’s
growth is heavily dependent on the growth of the gaming industry in Laughlin, Nevada.
Continued population growth is expected, but growth rates are predicted to level off.
The County seeks to address growth by anticipating new development and
coordinating public facilities to support this growth.
The Plan’s Transportation Element notes substantial increases of traffic along State
Route 68 and US 95. The Plan also recognizes the 2011 KATS Study as an integral part of
coordinating transportation planning and improvement programming.

14

2.0

CURRENT CONDITIONS

This section documents the current conditions that exist within the Stockton Hill Road
study area in terms of topographic features, socioeconomic conditions, activity centers,
transportation network, traffic conditions, and current development framework.

2.1

Topographic Features

The Kingman Area’s diverse topography comprises flat range land, mountains, and
drainage features that require special considerations when determining future land
uses and the alignment of transportation facilities. As shown in Figure 7, the study area
itself is comprises predominantly flat land, with some elevation gain to the north and
west. Mohave Wash runs through the northeast portion of the study area and is
identified as a flood hazard zone. Floodplains drain from the west of the study area to
Mohave Wash in the east. Future development along Mohave Wash should note this
topographical limitation.

15

Figure 7: Topographic Features

16

2.2

Current Socioeconomic Conditions

Current socioeconomic conditions for the Kingman Area were evaluated by analyzing
2000 and 2010 US Census data, as well as modeled 2010 population and employment
estimates from the 2011 KATS Study, which was the study’s model base year. The
following current conditions assessment is based on the most reliable data currently
available.
2.2.1

Population

According to the 2010 US Census, the City of Kingman has a population of 28,068, a
39.9 percent increase from the 2000 Census. Similar to Mohave County and the State of
Arizona, the City of Kingman has experienced rapid population growth over the past
decade. As shown in Table 4, the City of Kingman population comprises 14 percent of
the total Mohave County population.
Table 4: Regional Population Trends
Population
Jurisdiction
City of Kingman
Kingman Area (KATS)
Mohave County
State of Arizona

Number
20,069
155,032
5,130,632

2000
Share of County
12.9%
100.0%

Number
28,068
52,049
200,186
6,392,017

2010
Share of County
14.0%
26.0%
100.0%

Percent
Change
+39.9%
+29.1%
+24.6%

Sources: 2000 US Census, 2010 US Census, 2011 KATS model

According to the 2011 KATS study, the greater Kingman Area has a population of
52,049, representing 26 percent of the Mohave County population. As shown in Table 5,
the study area population is 11,964, comprising 23 percent of the total Kingman Area
population.
Table 5: Existing Population
Jurisdiction
Kingman Area (KATS)
Study Area

Population
2010
Number Percent
52,049
100.0%
11,964
23.0%

Sources: KATS model (2011)

Figure 8 shows that the existing Kingman Area population is most dense to the south
and northeast of the study are. As shown in Figure 9, the population within the study
area is densest east of Stockton Hill Road and south of Detroit Avenue with over 2,000
residents per square mile.

17

Figure 8: 2010 Kingman Area Population Density

18

Figure 9: 2010 Study Area Population Density

19

2.2.2

Employment

As shown in Table 6, a rapid employment increase mirrors the rapid population
increase. According to the 2010 US Census, 12,535 people are employed in the City of
Kingman, 15.2 percent of the Mohave County total. Total employment in the City of
Kingman increased by 42.9 percent between 2000 and 2010, outpacing the general
trend in Arizona and Mohave County.
Table 6: Regional Employment Trends
Jurisdiction
City of Kingman
Kingman Area (KATS)
Mohave County
State of Arizona

Number
8,771
65,081
2,387,139

Employment
2000
2010
Share of County Number Share of County
13.5%
12,535
15.2%
19,779
23.9%
100.0%
82,591
100.0%
2,995,656

Percent
Change
+42.9%
+26.9%
+25.5%

Sources: 2000 US Census, 2010 US Census, KATS model (2011)

According to the 2011 KATS study, the Kingman Area has 19,779 employees, and the
study area is 6,050 employees, comprising 30.6 percent of the Kingman Area total. (See
Table 7.)
Table 7: Existing Employment
Jurisdiction
Kingman Area (KATS)
Study Area

Employment
2010
Number Percent
19,779
100.0%
6,050
30.6%

Sources: KATS model (2011)

As shown in Figure 10, the greatest concentration of employment in the Kingman Area
exists along Stockton Hill Road, Northern Avenue, and Andy Devine Avenue. As shown
in Figure 11, the largest concentration of employees within the study area of this project
is in the vicinity of Kingman Regional Medical Center (KRMC).

20

Figure 10: 2010 Kingman Area Employment Density

21

Figure 11: 2010 Study Area Employment Density

22

2.3

Activity Centers

As the commercial hub of the City of Kingman, the Stockton Hill Road corridor has
many activity centers that generate high traffic volumes. The corridor attracts mostly
retail, commercial and medical related uses.
Figure 12 details the major activity centers that are located within the study area. The
majority are located along Stockton Hill Road and near the I-40 interchange. Major
retail centers include Super Wal-Mart (7), Ross (6), Safeway (3) and (12), and Home
Depot (11). Residential areas include Walleck Ranch (10), a single-family infill
development located north of Kino Avenue with primary access located at Walleck
Ranch Drive. In addition, the KART Transit Center (8), located off of Airway Avenue in
the Super Wal-Mart parking lot, generates significant multimodal activity.
The KRMC (1) is of particular interest to the development of the Stockton Hill Road
corridor. Located at the intersection of Stockton Hill Road and Beverly Avenue, KRMC is
one of the city’s largest employers. The facility serves Mohave County and is the largest
healthcare and wellness provider in northwestern Arizona.

23

Figure 12: Major Activity Centers

24

2.4

Existing Transportation Network

2.4.1

Roadway Network

The existing roadway network shown in Figure 13 comprises interstate highway, arterials,
collectors, and local streets. There are a total of nine signals on Stockton Hill Road from
Northern Avenue to Detroit Avenue, and one stop-controlled intersection at Beverley
Avenue. An additional six signals are located off of Stockton Hill Road.
The following functional classifications are used in the study area:
Principal interstate: I-40
Principal arterials: Serve as main connectors within the region and carry large
traffic volumes. They include Andy Devine Avenue, south of I-40.
Minor Arterials: Carry the majority of trips entering or leaving the area. They
include Stockton Hill Road and Andy Devine Avenue, north of I-40.
Collectors: Carry traffic between local streets and arterials. They include Beverly
Avenue, Airway Avenue, and Gordon Drive.
Local streets: Provide circulation within and between neighborhoods.

25

Figure 13: Roadway Network

26

2.4.2

Access Control

Access control is used to manage roadway operations, improve traffic flow and
efficiency, and promote safety. Policy elements that address access control include
zoning, development standards, permits and procedures, and the acquisition of access
rights. Access control strategies include traffic signal spacing, unsignalized access
spacing, medians, restricted turn movements, and interchange spacing. The goal of
access management is to balance roadway operational needs with the needs of
adjacent developments. Access management can increase public safety, extend the
life of major roadways, reduce traffic congestion, support alternative transportation
modes, and improve the appearance and quality of the built environment.
Stockton Hill Road is a minor arterial and serves as the primary North-South connector
for the city. Current access control strategies include raised medians from Detroit
Avenue to Airway Avenue and restricted right and left-turn lanes located at several
intersections and midblock locations. However, development in the area has come in
phases, thus allowing for property and circulation inconsistencies between adjacent
properties. As shown in Figure 14, there are approximately 116 driveways along
Stockton Hill Road. In many cases, commercial properties have inadequate spacing
and more than one dedicated access location. On Stockton Hill Road, this affects the
utilization of the right travel lane and ultimately the free flow capabilities of the corridor.
To account for the anticipated commercial growth in the corridor, additional access
management for Stockton Hill Road is critical for safe turning paths, reduced conflict
points with pedestrians and bicyclists, and minimum interference with traffic.

27

–

Figure 14: Access Control

28

2.4.3

Multimodal Transportation

2.4.3.1 Non-Motorized Facilities
Figure 15 details the existing bicycle and pedestrian facilities in the study area. The
bicycle network consists of two designated bike routes, one striped bike lane, paved
shoulders along roadways, two wide curb lanes, the Mohave Wash Pathway, and
sidewalks. The pedestrian network is comprises sidewalks and the Mohave Wash
Pathway.
The following criteria are used to classify bicycle and pedestrian facilities:
Bike Lanes: Striped, one-way travel lanes on the street
Bike Routes: Not striped, but have identification signs. Typically located on
secondary roads; on streets without curbs
Wide Curb Lanes: Wider lanes on a street that provide more room for bicycle
travel. Is not a designated bicycle area and can be used by vehicles
Sidewalks: Typically used by pedestrians, but can be used by inexperienced
bicyclists
Multi-use Paths: Such as Mohave Wash Pathway, provides a space separate
from vehicles
Within the focus area, sidewalks are located along the entire length of Stockton Hill
Road. A wide curb lane runs from south of Detroit Avenue to Gordon Drive. With the
exception of two bike routes located south of I-40, the focus area lacks designated
bicycle facilities. The 2011 KATS Study states that additional bicycle and pedestrian
facilities will be needed to accommodate population and employment growth and
sustainable transportation.

29

Figure 15: Bicycle and Pedestrian Facilities

30

2.4.3.2 Transit Service
Fixed-route bus service is provided by Kingman Area Regional Transit (KART) and is
comprised of four routes, all of which service the study area. The routes, shown in Figure
16, are coordinated to connect at the KART/Wal-Mart Transfer Center at 45 minutes
past the hour, and depart at the top of the hour. All routes have 60-minute headways
from Monday to Saturday. Operating characteristics are detailed in Table 8.
Table 8: KART Fixed-Route Service Operations

6:00AM-6:00PM

Weekday
Headway
60 min

9:00AM-4:00PM

Saturday
Headway
60 min

Green

6:00AM-8:00PM

60 min

9:00AM-4:00PM

60 min

Yellow

6:00AM-8:00PM

60 min

9:00AM-4:00PM

60 min

Red

6:00AM-6:00PM

60 min

9:00AM-4:00PM

60 min

Route

Weekday Hours

Blue

Saturday Hours

*Routes do not operate on Sundays or Holidays
Source: 2011 KATS Study

Curb-to-curb service is also available to seniors and the disabled within ¾-mile of the
fixed routes. Advanced reservations and approval are required.
The fares per person, per boarding are as follows:
Regular Bus Fare…………………………………………...$1.50 or one coupon
Day Pass……………………………………………………..$5.00
Monthly Pass (General)…………………………………..$65.00
Monthly Pass (Seniors > 60 years or Veterans)……….$55.00
Book of 30 Coupons………………………………………$45.00
Children under 10 accompanied by an adult………Free
Additional bus service into and out of Kingman is provided by Greyhound Bus. Popular
destinations include Las Vegas and Flagstaff. The station is currently at KP
Transportation, at Andy Devine Avenue and I-40, but is scheduled to relocate. The
Kingman Area does not have public transit facilities such as commuter park-and-ride
lots or bus pull-outs.

31

Figure 16: KART Transit Routes

32

2.4.4

Traffic Conditions

2.4.4.1 Stockton Hill Road
Stockton Hill Road is a major route used by local commuters and recreational travelers
to Northwest Arizona. The interchange with I-40 provides regional connectivity, which
includes Flagstaff to the east and Nevada and California to the west. In addition,
Stockton Hill Road provides access to the KRMC as well as retail stores, restaurants, and
other businesses located in the corridor. New developments adjacent to Stockton Hill
Road have increased traffic volumes, primarily north of I-40.
As shown in Figure 17, the roadway consists of four 12-foot through lanes separated by
raised medians from Detroit Avenue to Airway Avenue. A two-way turn lane extends
from Airway Avenue to Northern Avenue. In addition, right and left-turn lanes are
located at several intersections and midblock locations for access to commercial
businesses. The posted speed limit for the entire length of Stockton Hill Road is 35 miles
per hour (mph).

33

Figure 17: Lane Configurations

34

2.4.4.2 Side Streets
Table 9 lists the side streets along Stockton Hill Road and the type of traffic control at
each intersection.
Side streets provide access to residential and commercial
developments on either side of Stockton Hill Road. Adjacent streets form a grid network.
The intersection at Beverly Avenue is of particular interest due to its proximity to the I-40
westbound ramps. The intersection is located approximately 210 feet north of the
westbound ramps. In addition, only stop-controlled right turns are allowed. Left turns
and through movements are not permitted from Beverly Avenue. As a result,
westbound vehicles on Beverly Avenue detour through the neighboring parking lot to
use the KRMC signal to turn left onto Stockton Hill Road.
Table 9: Side Streets along Stockton Hill Road
Street

Intersection Type

Traffic Control

Detroit Avenue

Four Leg Intersection

Traffic Signal

I-40 Eastbound Ramp
I-40 Westbound
Ramp
Beverly Avenue

Four Leg Intersection

Traffic Signal

Four Leg Intersection

Traffic Signal

Four Leg Intersection

Two-Way Stop

KRMC

Four Leg Intersection

Traffic Signal

Sycamore Avenue

Four Leg Intersection

Traffic Signal

Airway Avenue

Four Leg Intersection

Traffic Signal

Plaza Drive

Four Leg Intersection

Two-Way Stop

Khan Avenue
Morrow Avenue
Riata Valley Road

T-

Intersection1

One-Way Stop

T-

Intersection1

One-Way Stop

T-

Intersection1

Two-Way Stop

Dunton Drive

T-Intersection

One-Way Stop

Kino Avenue

Four Leg Intersection

Traffic Signal

Home Depot

Four Leg Intersection

Traffic Signal

Hillcrest Drive

T-

Intersection1

One-Way Stop

Gordon Drive

Four Leg Intersection

Traffic Signal

Sierra Vista Avenue

Four Leg Intersection

Two-Way Stop

Northern Avenue

Four Leg Intersection

Traffic Signal

1

T-Intersection with private driveway

35

2.4.4.3 Traffic Volumes
Field counts of 24 hour traffic volumes at five segments within the study corridor were
collected on March 19-20, 2013. Table 10 shows the Average Daily Traffic (ADT) volumes
and the directional distribution of the traffic volumes at these locations. Traffic volume
splits for northbound and southbound directions are almost equal. The combined traffic
volumes are similar to the projected ADT for 2016 in the initial DCR for the I-40 Stockton
Hill Road TI (1999). Turning movement traffic volume counts for AM, PM, and midday
periods were collected at eleven intersections along the corridor. Figure 18 shows the
turning movement volumes.
Table 10 : Estimated AADT on Stockton Hill Road
Approac
h
Direction
NB

Volume

Directiona
l Split

20855

51.9%

SB

19313

48.1%

NB

14078

54.3%

SB

11844

45.7%

NB

5116

51.3%

SB

4850

48.7%

Between Sycamore Ave. and
Airway Ave.

NB

13558

47.4%

SB

15075

52.6%

Between Gordon Ave. and
Hillcrest Dr.

NB

10214

43.8%

SB

13093

56.2%

Segment on Stockton Hill Road
North of I-40
South of I-40
North of Northern Ave.

1

ADT is based on 24 hour volume counts collected in March 2013.

2

Seasonal Factor=0.96; Daily Factor=1.07
Source: ADOT MPD Monthly Daily Factors by site 2010

36

ADT1

Estimate
d AADT2

40168

41261

25922

26627

9966

10237

28633

29412

23307

23941

Figure 18: Traffic Volumes (2013)

37

The ratio of peak hour traffic volume to ADT volume, expressed as a percentage,
represents the “K-factor,” which indicates intermittent traffic congestion by time of day.
Table 11 shows the K-factor for the five locations. The average K-factor for the corridor is
17 percent. The highest traffic volume on Stockton Hill Road was north of I-40. The
distribution of traffic volumes by time of day for this location and between Sycamore
Avenue and Airway Avenue is shown in Figure 19 and Figure 20 respectively. Although
there are distinct traffic volume peaks during the AM and PM periods, the highest traffic
volume for is during the midday period, peaking approximately at noon.
Table 11: K-Factor for Stockton Hill Road
Location on Stockton Hill
Peak Hour
Total
Road
Volume
Volume
North of I-40
7,007
40,168

K-factor
17.4%

South of I-40

4,170

25,922

16.1%

North of Northern Ave.
Between Sycamore Ave.
and Airway Ave.
Between Gordon Ave. and
Hillcrest Dr.

1,760

9,966

17.7%

4,909

28,633

17.1%

3,931

23,307

16.9%

Figure 19: Distribution of Traffic Volume by Time on Stockton Hill Road, North of I-40

500
450
400
350
300
250
200
150
100
50
0

NB
SB

00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Traffic Volume

Distribution of Traffic Volume : North of I-40

Time of Day

38

Figure 20: Distribution of Traffic Volume by Time on Stockton Hill Road, between Sycamore
Avenue and Airway Avenue.

Distribution of Traffic Volume : Between
Sycamore Ave and Airway Ave
400
350

Traffic Volume

300
250
200
NB

150

SB

100
50
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

0

Time of Day

2.4.4.4 Traffic Signal Timing
With the exception of the intersection at Northern Avenue, all intersections along
Stockton Hill Road have had coordinated traffic signal timing since 2008. The purpose of
coordinated signal timing is to allow for vehicles to travel through the corridor at a
given speed with a minimum number of stops at intersections. This is achieved by
implementing fixed traffic signal cycle lengths for the intersections and defining the
primary through flow as the coordinated movement. The green time for coordinated
traffic flow for adjacent intersections is then offset for synchronized flow. In the City of
Kingman, traffic signal timing consists of coordination schemes from 7:00 AM to 7:00 PM,
Monday to Friday. At all other times, signals operate in “Free” mode, where a traffic
signal controller provides demand responsive green times for vehicular movements and
walk times for pedestrian movements. Hours of operation used for the coordination plan
are provided in Table 12. Details of the plan’s number of phases, coordination cycle
length, and offset is provided in Table 13. The intersections at Detroit Avenue and
Sycamore Avenue both have eight phases, the most out of the Stockton Hill Road
intersections. The intersections with the least are located at I-40 and Kino Avenue, with
three and four phases respectively.

39

Table 12: Coordinated Timing Plans in Operation
Coordinated
Plan
AM Plan
Midday Plan
PM Plan

Start Time

End Time

Days

7:00 AM

11:00 AM

Monday to Saturday

11:00 AM

3:30 PM

Monday to Saturday

3:30 PM

7:00 PM

Monday to Saturday

Source: ADOT Final Traffic Signal Timing Study, Stockton Hill Road, Kingman, AZ
(2008); City of Kingman, AZ

Table 13: Intersection Coordinated Signal Timing Parameters
Intersection

Phases

AM

Midday

PM

Cycle

Offset

Cycle

Offset

Cycle

Offset

Stockton Hill Road

Detroit Avenue

8

115

107

120

75

115

32

Stockton Hill Road

I-40

3

115

68

120

36

115

112

Stockton Hill Road

6

115

66

120

40

115

45

8

115

40

120

30

115

36

Stockton Hill Road

KRMC
Sycamore
Avenue
Airway Avenue

6

115

16

120

26

115

38

Stockton Hill Road

Kino Avenue

4

115

112

90

83

115

15

Stockton Hill Road

Home Depot

6

115

0

90

64

115

9

Stockton Hill Road

Gordon Drive

6

115

38

90

10

115

36

Stockton Hill Road

Note: All cycle length and offset values given in this table are in seconds.
Source: ADOT Final Traffic Signal Timing Study, Stockton Hill Road, Kingman, AZ (2008); City of Kingman, AZ

2.4.4.5 Level of Service Analysis
Level of service (LOS) is a qualitative description of how well an automobile
transportation facility (roadway, intersection, etc.) operates under prevailing traffic
conditions. It provides a common and consistent means of evaluating the need for
roadway improvements. The LOS concept is widely used in traffic studies and reports
and offers a uniform analysis and comparison method. It is a measure of driver delay,
and is a function of traffic volumes, traffic composition, roadway geometry, and the
traffic control at the intersection. The following grading system of A through F is used to
assess the operational performance of the facility, and is generally defined as follows:
LOS A represents free flow.
LOS B is in the range of stable flow, but the presence of other vehicles begins to
have have a noticeable impact on speeds and the freedom to maneuver.
LOS C is in the range of stable flow, but marks the beginning of the range in
which the operation of individual users becomes significantly affected by others.
LOS D represents high-density but stable flow. Speed and freedom to maneuver
are severely restricted, and the driver experiences a generally poor level of
comfort and convenience.

40

LOS E represents operating conditions at or near the capacity level. All speeds
are reduced to a low but relatively uniform value.
LOS F is used to define forced or breakdown flow. This condition exists wherever
the amount of traffic approaching a point exceeds the amount that can
traverse the point.
The daily capacity of Stockton Hill Road was analyzed using the capacity threshold
volumes presented in the 2011 KATS Study. Table 14 presents the capacity threshold
values for Collector/Arterial with and without left-turn lanes for LOS C and D. The
threshold volumes were developed as a planning tool to assist in determining the
expected average daily LOS.
Table 14: Capacity thresholds for LOS C and LOS D
Capacity
Number
Capacity
Functional Classification
Threshold (LOS
of Lanes
Threshold (LOS D)
C)
Collector/ Arterial with no
2
9000
12300
left-turn lanes
Collector/ Arterial with
2
11200
15400
left-turn lanes
Source: 2011 KATS Study (FDOT 2002 Quality/Level of Service Handbook)

Table 15 shows the existing maximum traffic volumes for Stockton Hill Road. As stated in
the 2011 KATS study, the maximum Average Daily Traffic (ADT) volumes on Stockton Hill
Road exceed the LOS D threshold values.
Table 15: Existing ADT
Location on Stockton Hill Road
ADT Volume
North of I-40

40168

South of I-40

25922

North of Northern Ave.
Between Sycamore Ave. and
Airway Ave.
Between Gordon Ave. and
Hillcrest Dr.

9966
28633
23307

Intersection LOS and delay are shown in Figure 18. All intersections on Stockton Hill Road
have a LOS of either A or B, with the exception of the intersections at the I-40
eastbound ramps and Airway Avenue.
The traffic speeds and LOS for segments of Stockton Hill Road were analyzed using
Synchro Software1 to determine locations along the corridor where speeds are low due
to lack of synchronized traffic flow. Table 16 and Table 17 present the existing LOS and
1

Synchro 8 Traffic Modeling Software, Version 8.0, Build 804, Revision 795

41

speeds for the different sections of northbound and southbound Stockton Hill Road
respectively. The segments with the lowest speeds are northbound, between Detroit
Avenue and Airway Avenue, with some sections experiencing speeds lower than 15
MPH. LOS for northbound segments between Detroit Avenue and Airway Avenue vary
from LOS C to LOS E. The segments north of Airway Avenue operate at LOS A to LOS C.
The segments for southbound Stockton Hill Road have LOS ranging from A to D for all
segments. The northbound corridor operates at LOS C with an average speed of 23
MPH. The southbound corridor operates at LOS C with an average speed of 24.6 MPH.
Table 16: LOS and Speed for Northbound Stockton Hill Segments (2013)
Segment – Stockton
Hill Road
Northbound
Detroit - I-40 EB

2013 Level of Service & Speed
AM

Speed

MD

Speed

PM

Speed

E

12.7

D

17.0

C

18.1

I-40 EB - I-40 WB

C

18.3

C

20.7

C

21.7

I-40 WB - KRMC

C

21.6

D

16.8

D

17.0

KRMC - Sycamore

D

14.1

D

14.8

D

16.9

Sycamore - Airway

E

13.5

E

10.7

E

13.8

Airway - Kino

B

25.7

B

27.9

B

24.7

Kino - Home Depot
Home Depot Gordon
Gordon - Northern

B

26.2

C

18.9

B

25.8

B

28.3

B

26.5

B

27.2

A

34.0

A

33.8

A

33.4

Corridor

C

23.1

C

22.6

C

23.5

Table 17: LOS and Speed for Southbound Stockton Hill Segments (2013)
Segment – Stockton
Hill Road Southbound

2013 Level of Service & Speed
AM

Speed

MD

Speed

PM

Speed

Northern - Gordon

A

32.4

A

32.0

A

31.6

Gordon - Home Depot

B

24.5

B

24.8

B

25.3

Home Depot - Kino

B

24.2

C

19.7

B

24.5

Kino - Airway

C

21.7

C

20.7

C

22.2

Airway - Sycamore

C

23.8

C

21.6

C

20.1

Sycamore - KRMC

C

23.9

D

17.2

C

19.7

KRMC - I-40 WB

C

19.8

C

19.4

D

14.2

I-40 WB - I-40 EB

B

24.4

B

24.9

B

25.1

I-40 EB - Detroit

C

23.3

B

25.0

C

20.3

Corridor

B

25.4

B

24.4

B

24.1

42

2.4.4.6 Crash Analysis
Stockton Hill Road Crash Analysis
To identify crash patterns and trends, a crash analysis was completed for the section of
Stockton Hill Road between Detroit Avenue and Northern Avenue. Crash data was
obtained from the ADOT Traffic Records section’s Arizona Information Data Warehouse
(AIDW) portal’s Safety Data Mart (SDM) for the most recent five-year period, between
November 1, 2007 and October 31, 2012 (Accessed February 22nd, 2013). The web
portal notes that the data is up-to-date through October 2012.
A total of 601 crashes were documented along Stockton Hill Road within the study time
period. There were two fatal crashes, with the majority resulting in property damage
only. Table 18 shows the number of crashes by crash severity.
Table 18: Distribution of Crashes by Severity
Number of
Crash Severity
Crashes
Fatal
2
Injury

233

Property Damage Only

366

Total

601

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

Table 19 summarizes the fatal, injury, and total crashes by year from 2007 through 2012.
Table 19: Summary of Stockton Hill Road Crashes by Year, 2007-2012
20071

2008

2009

2010

2011

20121

Total

Fatal Crashes

0

0

0

1

0

1

2

Injury Crashes

7

46

45

46

50

1

195

Property Damage Only

14

73

54

68

78

7

294

Total Crashes

21

119

99

115

128

8

490

Average ADT

-

23,186

23,650

24,123

24,605

-

-

Crash Rate

-

5.21

4.25

4.84

5.28

-

-

Fatal Crash Rate

-

0

0

0.042

0

-

-

Statewide Crash Rate
Statewide Fatal Crash
Rate

-

1.95

1.79

1.74

1.74

-

-

-

1.37

1.18

1.16

1.27

-

-

Year

Note: Crash data is up-to-date through the end of February 2011. Crash rate equals the number of
crashes per million vehicle miles traveled (MVMT).
1Partial

year data.

Source: ADOT Traffic Section’s Safety Data Mart from November 1, 2007 to October 31, 2012

43

Also shown is the crash rate by year. The crash rates were calculated from 2008 through
2011, where complete crash records were available. Table 20 summarizes the crash
rate for three segments along Stockton Hill Road. The crash rate is highest for the
segment between Detroit Avenue and Beverly Avenue.
Table 20: Crash Rate for Stockton Hill Road Segments
Stockton Hill Road
Length
Crash
Segment
ADT
(miles)
Rate
Detroit Ave - Beverly Ave

33,944

0.32

9.4

Beverly Ave - Kino Ave

29,412

0.94

6.3

Kino Ave - Northern Ave

23,941

1.5

1.4

Note: Crash Data is up-to-date through the end of February 2011. Crash rate equals
the number of crashes per million vehicle miles traveled (MVMT).
Source: ADOT Traffic Section’s Safety Data Mart from November 1, 2007 to October
31, 2012

The combination of crash frequency (crashes per year) and vehicle exposure (traffic
volumes or miles traveled) results in a crash rate. Crash rates are expressed as "Crashes
per Million Vehicle Miles Traveled" (MVMT) for roadway segments. The crash rate
analysis is a useful tool to compare a study segment crash frequency with the average
crash rates of similar facilities.
The highest number of crashes was in year 2011 and the lowest was in 2009.(Partial
year data was not used for comparison)
Fatal crashes were approximately 0.33 percent of the total crashes.
Injury crashes were approximately 39 percent of the total crashes.
Over the analysis period from 2007 to 2012, the crash rate has varied from 4.25 to
5.28, much higher than the statewide crash rate of 1.74 to 1.95, as shown in Table 19.
Table 21 provides a comparative evaluation of the crash statistics for Stockton Hill Road,
versus the average values for Mohave County and crash statistics for all urban roadway
facilities in the state of Arizona.
Some of the key takeaways from this comparative evaluation are:
The percentage of injury crashes for the section of Stockton Hill Road is slightly
higher (38.77 percent) than Mohave County (33.59 percent) and Arizona (32.35
percent).
The percentage of fatal crashes for the section of Stockton Hill Road between
Detroit Avenue and Northern Avenue is lower (0.33 percent) than urban crashes
in Arizona (0.45 percent) and lower than that of Mohave County (1.24 percent).

44

Table 21: Comparison of Crash Severity Statistics (Urban)
Crash Type
Fatal Crash
Injury Crash
Property Damage
Only

Stockton Hill
Road
0.33%

Mohave
County
1.24%

Arizona Urban
Crashes
0.45%

38.77%

33.59%

32.35%

60.90%

65.17%

67.21%

Sources: ADOT Traffic Section’s Safety Data Mart from November 1, 2007 to October 31, 2012
, Arizona Motor Vehicles Crash Facts, 2011 (2012)

Figure 21 maps the locations of the crashes along Stockton Hill Road by severity. The
highest portion of crashes is concentrated south of Kino Avenue, including both
recorded fatalities.

45

Figure 21: Crash Locations

46

Table 22 and Figure 22 present the distribution of crashes along Stockton Hill Road by
type, notably, 49 percent of the crashes are rear end crashes.
Table 22: Distribution of Crashes by Type
Number of
Crash Type
Crashes
Rear End
296
Angle (Front to Side)

96

Left Turn

92

Sideswipe (Same Direction)

63

Single Vehicle

26

Rear to Side

6

Head On

4

Sideswipe (Opposite Direction)

3

Rear to rear

1

Other

14

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

Figure 22: Distribution of Type of Crashes

Distribution of Crashes by Type
1%
4%

1%

1%

<1%
Rear End

2%

Angle (Front to Side)
Left Turn

11%
49%
15%

Sideswipe (Same Direction)
Single Vehicle
Rear to Side

16%

Head On
Sideswipe (Opposite Direction)
Rear to rear
Others

47

Figure 23 and Figure 24 show the distribution of crashes along the Stockton Hill Road by
light and weather conditions during the crash. A majority of the crashes occur in clear
weather (86%) and daylight (86%) conditions.
Figure 23: Distribution of Crashes by Light Conditions

Distribution of Crashes by Light Conditions
<1% 2%
3%
1%

<1%

8%

Daylight
Dark (Lighted)
Dark (Unknown Lighting)
Dark(Not Lighted)
Dusk

86%

Dawn
Unknown

Figure 24: Distribution of Crashes by Weather Conditions

Distribution of Crashes by Weather Conditions
<1%
3%

1%
<1%

2%

8%

Clear
Cloudy
Rain
Snow
Severe Crosswinds
86%

Fog/Smog/Smoke
Unknown

48

Table 23 and Figure 25 show the distribution of crashes by the type harmful impact. The
majority of the crashes along Stockton Hill Road are vehicular crashes.
Table 23: Distribution of Crashes by First Harmful Impact
Number of
Harmful Impact
Crashes
Motor Vehicle in Transport
497
Fixed Roadside or Traffic Structure

14

Bicycle

7

Pedestrian

4

Parked Vehicle

2

Animal/Wild Game

1

Overturn/Rollover

1

Other

75

Source: ADOT Traffic Section’s Safety Data Mart from November
1, 2007 to October 31, 2012

Figure 25: Distribution of Crashes by First Harmful Impact

Distribution of Crashes by First Harmful Impact
<1%
<1%

<1%

1%
2%

1%

Motor Vehicle in Transport

13%

Fixed Roadside or Traffic Structure
Bike
Pedestrian
Parked Vehicle
83%

Animal/Wild Game
Overturn/Rollover
Other

49

Intersection Crash Analysis
A crash analysis was completed for seven intersections on Stockton Hill Road to identify
intersection crash patterns and trends. The web portal notes that the data is up-to-date
through the end of February 2011. Crash data for the I-40 interchange and KRMC and
Home Depot intersections were not available. The following intersections were
analyzed:
1.
2.
3.
4.
5.
6.
7.

Stockton Hill Road & Detroit Avenue
Stockton Hill Road & Beverly Avenue
Stockton Hill Road & Sycamore Avenue
Stockton Hill Road & Airway Avenue
Stockton Hill Road & Kino Avenue
Stockton Hill Road & Gordon Drive
Stockton Hill Road & Northern Avenue

Table 24 summarizes crashes by intersection to identify which locations have the most
safety issues. The intersection at Stockton Hill Road and Airway Avenue had a total of 92
crashes between years 2007 and 2012, the most of the seven intersections. The
intersections of Stockton Hill Road with Airway Avenue and Sycamore Avenue have
crash rates of 1.47 and 1.37 crashes per million vehicle miles of travel respectively. The
intersections at Detroit Avenue, Beverly Avenue, and Gordon Drive all had a total of 41
crashes. At all intersections, the majority of crashes were property damage only, with no
fatal crashes.
Table 24: Total Number of Crashes by Intersection
Intersection

Total
Crashes

Type of Crash
Property
Fatal Injury Damage

Crash
Rate

Stockton Hill Road

Airway Avenue

92

0

38

54

1.47

Stockton Hill Road

Sycamore Avenue

65

0

21

44

1.37

Stockton Hill Road

Detroit Avenue

41

0

18

23

0.63

Stockton Hill Road

Beverly Avenue

41

0

20

21

0.62

Stockton Hill Road

Gordon Drive

41

0

18

23

1.02

Stockton Hill Road

Kino Avenue

27

0

8

19

0.53

Stockton Hill Road

Northern Avenue

16

0

7

9

0.53

Note: Crash Data is up-to-date through the end of February 2011. Crash rate equals the number of crashes
per million vehicle miles traveled (MVMT).
Source: ADOT Traffic Section’s Safety Data Mart from November 1, 2007 to October 31, 2012

The following sections provide a detailed crash analysis by intersection. Crash diagrams
were created showing the crash patterns at each intersection. Figure 26 provides the
legend for the symbols used in the crash diagram. The location of the crashes on the
crash diagrams is approximate.

50

Figure 26: Legend for Symbols used in Crash Diagrams

1. Stockton Hill Road and Detroit Avenue
As shown in Table 25, there were 41 crashes at the intersection of Stockton Hill Road
and Detroit Avenue during the study period. Of these crashes, 18 were injury crashes
and 23 were property damage only. There were no fatal crashes. Over half of the
crashes for the intersection were rear-end crashes. As seen in Table 26, the top three
causes for crashes at the intersection were driver inattention, failure to yield right-ofway, and high speed.
Table 25: Summary of Crashes by Severity at Stockton Hill Road and Detroit Avenue

Fatal

Number of
Crashes
0

Injury

18

Property Damage Only

23

Total

41

Crash Severity

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

51

Table 26: Summary of Crashes by Cause at Stockton Hill Road and Detroit Avenue
Number of
Crashes

Cause
Disregard of traffic signal

3

Failed to yield right-of-way

7

Followed too closely

1

Inattention/Distraction

14

Made improper turn

2

No improper action
Operated with faulty/missing
equipment
Speed too fast for conditions

3

Unsafe lane change

1

Other

2

1
7

Source: ADOT Traffic Section’s Safety Data Mart from November
1, 2007 to October 31, 2012

The crash diagram, shown in Figure 27, details the crash patterns at the Stockton Hill
Road and Detroit Avenue intersection. There is a high incidence of rear-end crashes
from the northbound approach, with three bicycle crashes.
Figure 27: Crash diagram for Stockton Hill Road and Detroit Avenue

52

2. Stockton Hill Road and Beverly Avenue
As shown in Table 27, there were 41 crashes at the intersection of Stockton Hill Road
and Beverly Avenue during the study period. Of these crashes, 20 were injury crashes
and 21 were property damage only. There were no fatal crashes. Over 60 percent of
the crashes for the intersection were rear-end crashes. As seen in Table 28, the top
three causes for crashes at the intersection were driver inattention, high speed, and
failure to yield right-of-way.
Table 27: Summary of Crashes by Severity at Stockton Hill Road and Beverly Avenue
Number of
Crash Severity
Crashes
Fatal

0

Injury

20

Property Damage Only

21

Total

41

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

Table 28: Summary of Crashes by Cause at Stockton Hill Road and Beverly Avenue
Number of
Crashes

Cause
Disregard to traffic signal

3

Failed to keep in proper lane

1

Failed to yield right-of-way

6

Followed too closely

1

Inattention/Distraction

15

Speed too fast for conditions

12

Other

3

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

The crash diagram, shown in Figure 28, details the crash patterns at the Stockton Hill
Road and Beverly Avenue intersection. There is a high incidence of rear-end crashes
from the northbound and southbound approaches.

53

Figure 28: Crash diagram for Stockton Hill Road and Beverly Avenue

3. Stockton Hill Road and Sycamore Avenue
As shown in Table 29, the intersection of Stockton Hill Road and Sycamore Avenue had
65 crashes during the study period. There were no fatal crashes. 21 of the crashes were
injury crashes and 44 were property damage only. 24 crashes at the intersection were
rear-end crashes. There were 15 left-turn crashes and 13 angle crashes. As seen in Table
30, the top three causes for crashes at the intersection were driver inattention, high
speed, and failure to yield right-of-way.
Table 29: Summary of Crashes by Severity at Stockton Hill Road and Sycamore Avenue
Number of
Crashes

Crash Severity
Fatal

0

Injury

21

Property Damage Only

44

Total

65

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

54

Table 30: Summary of Crashes by Cause at Stockton Hill Road and Sycamore Avenue
Number of
Crashes

Cause
Disregard to traffic signal

5

Drove in opposing traffic lane

1

Failed to keep in proper lane

1

Failed to yield right-of-way

8

Followed too closely

1

Inattention/Distraction

19

Made improper turn

4

Speed too fast for conditions

14

Unsafe lane change

2

Other

10

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

The crash diagram, shown in Figure 29, details the crash patterns at the Stockton Hill
Road and Sycamore Avenue intersection. There is a high incidence of rear-end crashes
from the northbound and southbound approaches. There is also a high incidence of
crashes involving left turning vehicles.
Figure 29: Crash Diagram for Stockton Hill Road and Sycamore Avenue

55

4. Stockton Hill Road and Airway Avenue
As Table 31 details, the intersection of Stockton Hill Road and Airway Avenue had 92
crashes in the study period. There were no fatal crashes. 38 crashes were injury crashes
and 54 were property damage only. There were 38 rear-end crashes accounting for 41
percent of all crashes. Approximately 22 percent of crashes were left turn crashes and
18 percent were sideswipe crashes. As seen in Table 32, the top three causes for
crashes at the intersection were driver inattention, high speed, and failure to yield rightof-way.
Table 31: Summary of Crashes by Severity at Stockton Hill Road and Airway Avenue

Fatal

Number of
Crashes
0

Injury

38

Property Damage Only

54

Total

92

Crash Severity

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

Table 32: Summary of Crashes by Cause at Stockton Hill Road and Airway Avenue
Number of
Crashes

Cause
Disregard to traffic signal

7

Failed to keep in proper lane

6

Failed to yield right-of-way

13

Followed too closely

2

Inattention/Distraction

30

Made improper turn

2

No improper action

1

Speed too fast for conditions

17

Unsafe lane change

3

Other

11

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

The crash diagram, shown in Figure 30, details the crash patterns for the intersection.
There is a high incidence of rear-end crashes from the northbound and southbound
approaches. There is also a high incidence of crashes involving southbound left turning
vehicles.

56

Figure 30: Crash Diagram for Stockton Hill Road and Airway Avenue

5. Stockton Hill Road and Kino Avenue
The intersection of Stockton Hill Road and Kino Avenue had 27 crashes during the study
period. As shown in Table 33, there were no fatal crashes. 8 crashes were injury crashes
and 19 were property damage only. There were 11 rear-end crashes, accounting for 41
percent of all crashes. As seen in Table 34, the top three causes for crashes at the
intersection were driver inattention, disregard for traffic signal, and high speed.
Table 33: Summary of Crashes by Severity at Stockton Hill Road and Kino Avenue
Number of
Crashes

Crash Severity
Fatal

0

Injury

8

Property Damage Only

19

Total

27

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

57

Table 34: Summary of Crashes by Cause at Stockton Hill Road and Kino Avenue
Number of
Crashes

Cause
Disregard to traffic signal

7

Failed to yield right-of-way

1

Followed too closely

1

Inattention/Distraction

8

Made improper turn

1

Speed too fast for conditions

5

Unsafe lane change

1

Other

3

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

The crash diagram in Figure 31 shows that the majority of crashes at the intersection
involved northbound and westbound left-turning vehicles.
Figure 31: Crash diagram for Stockton Hill Road and Kino Avenue

58

6. Stockton Hill Road and Gordon Drive
Shown in Table 35, the intersection at Stockton Hill Road and Gordon Drive had 41
crashes during the study period. There were no fatal crashes. 18 crashes were injury
crashes and 23 were property damage only. There were 15 rear-end crashes
accounting for 37 percent of all crashes. As seen in Table 36, the top three causes for
crashes at the intersection were high speed, disregard for traffic signal, inattention, and
failing to yield right-of-way.
Table 35: Summary of Crashes by Severity at Stockton Hill Road and Gordon Drive
Number of
Crashes

Crash Severity
Fatal

0

Injury

18

Property Damage Only

23

Total

41

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

Table 36: Summary of Crashes by Cause at Stockton Hill Road and Gordon Drive
Cause
Disregard to traffic signal

Number of
Crashes
7

Drove in opposing traffic lane

1

Failed to keep in proper lane

1

Failed to yield right-of-way

6

Inattention/Distraction

6

Made improper turn

4

No improper action

1

Speed too fast for conditions

12

Unsafe lane change

1

Other

2

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

The crash diagram, shown in Figure 32, details the crash patterns for the intersection. It is
noteworthy that a number of crashes at this intersection involve multiple vehicles.

59

Figure 32: Crash Diagram for Stockton Hill Road and Gordon Drive

7. Stockton Hill Road and Northern Avenue
The intersection of Stockton Hill Road and Northern Avenue had 16 crashes during the
study period. As shown in Table 37, there were no fatal crashes. 7 crashes were injury
crashes and 9 were property damage only. There were 6 rear-end crashes and 5 left
turn crashes. As seen in Table 38, the top two causes for crashes at the intersection were
high speed and driver inattention.
Table 37: Summary of Crashes by Severity at Stockton Hill Road and Northern Avenue

Fatal

Number of
Crashes
0

Injury

7

Property Damage Only

9

Total

16

Crash Severity

Source: ADOT Traffic Section’s Safety Data Mart
from November 1, 2007 to October 31, 2012

60

Table 38: Summary of Crashes by Cause at Stockton Hill Road and Northern Avenue
Cause
Disregard to traffic signal

Number of
Crashes
2

Failed to yield right-of-way

2

Inattention/Distraction

4

Made improper turn

2

Speed too fast for conditions

4

Other

2

Source: ADOT Traffic Section’s Safety Data Mart from
November 1, 2007 to October 31, 2012

Figure 33 shows that most of the crashes at the intersection involve southbound and
westbound left turning vehicles colliding with vehicle traveling northbound.
Figure 33: Crash Diagram for Stockton Hill Road and Northern Avenue

61

2.5

Current Development Framework

2.5.1

Existing Land Ownership

As shown in Figure 34, the land within the study area comprises private and State Trust
land. With the exception of a tract of State Trust land located in the north, the study
area is entirely privately owned. There are other tracts of State Trust Lands outside of the
study area to the east and west. In addition, there is a section of land owned by the
Bureau of Land Management (BLM) located northwest of the study area.

62

Figure 34: Existing Land Ownership

63

2.5.2

Existing Land Use

The City of Kingman supports a variety of land uses, including commercial, residential,
industrial, public, and open space. In general, commercial areas are concentrated
along Stockton Hill Road. The City of Kingman General Plan 2020 recognizes the study
area as the city’s commercial hub.
The current land use designations are shown in Figure 35. The focus area is
predominantly commercial but also includes the following land uses:
Rural density residential (1 or less units per Acre),
Low to medium density residential (1 to 8 dwelling units per Acre),
Medium to high density residential (8 to 28 dwelling units per Acre),
Light industrial,
Public and quasi-public spaces, and
Recreation and open spaces.
Substantial commercial development in the form of big-box stores, medical offices, and
small scale office and retail spaces is evident along Airway Avenue and Stockton Hill
Road north of I-40. Stockton Hill Road is bordered by a mixture of older affordable
housing, higher end residential housing, and parks. As stated in the General Plan, future
commercial growth presents opportunities for further residential development in the
study area. The KRMC will also continue to expand. The General Plan also states that
Western Avenue and Sycamore Avenue are becoming corridors for medical offices.

64

Figure 35: Existing Land Use

65

2.5.3

Development Policies

Understanding the development policies that guide community growth, such as zoning,
setback, and parking requirements, is instrumental in guiding future transportation
circulation patterns.
Zoning in the Stockton Hill Road corridor is depicted in Figure 36. The majority of the
study area is zoned for commercial use, specifically C-3 Commercial: Service Business.
The commercially zoned areas are coterminous with areas that are in the process of
development. The lot located on the intersection of Western Avenue and Sycamore
Avenue zoned for C-3 PDD (Planned Development District) is anticipated for the
planned expansion of the Kingman Regional Medical Center. Located on the periphery
of the study area are several zones for residential single-family, residential multi-family,
rural residential and recreational open space uses.
Figure 36: City of Kingman Zoning

66

2.5.3.1 Setbacks
The various setback requirements for the study area are detailed in Table 39. For
property with frontage on Stockton Hill Road, the City of Kingman Zoning Ordinance
states that the front setback requirement is 15 feet for all buildings and signs from the
right-of-way line.
The majority of the study area is zoned for C-3 Commercial: Service Business; most lots
do not share a lot line with adjacent residential districts. Therefore, setbacks for the
Stockton Hill are minimal or not required. For all commercial developments, setbacks
may be used for parking, thus allowing for significant setbacks from the store to the
roadway.

C-2

Table 39: Setback Requirements
Front-Side
Description
Front
(Side
Street)
Commercial: Neighborhood
15
10
Convenience
Commercial: Community Business
-

C-3

Commercial: Service Business

Zone
C-1

Rear

Side

- / 15*

- / 5*

- / 10*

- / 10*

-

-

- / 10*

- / 10*

50

50

50

50

20

10

15

5

R-110
R-140
R-2

Recreational Open Space
Residential Single-Family 6,000 Sq. Ft. Lot
Min.
Residential Single-Family 10,000 Sq. Ft.
Lot Min.
Residential Single-Family 40,000 Sq. Ft.
Lot Min.
Residential Multi-Family, Low Density

20

15

15

5

30

30

20

20

20

10

15

5

R-3

Residential Multi-Family, Medium Density

20

10

15

5

R-R

Rural Residential

30

30

20

20

O
R-1-6

* Setback required only if the lot line coincides with an adjacent residential district
Source: City of Kingman General Plan 2020 (2003)

2.5.3.2 Parking
In addition, developments must also meet the minimum parking requirements detailed
in Table 40. Commercial buildings, public buildings, churches, and schools must have a
minimum of two bicycle parking spaces or five percent of required automobile parking
spaces. Because the corridor supports mostly commercial uses, commercial parking
requirements lead to an overabundance of parking spaces within the study area. No
shared parking standards have been adopted for this corridor, resulting in many parking
lots remaining mostly empty throughout the day.

67

Table 40: Parking Requirements

Automobile Service Station

Number of Spaces
Required
1.5 per pump

Additional Spaces
Required
-

Elementary or Junior High School

1.5 per classroom

1 per 5 assembly seats

1 per 5 seats

1 per 2 employees

1 per 400 sq. ft.

-

1 per 10 students

1.5 per classroom

Hospital

1 per bed

-

Hotel or Motel

1 per unit

1 per 5 units

1 per 5 seats

1 per service vehicle

Property Type

Food and Beverage
Furniture, Appliance Sales and
Repair
High School or College

Mortuary or Funeral Home
Office, Corporate or
Headquarters
Office, Medical or Dental

1 per 350 sq. ft.

-

1 per 150 sq. ft.

-

Office, Other

1 per 250 sq. ft.

-

Open Air Commercial, Auto Sales

1 per 500 sq. ft.

-

1 per 1,000 sq. ft.

-

2 per unit

-

1 per 200 sq. ft.

-

Open Air Commercial, Nursery
Residential, any
Retail or Service Business

Source: City of Kingman General Plan 2020 (2003)

2.5.4

68

2.5.5

Existing Character and Urban Form

The Stockton Hill Road corridor is characterized as an automobile-oriented commercial
strip made up of single-purpose land uses situated on large parcels. Recent
developments have included commercial and medical office uses associated with the
KRMC. The majority of new commercial development is dominated by big-box retailers
such as Wal-Mart and Safeway, in addition to smaller, less traffic intensive uses in the
form of restaurants, retail stores, and auto dealerships between I-40 and Northern
Avenue.
Due to City parking requirements for commercial developments, many properties within
the corridor have an overabundance of available parking. Flexible setback
requirements allow for parking lots to encompass nearly the entire setback. In most
instances, sidewalks are then separated from the physical storefront by a large parking
lot, which can create a development pattern with limited multimodal connectivity
between uses and an uninviting pedestrian experience overall.
As a result of the City of Kingman’s development policies and the subsequent
character of the built environment, design challenges can arise which further
compound issues preventing the creation of a vibrant multimodal corridor. These
specific design challenges are listed below, with examples shown in Figure 37.
1. Buildings are often separated from the street by wide over-sized parking lots that
can impede pedestrian access.
2. Many buildings are not adequately oriented to the street.
3. Wide setbacks create a massing of asphalt, which can degrade street appeal,
and leave an undefined street edge.
4. Some sidewalks are poorly maintained, narrow, un-shaded, and close to fast
moving roadway traffic or parking areas, diminishing the pedestrian experience.
5. Lack of medians can increase congestion, potential for collisions, and fail to
provide a refuge for pedestrians crossing busy streets.
6. Some landscape areas are poorly maintained, creating a derelict appearance
and an inhospitable environment for pedestrians and cyclists.
7. Power lines are visible and abundant, which can create challenges to widening
sidewalks and also degrade street appeal.
8. There are no on-street bicycle lanes throughout the entire corridor, nor is there a
comfortable network of pedestrian facilities.
These challenges create limitations and complicate the improvements that can be
made to the existing circulation network and development pattern. The current
physical constraints and development policies of the study area lead to a
development framework which caters to the automobile and parking opportunities,
often at the expense of pedestrian and bicycle safety and access.

69

Figure 37: Design Challenges

70

3.0

FUTURE CONDITIONS

This section documents the future conditions that are forecasted within the Stockton Hill
Road corridor. Considerations include future socioeconomic conditions, transportation
network, traffic conditions, and development framework.

3.1

Future Socioeconomic Conditions

Future socioeconomic conditions for the Kingman Area were evaluated by analyzing
population and employment projections for the year 2030. The 2011 KATS study provides
insight into the future population and employment projections for the year 2030. The
following future conditions are based on the most reliable data that is currently
available.
3.1.1

Future Population

The 2011 KATS model estimates the 2030 population to be 77,632 in the Kingman Area,
and 15,914 for the study area, an increase of 48.6 percent and 33 percent, respectively.
As presented in Table 41, the population in the study area will comprise 20.6 percent of
the Kingman Area total.
Table 41: Future Population
Population
Jurisdiction
2030
Percent Change
(2010-2030)
Number Percent
Kingman Area (KATS) 77,362
100.0%
+48.6%
Study Area
15,914
20.6%
+33.0%
Sources: KATS model (2011)

Future population distribution is shown in Figure 38. The Kingman Area population is
expected to continue to be distributed in a similar pattern to the existing population,
with major concentrations to the south and northwest of the study area. As Figure 39
details, future population within the study area is also predicted to be similar to the
current population distribution. Infill development is expected to occur in currently
undeveloped land, and developments south of the I-40 are expected to increase to
over 4,000 residents per square mile.

71

Figure 38: 2030 Kingman Area Population Density

72

Figure 39: 2030 Study Area Population Density

3.1.2

73

3.1.3

Future Employment

Future employment estimates are shown in Table 42. The Kingman Area year 2030
employment is estimated to be 29,397, and the study area to be 9,624. Similar to
population estimates, future employment is predicted to increase by 48.6 percent and
59.1 percent, respectively.
Table 42: Future Employment
Jurisdiction
Kingman Area (KATS)
Study Area

Employment
2030
Percent Change
(2010-2030)
Number Percent
29,397
100.0%
+48.6%
9,624
32.7%
+59.1%

Sources: KATS model (2011)

As shown in Figure 40, employment in the Kingman area is expected to continue to be
concentrated within the Stockton Hill Road corridor. As shown in Figure 41, predicted
employment within the study area is also expected to remain concentrated along
Stockton Hill Road and Northern Avenue. Notable areas include the KRMC area and
the area west of Stockton Hill Road, between Gordon Drive and Airway Avenue.

74

Figure 40: 2030 Kingman Area Employment Density

75

Figure 41: 2030 Study Area Employment Density

76

3.2

Future Transportation Network

For the 2030 horizon year, the 2011 KATS study recommended the following roadway,
transit, bicycle, and pedestrian improvements that are located within in the Stockton
Hill Road corridor. These recommendations are detailed in Table 43 and Table 44.
Figure 42 illustrates the improvement locations. If implemented, these improvements will
represent the future transportation network within the study area.
As shown in Table 43 and detailed in the 2011 KATS Study, two programmed
improvements are located in the corridor. Both are roadway improvements located on
Gordon Drive between Stockton Hill Road and Bank Street. Funding has already been
secured for both projects.
Table 43: Programmed Improvements
Number
1
2

Project Location
Gordon Drive: Stockton Hill Road to
Bank Street
Gordon Drive: Stockton Hill Road to
Bank Street

Improvement Description
Widen from 2 to 5 lanes
Provide sidewalk and bike lanes

Source: 2011 KATS Study

In addition, the proposed Interstate 11, currently under design, is slated to pass through
the Kingman Area, which will also impact the future transportation network. I-11 would
connect Phoenix to Las Vegas and points beyond, potentially utilizing the existing I-40
alignment in the east and the existing US 93 alignment to the northwest.
Table 44 details the recommended improvements in the study area at the time of the
2011 KATS Study. The majority of that study’s improvements relates to the future
roadway network and includes additional lanes and medians, improved intersections,
and enhanced freeway interchanges.” Non-motorized improvements include added
bicycle, pedestrian, and transit amenity facilities.

77

Table 44: Recommended Improvements
Project Location
Improvement Description

Number
3a

Glen Road: Airway Avenue to Gordon Drive

4b

Western Avenue: Beverly Avenue to Gordon Drive
Airway Avenue: Western Avenue to Stockton Hill
Road

Improved two-lane roadway

Gordon Drive: Stockton Hill Road to Bank Street
Stockton Hill Road: Northern Avenue to Grace
Neal Parkway

Widen to four-lane roadway

Beverly Avenue: Stockton Hill Road to Bank Street
Stockton Hill Road: Airway Avenue to Gordon
Drive

Widen to four-lane roadway

5c
6
7
8
9
10
11
12
13
14

Stockton Hill Road: Detroit to Northern Avenue
Stockton Hill Road and Airway Avenue
Stockton Hill Road and Gordon Drive
I-40 and Stockton Hill Road
Northern Avenue: Stockton Hill Road to Castle
Rock Road

New two-lane roadway

Widen to four-lane roadway

New four-lane roadway

Raised median to four-lane roadway
Widen to six-lane roadway
Intersection widening/ safety
Improvements
Intersection widening/ safety
improvements
Freeway Interchange Improvements
New KART Route

15

Gordon Drive: Stockton Hill to Castle Rock Road

New KART route

16

Kino Avenue: Stockton Hill Road to Bank Street
Harrison Street/Willow Road: Andy Devine Avenue
to Gordon Drive
Airway Avenue: Stockton Hill Road to Andy Devine
Avenue
Gordon Drive: Stockton Hill Road to Andy Devine
Avenue

New KART route

17
18
19

Add bike and pedestrian facilities
Add bike and pedestrian facilities
Add bike and pedestrian facilities

20

Beverly Avenue: Willow Road to Bank Street

Add bike and pedestrian facilities

21

Northern Avenue: Stockton Hill Road to Bank Street

Add bike and pedestrian facilities

Segment from Morrow Avenue to Kino Avenue is scheduled for design and construction after July 1, 2013
b Segment from Sycamore Avenue to Riata Valley Road is funded and under contract
c Currently Funded and under contract
*Segment adjacent to Walgreens is pending negotiations for right of way
a

Source: 2011 KATS Study

Currently, all KART bus routes have 60-minute headways throughout the entire day and
have minimal facilities such as shelters and pull-outs. While there are no committed
transit improvements, transit-related recommendations include (2011 KATS study):
Providing new KART routes in general,
Providing 30-minute headways during peak periods,
Adding bus pull-outs and shelters, and
Constructing a new transit transfer center.

78

Figure 42: Programmed and Recommended Roadway Improvements

79

3.2.1

Traffic Conditions

With the afore-mentioned improvements in place, traffic volumes for 2015 (near term),
2020 (mid term) and 2030 (long term) were calculated using an approximate growth
rate of two percent obtained from the planning model TRANSCAD. Table 45 shows the
ADT growth over time.
Table 45: Existing and Estimated ADT for Future Years
ADT Volume
Location on Stockton Hill Road
2013
2015
2020

2030

North of I-40

40,168

41,791

46,140

56,245

South of I-40

25,922

26,969

29,776

36,297

North of Northern Ave
Between Sycamore Ave. and
Airway Ave.
Between Gordon Ave. and
Hillcrest Dr.

9,966

10,369

11,448

13,955

28,633

29,790

32,890

40,093

23,307

24,249

26,772

32,635

Intersection-level LOS analysis for future traffic conditions was completed using Synchro
modeling software. The LOS and intersection delay for years 2015, 2020, and 2030 are
presented in Figure 43, Figure 44, and Figure 45 respectively. In the long term the LOS for
the intersections at Airway Avenue and I-40 eastbound will deteriorate to LOS D, while
the intersections at Detroit Avenue and I-40 westbound will deteriorate to LOS C.
The intersection LOS analysis suggests that in the near term, traffic signal improvements
should be planned to enhance traffic signal operations along the corridor. In the mid to
long term, capacity improvements should be considered, especially for the intersection
at Airway Avenue and the I-40 interchange. Future improvements to the I-40
interchange should note the intersections at Detroit Avenue and Beverly Avenue due to
its proximity and limited movements for eastbound and westbound vehicles.

80

Figure 43: Traffic Volumes (2015)

81

Figure 44: Traffic Volumes (2020)

82

Figure 45: Traffic Volumes (2030)

83

3.2.1.1 Level of Service Analysis
The projected traffic volumes for the near term (2015), mid term (2020), and long term
(2030), were used to develop Synchro traffic models for the corridor. The model was
used to estimate the LOS and speeds for segments of the corridor. Table 46 and Table
47 present the LOS and speeds for the northbound corridor segments. Table 48 and
Table 49 present the LOS and speed for the southbound corridor segments.
Several northbound segments between Detroit Avenue and Airway Avenue will
operate at an LOS of D or worse for the near term horizon year. The LOS for these
segments will deteriorate further for the mid and long term horizon years. The speeds for
several of these segments will fall below 15 MPH. The northbound corridor operates at
LOS C for the 2030 AM peak period and at LOS D for the midday and PM peak periods.
The average speed for the northbound corridor for the 2015, 2020 and 2030 horizon
years are 22.7 MPH, 21.5 MPH, and 17.8 MPH respectively.
The southbound corridor between Sycamore and I-40 westbound has segments that
operate at LOS C and LOS D for the near term horizon year. The LOS for these segments
will deteriorate to LOS D and LOS E for the long term horizon year. The southbound
corridor operates at LOS C for all peak periods in the 2030 horizon year. The average
speed for the southbound corridor for the 2015, 2020 and 2030 horizon years are 24.3
MPH, 23.8 MPH, and 22.0 MPH respectively.
Table 46: Future LOS for Northbound Stockton Hill Segments
Level of Service
Segment - Stockton Hill
Road NB
Detroit - I-40 EB

2015

2020

2030

AM

MD

PM

AM

MD

PM

AM

MD

PM

E

D

D

E

D

D

F

E

E

I-40 EB - I-40 WB

D

C

C

D

C

C

E

D

D

I-40 WB - KRMC

C

D

D

C

D

D

C

E

E

KRMC - Sycamore

E

E

D

E

E

E

E

F

E

Sycamore - Airway

E

E

E

E

F

E

F

F

F

Airway - Kino

B

B

B

B

B

C

B

B

C

Kino - Home Depot

B

C

B

B

D

B

B

D

C

Home Depot - Gordon

B

B

B

B

B

B

B

B

C

Gordon - Northern

A

A

A

A

A

A

A

A

A

Corridor

C

C

C

C

C

C

C

D

D

84

Table 47: Future Speed for Northbound Stockton Hill Segments
Speed (MPH)
2015

2020

2030

Segment - Stockton
Hill Road NB
Detroit - I-40 EB

AM

MD

PM

AM

MD

PM

AM

MD

PM

12.1

16.4

17.5

10.8

15.4

16.0

8.3

12.4

12.5

I-40 EB - I-40 WB

17.8

20.3

21.4

16.7

19.6

20.6

13.0

17.1

18.0

I-40 WB - KRMC

21.3

16.3

16.7

20.6

15.4

15.8

18.5

12.0

13.7

KRMC - Sycamore

13.9

13.8

15.9

13.5

12.3

13.8

13.0

8.6

10.2

Sycamore - Airway

13.3

10.2

13.1

12.4

8.2

11.8

8.1

4.1

6.0

Airway - Kino

25.4

27.8

24.4

24.9

27.4

23.7

24.1

26.4

22.0

Kino - Home Depot

26.2

18.4

25.8

26.1

17.1

25.5

25.5

14.2

22.1

Home Depot - Gordon

28.2

26.4

26.6

28.2

25.9

25.0

27.6

24.6

21.8

Gordon - Northern

34.0

33.8

33.3

33.9

33.5

33.0

33.7

32.9

32.5

Corridor

22.9

22.1

23.1

22.0

20.7

21.9

19.3

16.3

17.8

Table 48: Future LOS for Southbound Stockton Hill Segments
Level of Service
Segment - Stockton
Hill Road SB
Northern - Gordon

2015

2020

2030

AM

MD

PM

AM

MD

PM

AM

MD

PM

A

A

A

A

A

A

A

A

B

Gordon - Home Depot

B

C

B

B

C

C

C

C

C

Home Depot - Kino

B

C

B

C

C

C

C

C

C

Kino - Airway

C

C

C

C

C

C

C

C

C

Airway - Sycamore

C

C

C

C

C

C

C

C

D

Sycamore - KRMC

C

D

C

C

D

C

C

E

D

KRMC - I-40 WB

C

C

E

C

D

E

D

E

E

I-40 WB - I-40 EB

B

B

B

B

B

B

C

B

B

I-40 EB - Detroit

C

B

C

C

B

C

C

C

C

Corridor

B

B

C

B

C

C

C

C

C

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Table 49: Future Speed for Southbound Stockton Hill Segments
Speed (MPH)
2015

2020

2030

Segment - Stockton Hill
Road SB
Northern - Gordon

AM

MD

PM

AM

MD

PM

AM

MD

PM

32.3

31.9

31.4

31.9

31.6

30.9

30.8

30.7

29.6

Gordon - Home Depot

24.4

24.0

24.8

24.1

23.5

23.7

22.3

22.5

21.6

Home Depot - Kino

24.1

20.5

24.2

23.9

20.0

23.4

23.6

18.5

20.5

Kino - Airway

21.4

20.5

22.1

20.8

20.1

21.4

18.9

18.6

20.2

Airway - Sycamore

23.7

21.3

19.3

23.4

20.7

18.1

21.8

18.2

15.0

Sycamore - KRMC

23.4

16.9

19.4

22.6

16.0

18.5

19.8

13.5

15.9

KRMC - I-40 WB

19.5

18.7

13.5

18.8

17.5

12.3

16.1

13.7

10.4

I-40 WB - I-40 EB

24.2

24.8

24.9

24.1

24.7

24.7

23.7

24.2

24.2

I-40 EB - Detroit

23.4

24.6

20.1

23.5

24.4

20.4

22.5

22.4

18.6

Corridor

25.2

24.1

23.7

24.8

23.6

22.9

23.1

21.8

21.0

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3.3

Future Development Framework

3.3.1

Future Land Use

According to the 2011 KATS study, while most of the existing land ownership will remain
the same, State Trust land within and near the City limits may be sold to developers by
the Arizona State Lands Department (ASLD). Three existing State Trust sections are
located within and around the study area. However, the General Plan 2020 states that
much of this land has been set aside for open space preservation. Future development
in these areas is unlikely due to steep topography, poor soil, and lack of access.
Figure 46 details future land use designations for the study area. As stated in the 2011
KATS Study, future commercial land uses are expected to continue in existing areas,
specifically along Stockton Hill Road, Andy Devine Avenue, Northern Avenue, and
Airway Avenue. Future industrial uses are anticipated to continue along Bank Street
and Armour Avenue. Residential uses are predicted to replace vacant land north and
east of the city limits.
The City of Kingman General Plan 2020 identifies the Stockton Hill Road corridor as a
growth area. The study area is targeted for rapid commercial development and
consequent residential development. Residential areas along Stockton Hill Road and I40 are expected to see increased densities.
As commercial development and subsequent residential densities continue to increase,
accommodations will have to be made to provide adequate circulation.

87

Figure 46: Future Land Use

88

3.3.2

Future Character and Urban Form

As described in Section 2.5.5, the current character of the Stockton Hill Road corridor
can be described as an automobile-oriented commercial strip, made up of an urban
form of single-purpose, mostly commercial, land-uses situated on large parcels set back
from the street by parking lots. If existing City development polices for commercial
properties are maintained, the future character and urban form within the corridor will
remain largely the same.
As described previously, the Stockton Hill Road corridor is planned for additional
commercial development in the future, as well as increased residential densities in
adjacent neighborhoods. To accommodate this continued growth, previous studies
have recommended roadway widening projects on Stockton Hill Road itself, as well as
the parallel routes of Western Avenue and Glen Road. These changes, although
beneficial from a traditional circulation perspective, would increase congestion and
further compound the challenges to urban form and the pedestrian environment that
exist within the corridor.
In order to address the current design challenges in the corridor, and take systematic
steps towards creating a vibrant multimodal commercial corridor, a comprehensive
review of current City of Kingman development policies must be undertaken.
Considerations should include, but should not be limited to: an analysis of setback and
parking requirements; parcel configuration; street design; and multimodal circulation
policies.

89

4.0

PRELIMINARY IMPROVEMENT APPROACHES

The analysis of existing and future corridor conditions, discussed in Sections 2.0 and 3.0,
made apparent several deficiencies along Stockton Hill Road in terms of mobility and
development framework. This section presents these deficiencies and proposes
methods to address them through two different improvement approaches: (1) mobility
approaches and (2) development framework approaches.
The mobility and development framework approaches presented in this study are
developed from the study’s goals and objectives, as well as input from community
stakeholders and the public. Mobility approaches are more technical design solutions
which provide mobility, safety, and congestion relief. Development framework
approaches are more long term strategies which focus on policies that affect the
development of the built environment. Section 5.0 evaluates each category separately
and provides a detailed description of each improvement and policy solution. Section
6.0 includes an implementation strategy for prioritized improvements.

4.1

Identified Deficiencies

The following deficiencies were gleaned from analyses of existing and future conditions
within the corridor. Various approaches to address these deficiencies are described in
Sections 4.2 and 4.3.
4.1.1

Traffic Congestion

The analyses of existing and future level of service (LOS) and traffic speed within the
corridor identified several congested segments which suggest a need for further
improvements. Table 50 highlights the midday LOS among corridor segments. An
analysis was also done for AM and PM peak periods. However, the midday period was
shown to be the most congested. Multiple segments, particularly between Detroit
Avenue and Airway Avenue were shown to have an existing midday LOS of D or worse.
In rural areas, the acceptable LOS is C or better. The analyses also indicated that
individual functionality of the Airway Avenue, Detroit Avenue, and Gordon Drive
intersections is also sub optimal.
Figure 47 displays the midday traffic speeds along the corridor. The posted speed limit
for the entire length of Stockton Hill Road is 35 miles per hour (mph); however, all
segments from Detroit Avenue to Gordon Drive experience speeds of less than 30 mph
both northbound and southbound. The segment with the lowest speed of less than 15
mph is between the Kingman Regional Medical Center (KRMC) and Airway Avenue.
Based on the traffic analysis presented, roadway and traffic improvements are
necessary to alleviate the current and future congestion along Stockton Hill Road, as
conditions are expected to deteriorate further over time.

90

Table 50: Midday LOS on Stockton Hill Road (2013)
Roadway Segment on
Stockton Hill Road
Detroit - I-40 EB
I-40 EB - I-40 WB
I-40 WB - KRMC
KRMC - Sycamore
Sycamore - Airway
Airway - Kino
Kino - Home Depot
Home Depot - Gordon
Gordon - Northern
Corridor

Northbound
LOS
D
C
D
D
E
B
C
B
A
C

Southbound
LOS
B
B
C
D
C
C
C
B
A
B

Figure 47: Midday Traffic Speed (2013)

91

4.1.2

Non-motorized Facilities

As shown in Figure 15, the Stockton Hill Road corridor lacks designated bicycle facilities
and interconnected sidewalks. With the exception of two bike routes located south of
the I-40 the focus area lacks designated bike facilities. The pedestrian network
comprises sidewalks and the Mohave Wash Pathway. Although sidewalks are located
along the entire length of the Stockton Hill Road, the sidewalks of some adjacent streets
have gaps and do not connect. As stated in the Kingman Area Transportation Study
(KATS) 2011, additional bicycle and pedestrian facilities will be needed to
accommodate population and employment growth and sustainable transportation.
4.1.3

Beverly Avenue Intersection

The previously signalized Beverly Avenue/Stockton Hill Road intersection is identified as
a particular point of concern due to its proximity to the I-40 westbound ramps and
restricted turn movements. The intersection is approximately 210 feet north of the
westbound ramps. Stockton Hill Road traffic queues for up to 300 feet behind the I-40
westbound signals, causing severe congestion at the Beverly Avenue intersection. In
addition, only right turns can be made from the eastbound and westbound directions
on Beverly Avenue; through and left-turns are not permitted. As a result, motorists cut
through the Ross parking lot and use the KRMC signal to turn left onto Stockton Hill Road
or cut through the KRMC parking lot. Consequently, traffic flow is disrupted, causing
potential safety issues. Figure 48 illustrates the areas of concern at the Beverly Avenue
intersection.
Figure 48: Beverly Avenue Intersection

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4.1.4

Access Management

Current access control strategies in the corridor are limited and include raised medians
from Detroit Avenue to Airway Avenue and restricted right and left-turn lanes located
at several intersection and midblock locations. Development in the area has come in
phases, thus allowing for property access and circulation inconsistencies between
adjacent properties. There are approximately 116 driveways along Stockton Hill Road
(see Figure 14). In many cases, commercial properties have inadequate driveway
spacing and more than one dedicated access location. Primary access for many
parcels is located on Stockton Hill Road; rear or side parcel access is infrequent. The
configuration of parcel access encourages long strip development and discourages
walking. Ultimately, the number, location, and length of curb cuts affect the free flow of
traffic and cause automobile and pedestrian conflicts. To accommodate the corridor’s
anticipated commercial growth, additional access management for Stockton Hill Road
is critical for safe turning paths, reduced conflict points with pedestrians and bicyclists,
and minimum interference with traffic.
4.1.5

Land Use

The corridor consists of many single-use parcels dominated by big-box retail stores.
Commercial development is automobile-oriented and concentrated along Stockton
Hill Road. As shown in Figure 35, current land use designations in the focus area are
predominantly commercial with a mix of residential, public, and open space uses. With
the exception of residential areas, parcels have inconsistent lot depths which
discourage pedestrian activity and encourage automobile usage. Narrow parcel
frontages on cross streets create a development scenario with multiple small single-use
parcels, each with their own access point within close proximity of the adjacent parcel.
This design approach discourages development of larger commercial centers, and
compounds access control issues. Land use policy improvements are necessary to
support this anticipated growth and increased traffic flow and congestion.
4.1.6

Development Policy

The City of Kingman’s development policies cater to the corridor’s automobile-oriented
commercial growth. Currently, the majority of the focus area is zoned for commercial
service businesses, facilitating the development of big-box retail stores and strip malls.
Because the corridor supports many commercial uses, flexible on-site parking and
setback requirements for the corridor lead to an overabundance of parking lots and
inconsistent frontages set back far from the street. The City’s Zoning Ordinance lacks
shared parking standards and permits commercial developments to meet setback
requirements with parking lots. By allowing for significant setbacks from the roadway to
the store, the City’s development framework discourages walking, diminishing the
pedestrian experience.
Many commercial properties have more than one driveway to access the property,
thus affecting the right travel lane on Stockton Hill Road and contributing to the overall

93

congestion of the corridor. The City’s development policies for the corridor have
resulted in the disruption of traffic flow and act as an impediment to pedestrian and
non-motorized traffic.
4.1.7

Character and Urban Form

As the City has evolved, the City’s transportation and development policies have
defined the corridor’s character. Due to the flexible nature of the development
framework, the corridor is primarily characterized by single-purpose land uses situated
on large parcels. Retail stores and parking lots dominate the area, creating a
development pattern with limited multimodal connectivity between uses.
As a result of the City’s development policies and the subsequent character of the
corridor, various design challenges inhibit multimodal connectivity. The current physical
constraints and development policies of the area lead to a corridor which favors
automobile and parking opportunities, often unintentionally impacting mobility, access,
and safety of pedestrians. The current design challenges are discussed in more detail in
Section 2.5.5 and shown in Figure 37.
4.1.8

Safety

Based on the deficiencies previously identified, safety for motorists, pedestrians, and
bicyclists is an area of concern. The corridor’s commercial strip development is planned
primarily for automobile access, negatively impacting pedestrian and bicyclist mobility,
safety and access. As a result, pedestrian and bicyclists share the roadway with
motorists, creating dangerous conditions for pedestrians and bicyclists. Of particular
concern is KRMC, which has a high volume of pedestrians and motorists. In the past,
there have been several pedestrian and motorist collisions. Furthermore, commercial
developments along the corridor generate large traffic volumes in the relatively small
area, increasing congestion and the potential for conflict between multimodal users.
4.1.9

Circulation

In addition to safety, circulation issues arise from the aforementioned deficiencies.
Within the study area, Stockton Hill Road serves as the primary north-south route,
connecting Kingman to I-40 and surrounding areas. Because current policies have
encouraged development to be concentrated on Stockton Hill Road, the roadway
network is extremely congested in the form of suburban style thoroughfares and lacks
alternative travel routes in a fully developed grid network. The abundance of strip
development and parking lots restrict turn movements on the right travel lane, and
ultimately disrupt traffic flow along the corridor.

94

4.2

Mobility Approaches

Mobility approaches were developed to improve safety and reduce congestion along
the corridor. These approaches are more technical in nature and include traffic
operations, access control, non-motorized improvements, and specific design solutions
for the Beverly Avenue and Airway Avenue intersections. The goal is to relieve
congestion and increase multimodal mobility and safety. Because Stockton Hill Road
carries the bulk of the corridor’s traffic volume, improvements in this section will be
focused on Stockton Hill Road itself.
4.2.1

Traffic Operations

Evaluation of the existing and future traffic operations on Stockton Hill Road revealed
that the intersections within the corridor are projected to operate at the acceptable
LOS of C or better for the near term (2015), mid term (2020) and long term (2030)
horizon years. However, an analysis of corridor segments showed that northbound and
southbound segments, between Detroit Avenue and Airway Avenue exhibited less than
acceptable LOS and speeds, and that traffic conditions would continue to decline in
the future.
Several traffic engineering related approaches could be utilized to improve traffic
operations and enable more efficient traffic management; signal timing and
synchronization, intelligent transportation systems (ITS), and intersection capacity
improvements. These three approaches are detailed in the following sections.
4.2.1.1 Traffic Signal Timing and Synchronization
A traffic signal at a given intersection is ideally programmed to properly proportion the
amount of green time allotted to different intersection movements based on demand.
The goal is to minimize overall intersection delay and maximize traffic flow through the
intersection. However, achieving optimal performance at an individual intersection
does not necessarily result in the optimal performance of an entire corridor. For the most
efficient signal operation along a corridor, the programmed timing of green signals
throughout the corridor should be coordinated to optimize corridor traffic flow.
Signal coordination allows for the green signal at downstream intersections to be offset
from the upstream intersections in such a way that groups of automobiles travelling at
the proper speed arrive on at a green signal and do not have to wait at intersections.
For Stockton Hill Road, the slow segment speeds discussed in Section 4.1.1 suggest a
lack of coordinated flow through the intersections, especially along the south side of
the corridor between Detroit Avenue and Airway Avenue. As part of a signal timing and
synchronization effort, it is also important to ensure that pedestrian signal and crosswalk
timing is not affected in a way which restricts pedestrian access of bicycle and transit
flow.
Once a corridor is coordinated, the efficiency of traffic control should be continuously
monitored to ensure that signal timing meets the traffic demand. For a region like

95

Kingman which has experienced sustained growth, traffic signals should be retimed at
least once every three years. The last retiming effort for intersections along the corridor
was completed in 2008. Signal retiming and coordinating could improve corridor traffic
flow, which results in perceptible improvement to the users. It also provides secondary
benefits such as reduction in crashes and reduction in emissions. Signal coordination
and retiming yields much higher benefits than costs. However, signal timing works best
when complemented by a coordinated ITS, which is explained in the next section.
4.2.1.2 Intelligent Transportation Systems
ITS elements are an important consideration in improving the traffic flow of a corridor,
and can greatly complement a signal timing and coordination effort. One of the
essential elements of coordinated signal operation is for the internal controller clocks to
be synchronized. Internal controller clocks can drift from the true time; as a result, timing
parameters such as plan offsets which are referenced to a common start point can
vary. This can result in a loss of signal synchronization along the corridor. Various signal
and traffic signal system upgrades could be adopted to ensure the corridor is
coordinated. These elements are discussed in the following sections, and include GPS
clock receiver and interconnect systems, interconnect systems with central control, and
adaptive signal control. The improvements discussed here assume a signal retiming
effort for the Stockton Hill Road corridor.
A. GPS Clock Receiver & Interconnect Systems: Global Positioning System (GPS)
satellites carry on-board atomic clocks. These satellites broadcast location
and time information for receivers on the ground. GPS clock receivers in a
traffic signal cabinet use the GPS time information to set the internal time
clocks of traffic signal controllers. Typically GPS clock receivers are deployed
in two configurations to prevent controller clock drift and achieve signal
synchronization: 1. GPS clock receivers are installed at all signal control
cabinets at intersections along the coordinated corridor. The GPS clocks at all
the intersections are programmed to set the controller at the same time(s)
everyday. 2. Alternately, the GPS clock receiver is installed in one cabinet at
an intersection which is designated as the master intersection. All the signal
controllers along the corridor are connected to the master controller using a
wired or wireless interconnect system, providing a communication channel
between the cabinets. The master controller or the GPS clock utilizes this to
set the controller clocks for all the intersections at the same time(s) everyday.
Having synchronized controller clocks will ensure that the benefits from a
traffic signal retiming effort are realized over a longer period of time (as long
as traffic flow characteristics do not change).
B. Interconnect System with Central Control: In this system the traffic signal
controllers are connected to each other and a Traffic Management Center
(TMC) using wired, wireless or hybrid (mix of wired and wireless)
communications network. The TMC will have a central system that will help
monitor intersection and corridor performance. Data from the intersection

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controllers can be used to evaluate if the corridor or system is performing
optimally. It provides timely notification of equipment failures at intersections,
which enables agencies to fix issues proactively. Closed-circuit television
(CCTV) cameras can be deployed at key intersections to monitor intersection
performance. One of the major advantages of this type of system is that
system performance data can be used to make changes to signal timing as
and when needed, ensuring optimal system performance. Central system
allows the agency to have special signal timing plans for special events and
for managing incidents. These can be put in effect from the central system
more quickly and efficiently.
C. Adaptive Signal Control: An adaptive system is a special case of an
interconnect system with central system. In an adaptive system the traffic
flow is monitored and measured using detectors at and in advance of
intersections. This data is transmitted to the adaptive control central system
which processes the data from all the intersections to provide the controllers
with the most efficient signal timings to maximize traffic flow and minimize
vehicular delay for the corridor or the system. This type of system is very
effective in managing traffic flow through a corridor that has a highly
stochastic traffic demand. The City of Grapevine, Texas, in the Dallas - Fort
Worth region, maintains one of the largest integrated adaptive signal control
systems in the Country deployed on all major arterials.
ITS upgrades would allow for more efficient signal operation. The installation of such
systems could improve traffic signal coordination and assist in effectively managing the
traffic flow of the Stockton Hill Road corridor. By integrating advanced transportation
technologies into the current infrastructure, ITS can ultimately improve the corridor’s
transportation safety and mobility.

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4.2.1.3 Initial Vehicular Capacity Improvements
Vehicular capacity improvement alternatives involve the addition of turn lanes at
intersections or the addition of additional through lanes. At locations where shared
through and turn movements are present, adding channelization for turn lanes will
reduce delay for through automobiles. Initial analyses indicated that these
improvements were primarily needed on Stockton Hill Road itself, in the segment
between Detroit Avenue and Airway Avenue. The improvements considered are listed
below and shown in Figure 49.
A. Add Right turn lane for Northbound Stockton Hill Road at the intersection with
I-40 EB on-ramp.
B. Add Right turn lane for Northbound Stockton Hill Road at the intersection with
Beverly Avenue.
C. Add Right turn lane for Southbound Stockton Hill Road at the intersection with
KRMC.
D. Add Right turn lane for Southbound Stockton Hill Road at the intersection with
Sycamore Avenue.
E. Add Right turn lane for Northbound Stockton Hill Road at the intersection with
Airway Avenue.
Figure 49: Vehicular Capacity Improvements

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4.2.2

Micro-level Intersection Improvements

Further review of the initial vehicular capacity improvements analysis described in
Section 4.2.1.3 indicated that several problematic intersections along the corridor
required a more detailed analysis. Micro-level analyses of the Airway Avenue, Gordon
Drive, and Detroit Avenue intersections were conducted, in order to more
comprehensively evaluate possible capacity improvements along Stockton Hill Road, in
concert with improvements to cross streets, and adjacent property access points.
Each intersection was further evaluated through Synchro analyses and a review of
geometric constraints. Existing midday volumes were used as the basis for all modeling,
as they have shown to cause the most significant delays. All possible improvements
included ways to convert the current split phase signal system into a standard phasing
signal, which the Synchro modeling shows to be a very significant improvement without
additional geometric improvements. Technical information for the micro-level
intersection analysis, including Synchro model outputs, is included in Appendix B.
4.2.2.1 Airway Avenue Intersection
A comprehensive analysis of the Airway Avenue intersection resulted in the
development of two improvement options. Preliminary concept layouts for the options
were designed based on Synchro modeling results using a WB-50 design vehicle,
standard intersection features such as curb and gutter, and typical intersection taper
lengths. The latest versions of the Manual on Uniform Traffic Control Devices (MUTCD)
and American Association of State Highway and Transportation Officials (AASHTO)
Green Book were also used to develop the intersection concepts. The options are
intended to compliment and build upon the recent improvements constructed on the
eastbound approach of the intersection. The two options for Airway Avenue are
described in detail below as Option 1 and Option 2. However, it is important to note
that these options are conceptual and specific design parameters could be refined at
future design stages.
Airway Avenue – Improvement Option 1
Improvement Option 1 is the recommended approach based solely on Synchro
modeling analysis. This configuration allows westbound left turn queues to be less than
150 feet (the existing left turn bay lengths are approximately 220 feet), allowing
dedicated access to be given to the east driveway of the Cracker Barrel Restaurant for
left turning vehicles along Airway Avenue. Specific aspects to the improvement,
including advantages and disadvantages are detailed below and shown in Figure 50.
Included Improvements:
Northbound Approach:
o Third through lane
o Exclusive right turn lane

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Southbound Approach:
o No change from the existing configuration
Eastbound Approach:
o No change from the existing configuration
Westbound Approach:
o Exclusive dual left turn lanes
o Exclusive right turn lane
o Single through lane
o Raised median channelization
o Opposing left turn pocket for east Cracker Barrel property driveway
o Closure of Cracker Barrel west access drive
Other Items:
o Standard-phased traffic signal
Advantages:
Providing a standard-phased signal allows for shorter queue storage lengths
at westbound approach
Eliminates the existing conflict between eastbound vehicles turning left into
west Cracker Barrel property driveway and westbound approach vehicles
immediately adjacent to intersection. The Cracker Barrel property east
driveway for eastbound Airway Avenue is maintained with an eastbound left
turn pocket, while also providing directional separation with a raised median
for the opposing westbound left turn lanes.
The Midday peak intersection delay for this configuration is 42.7 with LOS D,
compared to existing conditions of 104.6 and LOS F, respectively
Disadvantages:
Two signal poles and associated equipment will require relocation
Impacts property on two quadrants
Conversion of the existing westbound shared through and left lane to a
dedicated left turn lane, while maintaining the existing two through receiving
lanes, allows drivers to proceed through the intersection using this lane
Higher in cost compared with Option 2

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Figure 50: Airway Intersection – Improvement Option 1

101

Airway Avenue – Improvement Option 2
Improvement Option 2 is an interim solution meant to maintain the existing east leg
roadway width, and convert the existing shared through and left turn lane to a
dedicated through lane. The improvement option is considered interim because it
results in intersection performance at LOS D, but does not accommodate future traffic
volumes as efficiently as Improvement Option 1. The addition of a raised median is
provided to prevent eastbound traffic from accessing the west and east Cracker Barrel
property access drives, but would still allow property access via a U-turn using the
downstream left turn pocket. However, storage required for the westbound left turn
lane would not allow adequate length to accommodate a left turn pocket for the east
Cracker Barrel property access drive. Characteristics of the Option 2 configuration are
detailed below and shown in Figure 51.
Included Improvements:
Northbound Approach:
o Third through lane
o Exclusive right turn lane
Southbound Approach:
o No change from the existing configuration
Eastbound Approach:
o No change from the existing configuration
Westbound Approach:
o Exclusive left turn lane
o Shared through and right turn lane
o Single through lane
o Raised median channelization
o Left turn pocket across to vacant property
Other Items:
o Standard-phased traffic signal
Advantages:
Providing a standard-phased signal allows for shorter queue storage lengths
at westbound approach
Eliminates the existing conflict between eastbound vehicles turning left into
west Cracker Barrel property driveway and westbound approach vehicles
immediately adjacent to intersection
Provides left turn pocket for U-turn and access to vacant property
Impacts property on only one quadrant
Lower in cost compared with Option 1

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Disadvantages:
Two signal poles and associated equipment will require relocation
Results in a midday peak intersection delay of 43.6 (LOS D), but does not
accommodate future volume increases (interim solution)
The 95th percentile queue for existing volumes of westbound left turns in
Synchro model extends past the east driveway of the Cracker Barrel property,
which would force the eastbound left turn pocket further downstream from
the intersection

103

Figure 51: Airway Intersection – Improvement Option 2

104

Both improvement options would require driveway reconstruction/relocation the Smith’s
property access drive along Stockton Hill Road to accommodate the proposed
northbound exclusive right turn lane. In addition, driveway reconstruction/relocations
will be required for the Cracker Barrel property access off of Stockton Hill Road to
accommodate the additional third northbound through lane.
4.2.2.2 Detroit Avenue Intersection
Based on the Synchro modeling analysis, the intersection of Stockton Hill Rd and Detroit
Avenue can provide overall LOS B for all the three time periods. However, the individual
turning movement LOS shows that the eastbound left turn would experience LOS E
throughout the day. Existing model counts show 200-250 vehicles per hour (vph) on
eastbound left turns from noon to early evening, which are only served by a single left
turn lane with a protected/permissive phase. Average vehicle queues of 200-300 are
frequently present.
However, improvements to eastbound left turn queues can be achieved through fine
tuning of traffic signal timings. With more green time allocated for east-west left turns
from north-south through movement, the delay and queue length could be significantly
reduced without impact to northbound and southbound approaches, or overall
intersection performance. Based on these findings, vehicular capacity improvements
for the Detroit Avenue intersection are not deemed necessary.
4.2.2.3 Gordon Drive Intersection
The Synchro modeling analysis shows that the intersection of Stockton Hill Road and
Gordon Drive currently functions well throughout the day. As a result, no vehicular
capacity improvements for the Gordon Drive intersection are recommended.
4.2.3

Access Control

Access control is an important aspect in achieving optimal automobile circulation
within a corridor. An ideal access control policy would seek to preserve roadway
capacity, safety, and the level of traffic service while simultaneously providing access
to activity centers. Policies are typically implemented through access management
codes and include considerations such as spacing criteria, design standards, and traffic
permit procedures specific to designated functional classifications. An effective policy
or program would also complement access considerations included in local land use
controls and zoning ordinances in order to coordinate transportation and land
development over the long term.
The implementation of access control standards along an already established
commercial roadway is often more challenging and complex compared to an
undeveloped corridor. Land for needed improvements is often unavailable, making
certain access management techniques impossible to implement and requiring the use
of minimum rather than desirable standards. The legal, social, and political aspects of
access management, including the rights of access to existing property, are also

105

particularly relevant in retrofit situations and should be thoroughly understood by those
responsible for implementation.
The following access management principles were used to develop improvement
approaches for the Stockton Hill Road corridor. The included principles address the
existing access and circulation deficiency along the corridor:
Minimum Access Spacing / Driveway Location
Minimum access spacing between driveways or side streets provides sufficient
perception-reaction time to address one potential conflict area at a time. Guidelines
for minimum un-signalized driveway or local street spacing should consider the speed of
the major roadway, stopping sight distance, the elimination of right-turn conflict
overlays and the functional area of the access points. The functional area of any
access point should be kept clear of any additional points of access.
Driveway location should be influenced by the following factors: the amount of site
frontage available for access, the approach directions of development traffic, the
locations of existing cross streets and traffic signals, the queuing patterns along the
artery, the traffic signal coordination requirements, and the location of nearby
driveways. Minimum spacing standards can be established for the distance between
driveways. For example, the City of Peoria, Arizona follows a minimum spacing
guideline of 180 feet on roadways with a speed limit of 35 miles per hour 1 . For
intersection/access spacing, best practices state that driveways that are closer than
100 feet from a public street intersection should be candidates for closure, and that left
turns to or from driveways within 100 to 200 feet of a signalized intersection should be
prohibited by a sign or by a center median.
Corner Clearance
Corner clearance is the distance from an access drive and the nearest cross road
intersection. The distance should provide drivers with adequate perception-reaction
time (typically accepted as 2.5 seconds) to assess potential downstream conflicts and
is intended to prevent driveways from being located within the functional area of an
intersection. Corner clearance requirements will also minimize driveway/intersection
conflicts by preventing blockage of driveways upstream of an intersection due to
standing signal queues. For a roadway signed for 35mph, typical corner clearance of at
least 100 feet should be provided.
Medians/Median Openings
Medians are the center portion of a roadway that separate opposing traffic flows, not
including a center two-way left turn lane. A non-transferable, or raised median, includes
a physical barrier such as a concrete structure or landscaped island that restricts left

1

City of Peoria, Arizona – Access Management Guidelines 2011

106

turn movements. Directional median openings should ideally be limited to every ¼ mile
on arterials and major collectors.
Internal Site Circulation / Thru-Access
To promote unified access and circulation systems, unified parcels should include
developments under the same ownership or consolidated developments comprised of
more than one building site. The number of connections permitted should be the
minimum number necessary to provide reasonable access to the overall site and not
the maximum available for that frontage. Access to parcels should be internalized using
the shared circulation system and designed to avoid excessive movement across
parking aisles or queuing across surrounding parking and driving lanes. Where abutting
properties are under different ownership and not part of an overall development plan,
cooperation between the various owners in development of a unified access and
circulation system is encouraged.
Recommended Improvements
Figure 52 to Figure 56 show the most feasible access control solutions for the corridor
with respect to site topography, physical impacts to property owners, and ease of
implementation. The solutions shown are improvements that can be implemented to
reduce friction along the Stockton Hill Road corridor. They are listed numerically from
south to north and are not necessarily in implementation order. Consideration should be
given to the potential economic impacts to property owners due to reduced number
of parcel access points. Note that only driveways along Stockton Hill Rd proper were
evaluated for purposes of this study. No cross road evaluation of access control closures
and combinations were completed solely on the basis of access control principles.
Access control solutions provided for the Stockton Hill Road corridor includes closing
driveways, consolidating or combining driveways (where there are two adjacent
driveways), providing thru-access between parcels, and installing raised
medians/channelization locations.
As shown in Figure 52 to Figure 54 and Table 51, location numbers 4, 5, 7, 12, 13, 14 and
15 provide increased access control by closing or combining driveway locations.
Location numbers 3, 6, 8, 9, and 10 provide a thru-access location between adjacent
parcels, allowing for internal site circulation. Locations 1, 2 and 11 provide left turn bays
and channelization features to the roadway median. (See Figure 55 and Figure 56 for
concepts at these median locations.) Locations were selected based on minimal
driveway spacing with adjacent properties, multiple/excessive driveways per parcel
frontage, and insufficient corner clearance. Many of the solutions below can be
implemented in a number of combinations and in any order. The suggested order is
presented in Section 0 and is based on the cost of the improvement at each location.
A Traffic Impact Analysis (TIA) was completed in July 2013 for the proposed
redevelopment of the vacant shopping plaza located at the southeast corner of
Stockton Hill Road and the I-40 eastbound ramps. To improve access control and

107

safety, and eliminate ongoing vehicle congestion, the TIA proposed the reconfiguration
of the Stockton Hill Road and Detroit Avenue intersection. Specific components of the
TIA concept included the provision of a left turn channelization for access to the
property from southbound Stockton Hill Road, a raised median with left turn
channelization on Detroit Avenue east of the intersection, and the closing of direct
access drives servicing the northeast corner parcel (currently a Circle K).
The driveway closures, left turn medians, and lane configurations as proposed in the
report Retail Development SEC Stockton Hill Road & I-40 Traffic Impact Analysis1, were
evaluated using the existing Synchro traffic model for the purposes of the Stockton Hill
Road Corridor Study. The analysis revealed that the existing corner parcel driveways did
not have significant impacts on the traffic signal operations at the intersection of
Stockton Hill Road and Detroit Avenue. The intersection would continue to operate at
LOS B in both conditions. However, the left turn median on Detroit Avenue did show an
improvement to traffic conditions and has been incorporated into this document as a
recommendation. In order to allow full access to the corner Circle K parcel and
redevelopment parcel, the left turn median concept is recommended in conjunction
with a parcel thru-access improvement (Access Control Locations 2 and 3).
In addition, a VISSIM model was developed to evaluate queuing resulting from the
proposed left turn channelization on southbound Stockton Hill Road north of the Detroit
Avenue intersection (Location # 1 in Figure 55). Current year midday traffic volumes
were used for the analysis, as they represent the most congested period throughout the
day. The analysis showed that the left turn median would not result in significant
queuing that would impede through traffic flow and increase congestion. The
maximum queue length was found to be approximately 74 feet (4 car lengths) which
would not decrease safety conditions or cause conflicts with I-40 ramp traffic.

1

Prepared by Lee Engineering for Wadsworth Development Group

108

Table 51: Access Control Solutions
Location
Number

Type of Solution

1

Install left turn bay / channelization:
Between Detroit Avenue and I-40

2

Install left turn bay / channelization:
Along the east leg of Detroit Avenue
/ Stockton Hill Road intersection

3

Provide thru-access:
Between Circle K and the Tractor
Supply development

4

5

Close driveway:
At KRMC and south of O’Reilly Auto
Parts
Combine driveways:
Chevron

7

Provide thru-access:
Between Wal-Mart and
Ross/Petsmart
Close driveway:
Del Taco

8

Provide thru-access:
Between AutoZone and Smith’s

6

9
10
11
12
13
14
15

Provide thru-access:
Between Wal-Mart and Smith’s
Provide thru-access:
South of Chase Bank
Install raised median / left turn
channelization:
Between Kino Avenue and Gordon
Drive
Close driveway:
Stockton Hill Tire
Combine driveways:
Action Automotive Center
Close driveway:
Circle K
Close driveway:
Hyundai dealership

Solution Notes
No existing left turn access, blocked by existing
continuous raised median
Plan for future adjacent parcel development
Existing EB left turn movement into the Circle K
driveway queues into the intersection
Corner clearance (<100’)
Plan for future adjacent parcel access and
development (in conjunction with Location 3)
No existing access between parcels
Existing raised median on Stockton Hill Road
prevents left turn movements into the parcels
Plan for future adjacent parcel access and
development (in conjunction with Location 2)
Driveway spacing with adjacent properties (<100’)
Provides additional parking
Driveway spacing within property (<100’)
3 existing access points
Contributes to side friction on Stockton Hill Road
Corner clearance (<100’)
No existing access between high-traffic parcels
Contributes to side friction along Stockton Hill Road
Corner clearance (<100’)
Existing driveway is location within a dedicated right
turn bay
No existing access between parcels
Contributes to side friction along Stockton Hill Road
Existing dead-end customer parking lot
No existing access between high-traffic parcels
Contributes to side friction along Stockton Hill Road
No existing access between parcels
Driveway spacing with adjacent properties (<150’)
Consistent with termini
Plan for future adjacent parcel access and
development
Driveway spacing with adjacent properties (<150’)
2 existing access points
Driveway spacing with adjacent properties (<150’)
2 existing access points
Corner clearance (<100’)
2 existing access points
3 existing access points
Contributes to side friction along Stockton Hill Road

109

Figure 52: Access Control Solutions

110

Figure 53: Access Control Solutions

111

Figure 54: Access Control Solutions

–

112

Figure 55: Access Control Concept - Locations 1, 2, 3

113

Figure 56: Access Control Concept - Location 11

114

4.2.4

Beverly Intersection Improvements

The existing Beverly Avenue intersection is in close proximity to the I-40 WB Off-Ramp,
WB On-Ramp and I-40 EB and WB overpass structures. Beverly Avenue is currently a twoway roadway, functioning much like an interstate frontage road through the Stockton
Hill Road area. Currently, channelization islands and signage permit only right turns at
the Beverly Avenue intersection; Through and left turn movements are not permitted.,
but drivers cut through adjacent properties instead.
A Design Concept Report (DCR) for this intersection was completed in 1999 and
analyzed options for the Beverly Avenue intersection. The study recommended a
standard roundabout at the existing intersection. An additional roundabout analysis
was conducted in 2000, which found that due to directional volume imbalance on
Stockton Hill Road, a traditional roundabout would not provide necessary capacity
improvements.
Based on traffic analyses of current data and field investigations, the segment of
Stockton Hill Road from Detroit Avenue to Airway Avenue experiences the most
congestion along the corridor, with the Beverly Avenue intersection potentially being
the linchpin for improvements to Stockton Hill Road through traffic, as well as improved
circulation movements for the adjacent street network and neighboring developments.
Four preliminary Beverly Avenue improvement alternatives were developed and
presented at the project Technical Advisory Committee (TAC) meeting in May 2013:
Alternative 1: Standard Roundabout
Alternative 2: Elongated Roundabout
Alternative 3: Moved Ramp Terminus (J-Hook)
Alternative 4: Single Controller for Interchange and Beverly Avenue intersections
A VISSIM analysis was developed to pare the four alternatives evaluated down to two
feasible alternatives that restore directional movements to the Beverly Avenue
intersection and provide the necessary traffic capacity for Stockton Hill Road. Based on
the analysis, the Elongated Roundabout and Moved Ramp Terminus (J-Hook) were
selected for further study. These two alternatives are detailed in the following sections.

115

Advanced Alternative 1: Elongated Roundabout
Roundabouts have recently become popular in the United States as they have proven
to serve all approaches in a yield condition while maintaining a safe driving condition
for users. (However, they can negatively impact pedestrian conditions.) An elongated
roundabout is suitable for the Beverly Avenue/Stockton Hill Road due to the large
amount of traffic and proximity of nearby intersections. This alternative was developed
to prevent queuing within the limits of a standard roundabout and is shown in Figure 57.
The advantages and disadvantages are discussed below:
Advantages:
Provides left turn movements from Beverly Avenue that are currently not
permitted
Minimal impacts to the existing roadways of the roundabout approach legs
Eliminates signal at I-40 WB on-ramp and Beverly Avenue
Reduces the number of conflict points through both intersections
Reduces the number of stops for automobiles making the through movement
on Stockton Hill Road
Lower operations and maintenance costs versus a traditional signal
East-west neighborhood connectivity
Disadvantages:
Non-standard concept, driver population may need to adjust to the new
concept
May result in greater delay for the Beverly Avenue/I-40 WB movement
compared to other alternative
Higher initial build cost compared with other alternative
Requires greater amount of right-of-way to construct compared to other
alternative
Potential for queuing at multiple locations, including southbound Stockton Hill
Road between KRMC signal and westbound I-40 onramp, and westbound I40 off ramp.
The items above were used in the evaluation of the alternatives, shown in the tables of
Section 5.2.1.4.

116

Figure 57: Advanced Alternative 1 – Elongated Roundabout

117

Advanced Alternative 2: Moved Ramp Terminus (J-Hook)
This alternative would realign the existing I-40 WB Off-ramp and construct a new
terminus on Beverly Avenue, east of Stockton Hill Road. As shown in Figure 58, the
existing traffic signal at the I-40 WB ramp termini would be removed. The J-Hook
concept was developed to eliminate a movement from the Beverly Avenue signal and
move traffic volumes from Stockton Hill Road to Beverly Avenue. The advantages and
disadvantages are discussed below:
Advantages:
Allows more storage for the northbound to westbound movement from Stockton
Hill Road to Beverly Avenue
Reduces the accident type (drivers disobeying channelization) at Beverly
Avenue
Eliminates the signal at I-40 WB On-ramp
Reduces delay for the I-40 WB Off-ramp movement
Allows Beverly Avenue/Stockton Hill Road intersection to function as a standard
4-leg signal with all movements permitted
Disadvantages:
Would require a Change of Access Report through Federal Highway
Administration (FHWA)
Would require a public hearing as part of the Change of Access Report
Would require ADOT design and district acceptance
Non-standard ramp terminus geometry/design, driver population would have to
adjust to new design
Initial VISSIM modeling indicated that the J-Hook would stop functioning as a
viable option due to increases in traffic over the next 15 to 20 years, indicating
that this alternative may not meet the purpose and need of the corridor study.
The items above were used in the evaluation of the alternatives, shown in the tables of
Section 5.2.1.4.
Figure 58: Advanced Alternative 2 – Moved Ramp Terminus (J-Hook)

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4.2.5

Non-motorized Improvements

The provision of non-motorized infrastructure is crucial in promoting a sustainable,
pedestrian- and bicycle-friendly environment. The Kingman Pedestrian and Bikeway
Plan (2000) identified the Stockton Hill Road corridor as a specific area in need of
additional pedestrian and bikeway improvements, as the existing pedestrian and
bicycle facilities within the corridor are somewhat limited and disconnected, lacking a
complete network of sidewalks and bicycle lanes, and lacking any midblock crossings
completely. Well-designed pedestrian and bicycle facilities integrated with nearby land
uses have the potential to provide social, economic, environmental, and aesthetic
benefits to the overall community. In addition, corridors such as Stockton Hill Road
could lesson automobile congestion and improve traffic flow by encouraging
alternative modes of transportation.
The Kingman Pedestrian and Bikeway Plan (2000) provides the following design criteria
for bicycle and pedestrian facilities targeted for the Stockton Hill Road corridor:
-

-

-

Sidewalks:
o Minimum 5 feet wide on major and minor arterials
o Minimum 4 feet wide on collectors, local, and rural streets
o Typically used by pedestrians or inexperienced slow-moving bicyclists
Bike Lanes:
o Striped, one-way travel lane on the street
o Minimum 4 feet from the edge of pavement
o Minimum 5 feet from face of curb
Wide Curb Lanes:
o Wider lane on a street that provides more room for bicycle travel
o Not specifically designated as a bicycle area and can be used by
automobiles
o Typical width is 14 feet for the outside lane with an optional lane stripe

Sidewalk Improvements
This approach includes sidewalk construction and upgrades. Within the corridor focus
area, sidewalk gaps were identified along the north-south routes of Western Avenue,
Glen Road, and Burbank Street, and the east-west routes of Gordon Drive, Airway
Avenue, Sycamore Avenue and Beverly Avenue. The installation of sidewalks in these
locations would provide a more continuous network, furthering pedestrian mobility and
offering alternatives to automobile travel for short trips. Completing facilities on the
north-south routes of Western Avenue and Glen Avenue should be of particular
importance, as they offer parallel routes to Stockton Hill Road. Table 52 and Figure 59
summarize the recommended sidewalk improvements.

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Table 52: Sidewalk Improvements

Airway Avenue to Sycamore Avenue

Distance
(mi)
0.25

Airway Avenue to Kino Avenue

0.75

Burbank Street

Airway Avenue to Mohave Wash

0.50

Drive1

Stockton Hill Road to Bank Street

3.0

Airway Avenue

West of Western Avenue

0.50

Sycamore Avenue

West of Western Avenue

0.75

Beverly Avenue

West of Western Avenue

0.25

Sidewalk Improvement
Western Avenue
Glen Road
Gordon

Location

In addition to the actual sidewalk construction listed in Table 52, each sidewalk
improvement is also recommended to incorporate several other amenities. These would
include buffers between the new sidewalk and the street (preferably landscaped to
provide additional separation), adequate pedestrian lighting in currently less
developed areas, and audible pedestrian crossing signals at signalized intersections.
Bicycle Improvements
This approach includes bicycle improvements including the addition of bicycle lanes or
the upgrading of an existing wide curb lane to a bicycle lane. A wide curb lane, which
is considered a bicycle facility by the Kingman Pedestrian and Bikeway Plan (2000),
currently exists along Stockton Hill Road from Andy Devine Avenue to Gordon Road.
The first step is to upgrade the space provided by the wide curb lane to a designated
striped bicycle lane, and to extend the bicycle lane northward to Northern Avenue.
Secondly, bicycle lanes are recommended for the north-south routes of Western
Avenue, Glen Avenue, Burbank Street, and Harrison Street / Willow Road. Bicycle lanes
are also recommended along the east-west routes of Gordon Drive, Airway Avenue,
and Sycamore Road west of Stockton Hill Road. Table 53 and Figure 59 summarize the
recommended bicycle improvements.

Pedestrian improvements Gordon Drive from Stockton Hill Road to Bank Street are
programmed for 2014 (KATS 2011)
1

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Table 53: Bicycle Improvements
Bicycle Improvement

Location

Improvement Type

Distance (mi)

Stockton Hill Road

Detroit Avenue to Gordon Drive

Upgrade curb lane

3.5

Glen Road

Airway Avenue to Gordon Drive

Bicycle lane

1.0

Western Avenue

Beverly Avenue to Gordon Drive
Beverly Avenue to Airway
Avenue
Andy Devine Avenue to I-40

Bicycle lane

3.0

Bicycle lane

1.0

Bicycle lane

2.75

Beverly Avenue to Gordon Drive

Bicycle lane

3.0

Andy Devine Avenue to I-40

Bicycle lane

2.0

Stockton Hill Road to Bank Street
Western Avenue to Stockton Hill
Road
East of Western Avenue

Bicycle lane

3.0

Bicycle lane

0.5

Bicycle lane

4.0

Burbank Street
Fairgrounds Avenue
Harrison Street /
Willow Road
Harrison Street /
Willow Road
Gordon Drive1
Sycamore Avenue
Airway Avenue

Midblock Pedestrian Crossing
This approach includes the near term construction of a midblock pedestrian crossing
spanning Stockton Hill Road between Sycamore Avenue and Beverly Avenue in the
vicinity of the KRMC. The KRMC draws large volumes of foot traffic compared to many
other destinations within the corridor, and has been particularly problematic in terms of
pedestrians unsafely crossing at un-signalized locations resulting in increased
automobile-pedestrian conflicts. Although the development of a corridor wide
midblock crossing policy is recommended in Section 4.3.3, input from City of Kingman
staff and stakeholders has prioritized this location for nearer term construction.

Bicycle improvements from Stockton Hill Road to Bank Street are programmed for 2014 (KATS
2011)
1

121

Figure 59: Potential Multimodal Improvements

122

4.3

Development Framework Approaches

Development framework approaches were identified to enhance the visual quality and
urban character of the Stockton Hill Road corridor. Rather than recommend specific
technical solutions, these approaches suggest possible development, street network,
and multimodal transportation policy changes. The goal is to transition the corridor from
one with automobile-dominated strip development to a more pedestrian-friendly area
with more compact development and more choice in the transportation network.
These changes would create transportation and development opportunities. It is
important to note that the following policy alternatives are not absolute and only
intended to provide guidance to community stakeholders when creating a formal
policy framework.
4.3.1

Development Policy

Policies that guide development, such as zoning ordinances, subdivision regulations,
parking standards, and development review processes all play an influential role in
determining the character of a corridor. Development policies also have a direct affect
on automobile and multimodal mobility and access outcomes. The City of Kingman’s
current development polices within the corridor cater towards automobile-oriented
commercial uses in the form of strip malls and big-box retail developments. Existing
parking, set-back, and access requirements are flexible, which leads to an
overabundance of parking facilities with inconsistent property frontages set back far
from the street.
The development framework within the corridor could be augmented in order to
prevent new development or redevelopment projects along the corridor from
compounding existing character, mobility, and access issues. Specifically, there are
several strategies that the City of Kingman could implement through the zoning
ordinance or development review functions.
4.3.1.1 Zoning Ordinance
The following is a set of potential actions that could be integrated into the City of
Kingman Zoning Ordinance within the Stockton Hill Road corridor to improve existing
character, mobility, and access issues.
Frontage and Setback Requirements
Establishing targeted zones with longer lot frontage and dimensional requirements
along Stockton Hill Road and major cross streets would allow for greater spacing
between commercial and residential driveways. Zones with smaller lot frontages could
then be permitted in areas with alternative access options from Stockton Hill Road,
including parallel streets such as Western Avenue and Glen Road. More consistent
setbacks located closer to the street, allowing parking in the rear, would improve the
corridor’s visual appeal and pedestrian experience, while accommodating similar
mixed use land use types to those discussed in Section 4.3.1.

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Corner Lot Sizes
Corner lot sizes are of particular importance at an intersection of two major roads.
Corner clearance is the distance from an intersection to the nearest access
connection. Corner clearance standards preserve traffic conditions at intersections and
safe and convenient access to corner properties. Many commercial uses that prefer
corner lots also prefer large land area or multiple access points, such as gas stations,
pharmacies, or big-box retail stores. Adopting a policy for corner lots within the corridor
that ensures an adequate lot size and appropriate corner clearance will protect the
development potential and market value of corner properties, while preventing access
and congestion problems.
Outparcel Access
Many commercial properties develop in a pattern with an anchor retail center set back
from the street, and multiple smaller outparcels with separate commercial uses located
closer to the street. If individual access points are provided for each outparcel and the
principle retail center, the overabundance of curb cuts can increase congestion and
circulation issues for automobiles and pedestrians. Local policies should require access
to outparcels through an internalized circulation system. The development code can
be used to require that adjacent development sites under the same ownership, or
those consolidated for development, will be considered one property for the purposes
of access regulation.
Overlay Zone
The use of an overlay ordinance for the Stockton Hill Road corridor is a particular
regulatory tool that could be used to implement the development policies discussed
previously. This overlay would be a supplemental set of development policies that
would apply to projects within a specified distance of Stockton Hill Road, or within a
designated district encompassing the corridor study area. Zones of this type can be
designed to address the unique circumstances of the corridor while addressing access
management problems. Specific standards could be included that address a variety of
issues such as right-of-way preservation, limitations on new driveways, and driveway
spacing standards.
Planned Development Zones
Planned Unit Development Zones or (PUD) is another widely used regulatory tool that
could be used to implement additional development policies for the Stockton Hill Road
corridor. A PUD is a designated zone, where particular development standards are
relaxed, and individual site development characteristics are negotiated between the
developer and the local government. This process involves a much more extensive siteplan review process, and provides considerable discretionary authority to the
development review body. Most communities utilize PUD as a floating zone that may
be applied to individual sites upon request. The City of Kingman Zoning Ordinance
currently includes the Commercial Planned Development District (C-3PDD) zoning

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designation. City of Kingman staff could utilize the C-3PDD zone in targeted areas
within the Stockton Hill Road corridor in order to apply special access and pedestrian/
bicycle amenity requirements, or to accommodate similar land use types to those
discussed in Appendix D.
4.3.1.2 Development Review
The following actions to improve corridor character, mobility, and access can take
place during development review. These strategies are not formally adopted
ordinances, but rather policy principles, programs, or design strategies that could be
incentivized and encouraged by local government staff during the site plan review
process.
Optimized Driveway Location and Access Design
The site plan review process itself offers opportunities to require changes to the site
design and layout of developments to avoid access problems, insure adequate
circulation, and provide amenities for pedestrians and bicyclists. Many times these
goals can be achieved through site specific design strategies rather than through a
regulatory approach.
Landscaped Buffers
Landscape buffers consist of native or decorative plantings that separate incompatible
land uses. They have the potential to improve roadway aesthetics, defuse noise,
protect sensitive land uses, and soften hard edges along parking lots, driveways, and
highways. These buffers can create a more unified character and address safety
concerns. Ideal locations for the use of buffers include between incompatible uses,
abrupt barriers and infrastructure, and at and around major intersections.
Combined Access and Parking
As noted previously, many automobile and pedestrian access issues along the Stockton
Hill Road corridor stem from an overabundance of parking and access points to
commercial properties. Site plan reviewers could promote shared access points and
parking facilities between adjacent properties in order to prevent these issues in new
developments or as part of redevelopment.
One strategy would be to adopt a formal policy that offers incentives to developers in
exchange for sharing driveways and parking with neighboring properties. For instance,
a new development could be incentivized to negotiate shared access and parking
with an existing adjacent property through relaxed minimum frontage and parking
requirements, or a streamlined review process.
Multiple shared parking strategies exist in other Arizona communities that can be
adapted for the corridor parking policy. The Cities of Prescott1 and Flagstaff,1 Arizona for
1

Shared Parking Standards from the City of Prescott Land Development Code (2011)

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example, allow two or more uses with different peak parking periods to share the same
spaces to meet their parking requirements. To increase shared parking opportunities,
parking policies can allow for a greater distance between buildings and parking
facilities. The City of Mesa,2 Arizona for instance, allows shared facilities to be located
660 feet off-site. Another strategy to reduce the amount of parking spaces is to set a
maximum for the number of required spaces. Mesa and Tempe3 prohibit developments
from having more than 125% of the minimum required spaces.
4.3.2

Street Network Policy

Modern commercial centers along major thoroughfares often evolve in strips,
concentrating new activity centers and traffic generators in a linear pattern instead of
distributing amongst an adequate local network of roads with the capacity to
accommodate desired land development. This is apparent within the Stockton Hill
Road corridor, where the majority of commercial development has occurred along
Stockton Hill Road itself. Fragmented street networks force more traffic to use major
roadways, even for short local trips, and can also impede emergency access and
increase the length of automobile trips.
A network of secondary “backage” roads parallel to the principle thoroughfare, tertiary
routes, and side streets improve the connectivity of the built environment and offset
travel demand away from the principle road. Other benefits may include fewer
automobile miles traveled, fewer access problems on major roadways, and greater
opportunities for walking, bicycling, and transit use. The design of a local road network
is not only crucial for access management and effective automobile, bicycle, and
pedestrian circulation, but it is also a key component of community design that can
improve visual quality and character.
Multiple strategies exist to convert a fragmented street network focused on a
commercial thoroughfare into a more substantial road network in corridors with a
previously existing principle commercial thoroughfare. More immediate strategies
include targeting and reemphasizing existing secondary roads for new commercial
developments, and ensuring that internal street systems within individual site
development and subdivision proposals are designed to coordinate with the existing
street layout. A longer term approach would be to plan for the construction of new
local streets in strategic locations, building towards a complete grid street layout that
allows for multiple alternative routes between two locations. The latter strategy could
entail parcel reassembly and smaller block sizes, which would also promote walking
and biking.

Shared Parking Standards from the City of Flagstaff Zoning Code (2011)
On-Site Parking Standards from the City of Mesa Zoning Ordinance (2011)
3 Parking Standards from the City of Tempe Zoning & Development Code (2006)
1
2

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4.3.2.1 Preliminary Network Concept
The following describes a preliminary network concept for the Stockton Hill Road
corridor that can be used to guide network policy development. This strategy
represents one potential network concept that has not been fully evaluated, although
it reflects input received to date from the public, stakeholders, and TAC. In order to
implement a street network strategy within the corridor, community stakeholders must
first complete a detailed network plan to identify specific goals and desired outcomes
for the corridor.
Western Avenue and Glen Road
Western Avenue and Glen Road already exist as parallel routes to Stockton Hill Road
close to major concentrations of commercial uses. City development staff could target
planned developments along those streets within existing commercial zones, and
emphasize those locations to developers.
“Backage” Roads and Tertiary Routes
Over the long term, additional “backage roads” and tertiary routes could be identified
and developed in order to create a grid street pattern. Figure 60 below shows one
possible concept, involving extending Glen Road to the south, and reassembling
several parcels between Kino Avenue and Sycamore Avenue to create new collector
streets.
Figure 60: Stockton Hill Corridor - Network Concept

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The development of a fully connected grid street network would require the creation of
new collector streets, or the extension of existing collector streets secondary to Stockton
Hill Road itself. This process is complex and can require parcel assembly, reassembly, or
public acquisition of land. Figure 61 shows an example of a network concept adopted
by the City of Andover Kansas. In this scenario, new collector streets were targeted
mostly along existing lot lines. The City of Andover established a policy whereby right-ofway property adjacent to identified collector routes was obtained through exaction or
purchased outright from property owners over time. Parcels requiring reassembly were
also purchased individually by the City over the long term, reassembled and then
reintroduced into the private market.
Figure 61: Andover Kansas - Network Concept

4.3.3

Multimodal Policy

A strategic policy for multimodal mobility is crucial in promoting a sustainable,
pedestrian- and bicycle-friendly environment. Development in the Stockton Hill Road
corridor, however, has been centered on automobiles while the needs of pedestrians
and bicyclists have been given lesser priority. Existing pedestrian and bicycle facilities
are limited and disconnected within the focus area, lacking an adequate network of
sidewalks, bicycle lanes, bicycle parking, and midblock crossings. The Kingman
Pedestrian and Bikeway Plan (2000) identified the Stockton Hill Road corridor as a
specific area in need of additional pedestrian and bikeway improvements.
The Stockton Hill Road corridor houses many key commercial and medical destinations.
Due to its clustering of services and increasing residential and employment densities,
the corridor experiences severe congestion and could benefit from multimodal
improvements. High capacity automobile corridors such as Stockton Hill Road can
alleviate traffic congestion and improve traffic flow by encouraging alternative modes
of transportation. Well-designed pedestrian and bicycle facilities integrated with nearby

128

land uses have the potential to provide social, economic, environmental, and aesthetic
benefits to the overall community.
The following approaches represent policies for pedestrian and bicycle amenities that
would help to address multimodal safety and access concerns within the corridor.
These should serve as a basis for the formation of a strategic policy for the provision of
non-motorized facilities within the corridor.
Midblock Crossings
Midblock crossings provide designated pathways for pedestrians to travel across busy
roadways at locations other than signalized intersections. They are essential along
corridors with few or far apart intersections. Stockton Hill Road, however, lacks east-west
midblock crossings. Because many accessible crossing points are not clearly identified
or accessible, pedestrians often unsafely cross at unmarked locations resulting in
increased automobile-pedestrian conflicts. The addition of safe, visible, and evenly
distributed midblock crossings on Stockton Hill Road could reduce conflicts and
promote a safer environment, particularly in the vicinity of the KRMC, which is identified
as a specific improvement project in Section 4.2.5. To implement midblock crossings,
elements could be integrated into the non-motorized policy to identify strategic
problem areas for targeted investments, followed by a longer term strategy of including
midblock crossings as part of future roadway projects.
Bicycle Parking
Adding secure bicycle parking facilities to commercial parking lots along Stockton Hill
Road would encourage bicycling throughout the corridor. Local zoning ordinances
should have provisions for bicycle parking facilities to be located in a safe, convenient,
and clearly designated location. Bicycle parking facilities could encourage bicyclists to
lock their bicycles. Ideal locations for bicycle parking would be located nearby store
entrances, away from pedestrian walkways and automobile traffic.
Currently, the City of Kingman Zoning Ordinance requires commercial uses to have
bicycle parking spaces equal to five percent of the required automobile parking
spaces, with a minimum of two bicycle parking spaces. One strategy to make bicycling
more desirable is to simply increase the standard number of bicycle parking spaces
required. Gilbert, Arizona, for example, requires all land uses to have one bicycle space
per every ten required automobile space. For uses with less than 40 automobile spaces,
the bicycle requirement is still four spaces. A similar requirement can be adapted to the
City of Kingman’s bicycle parking policy.
Sidewalk Improvements
Within the focus area, several sidewalks are disconnected, missing, or too narrow. The
installation of adequate sidewalks in these locations would provide a continuous
network, furthering pedestrian mobility and enhancing corridor aesthetics. A targeted
sidewalk policy should be developed to separate pedestrians from the roadway, allow

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American with Disabilities Act (ADA) accessibility, encourage pedestrian activity, and
improve pedestrian safety. One method would be to incorporate sidewalk
improvements as a part of future roadway projects where feasible. Sidewalks should be
separated by a landscaped buffer, clearly differentiated from parking lots and
roadways, include adequate pedestrian crossing signals, preferably audible, and insure
facilities are up to ADA standards.
Bicycle Lane Improvements
Currently, the Stockton Hill Road corridor lacks bicycle lanes, thereby discouraging
bicycling and making cyclists more susceptible to collisions. Bicycle lanes serve to
reduce conflict between cyclists and motorists by separating the two users and making
travel movements more predictable. Bicycle lanes located on busy arterial and
collector streets could help minimize this conflict. One strategy to introduce a bicycle
lane policy would be to include bicycle lane provisions in future roadway projects.
Transit Amenities
Kingman Area Regional Transit vehicles (KART) are currently equipped with front
mounted bicycle racks to serve bicyclists. However, several bus stops within the study
area lack amenities such as benches, adequate shading, or shelters. Upgrading bus
stop amenities within the corridor could result in greater pedestrian mobility and
increased transit ridership, without necessarily augmenting KART service routes or
schedules. One element of a comprehensive non-motorized policy could be to include
bus stop upgrades as part of future roadway projects.
The multimodal policy strategies described above can be used as a guide for nonmotorized development in the Stockton Hill Road corridor. These approaches are
intended to encourage pedestrian and bicycle activity in the Stockton Hill Road
corridor and can be included as corridor specific elements in an update to the
Kingman Bicycle and Pedestrian Plan (2000).

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5.0

EVALUATION OF PRELIMINARY IMPROVEMENT APPROACHES

An evaluation of the preliminary improvement approaches is essential in identifying the
potential benefits, impacts, and constraints of each improvement. To do so, evaluation
criteria were developed with input from stakeholders and the public, who shared a
vision of enhancing the corridor and creating a safe, efficient, and economically
feasible transportation network. The evaluation process is based on both qualitative
and quantitative assessments established by the criteria listed in Section 5.1, and
agreed upon by TAC members. Mobility and development framework
recommendations are evaluated separately in Section 5.2 to determine how well each
improvement addresses the identified deficiencies and goals of the corridor study.

5.1

Evaluation Criteria and Methodology

The evaluation criteria listed below were used to evaluate the specific approaches of
each general category. Evaluations will consist of both quantitative and qualitative
approaches. Qualitative evaluations will be ranked by categorical values (good, fair,
and poor). Quantitative evaluations will be ranked numerically, when possible, or by
higher level comparative costs ($, $$, $$$).
The preliminary improvement approaches evaluated as part of this project covered a
wide range of solutions, both technical and policy based. Because of the varying
range of solutions introduced, and in order to ensure a transparent and clear
evaluation of approaches, individual criteria were not weighted. In addition, the
elements included within each improvement approach were kept separate.
5.1.1

Improvement Cost

The improvement cost is an estimate of the total capital project costs of each
improvement. This includes construction and estimated right-of-way costs, but not
maintenance, operation, or planning costs. Where possible, ranges of dollar values
were calculated based on comparable unit costs.
Improvements will be ranked as follows:
$$$: High cost
$$: Medium cost
$: Low cost
5.1.2

Right-of-Way Impact

Public projects often require the acquisition of private property by the responsible
public entity. The right-of-way (ROW) impact is a qualitative measure of the magnitude
of right-of-way acquisition required for each improvement.
Impacts will be ranked as follows:

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Poor: Substantial ROW impact; project encroaches on a relatively significant
amount of private property.
Fair: Limited ROW impacts; project encroaches on some amount of private
property.
Good: No ROW impacts; project does not encroach on private property.
5.1.3

Funding Availability

Funding availability is a qualitative measure of funding sources, including grants and
local funding opportunities, available for each improvement. This will help determine
the financial feasibility of each improvement.
Improvements will be ranked as follows:
Poor: Low funding likelihood; no potential sources available.
Fair: Fair funding likelihood; some potential sources available.
Good: High funding potential; realistic funding sources identified.
5.1.4

Safety Improvement

Safety improvement is a measure of the potential safety issues associated with each
improvement. This includes the safety of drivers, pedestrians, and bicyclists. Rankings will
be assessed based on whether the improvement can be expected to have a positive,
neutral, or negative impact on safety.
Improvements will be ranked as follows:
Poor: Improvement includes elements which can detract from the safety of one
or more travel modes.
Fair: Limited or neutral safety impact; improvement expected to have little to no
impact on safety for any travel mode.
Good: Positive safety impact; improvement Includes substantial traffic calming or
conflict prevention elements, or evaluation of the improvement using the FHWA
safety evaluation tool for crash-reduction-factors (CRF) resulted in a positive
score.
5.1.5

Automobile Mobility

Automobile mobility is a measure of how well each improvement reduces automobile
congestion and increases automobile connectivity within the transportation network.
Automobile mobility will be assessed based on the improvement’s potential impact on
congestion (measured by both LOS and connectivity).
Improvements will be ranked as follows:
Poor: Improvement results in a reduction in LOS and connectivity.
Fair: Improvement increases LOS and reduces connectivity or vice versa; or the
Improvement has little to no impact on LOS and connectivity.

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Good: Improvement results in an increase in LOS and connectivity.
5.1.6

Pedestrian Mobility

Pedestrian mobility is a measure of how well each project improves the conditions for
walking within the corridor. Pedestrian mobility will be assessed based on the impact on
pedestrian mobility, as well as the inclusion of specific facilities such as sidewalks,
crosswalks, or other pedestrian amenities.
Improvements will be ranked as follows:
Poor: Improvement could potentially reduce pedestrian mobility, and no specific
pedestrian facilities are included.
Fair: Improvement expected to have little to no effect on pedestrian mobility,
and no specific pedestrian facilities are included.
Good: Improvement expected to increase pedestrian mobility, or specific
pedestrian elements are included.
5.1.7

Bicycle Mobility

Bicycle mobility is a qualitative measure of how well each project improves the
conditions for bicycling within the corridor. Bicycle mobility will be assessed based on
the impact on bicycle connectivity, as well as the inclusion of specific facilities such as
bicycle lanes, bicycle routes, or wide curb lanes.
Improvements will be ranked as follows:
Poor: Improvement could potentially reduce bicycle mobility, and no specific
bicycle facilities are included.
Fair: Improvement expected to have little to no effect on bicycle mobility, and
no specific bicycle facilities are included.
Good: Improvement expected to increase bicycle mobility, or specific bicycle
elements are included.
5.1.8

Environmental Impact

Environmental impact is a qualitative measure of the potential impact that each
improvement has on the environment. This includes near term physical impacts on the
natural environment, wildlife, and adjacent properties. Environmental impacts due to
the construction, operations, and maintenance of the improvement will also be taken
into consideration.
Improvements will be ranked as follows:
Poor: Potential negative impact to the environment.
Fair: Minimal impact to the environment.
Good: No impact to the environment.

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5.1.9

Visual Quality

Visual quality is a qualitative measure of the aesthetic value of each improvement.
Visual quality will be assessed based on the level of aesthetic impact or aesthetic
potential each improvement would have on either adjacent properties or the corridor
as a whole.
Improvements will be ranked as follows:
Poor: Potential for negative aesthetic impact on adjacent properties and overall
corridor.
Fair: Little to no aesthetic impact on adjacent properties and overall corridor.
Good: Positive aesthetic impact to adjacent properties and overall corridor.
5.1.10 Public Acceptance
Public acceptance is a measure of the level of support each improvement or strategy
would have from community stakeholders and the general public. Levels of public
acceptance for each alternative will be assessed based on input gleaned from
stakeholder interviews, open house meetings, public comments, and typical public
reactions from comparable improvements in other similar corridors.
Improvements will be ranked as follows:
Poor: Little to no public acceptance expected.
Fair: Moderate public acceptance expected.
Good: Significant public acceptance expected.
5.1.11 City Support
City support is a qualitative measure of the level of potential acceptance each
improvement would have from the TAC and City officials. City support will be assessed
based on input from TAC members.
Improvements will be ranked as follows:
Poor: Little to no City support expected.
Fair: Moderate City support expected.
Good: Significant City support expected.

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5.2

Evaluation of Approaches

The following section describes the evaluation of the preliminary improvement
approaches discussed in Section 4.0. Each improvement approach was screened
against the accepted evaluation criteria described in Section 5.1. Although both
quantitative and qualitative criteria were utilized, the evaluation of mobility
approaches was more technical in nature, as described in Section 5.2.1, while the
evaluation of development framework approaches was less technical.
5.2.1

Mobility Approaches

The following section describes the evaluation of the mobility approaches discussed in
Section 4.2, including Traffic Operations, Access Control, Beverly Intersection
Improvements, and Non-motorized Improvements.
5.2.1.1 Traffic Operations
The preliminary traffic operations improvements were evaluated using Synchro to
evaluate if improvements to segment travel times and LOS could be realized. A
screening level analysis was completed to identify operational improvements, assuming
a base year of 2013. The benefits from using technological enhancements to ensure
optimal performance of the signal system was evaluated using the ITS Benefits
Database hosted by the US Department of Transportation (USDOT), ITS Joint Program
Office (www.itsbenefits.its.dot.gov).
Traffic Signal Timing and Synchronization
The traffic signal timings for the existing AM, Midday, and PM peak periods were
optimized. A cycle length of 120 seconds was used for all intersections. No changes to
phasing or lead-lag optimization for signalized left turns were done. Table 54 and Table
55 present the segment LOS for the northbound and southbound corridors for the
existing and the optimized signal timings. Table 56 and Table 57 present the segment
speeds for both cases. Even this simple optimization effort results in a slight increase in
corridor travel speeds in most cases. A full re-optimization effort will involve several
additional tasks including evaluating various cycle lengths, phase sequencing, timing
parameters, and model calibration using travel time runs and manual fine tuning of
signal timings.
Although overall corridor LOS and speeds were shown to improve after signal
optimization, the analysis revealed some challenging segments where the optimized
LOS or speed was shown to decline compared to existing. In particular, the split phasing
of the eastbound and westbound phases for the intersection of Stockton Hill Road with
Airway Avenue was shown to be particularly problematic. This demonstrates the
limitations of implementing signal optimization alone. The greatest benefits to traffic flow
within the corridor would result from additional complementary approaches such as an
ITS program.

135

Table 54: LOS for Northbound Stockton Hill Road Segments.
LOS*
AM

Segment - Stockton Hill
Road NB

Existing

Midday

Optimized

Detroit - I-40 EB

E

D

I-40 EB - I-40 WB

C

I-40 WB - KRMC

Existing

+

PM

Optimized

D

C

C

C

C

C

C

D

C

KRMC - Sycamore

D

C

D

C

Sycamore - Airway

E

E

E

F

Airway - Kino

B

B

B

Kino - Home Depot

B

B

Home Depot - Gordon

B

Gordon - Northern
Corridor

Existing

+

Optimized

C

C

C

C

D

B

D

D

E

F

B

B

B

C

C

B

B

B

B

B

B

B

A

A

A

A

A

A

C

B

C

C

C

C

+

+

+
+
-

+
-

*Segment LOS measures include +/- if applicable

Table 55: LOS for Southbound Stockton Hill Road Segments
LOS*
Segment - Stockton
Hill Road NB

AM
Existing

Midday

Optimized

Existing

PM

Optimized

Existing

Optimized

Detroit - I-40 EB

A

A

A

A

A

A

I-40 EB - I-40 WB

B

B

B

B

B

B

I-40 WB - KRMC

B

B

C

C

B

B

KRMC - Sycamore

C

C

C

C

C

C

Sycamore - Airway

C

B

C

B

C

B

Airway - Kino

C

B

D

C

C

D

Kino - Home Depot
Home Depot Gordon

C

C

C

D

D

C

B

B

B

B

B

B

Gordon - Northern

C

C

B

B

C

B

Corridor

B

B

B

B

B

B

+
+

*Segment LOS measures include +/- if applicable

136

+
+
-

+
+
+

Table 56: Speed for Northbound Stockton Hill Road Segments
Segment Stockton Hill Road
NB

SPEED* (MPH)
AM
Existing

Midday

Optimized

Existing

Detroit - I-40 EB

12.7

14.5

I-40 EB - I-40 WB

18.3

18

I-40 WB - KRMC

21.6

19.3

KRMC - Sycamore
Sycamore Airway

14.1

22.6

+
+

13.5

12.8

Airway - Kino

25.7

29.4

Kino - Home Depot
Home Depot Gordon

26.2

Gordon - Northern
Corridor

PM

Optimized

Existing

17

24

20.5

+
+

16.9

16.6

+
+
-

10.7

9.6

-

13.8

9

-

27.9

29.6

29.6

18.9

23.6

+
+

24.7

25.5

+
-

25.8

24.7

+
-

28.3

28.5

+

26.5

28.9

+

27.2

28

+

34

33.8

33.8

34.3

34.5

+

24.3

22.6

23.8

+
+

33.4

23.1

+

23.5

23.5

17

18

20.7

20.7

16.8

21.1

14.8

-

+

Optimized

18.1

18.7

21.7

21.6

*Segment speed measures include +/- if applicable

Table 57: Speed for Southbound Stockton Hill Road Segments
Segment Stockton Hill Road
NB

SPEED* (MPH)
AM
Existing

Midday

Optimized

Existing

PM

Optimized

Existing

Optimized

19.7

23.5

20.8

+
+
-

20.7

21.1

+
+
+

23.8

24.9

+

21.6

26.9

+

20.1

25.2

+

Airway - Kino

23.9

25.2

17.2

20.5

15.5

19.8

20.2

19.4

14.5

+
-

19.7

Kino - Home Depot
Home Depot Gordon

+
+

14.2

19.6

+

24.4

24.4

24.9

24.9

25.1

25.1

Gordon - Northern

23.3

18.5

25

25.6

20.3

25.3

Corridor

25.4

25.3

24.4

25.1

24.1

24.9

Detroit - I-40 EB

32.4

32.4

I-40 EB - I-40 WB

24.5

27.6

I-40 WB - KRMC

24.2

24.4

KRMC - Sycamore
Sycamore Airway

21.7

-

32

33.7

24.8

24.6

*Segment speed measures include +/- if applicable

137

+
+

+
+

31.6

32.6

25.3

26.1

24.5

24.5

22.2

20.3

-

+
+

Intelligent Transportation Systems
ITS can provide a very high benefit to cost ratio. Table 58 provides the benefits reported
by agencies in the United States which implemented the ITS alternatives presented in
this report. Implementation of its techniques beyond the previously discussed signal
optimization would yield greater common improvements beyond those shown in Table
54 through Table 57.
Table 58: Benefits from Arterial ITS improvements

ITS Technology

Benefits

Signal Coordination

Virginia: Coordinated Actuated traffic signal systems produced a 30
percent reduction in Corridor travel times compared to actuated
isolated systems, resulting in benefit-cost ratio of 461:1

Signal Coordination

Pennsylvania: An optimized traffic signal timing project in Alleghany
County, PA resulted in a benefit -cost ratio of 57:1 along the corridor

Traffic Management
System

New Mexico: In Espana, New Mexico the implementation of a
traffic management system on NM 68 provided a decrease in total
crashes of 27.5 percent
Colorado: In the City of Fort Collins, Colorado, the installation of an
advanced Traffic management System reduced travel times up to
36 percent.

Adaptive Signal Control

Colorado: Installation of adaptive signal control systems on two
corridors in Colorado improved travel times by 9 to 19 percent,
increased average speed by 7 to 22 percent and maintained or
improved LOS at the studied intersections

Traffic Management
System

Source: www.itsbenefits.its.dot.gov
US Department of Transportation, Research and Innovative Technology Administration (2013)

Initial Vehicular Capacity Improvements
The initial vehicular capacity improvement measures described in Section 4.2.1.3, which
involve the addition of intersection right turn lanes on Stockton Hill Road, were also
evaluated. However, these measures did not result in any improvement in segment LOS
or speeds based on VISSIM modeling, indicating their limitation to improve vehicular
circulation in the near term without other complimentary improvements. In this way, the
addition of right turn lanes on Stockton Hill Road alone would not meet the immediate
purpose and need of the corridor study. However, this conclusion is based on the initial
concept of adding Stockton Hill Road turn lanes in isolation, without coordinated
intersection improvements on cross street approaches. Therefore, this finding in no way
conflicts with the micro-level intersection improvements described in Section 4.2.2 and
shown evaluated in Section 5.2.1.2.
Table 59 provides a qualitative comparison of the various traffic operations
improvement alternatives considered.

138

Table 59: Evaluation of Traffic Operations Alternatives
Traffic Operations Alternatives
Signal
Optimization

ITS:
GPS/Interconnect

ITS: Central
System

ITS:
Adaptive
System

Vehicular
Capacity
Improvements

Improvement
Cost

$

$

$$

$$

$$$

ROW Impact

Good

Good

Good

Good

Fair

Funding
Availability

Good

Good

Good

Good

Fair

Safety Impact
Automobile
Mobility
Pedestrian
Mobility

Good

Good

Good

Good

Good

Good

Good

Good

Good

Fair

Fair

N/A

N/A

N/A

Fair

Bicycle Mobility

Fair

N/A

N/A

N/A

Poor

Environmental
Impact

Good

Fair

Fair

Fair

Fair

Visual Quality

N/A

N/A

N/A

N/A

Good

Criteria

5.2.1.2 Micro-level Intersection Improvements
The geometric improvements to Airway Avenue discussed in Section 4.2.2 were
evaluated based on criteria described in Section 5.1, as shown in Table 61. The
improvement cost of each option was determined using planning-level estimates of the
preliminary design concept. Major items associated with the work were estimated,
including removal of existing sidewalk, pavement, and curbs, installation of new
roadway pavement and median paving, curb and gutter, sidewalk, on-site drainage
improvements, traffic control, right-of-way acquisition, and contingency. Impacts to
underground items such as utilities and drainage facilities are unknown at this time and
would require additional analyses to determine a more refined cost estimate of the
improvements. Table 60 shows the assumed unit prices for the improvements, based on
recent construction bid costs. These prices assumed 2013 costs and were not inflated to
accommodate the costs in a particular year. The cost of right-of-way is extremely
variable due to the changing economic conditions and changing land values. The
assumed right-of-way cost was based on historic purchases in the region and is meant
to be used as a comparison value only.

139

Table 60: Airway Avenue Improvement Estimate Unit Costs
Item

Unit

Unit Cost

Remove Signal Pole

EA

$20,000

Remove Sidewalk/Pavement

SF

$3

Remove Curb/Gutter

LF

$5

New Median Pavement

SF

$5

New Pavement

SF

$6

New Sidewalk

SF

$5

New Curb/Gutter

LF

$15

Site Grading

SF

$5

Signing/Striping

LF

$5

Relocate Catch Basin

EA

$3,000

Relocate Fire Hydrant

EA

$2,000

Relocate Power Pole

EA

$10,000

Traffic Control

-

25%

Contingency

-

10%

Design/Construction Engineering

-

10%

SF

$2

Right-of-way/Easement
Source: ADOT E2C2 Historical Price Index (Accessed July 2013)

Right-of-way impacts were evaluated based on the approximate acquisition area
required to construct the improvements. Funding availability was evaluated by
comparing the planning-level cost estimate of the improvement with funding sources
available. The Airway Avenue geometric improvements are higher cost design solutions
compared to other recommendations. However, each option could be implemented
in phases if funding for the total project is not available.
The two options were also evaluated to determine the safety of automobiles and other
road users such as bicyclists and pedestrians. If navigation would be impacted
negatively, the item was rated “Poor.” Also, using the FHWA safety evaluation tool for
crash-reduction-factors (CRF) for implementing typical intersection improvements, the
three options were evaluated on their ability to reduce crashes. If the CRF for the
improvement type was a positive value, the item was rated “Good”.
Automobile mobility for both options would increase with the implementation of
improvements, as capacity is increased through the intersection. Mobility would benefit
especially by providing raised medians, which allows for greater free-flow at the
intersection approaches and focuses left-turning movements to only designated
channelization locations.

140

Public feedback for the Airway Avenue Improvement options specifically has not been
received. However, one can assume the expected mobility benefits to be well
received, with the exception of the property impacts included as part of Option 1.
Table 61: Evaluation of Airway Avenue Intersection Options
Criteria

Airway Avenue Improvement Options
Option 1

Option 2

$$

$$

ROW Impact

Poor

Fair

Funding Availability

Fair

Fair

Safety Impact

Good

Good

Automobile Mobility

Good

Good

Pedestrian Mobility

Good

Good

Bicycle Mobility

Good

Good

Environmental
Impact

Fair

Fair

Visual Quality

Fair

Fair

Public Acceptance

Fair

Good

Good

Good

Improvement Cost

City Support

5.2.1.3 Access Control
The access control solutions discussed in Section 2.4.2 were evaluated based on the
criteria described in Section 5.1 and shown in Table 63. They are categorized into three
areas: Driveway Closure/Combination, Parcel
Thru Access, and Raised
Median/Channelization. The solution methods were evaluated as a whole, not by
specific location along the corridor.
The improvement cost was determined using planning-level estimates of a typical
application. Since the cost for each location will vary depending on surrounding
factors, an average cost of the typical application was used. Table 62 shows the
assumed unit prices for these improvements, based on recent construction bid costs.

141

Table 62: Access Control Estimate Unit Costs
Item

Unit

Unit Cost

Remove Sidewalk/Driveway

SF

$3

Remove Curb/Gutter

LF

$5

Remove Pavement

SF

$3

New Pavement

SF

$6

New Sidewalk

SF

$5

New Curb/Gutter

LF

$15

Site Grading

SF

$5

Traffic Control

-

25%

Contingency

-

10%

Design/Construction Engineering

-

10%

SF

$2

Right-of-way/Easement
Source: ADOT E2C2 Historical Price Index (Accessed July 2013)

Right-of-way impacts were evaluated based on whether additional acquisition would
be required, on average, or if an access permit/easement would be required to
construct the improvements.
Funding availability was evaluated by comparing the planning-level cost estimate of
the improvement with funding sources available for that improvement. The driveway,
parcel thru-access, and median improvements are lower-cost measures that can be
implemented for minimal cost.
The three alternatives were evaluated to determine the safety of automobiles and
other road users such as bicyclists and pedestrians. If navigation would be impacted
negatively, the item was rated “Poor.” Also, using the FHWA safety evaluation tool for
crash-reduction-factors (CRF) for implementing typical countermeasures, the three
alternatives were evaluated on their ability to reduce crashes at their respective
locations along the corridor. If the CRF for the improvement was a positive value, the
item was rated “Good”.
Automobile mobility for all three access control solutions would be increased with
implementation of these improvements along the Stockton Hill Road corridor.
Reduction in the overall number of driveways along the corridor will reduce the amount
of side friction experienced by the thru traffic movement on Stockton Hill Road.
Providing raised medians allows for greater free-flow along the corridor and focuses
left-turning movements to only designated channelization locations or at signalized
intersections.
Public feedback received regarding driveway closure or consolidation and raised
medians has been generally favorable. Feedback concerning parcel through access
has been mixed, as some stakeholders showed concern with the required coordination

142

between property owners. Discussions with City of Kingman staff have indicated some
level of support for all three access control solutions. However, additional feedback will
be collected at the next public meeting and incorporated into the final report.
Table 63: Evaluation of Access Control Solutions Alternative
Access Control Solutions Alternative
Criteria

Driveway
Closure/Combination

Parcel Thru Access

Raised Medians /
Channelization

$

$$

$$

ROW Impact

Good

Poor

Good

Funding Availability

Good

Poor

Good

Safety Impact

Good

Good

Good

Automobile Mobility

Good

Good

Good

Pedestrian Mobility

Good

Good

Good

Bicycle Mobility

Good

Good

Good

Environmental
Impact

Fair

Fair

Good

Visual Quality

Fair

Fair

Fair

Public Acceptance

Good

Fair

Good

City Support

Good

Good

Good

Improvement Cost

5.2.1.4 Beverly Intersection Improvements
The evaluation of the Beverly Avenue intersection alternatives is shown in Table 65.
The improvement cost was determined using planning-level estimates prepared for
each alternative. Major items associated with the work were estimated. These items
include; roadway reconstruction, drainage provisions, design/construction engineering,
right-of-way acquisition and contingency. Familiar items under roadway reconstruction
include pavement, curb and gutter, sidewalk, and earthwork. Other items under
roadway construction include traffic elements such as striping, lighting and traffic
control.
Table 64 shows the assumed unit prices for the Beverly Avenue alternatives, based on
recent construction bid costs. These prices were not inflated to accommodate the
costs in a particular construction year. The cost of right-of-way is extremely variable due
to the changing economic conditions and changing land values. The assumed right-ofway cost was based on historic purchases in the region and is meant to be used as a
comparison value only.

143

Table 64: Beverly Avenue Alternatives Estimate Unit Costs
Item

Unit

Unit Cost

Remove Traffic Signal

EA

$5,000

Remove Sidewalk & Pavement

SF

$3

Remove Curb/Gutter

LF

$5

New Pavement

SF

$6

New Median Pavement

SF

$5

New Sidewalk

SF

$5

New Curb/Gutter

LF

$15

Site Grading

SF

$5

New Traffic Appurtenances

LF

$5

Traffic Control

-

25%

Contingency

-

10%

Design/Construction Engineering

-

10%

SF

$2

Right-of-way/Easement
Source: ADOT E2C2 Historical Price Index (Accessed July 2013)

Right-of-way impacts were evaluated based on whether additional acquisition would
be required, or if an access permit/easement would be required to construct the
improvements.
Funding availability was evaluated by comparing the planning-level cost estimate of
the improvement with funding sources available for that improvement. The Beverly
alternatives are solutions that are implemented at a higher cost.
The two alternatives were evaluated to determine the safety of automobiles and other
road users such as bicyclists and pedestrians, as they would navigate the proposed
alternatives. If navigation would be impacted negatively, the item was rated “Poor.”
Also, using the FHWA safety evaluation tool for crash-reduction-factors (CRF) for
implementing typical countermeasures, the two alternatives were evaluated on their
ability to reduce crashes at the Beverly Avenue/Stockton Hill Road intersection. If the
CRF for the intersection improvement was a positive value, the item was rated “Good”.
Automobile mobility for both Beverly alternatives would be increased with
implementation of these concepts. Both alternatives would allow all movements at the
Beverly Avenue/Stockton Hill Road intersection.
Public feedback received regarding both alternatives has been mixed, with different
opinions on which option would be most successful. Ongoing discussions with the TAC
have indicated some initial support for the elongated roundabout, which is also the
preferred option of the regional ADOT district office.

144

Table 65: Evaluation of Beverly Avenue Improvements
Beverly Avenue Improvements

Criteria

Elongated Roundabout

J-Hook

Improvement Cost

$$$

ROW Impact

Poor

$$
Fair

Funding Availability

Poor

Fair

Safety Impact

Fair

Good

Automobile Mobility

Good

Good

Pedestrian Mobility

Poor

Fair

Bicycle Mobility

Poor

Fair

Environmental Impact

Fair

Fair

Visual Quality

Fair

Public Acceptance

Fair

Fair
Fair

Good

Fair

City Support
Source: ADOT E2C2 Historical Price Index

5.2.1.5 Non-motorized Improvements
The specific projects included in the non-motorized improvements of sidewalks, bicycle
facilities, and midblock crossings are detailed in Section 4.2.5, and were screened
against the evaluation criteria detailed in Section 5.1. The evaluation considered all
improvements included in each approach. The evaluation results are shown in Table 67.
Improvement costs were determined using planning-level estimates on a per mile basis
for the addition of sidewalks and bicycle facilities. Table 66 shows an estimated range
of costs for each improvement, based on comparable improvements included in the
Kingman Area Transportation Study (2011). Given the variability in the range of values
associated with each improvement, costs were not inflated to represent construction
year dollars.
Table 66: Non-motorized Improvements Estimate Costs
Item

Unit

Cost

Sidewalk Addition

Per mile

$250k-$500k

Bicycle Facility Addition

Per mile

$100k-$500k

Source: Kingman Area Transportation Study (KATS) 2011

The impact on ROW for sidewalk and bicycle lane additions was determined to be
substantial, as both would most likely require additional ROW, while the upgrading of an
existing wide curb lane and addition of midblock crossing would not require additional
ROW. It was also determined that there would be a fair likelihood of funding availability
for all strategies.
Sidewalk additions and midblock crossings could be expected to have a positive
impact on pedestrian mobility and only limited effect on bicycle and automobile

145

mobility. The bicycle facilities would have a similar impact on mobility, benefitting
bicyclists greatly with only a limited impact on automobiles and pedestrians. All
improvements would also have moderate environmental and visual quality impacts.
In terms of public acceptance and City support, it is assumed the sidewalk additions
and midblock crossing would be generally supported by both City representatives and
the public. Bicycle facility additions could be more difficult, as public feedback
received has not represented the same level of support compared to the other
approaches.
Table 67: Evaluation of Non-motorized Improvements
Non-motorized Improvements
Midblock
Crossing

$$$

Upgrade
wide curb
lane
$

Poor

Poor

Good

Good

Fair

Fair

Fair

Fair

Good

Good

Good

Good

Automobile Mobility

Fair

Fair

Fair

Fair

Pedestrian Mobility

Good

Fair

Fair

Good

Fair

Good

Good

Fair

Fair

Fair

Fair

Fair

Fair

Fair

Fair

Fair

Public Acceptance

Good

Fair

Fair

Good

City Support

Good

Fair

Fair

Good

Criteria

Sidewalk
Addition

Bicycle Lane
Addition

$$

ROW Impact
Funding Availability

Improvement Cost

Safety Impact

Bicycle Mobility
Environmental
Impact
Visual Quality

146

$

5.2.2

Development Framework Alternatives

The following section describes the evaluation of the Development Framework
Alternatives discussed in Section 4.3, including Development Policy, Street Network
Policy, and Multimodal Policy.
5.2.2.1 Development Policy
The specific strategies included in the development policy alternative, discussed in
Section 4.3.1, were evaluated independently using the criteria in Section 5.1. Table 68
and Table 69 show the evaluation results of the Zoning Ordinance and Development
Review strategies, respectively.
Zoning Ordinance
Frontage requirements, corner lot sizes, and outparcel access were determined to result
in positive safety and mobility impacts due to their potential to reduce conflicts and
improve circulation, while setback requirements would be expected to have little to no
effect on the same factors. Overall visual quality would be expected to improve after
the adoption of frontage and setback requirements, however corner lot sizes and
outparcel access would have a neutral impact.
Table 68: Evaluation of Development Policy Alternatives – Zoning Ordinance
Criteria
Improvement Cost
ROW Impact
Funding
Availability
Safety Impact
Automobile
Mobility
Pedestrian Mobility
Bicycle Mobility
Environmental
Impact
Visual Quality
Public
Acceptance
City Support

Development Policy Alternatives: Zoning Ordinance
Frontage
Setback
Corner Lot
Outparcel
Requirements
Requirements
Sizes
Access
N/A
N/A
N/A
N/A
N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

Good

Fair

Good

Good

Good

Fair

Good

Good

Good

Fair

Good

Good

Good

Fair

Good

Good

N/A

N/A

N/A

N/A

Good

Good

Fair

Fair

Good

Good

Good

Good

Fair

Fair

Fair

Fair

147

Development Review
Optimized access design, shared access, and shared parking were also determined to
result in improved safety and mobility due to conflict reduction and better circulation.
Landscape buffers, on the other hand, would be expected to have a positive impact
on safety, but little to no effect on mobility.
Table 69: Evaluation of Development Policy Alternatives – Development Review
Development Policy Alternatives: Development Review
Criteria

Optimized
Access Design
N/A

Shared
Access
N/A

Shared
Parking
N/A

Landscape
Buffers
N/A

ROW Impact

N/A

N/A

N/A

N/A

Funding Availability

N/A

N/A

N/A

N/A

Safety Impact

Good

Good

Good

Good

Automobile Mobility

Good

Good

Good

Fair

Pedestrian Mobility

Good

Good

Good

Fair

Bicycle Mobility

Good

Good

Good

Fair

N/A

N/A

N/A

N/A

Visual Quality

Good

Good

Good

Good

Public Acceptance

Good

Good

Good

Good

Fair

Fair

Fair

Fair

Improvement Cost

Environmental Impact

City Support

All the included alternatives were determined to be generally accepted by the public,
as they would result in improved access and ease of movement over the long term. This
was based on input gleaned from stakeholder interviews and public meetings. The
same alternatives scored as “fair” in terms of City support. This was a preliminary
determination based on the reality that the results may be generally supported by City
staff and officials, but that implementation could be complicated.
Improvement cost, ROW impact, funding availability, and environmental impact were
determined to be not applicable. Each included strategy would be implemented as a
City code amendment or as City staff functions without the costs, impacts, or funding
needs associated with infrastructure based improvements.

148

5.2.2.2 Transportation Network
The two strategies included in the transportation network alternative are detailed in
Section 4.3.2. These include targeting new commercial developments on secondary or
“backage roads” as opposed to Stockton Hill Road itself, as well as completing the
street grid within the corridor which would require some new road construction and
parcel reassembly. Evaluation results are shown in Table 70.
The targeting of new developments away from Stockton Hill Road would be expected
to disperse traffic throughout the corridor and decrease conflicts along the main
thoroughfare, resulting in positive safety and mobility impacts for all modes. The strategy
was also determined to have only moderate environmental and visual quality impacts
from the resulting new construction on vacant lots. Based on feedback received, it is
assumed this strategy would also be generally accepted by the public.
Targeting new developments away from Stockton Hill Road would be implemented as
an internal City function without the costs or impacts associated with new infrastructure.
Therefore, improvement cost, ROW impact, and funding availability were deemed not
applicable to the strategy. However, the strategy could further complicate the
development review process, thus receiving only a “fair” score in terms of City support.
Completing the street grid within the corridor could prove more difficult in terms of the
improvement cost, ROW impact, and environmental impact of new construction, with
only a fair likelihood of available funding. Also, although the fully realized network
would benefit safety and mobility for all modes, implementation resulting in some
parcel reassembly and increased traffic on roads closer to residential areas would not
be expected to have substantial support from the public or City representatives.
Table 70: Evaluation of Transportation Network Alternatives
Transportation Network Alternatives

Criteria

N/A

Completing Street Grid
(Streets & Parcel Reassembly)
$$$

ROW Impact

N/A

Poor

Funding Availability

N/A

Fair

Safety Impact

Good

Good

Automobile Mobility

Good

Good

Pedestrian Mobility

Good

Good

Bicycle Mobility

Good

Good

Fair

Poor

Fair
Good
Fair

Good
Poor
Poor

Improvement Cost

Environmental Impact
Visual Quality
Public Acceptance
City Support

Targeting New Developments

149

5.2.2.3 Multimodal policy
The evaluation of the multimodal policy alternatives is shown in Table 71.
Each included multimodal element would involve a visioning process and development
of a strategic policy by corridor stakeholders without actual construction or installation,
therefore improvement cost, ROW impact, and funding availability were considered
not applicable.
Sidewalk, bicycle lane, and midblock crossing policies were determined to have a
positive impact on safety for all modes, while bicycle parking specifically would be
expected to have little to no effect. A sidewalk policy would benefit the mobility for all
travel modes, while a bicycle lane policy and bicycle parking policy would substantially
benefit bicycle mobility with only minimal effects on automobile or pedestrian mobility.
A midblock crossing policy would be similar in that it would greatly benefit pedestrians,
with only moderate impacts on automobiles or cyclists.
All the included policies were also considered beneficial in terms of environmental
impact and visual quality, as well as generally acceptable by the public and City
based on feedback received.
Table 71: Evaluation of Transportation Network Alternatives
Multimodal Policy Alternatives
Bicycle
Bicycle
Lane Policy
Parking
Policy
N/A
N/A

Criteria

Sidewalk
Policy

Midblock
Crossing
Policy
N/A

Transit
Amenity
Policy
N/A

Improvement Cost

N/A

ROW Impact

N/A

N/A

N/A

N/A

N/A

Funding Availability

N/A

N/A

N/A

N/A

N/A

Safety Impact
Automobile
Mobility
Pedestrian Mobility

Good

Good

Fair

Good

Good

Fair

Fair

Fair

fair

fair

Good

Fair

Fair

Good

Good

Bicycle Mobility
Environmental
Impact
Visual Quality
Public
Acceptance
City Support

Good

Good

Good

Fair

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

Good

150

6.0

IMPLEMENTATION STRATEGY

The previous sections have presented a number of approaches for improving the
mobility and development framework of the Stockton Hill Road corridor, with specific
strategies documented and evaluated in Section 5.0. Based on the evaluation
elements of each approach were selected as optimal improvement projects and
policy recommendations for the corridor.
This section identifies and prioritizes corridor recommendations for implementation.
Each set of recommendations has been grouped into near term, mid term, and long
term actions, representing time frames of 5, 10, and 15 years. These recommendations
are explained in Sections 6.1 through 6.8 and summarized in Table 72 and Table 73. In
addition, location specific near term and mid term recommendations are displayed
where possible in Figure 62 and Figure 63.

6.1

Traffic Operations

Concerning the traffic operations approaches discussed in Section 4.2.1, it is
recommended that near term traffic operation improvements focus on optimizing
traffic signal timing. After initial optimization, next steps would include verifying the
operational effectiveness of existing signal control hardware, and the installation of an
interconnect system for maintaining signal coordination. Mid term actions would focus
on the development and implementation of an ITS system to address any limitations of
signal prioritization, including developing performance measurement metrics to analyze
data from the central system. A longer term goal would be to design and construct a
traffic management center to better manage operations throughout Kingman.

6.2

Airway Avenue Intersection Improvements

Immediate recommendations for the Airway Avenue and Stockton Hill Road
intersection are to select a preferred design concept from among the improvement
options discussed in Section 4.2.2, begin the processes of identifying funding sources
and stakeholder coordination, and begin preliminary design. In the mid term, it is
recommended that plans are finalized, and the actual development of the preferred
improvement be carried out, including preparing the environmental document, final
design, and construction. Maintenance and monitoring of the project would take
place in the long term.

6.3

Access Control

The initial recommended action regarding access control is the development of a
comprehensive access control plan for the corridor, which would coincide with
improvements of driveway locations with the most immediate need and benefit for the
lowest cost (locations 4, 5, 12, 13 and 14 discussed in Section 4.2.3). Property owner
coordination would be required for all through access improvements, which is a
process that would also have to begin during the near term, followed by the planning

151

and improvement of through access locations 3, 6, and 9, as well as median locations 1,
2, and 11. Tasks most appropriate for the mid term timeframe are the improvement of
driveway locations 7 and 15, as well as through access locations 8 and 10. All
recommended access improvements would require maintenance and monitoring over
the long term.

6.4

Beverly Avenue Intersection Improvements

Immediate recommendations for the Beverly Avenue and Stockton Hill Road
intersection are to conduct a more detailed feasibility study of the elongated
roundabout design concept, as well as to begin the processes of identifying funding
sources and stakeholder coordination. In the mid term, it is recommended that the
actual development of the preferred improvement be carried out, including the
preparation of the environmental document, final design, and construction.
Maintenance and monitoring of the project would take place in the long term.

6.5

Non-motorized Improvements

Recommended near term actions for corridor non-motorized improvements include
continuing with the programmed bicycle and pedestrian improvements on Gordon
Drive, planning and constructing a midblock pedestrian crossing at KRMC, and
evaluating of the feasibility of upgrading the Stockton Hill Road wide curb lane to a
marked bicycle lane for improved bicycle mobility and safety. Other near term
recommendations are to begin to identify and secure funding sources for other nonmotorized improvements, and to begin property owner coordination. It is also
recommended to begin to develop a network of pedestrian and bicycle facilities in the
near term by finalizing plans and constructing sidewalk improvements and bicycle lanes
on Western Avenue and Glen Road while coordinating with other roadway
improvements.
Mid term actions would involve continuing to develop the non--motorized network by
planning and constructing sidewalk improvements on Airway Avenue, Sycamore
Avenue, Beverly Avenue, and Burbank Street to address existing sidewalk gaps. This
would be followed by the planning and construction of bicycle lanes on Burbank
Street/ Fairgrounds Avenue, Harrison Street/ Willow Road, Sycamore Avenue, and
Airway Avenue. All mid term improvements would also be coordinated with other
roadway improvement projects. Maintenance and monitoring of the project would
take place in the long term.

152

Table 72: Implementation Strategy for Mobility Alternatives
Implementation Strategy

Improvement
Approach

Near Term Action

Mid Term Action

Long Term Action

Mobility Approaches
1.
2.
Traffic
Operations

Airway
Avenue
Intersection
Improvements

3.

1.
2.

1.
2.
3.
Access
Control
4.

1.
Beverly
Avenue
Intersection

2.
3.
1.
2.
3.

4.
5.
Non-motorized
improvements

6.

Optimize traffic signal timing
for the corridor
Verify operational
effectiveness of existing
signal control hardware
Install an Interconnect system
for maintaining signal
coordination

Identify funding sources
Begin property owner
coordination and preliminary
design for preferred
improvement option
Develop access control plan
Improve driveway locations
4, 5, 12, 13, and 14
Begin property owner
coordination for all thruaccess improvements
Finalize plans and improve
thru-access locations 6, 9,
and 3, and median locations
1, 2, and 11
Conduct more detailed
feasibility study
Identify funding sources
Begin stakeholder
coordination
Continue with programmed
improvements
Finalize plans and construct
midblock crossing at KRMC
Evaluate feasibility of
upgrading the Stockton Hill
Road wide curb lane to
bicycle lane
Identify and secure funding
sources improvements
Begin property owner
coordination
Finalize plans and construct
sidewalk improvements and
bicycle lanes on Western
Avenue and Glen Road,
coordinated with roadway
improvements

1.

2.
3.

1.

1.
2.

1.
2.
3.
1.

2.

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Develop and implement
ITS system based to
compliment limitations of
signal optimization
Develop performance
measurement metrics for
Central System data
Evaluate need for
capacity improvement
after incorporating
access control
Finalize plans for and
implement preferred
Airway improvement
option

1.

Design and
construct a
traffic
management
center

1.

Maintain and
monitor
improvements

Improve driveway
locations 7 and 15
Finalize plans and
improve thru-access
locations 8 and10

1.

Maintain and
monitor
improvements

Prepare Environmental
document
Design Improvements
Construct improvements

1.

Maintain and
monitor
improvements

Construct sidewalk
improvements on Airway
Avenue, Sycamore
Avenue, Beverly Avenue,
and Burbank Street /
Fairgrounds Avenue,
coordinated with
roadway improvements
Finalize plans and
construct bicycle lanes
on Burbank Street/
Fairgrounds Avenue,
Harrison Street/ Willow
Road, Sycamore
Avenue, and Airway
Avenue, coordinated
with roadway
improvements

1.

Maintain and
monitor
improvements

6.6

Development Policy

As with all recommendations associated with development framework approaches,
the initial recommended action for City staff to conduct a visioning process with
stakeholders to establish long term development goals for the corridor. Other
recommended actions in the near term are for development review staff to emphasize
and encourage optimized driveway location and access design, landscape buffers,
and combined access and parking during the site plan review process. The
establishment of a maximum parking requirement, and the development of corridor
polices for desired building frontage and setback requirements, corner lot size
minimums, and outparcel access would also be appropriate in the near term.
In the mid term City staff should work to amend the City of Kingman zoning ordinance
to include new standards for lot size and access that were established as part of the
previous development policy visioning process. Staff should also develop a shared
parking and access incentive program to encourage adjacent property owners to
better utilize facilities without affecting corridor mobility or visual quality. Over the long
term it is recommended that the desired development goals and vision for the corridor
are continually reviewed and updated. Specific standards and strategies to augment
development policy are detailed in Section 4.3.1.

6.7

Street Network Policy

For street network policy development, a visioning process to establish goals is the
primary recommendation. The targeting of new commercial developments within
existing commercial zones on Western Avenue and Glen Road can also begin in the
near term, as well as beginning outreach with existing property owners on the long term
vision of the corridor network concept. A preliminary network concept is described in
Section 4.3.2.
Recommended mid term actions include identifying priority parcels in need of
reassembly based on the established network vision. In the long term, the network vision
and goals should be continually reviewed and updated, and planning and
constructing new collector streets take place where feasible, building towards a fully
realized redundant street network.

6.8

Multimodal Policy

The initial recommended actions for multimodal policy are to conduct a visioning
process to establish multimodal transportation goals for the corridor, followed by the
development of specific corridor policies for midblock crossings, sidewalk
improvements, bicycle lane improvements, and bicycle parking.
Recommendations most appropriate for mid term implementation include the
prioritizing target locations and constructing midblock pedestrian crossings in the areas
of most immediate need, as well as developing a policy requiring the inclusion of
feasible bicycle and pedestrian facilities as part of future roadway projects. Over the

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long term it is recommended that the desired development goals and vision for the
corridor are continually reviewed and updated.
Table 73: Implementation Strategy for Development Framework Alternatives
Implementation Strategy

Improvement
Alternative

Near Term Action

Mid Term Action

Long Term Action

Development Framework Approaches
1.

Conduct visioning process to
establish long term
development goals
2. Emphasize and encourage
optimized driveway location
and access design,
landscape buffers, and
combined access and
parking during the
Development
development review process
Policy
3. Establish maximum parking
requirement
4. Develop policies for desired
frontage and setback
requirements, corner lot sizes,
and outparcel access
5. Utilize PUD zone to apply
standards on a preliminary
basis
1. Conduct visioning process
to establish goals for
corridor street network
strategy
2. Targeting of commercial
Street Network
developments on Western
Policy
Avenue and Glen Road
during the development
review process
3. Begin property owner
coordination
1. Conduct visioning process to
establish multimodal
transportation goals for the
corridor
2. Develop corridor policies for
midblock crossings, sidewalk
improvements, bicycle lane
Multimodal Policy
improvements, and bicycle
parking

155

1.

2.

1.

1.

2.

Amend City of
Kingman zoning
ordinance to
include new
standards for lot
size and access
established during
the visioning
process
Develop shared
parking and
access incentive
program

1.

Continually review
and update
development
vision and goals

Identify priority
parcels in need of
reassembly based
on network vision

1.

Review and
update network
vision and goals
Plan for and
construct new
collector streets
where feasible to
complete a fully
realized redundant
street network

2.

Prioritize target
1.
areas for midblock
crossings and
construct crossings
at problem
locations
Implement policy
of including
bicycle and
pedestrian facilities
as part of future
roadway projects
within the corridor

Continually review
and update
multimodal vision
and goals

Figure 62: Near Term Improvements

156

Figure 63: Mid Term Improvements

157

7.0

REFERENCES

City of Flagstaff, Arizona – Zoning Code (2011)
City of Kingman, Arizona – General Plan 2020 (2003)
City of Kingman, Arizona – I-40 Stockton Hill Road Traffic Interchange – Initial Design Concept
Report (1999)
City of Kingman, Arizona – Kingman Bicycle and Pedestrian Plan (2000)
City of Kingman, Arizona – Kingman Area Transportation Study (2011)
City of Kingman, Arizona – Zoning Ordinance (2012)
City of Mesa, Arizona – Zoning Ordinance (2011)
City of Peoria, Arizona – Access Management Guidelines (2011)
City of Prescott, Arizona – Land Development Code (2011)
City of Tempe, Arizona – Zoning & Development Code (2006)
Kentucky Transportation Center – Quantification of the Benefits of Access Management for
Kentucky (2006)
Transportation Research Board – Access Management Manual (2003)
United States Department of Transportation (USDOT) – ITS Benefits Database

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City of Kingman
310 North Fourth Street
Kingman, AZ 86401
928-753-5561
www.cityofkingman.gov