III. ALTERNATIVES

Wickenburg Interim Improvement Study
Draft Environmental Assessment
III. ALTERNATIVES
A. Alternatives
An Interim Improvement Feasibility Study was conducted in February 2000 in order to
identify possible traffic operation improvement solutions that would ease the traffic
congestion on US 93 in downtown Wickenburg. Possible interim improvement
alternatives were identified using aerial photographs, city street maps, topographic maps,
and field reconnaissance. The alternatives include minor improvements to existing streets
as well as new roadway alignments that cross the Hassayampa River from US 60 at
various locations before paralleling the west bank of the river and rejoining US 93 north
of downtown. Each alternative was developed and evaluated, then presented at public
meetings for citizen review and input.
Thirteen alternatives were identified in the Feasibility Study Report. The alternatives
(Figure 5) were first analyzed based on how each alternative met the following general
parameters:
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The project could be funded and constructed within five years.
It would not compete with funding for the ultimate bypass plan.
It would provide a reasonable LOS until the ultimate bypass could be built.
It would be consistent with Wickenburg’s traffic circulation system and have
long-term usefulness.
Of the feasibility report alternatives, Alternatives 7 and 13 were retained for detailed
study. Further development of the alternatives and public input resulted in the addition of
three more alternatives that were retained for detailed study (Alternatives 14, 15, and 16).
Further evaluation of the alternatives was based upon the following criteria:
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Access control, access to public lands
and existing local streets
Air quality
Neighborhoods
Consistency with the Wickenburg
traffic circulation system
Consistency with land use
Riparian habitat displacement
Historic/archaeological sites
Noise
Parks/schools/hospital
R/W from private land
Regional transportation system
Rehabilitation centers
Water quality
Impacts to U.S. waters
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Federal Emergency Management
Agency (FEMA) implications
Number of business and residential
displacements
Cost
Constructability and traffic control
Roadway geometrics
(horizontal/vertical alignment)
Safety/traffic operations
Flood protection
Drainage
Superfund liability
Community cohesion
Impact to future development
Threatened/endangered species
Visual impacts
Wickenburg Interim Improvement Study
Draft Environmental Assessment
Figure 5 – Interim Improvement Alternatives
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Draft Environmental Assessment
The following discussion provides descriptions of the various alternatives that were
considered for the interim improvement project and the rationale for either eliminating or
retaining an alternative for further consideration.
1. Alternatives Considered but Eliminated from Further Study
The following alternatives were evaluated and eliminated based on the findings of the
Interim Improvement Feasibility Study:
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Alternative 1 (Figure 6, page 15)
Alternative 2 (Figure 7, page 16)
Alternative 3 (Figure 8, page 17)
Alternative 4 (Figure 9, page 18)
Alternative 5 (Figure 10, page 19)
Alternative 6 (Figure 11, page 20)
Alternative 8 (Figure 12, page 21)
Alternative 9 (Figure 13, page 22)
Alternative 10 (Figure 14, page 23)
Alternative 11 (Figure 15, page 24)
Alternative 12 (Figure 16, page 25)
2. No Action
The No Action Alternative assumes that no major improvements would be made to US
93 and US 60 through Wickenburg in the foreseeable future. No new traffic lanes would
be constructed and the existing lane configurations in the downtown area would remain.
No realignments would be constructed and traffic control modifications would only be
made to address operational and safety issues as necessary. Otherwise, only routine
maintenance would be conducted to repair and preserve the existing roadway. It would
provide no improvement to traffic operations and would not result in any apparent change
to the environment. However, the No Action Alternative would not fulfill the goals of
reducing traffic congestion in downtown Wickenburg and improving the safety, capacity,
and traffic operational characteristics of the existing routes for regional traffic. As a
result, the No Action Alternative would not meet the purpose and need for the project and
is included as the baseline for comparison purposes.
3. Alternatives Considered for Further Study
The following alternatives were developed and evaluated in detail in the project’s Design
Concept Report. Detailed plan sheets and a comparative evaluation matrix of the
alternatives considered for further study are provided in Appendix C – Plan Sheets for
Alternatives 7, 13, 14, 15, and 16 and Appendix D – Alternatives Evaluation Matrix.
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Alternative 7 (Figure 17, page 26)
Alternative 13 (Figure 18, page 27)
Alternative 14 (Figure 19, page 28)
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Alternative 15 (Figure 20, page 29)
Alternative 16 (Figure 21, page 30)
Wickenburg Interim Improvement Study
Draft Environmental Assessment
Figure 6 – Alternative 1
Alternative 1 would provide a four-lane roadway beginning on US 60 at MP 110.86 at the
Country Kitchen Restaurant. The alignment would depart from US 60 on the east side of the
Hassayampa River and proceed northwest following Jack Burden Road to just north of a mobile
home park. The roadway would then curve to the west, cross the Hassayampa River on a new
bridge at approximately a 40-degree skew, and then rejoin US 93 near the APS substation. The
project length would be 1.38 miles. The improvements would include a new signalized
intersection at Wickenburg Way (US 60) and El Recreo Drive east of the Hassayampa River, a
new signalized intersection on North Tegner Street (existing US 93) in the vicinity of Woody’s
Chevron Station, and a new 1,400-foot bridge across the Hassayampa River.
This alternative would require residential and commercial R/W acquisitions. The residential
acquisitions would include approximately 10 single-family residences along the south ends of
Constellation Road and El Recreo Drive and approximately 31 mobile homes in the northeast
quadrant of Constellation Road and Jack Burden Road. The commercial acquisitions would
include one restaurant in the northeast quadrant of US 60/El Recreo Drive on the east side of the
river and Woody’s Chevron Station. The construction of the new intersection with Wickenburg
Way and El Recreo Drive would affect other businesses along the curve. The new roadway
between the mobile home park and river would displace Jack Burden Road and affect several
driveways to residences. This alternative would require one of the longest bridges across the
Hassayampa River.
Alternative 1 was eliminated from further consideration due to its impacts on the businesses,
mobile home park, and other residences on the east bank of the Hassayampa River. In addition,
the skewed crossing of the river across a wide floodplain would result in impacts to the riparian
environment that could be avoided by other alternatives. Alternative 1 would also require the
construction of a long, costly bridge that would not be needed with other alternatives.
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Figure 7 – Alternative 2
Alternative 2 would begin on US 60 at MP 110.86, at the same location as Alternative 1. It
would proceed northwest through the mobile home park, curve to the west, cross the
Hassayampa River at approximately a 40-degree skew, and rejoin existing US 93 just south of
the Super 8 Motel. The project length would be 1.03 miles. The improvements would include a
new signalized intersection at Wickenburg Way and El Recreo Drive (same as Alternative 1), a
new signalized intersection at North Tegner Street, and a new 1,400-foot bridge across the
Hassayampa River.
This alternative would require residential and commercial R/W acquisitions. Approximately 13
residential acquisitions would be required along the south ends of Constellation Road and El
Recreo Drive and south of the Super 8 Motel. In addition, approximately 12 mobile homes
would be displaced in the northeast quadrant of the Constellation Road/Jack Burden Road
intersection. The commercial acquisitions would include three restaurants in the northeast
quadrant of the US 93/El Recreo Drive intersection. Similar to Alternative 1, some businesses
along the curve to the east of the intersection would also be affected. Because Alternative 2
crosses Jack Burden Road rather than following it, the disruption that would occur on Jack
Burden Road would be much less extensive than with Alternative 1. The northern end of this
alternative would be south of the commercial development along the northern end of US 93, thus
maintaining the status quo regarding business accessibility. The proposed 1,400-foot bridge
would be the same length as the structure for Alternative 1.
Alternative 2 was eliminated from further consideration due to its impacts on the mobile home
park and residences on the east bank of the Hassayampa River. In addition, the skewed river
crossing across a wide floodplain would result in impacts to the riparian environment and require
a long, costly bridge, neither of which would be required with other alternatives.
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Figure 8 – Alternative 3
Alternative 3 would begin on US 60 at MP 110.76, just west of the intersection with El Recreo
Drive. It would proceed westerly through McDonald’s, cross a pasture, curve west, and rejoin
existing US 93 just south of the Super 8 Motel (same as Alternative 2). The project length would
be 0.97 mile. The improvements would include a new signalized intersection at Wickenburg
Way and Constellation Road, a new signalized intersection with North Tegner Street, and a new
800-foot bridge across the Hassayampa River. The west bank bridge abutment would be near the
confluence of Sols Wash and the Hassayampa River.
This alternative would require residential and commercial R/W acquisitions similar to
Alternatives 1 and 2. Approximately three residential acquisitions would be required south of the
Super 8 Motel at the northern terminus of this alternative. The commercial acquisitions would
include the Exxon station and McDonald’s on the curve east of the Hassayampa River. Unlike
Alternatives 1 and 2, the mobile home park and other properties along the curve would not be
affected. Similar to Alternative 2, this alternative would maintain existing access to the
businesses on the northern end of US 93.
Alternative 3 was eliminated from further consideration because it would remove two existing
business establishments on US 60 east of the river crossing and require a new four-lane bridge
upstream of the existing crossing. In addition, the cost of this alternative would be higher than
many of the alternatives due to the R/W acquisition and construction costs.
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Figure 9 – Alternative 4
Alternative 4 would begin on US 60 at MP 110.86, similar to Alternative 2. It would proceed
northwest through the back side of Subway and McDonald’s, cross the Hassayampa River at
approximately a 15-degree skew, curve to the north along the west river bank, and rejoin US 93
near the Super 8 Motel (same as Alternatives 2 and 3). The project length would be 1.09 miles.
The improvements would include a new signalized intersection at Wickenburg Way and El
Recreo Drive (same as Alternatives 1 and 2), a new signalized intersection with North Tegner
Street (same as Alternatives 2 and 3), and a new 700-foot bridge across the Hassayampa River.
The west bank bridge abutment would be located about 200 feet upstream of the confluence of
Sols Wash and the Hassayampa River, which is much preferred over Alternative 3.
Alternative 4 would require residential and commercial R/W acquisitions. Acquisitions on the
west bank of the Hassayampa River would be similar to Alternatives 2 and 3. Acquisitions at the
south end would be similar to Alternatives 1, 2, and 3. The residential acquisitions would include
approximately seven houses along the south ends of Constellation Road and El Recreo Drive and
south of the Super 8 Motel. Approximately five mobile homes would be displaced in the
southern corner of the mobile home park in the northeast quadrant of the Constellation
Road/Jack Burden Road intersection and on the east bank of the Hassayampa River. The
commercial acquisitions would include two restaurants. Although the mobile home park would
be affected, the impact would not be as severe as for Alternatives 1 and 2. Similar to Alternatives
2 and 3, this alternative would maintain existing access to the businesses on the northern end of
US 93.
Alternative 4 was eliminated due to the number of business and residential displacements that
would be required and because it would require the construction of a new four-lane bridge
upstream of the existing crossing. As a result, Alternative 4 would have higher R/W acquisition,
construction, and maintenance costs than other alternatives that would provide a better LOS and
that would not require two river crossings.
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Figure 10 – Alternative 5
Alternative 5 would begin on US 60 at MP 112, approximately 0.5 mile south of the Calamity
Wash Bridge. The alignment would curve northwest across the Hassayampa River at
approximately a 30-degree skew, curve to the north, and then follow Kerkes Street and the west
bank of the Hassayampa River behind the Community Center. North of the Community Center,
Alternative 5 would curve to the west and rejoin US 93 near the Super 8 Motel (same as
Alternatives 2, 3 and 4). The proposed project length would be 2.15 miles. The proposed
improvements would include new signalized intersections with existing US 93, US 60 at Kerkes
Street, and North Tegner Street; a new 800-foot bridge across the Hassayampa River; and a new
bridge across Sols Wash.
This alternative would require displacing approximately five houses. The acquisitions at its north
end would be similar to Alternatives 2, 3, and 4, and would also include residences at the south
end and on the east side of Kerkes Street south of US 60. In addition, eight mobile homes would
be displaced on Kerkes Street south of Wickenburg Way, as well as an apartment complex. The
commercial acquisitions would include a farm along the west bank of the Hassayampa River.
Similar to Alternatives 2, 3, and 4, this alternative would maintain existing access to businesses
on the northern end of US 93. Unlike Alternatives 1 through 4, this alternative would not
displace any commercial properties along the curve east of the existing Hassayampa River
bridges. This alternative would also be one of the longest alternatives, resulting in higher
construction costs than required by other alternatives.
As a result, Alternative 5 was eliminated from further consideration because of the number of
required displacements, its impacts to the riparian environment along the Hassayampa River, and
because it would be one of the longest, most costly alternatives, thereby not meeting the
evaluation criteria.
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Figure 11 – Alternative 6
Alternative 6 would be similar to Alternative 5, except it would employ a couplet configuration
consisting of two one-way sections. Alternative 6 would begin at approximately MP 112.5 and
use the same alignment as Alternative 5 for northbound traffic. Southbound traffic would follow
existing North Tegner Street, cross Wickenburg Way, and continue south on a 0.75-mile
southerly extension of South Tegner Street. The southernmost 0.75-mile segment of Alternative
6 would carry traffic in both directions. The project length would be 2.15 miles. The typical
section would be a five-lane urban roadway for the southernmost portion. The one-way
northbound and southbound portions would be two-lane sections. The improvements would
include a new signalized intersection with existing US 93 at the southern terminus of Alternative
6 and a new signalized intersection with US 60 and the northbound couplet at Kerkes Street.
Alternative 6 would also include re-striping US 93 north of the existing US 60/US 93
intersection to Rose Lane, a new 800-foot bridge across the Hassayampa River, and a new bridge
across Sols Wash.
There are some important issues concerning the feasibility of this alternative. First, the existing
highway north of Sols Wash has a five-lane curb and gutter section that would be too wide to
serve as half of a one-way couplet. Second, the southbound portion on South Tegner Street south
of Wickenburg Way would pass an elementary school and pass through a residential
neighborhood, both of which would be affected by a substantial increase in traffic with
associated noise and potential for pedestrian/vehicle conflicts. Lastly, the one-way portion would
be approximately 1.3 miles long, with only one or two connecting streets. The northbound and
southbound roadways in this segment would be about 0.5 mile apart.
R/W displacements for this alternative would be similar to Alternative 5. Approximately five
houses, eight mobile homes, and an apartment complex would be displaced. Additional R/W
would be needed along South Tegner Street for the southbound roadway from the residential
neighborhood just south of US 60. This alternative would also require six commercial
displacements. Similar to Alternative 5, this alternative would maintain the status quo for
businesses along US 93. However, Alternative 6 would have the longest stretch of roadway of
any alternative.
Alternative 6 was eliminated from further consideration due to its impacts on a school zone and
residential areas, its impacts to riparian areas along the Hassayampa River, and because it would
be one of the longest, most costly alternatives.
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Figure 12 – Alternative 8
Alternative 8 would be similar to Alternative 7 (page 26), but would use the existing highway for
southbound traffic and a new roadway for northbound traffic. The typical section for both
roadways would be two lanes. However, the critical turning movement at the existing congested
intersection between US 60 and US 93 would not change. This alternative would require no
commercial or residential displacements.
Alternative 8 was eliminated from further consideration because the one-way configuration was
considered undesirable and non-functional. One-way couplets are most efficient when they
consist of adjacent streets that are only one block apart; however, with Alternative 8, the oneway segments would be separated by three or four blocks. As a result, this separation would
result in a traffic circulation pattern that would be disadvantageous for downtown business
establishments.
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Figure 13 – Alternative 9
Alternative 9 would be a variation of Alternative 6, beginning at approximately MP 112.5 and
using the south end of the South Tegner Street portion to carry two-way traffic. However, South
Tegner Street would provide insufficient width to accommodate a five-lane urban section and all
required turn lanes at the US 60/US 93 intersection, even with the removal of on-street parking.
Therefore, the capacity and traffic operations of the intersection would not be substantially
improved, especially if a large number of southbound vehicles continue to make left turns at the
existing intersection. Also, South Tegner Street is narrow and lined with businesses and
single-family residences. Widening this portion of South Tegner Street to a five-lane urban
section would be costly and disrupt the character and continuity of that neighborhood. This
alternative would require displacing seven businesses, six houses, and two apartment complexes.
Alternative 9 was eliminated from further consideration because it would result in impacts to the
riparian environment at its crossing of the Hassayampa River and would pass through a school
zone and residential area. In addition, the river crossing is located farther south than other
alternatives and would be nearer to the Hassayampa River Preserve’s northern boundary than the
other alternatives.
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Figure 14 – Alternative 10
Alternative 10 would begin on US 60 at MP 110.42, extend west to the US 93/US 60
intersection, then turn onto US 93 to continue north to Yavapai Street (MP 199.56). This
alternative would include increasing the turn radius of the US 93/US 60 intersection to provide
improved turning movements for northbound trucks. The existing on-street parking would be
removed on North Tegner Street, which would be re-striped to provide three lanes. Similarly, onstreet parking would be removed from Wickenburg Way between Tegner Street and the
Hassayampa River bridges. Wickenburg Way would then be re-striped for five lanes with two
travel lanes in each direction separated by a continuous center turn lane. This alternative would
require no residential or commercial displacements.
Due to the minor nature of its improvements, Alternative 10 was addressed by ADOT in a
separate Project Assessment and was not included in the design concept study for the interim
improvement. This project would only be advanced to design and construction if the Town of
Wickenburg were to concur with its implementation. The town government currently does not
concur with this project; therefore, this alternative was eliminated from further consideration.
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Figure 15 – Alternative 11
Alternative 11 would begin on US 60 at about MP 112.5, south of the AmericInn and east of the
Hassayampa River. The roadway would depart the northeast side of US 60, curve behind the
AmericInn, and cross Calamity Wash. It would then pass behind the commercial development
along US 60 and the residential development along Constellation Road, before passing north of
the mobile home park in the northeast quadrant of the Jack Burden Road/Constellation Road
intersection. The new roadway would cross the Hassayampa River on a new structure upstream
of the existing bridge and then rejoin US 93 near the Super 8 Motel. This alternative would not
displace businesses along US 60, but would result in a visual scar to the landscape adjacent to
US 60 due and impair access to properties in the foothills northeast of US 60. This alternative
would require displacing 10 houses, 11 mobile homes, and four businesses.
Alternative 11 was eliminated from further consideration because of its impacts to existing
residential communities and visual impacts in areas adjacent to US 60. Also, the large quantity of
earthwork required east of US 60 and long bridge crossing across the Hassayampa would result
in higher costs than many of the other alternatives.
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Figure 16 – Alternative 12
Alternative 12 would involve completing the northern leg of the proposed ultimate Wickenburg
bypass, which would connect US 60 west of the Wickenburg Airport to US 93 north of town in
the vicinity of the US 93/SR 89 intersection. Regional automobile and truck traffic would
continue to use the existing US 60 roadway through downtown Wickenburg and turn onto the
completed portion of the Wickenburg bypass to continue north on US 93. This would require
improvements to US 60 through town, including costly modifications in the vicinity of the
railroad overpass west of the existing US 60/US 93 intersection. This alternative would require
no residential or commercial acquisitions.
Alternative 12 was eliminated from further consideration because it would increase traffic on a
segment of Wickenburg Way that is used by children walking or bicycling to school. This
alternative would merely shift the congestion problem from North Tegner Street to Wickenburg
Way and would not reduce the volume of trucks passing through downtown Wickenburg as
could be achieved by other alternatives. Another reason for eliminating this alternative is that a
final decision regarding the alignment of the ultimate bypass is not anticipated for several years,
which would delay the implementation of the interim improvement project.
Alternative 12
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Figure 17 – Alternative 7
Alternative 7 would replace the existing bridges across the Hassayampa River with a new bridge
to provide three westbound and two eastbound lanes, thereby increasing traffic capacity. US 93
traffic would turn north onto Kerkes Street immediately after crossing the river. A five-lane
roadway would follow the west side of the river on a new alignment, then turn west to rejoin US
93 near Rose Lane just beyond the residential area adjacent to Coffinger Park. The roadway
would provide controlled access to adjacent parcels east of the new roadway. The total project
length would be 0.85 mile. The improvements would include a new signalized intersection at
Kerkes Street, a new signalized intersection with North Tegner Street, reconstruction of the
existing bridges over the Hassayampa River, and a new bridge crossing of Sols Wash.
This alternative would require six residential displacements near its northern terminus, similar to
Alternatives 2, 3, 4, 5, and 6. Alternative 7 would displace the Stotz service station property on
Wickenburg Way west of the river and several outbuildings associated with the equestrian
facility located on the west bank of the Hassayampa River. Similar to Alternatives 5 and 6, a new
crossing at Sols Wash would be required. This alternative would result in the shortest length of
new roadway of any of the alternatives considered for further study.
This alternative would also indirectly result in five residential displacements on Chestnut Street
near the Sols Wash/Hassayampa River confluence. These homes are not located directly within
the footprint of the proposed roadway; however, they are located in an area that floods
periodically when storm events cause Sols Wash to back up at its confluence with the
Hassayampa River. Providing adequate flood control to correct this problem is outside the scope
of the proposed roadway project. Therefore, ADOT would consider acquiring and removing
these residences to mitigate the impacts of future flooding in the area (page 36).
Alternative 7 is not the preferred alternative because:
• It would directly intrude into to the residential communities south of the Super 8 Motel and
north of Coffinger Park, increasing potential noise impacts on these neighborhoods. In
addition, it would negatively affect community cohesion, neighborhood character, and the
visual character of the area.
•
Alternatives 13, 15, and 16 would remove regional traffic farther from downtown
Wickenburg than Alternative 7.
•
It would separate the existing commercial development on North Tegner Street near
Wickenburg’s northern town limit from similar development immediately to the south.
•
It would include a right-angle turn for US 93 that would force traffic, particularly trucks, to
slow considerably.
•
It would require the demolition of three potentially Register-eligible residences on the St.
Clair property, a potential Section 4(f) resource (page 57).
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Figure 18 – Alternative 13
Alternative 13 (Figure 18) was included in the study at the request of the Town of Wickenburg. It
would add a new bridge over the Hassayampa River just north of the existing crossing to serve
US 93 traffic and would replace the two existing bridges with a new single bridge on the same
alignment for US 60 traffic. The new US 93 bridge would cross the river at a skew in order to
route traffic away from the Community Center and downtown area. Beyond the crossing, the
roadway would turn north across a new bridge over Sols Wash and follow the west bank of the
river on a new alignment, passing the east side of the Vulture Mill Water Quality Assurance
Revolving Fund (WQARF) site, and rejoining US 93 north of the APS substation. The roadway
would provide controlled access to adjacent parcels east of the new roadway.
The improvements would include a signalized Y-intersection approximately 200 feet east of the
existing Hassayampa River bridges to divert US 93 traffic onto the new river bridge, as well as a
signalized T-intersection at the western end of the bridge to serve as the connection between the
interim US 93 roadway and Wickenburg Way. This access connection would be an extension of
Kerkes Street from a newly signalized Kerkes Street/Wickenburg Way intersection. Near the
northerly terminus on US 93, a new signalized T-intersection would provide a connection
between the interim improvement and North Tegner Street, with the tie-in point occurring
approximately 750 feet north of Penn Lane. Commercial displacements by Alternative 13 would
include the Exxon service station east of the river, Schuck’s Welding on North Tegner Street, a
portion of the Stotz service station property at the Kerkes Street/Wickenburg Way intersection,
and several outbuildings associated with the equestrian facility. This alternative would require
two residential displacements between Chestnut Street and the Hassayampa River and would
indirectly result in five residential displacements on Chestnut Street near the Sols
Wash/Hassayampa River confluence, similar to Alternative 7.
Alternative 13 is not the preferred alternative because:
•
It would require three signalized intersections in close proximity at its southern terminus,
obstructing the free flow of traffic.
•
It would require the construction of two new bridges across the Hassayampa River,
increasing construction costs and resulting in greater impacts on the Hassayampa River than
with Alternatives 7, 14, 15, and 16.
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Figure 19 – Alternative 14
Alternative 14 (Figure 19) would begin on US 60 just west of Jack Burden Road, near the
Subway restaurant, and proceed westerly across the Hassayampa River on a new bridge with
approximately a 20-degree skew upstream of the existing bridges. During construction of the
new bridge, traffic would be maintained on the existing US 60 bridges. Once traffic was diverted
to the new US 93 bridge, the existing bridges would be removed. The improvements would
include a signalized T-intersection at the west end of the new bridge crossing to accommodate
traffic movements between US 93 and US 60. US 60 traffic would follow a realigned Kerkes
Street from Wickenburg Way to the new T-intersection. Beyond this intersection, Alternative 14
would be on a new alignment similar to Alternative 7 in passing the east side of the Community
Center parking lot, crossing Sols Wash on a new bridge, and eventually rejoining North Tegner
Street near Rose Lane. The roadway would provide controlled access to adjacent parcels east of
the new roadway.
This alternative would require the displacement of the Exxon station east of the river, a portion
of the Stotz service station property, several outbuildings associated with an equestrian facility,
and six residential displacements in the area just south of the Super 8 Motel. This alternative
would indirectly result in five residential displacements on Chestnut Street near the Sols
Wash/Hassayampa River confluence, like Alternatives 7 and 13.
Alternative 14 is not the preferred alternative because:
•
It would directly intrude into to the residential communities south of the Super 8 Motel and
north of Coffinger Park, increasing potential noise impacts on these neighborhoods. In
addition, it would negatively affect community cohesion, neighborhood character, and the
visual character of the area.
•
Alternatives 13, 15, and 16 would remove regional traffic farther from downtown
Wickenburg than Alternative 14.
•
It would separate the existing commercial development on North Tegner Street near
Wickenburg’s northern town limit from similar development immediately to the south.
•
It would require the demolition of three potentially Register-eligible residences on the St.
Clair property, a potential Section 4(f) resource (page 57).
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Draft Environmental Assessment
Figure 20 – Alternative 15
Alternative 15 (Figure 20) would provide the same type of improvements as Alternative 14 at the
Hassayampa River and Sols Wash bridge crossings, as well as a signalized T-intersection at the
west end of the new bridge. North of Sols Wash, the new roadway would continue northerly
along the west bank of the river on a new alignment, passing the pasture traversed by Alternative
14 and a residential area south of the Super 8 Motel that projects into the Hassayampa River
floodplain. Alternative 15 would then turn northwesterly up a drainage ravine located south of
the Vulture Mill WQARF site, rejoining North Tegner Street near Bralliar Road. This alternative
would include a signalized T-intersection at the connection of the realigned North Tegner Street
with the new US 93 roadway. Rose Lane would be extended to connect with the realigned North
Tegner Street approximately 300 feet south of the T-intersection to provide access to and from
the interim roadway and North Tegner Street to the south for emergency vehicles associated with
the Wickenburg Regional Medical Center. In addition, a connection would be provided between
this alternative and Bralliar Road. The roadway would provide controlled access to adjacent
parcels east of the new roadway.
This roadway alignment would displace the Exxon station, the Super 8 Motel, a portion of the
Stotz service station property, two residences, and several outbuildings associated with the
equestrian facility. This alternative would also indirectly result in five residential displacements
on Chestnut Street near the Sols Wash/Hassayampa River confluence, similar to Alternatives 7,
13, and 14.
Alternative 15 is not the preferred alternative because:
•
It would directly intrude into to the residential communities south of the Super 8 Motel and
north of Coffinger Park, increasing potential noise impacts on these neighborhoods. In
addition, it would negatively affect community cohesion, neighborhood character, and the
visual character of the area.
•
Alternatives 13 and 16 would remove regional traffic farther from downtown Wickenburg
than Alternative 15.
•
It would separate the existing commercial development on North Tegner Street near
Wickenburg’s northern town limit from similar development immediately to the south.
•
It would require acquisition of R/W from the historic St. Clair property, a potential Section
4(f) resource (page 57), resulting in a possible constructive use due to noise and visual
impacts as well as loss of integrity associated with R/W acquisition.
US 93 Interim Improvement
Project No. STP-093-B(AIQ)
TRACS No. 093 YV 161 H4871 01L
29
Wickenburg Interim Improvement Study
Figure 21 – Alternative 16 (Preferred)
Draft Environmental Assessment
Alternative 16 (Figure 21) was developed as a hybrid of Alternatives 13 and 14. The southern
portion of this alternative would be on a new alignment identical to Alternative 14 from the
Wickenburg Way connection to the neighborhood north of Coffinger Park. From that point
north, Alternative 16 would be the same as Alternative 13. The roadway would provide
controlled access to adjacent parcels east of the new roadway.
Alternative 16 would displace the Exxon station, Schuck’s Welding on North Tegner Street, a
portion of the Stotz service station property, and several outbuildings associated with the
equestrian facility. Residential displacements would include one near the northern terminus on
US 93 and another between Chestnut Street and the Hassayampa River. As with Alternatives 7,
13, 14, and 15, this alternative would also indirectly result in five residential displacements on
Chestnut Street near the Sols Wash/Hassayampa River confluence.
Alternative 16 is the preferred alternative, as described on page 31.
US 93 Interim Improvement
Project No. STP-093-B(AIQ)
TRACS No. 093 YV 161 H4871 01L
30
Wickenburg Interim Improvement Study
Draft Environmental Assessment
B. Preferred Alternative
Alternative 16 is the preferred alternative for the US 93 interim improvement because:
•
Its terminus north of the APS substation would remove regional traffic farther from
downtown Wickenburg than Alternatives 7, 14, and 15, thereby having the greatest
beneficial effect upon local air quality, safety, and traffic operations. By avoiding the
existing developed and commercial areas on North Tegner Street, Alternative 16
would provide the highest degree of separation of regional and local traffic of these
alternatives. Therefore, Alternative 16 would provide the maximum decrease in
regional and local traffic conflicts as well as potential pedestrian/vehicle conflicts.
•
It would be located farther away from the residential communities south of the Super
8 Motel and north of Coffinger Park than Alternatives 7, 14, and 15, reducing
potential noise impacts on these neighborhoods. In addition, by avoiding direct
intrusions into these residential areas such as would occur with Alternatives 7, 14,
and 15, Alternative 16 would minimize potential impacts on community cohesion,
neighborhood character, and the visual character of the area.
•
It would avoid separating the existing commercial development on North Tegner
Street near Wickenburg’s northern town limit from similar development immediately
to the south, as would occur with Alternatives 7, 14, and 15. As a result, it would
accommodate further development on North Tegner Street without the potential
problems associated with regional US 93 traffic.
•
Traffic operations at the tie-in with Wickenburg Way at the western end of the new
Hassayampa River bridge would provide free-flow traffic operations for US 93
superior to the configurations in Alternatives 7 and 13. Alternative 7 would include a
right-angle turn for US 93 that would force traffic, particularly trucks, to slow
considerably, while Alternative 13 would require three signalized intersections in
close proximity, seriously affecting traffic operations.
•
It would require the construction of only one new bridge across the Hassayampa
River, as opposed to Alternative 13, which would involve constructing two new
bridges. Construction of only one new bridge would reduce construction costs and
would result in less impacts on the Hassayampa River than with Alternative 13.
•
It would avoid direct and indirect impacts to the St. Clair property, a potential Section
4(f) resource (page 57). Alternatives 7 and 14 would require the demolition of three
potentially Register-eligible residences on this property. Alternative 15 would require
acquisition of R/W from this property; however, no potentially Register-eligible
structures would be directly affected.
31