2.0 BYPASS CORRIDOR ALTERNATIVESwickenburg.civilnet.sverdrup.com/Bypass/Publications... · 2004. 7. 13. · traverses rolling terrain as it crosses Vulture Mine Road. As it turns

Wickenburg Bypass Final Feasibility Report

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2.0 BYPASS CORRIDOR ALTERNATIVES

2.1 Introduction As discussed in Section 1.3.1, the Feasibility Study was initiated with three transportation corridors (Figure 2-1). For the purpose of this study, a transportation corridor is considered a broad corridor that encompasses a relatively large geographic area, ranging from one to two miles in width, within which numerous route corridors could be delineated and evaluated. A route corridor is considered as a well-defined corridor (e.g., approximately 1,000 feet wide) that is generally aligned to avoid significant topographic features and constraints, within which discrete design concept alignments can be developed. The process that ultimately resulted in recommending the most feasible route alternative(s) began with a comparative evaluation of the three transportation corridors to determine which ones should be carried forward for further study. This comparison was done using evaluation factors obtained from public and study team input (see Section 1.5) and was supplemented by field and aerial reconnaissance. The comparative evaluation resulted in the elimination of the Northeast Transportation Corridor and the consolidation of the Southwest and Far West Transportation Corridors into a single broad corridor. This milestone was followed by identifying multiple route corridors based upon transportation planning, a review and analysis of topographic information from USGS quadrangle maps and aerial photographs, and preliminary findings on archeological/cultural resources, the natural environment, geological and soils characteristics, and area drainage patterns. Each of the route corridors was then evaluated based on an expanded set of factors, including several requested by the BLM that addressed such issues as habitat fragmentation, visual impacts, and changes in intrinsic recreational values. The results of the evaluation became the basis for recommendations on which route corridor(s) should be carried forward for future development of discrete design concept alternatives that would be documented in a DCR and EA. In addition to the corridor evaluation, interchange configurations in the vicinity of the community of Morristown were developed and evaluated. These are discussed in detail in Chapter 3 of this report. Public information meetings, ID Team meetings, and steering committee meetings were held periodically during the corridor development/evaluation process to present interim study results, receive comments, and respond to questions.


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2.2 Description of Transportation Corridors 2.2.1 Northeast Transportation Corridor The southern end of the Northeast Corridor begins in the general vicinity of the US 60/SR 74 intersection. The one-mile-wide corridor proceeds to the north across approximately one mile of ASLD and private land and six miles of BLM land. This segment of the corridor crosses numerous washes, including San Domingo Wash and Monarch Wash. Near the Maricopa/Yavapai County line, the corridor turns westerly and proceeds approximately three miles toward the center of Wickenburg through BLM and ASLD land, crossing several more washes including Calamity Wash. The corridor then crosses Constellation Road, just east of the Wickenburg town limit, and veers northwesterly as it enters Yavapai County. The corridor continues northwesterly through private and ASLD property, crossing Blue Tank Wash and other smaller washes as it turns to the west. The corridor continues westerly across Rincon Road, the Hassayampa River, and Martinez Wash on an alignment north of the historic K-L Bar Ranch. This segment then continues to the west through private and ASLD land to an intersection with US 93 near MP 192 and the intersection of US 93 and SR 89. The total estimated length of the Northeast Corridor is approximately 22.9 miles. Traffic interchanges would be provided near the US 60/SR 74 junction, at the southern terminus of the corridor, and at US 93 at the northern terminus. An interchange would also be provided at Constellation Road to provide access to the Town of Wickenburg. The entire Northeast Corridor would be access controlled. Structures would be required over the Hassayampa River, the Burlington Northern-Santa Fe (BNSF) Railroad, five major washes and numerous smaller washes, local roads, and trails. Special wildlife crossings would also be provided in certain locations. The change in elevation along the corridor is approximately 2,590 feet, with the lowest point at the southern terminus at US 60. As the corridor proceeds northward, the terrain rises to its highest elevation near the Maricopa/Yavapai County line and then descends gradually to the Hassayampa River. The corridor then climbs from the river bottom to its northern terminus at US 93. The maximum grade for a roadway in this corridor would be 6 percent, with an average grade of 4 percent.


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Figure 2-1 Transportation Corridors Evaluated


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2.2.2 Southwest Transportation Corridor The Southwest Corridor also begins near the US 60/SR 74 junction and ranges in width from 1.0 to 1.5 miles. It initially proceeds northwesterly for approximately two miles across private and ASLD land, crossing the Hassayampa River and the BNSF Railroad. The corridor then proceeds westerly on BLM land for approximately 7 miles to the Vulture Peak Mountains. In this segment, the corridor is located along the northern perimeter of BLM’s Resource Management Area (RMA), in a relatively flat area near the foothills of the mountains north of Vulture Peak. The corridor curves to the northwest onto ASLD land, crosses Vulture Mine Road just east of Twin Peaks, and continues in a northwesterly direction toward US 60. This segment of the corridor crosses US 60 approximately two miles west of the Wickenburg Airport and turns northward passing east of Black Mountain. The corridor crosses Sols Wash, the BNSF Railroad, and the Maricopa/Yavapai County line on the west side of Black Hill before intersecting US 93 near MP 190, four miles northwest of the US 93/SR 89 intersection. The length of this corridor is approximately 23.3 miles. Traffic interchanges would be located near the US 60/SR 74 junction at the southern terminus of the corridor; where the corridor crosses US 60 west of the Wickenburg Airport; and at the northern terminus of the corridor on US 93. A grade separation structure would be provided at Vulture Mine Road. Access to any alignment within the corridor would be controlled and limited to the three interchanges. Structures would be required over the Hassayampa River, two railroad crossings, and numerous local roads, washes and trails. Special wildlife crossings would be likely in certain locations, which would be determined through coordination with BLM and AGFD. The elevation differential along the corridor is approximately 3,280 feet, with the lowest point at its southern terminus with US 60. After crossing the Hassayampa River and heading westward, the terrain rises to its highest elevation where the corridor curves to the north. The Southwest Corridor continues at the higher elevation for several miles and crosses an area characterized by irregular terrain before descending gradually into rather flat terrain as it approaches the US 93 terminus. The maximum roadway grade in this corridor would be 6%, with an average grade of approximately 3%. 2.2.3 Far West Transportation Corridor As with the two previous corridors, the Far West Corridor begins near the US 60/SR 74 junction and ranges in width between 1.0 to 1.5 miles. It initially proceeds westerly for approximately two miles across private and ASLD land, crossing the BNSF Railroad and the Hassayampa River. The corridor continues westerly toward the Vulture Peak Mountains, traversing the middle of BLM’s RMA, for approximately 7 miles. In this segment, the corridor passes through the saddle between Vulture Peak and the Caballeros Peaks to the south. At this point, the corridor turns northwesterly across BLM land southwest of Vulture Peak, before crossing Vulture Mine Road on the west side of Vulture Peak. The corridor heads to the north as it passes from BLM land into ASLD land on the west side of Twin Peaks and crosses US 60 approximately three miles west of the Wickenburg Airport. From there, the corridor continues to its northern terminus at US 93, traversing ASLD land on the west side of Black Mountain and Black Hill. The length of this corridor is approximately 26 miles.


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Similar to the Southwest Corridor, the Far West Corridor would provide traffic interchanges with US 60 at its southern terminus and west of the Wickenburg airport, as well as at its northern terminus with US 93. A grade separation structure would be provided at Vulture Mine Road. Access to any alignment within the corridor would be controlled and limited to the three traffic interchanges. Structures would be required over the Hassayampa River, two railroad crossings, and numerous local roads, washes and trails. Special wildlife crossings would be likely in locations that would be identified through coordination with BLM and AGFD. The elevation differential along the corridor is approximately 2,400 feet, with the lowest point at its southern terminus with US 60. After crossing the Hassayampa River and heading westward, the terrain rises to its highest elevation between Vulture Peak and the Caballeros Peaks and then traverses rolling terrain as it crosses Vulture Mine Road. As it turns to the north, the Far West Corridor descends gradually into rather flat terrain and continues to the US 93 terminus. The maximum roadway grade in this corridor would be 6%, with an average grade of approximately 3% or less. 2.3 Evaluation of Transportation Corridors 2.3.1 Evaluation An initial evaluation of each of the three transportation corridor alternatives was conducted based upon the evaluation factors listed in Table 1-1. The evaluation criteria were divided into three major categories: design, environmental and socioeconomic issues. The findings of this evaluation are summarized below. Design Factors: Horizontal Alignment

• NE Corridor: Crosses rugged to rolling terrain that is incised with deep ravines near the lower reaches of the drainage basins, thereby requiring large and costly drainage structures. The terrain constrains the roadway separation to a minimum of 108 feet for 48% of its length. Approximately 52% of the corridor would permit a wider roadway separation to better fit the landform. Its location would require widening Constellation Road from its intersection with US 60 to a new connection with US 93 in order to maintain route continuity. An alternative to this would be to leave US 60 in its present location, creating an undesirable parallel state route from the SR 74 junction up to Constellation. The total length of the bypass is 22.9 miles versus 21 miles along the existing US 93/US 60 route.

• SW Corridor: Crosses rolling terrain in the upper reaches of drainage basins located in the eastern section of the corridor. The terrain constrains the roadway separation to a minimum of 108 feet for 41% of its length. Approximately 59% of the corridor would permit a wider roadway separation to better fit the landform. The total length of the bypass is 23.3 miles versus 21 miles along the existing US 93/US 60 route.

• Far West Corridor: Crosses rolling terrain in the upper reaches of drainage basins located in the eastern section of the corridor. The terrain constrains the roadway separation to a


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minimum of 108 feet for 27% of its length. Approximately 73% of the corridor would permit a wider separation between the roadways to best fit the landform. The total length of the bypass is 26.2 miles versus 21 miles along the existing US 93/US 60 route.

Conclusion: Based on a greater percentage of flat terrain permitting a better fit of the roadway to the terrain, the Far West Corridor is preferred. Vertical Alignment

• NE Corridor: The vertical profile would be determined in large part by the numerous, closely spaced drainage ways along the corridor. 8% of the roadway grades exceed 2%; 20% of the corridor would involve sustained grades resulting in reduced speeds and the slowing of trucks. The profile of Constellation Road would be maintained, with the NE corridor roadway crossing over it.

• SW Corridor: 12% of the roadway grades would exceed 2%; 12% of the corridor would slow truck traffic due to sustained grades.

• Far West Corridor: 2% of the roadway grades would exceed 2%; 4% of the corridor would slow truck traffic due to sustained grades.

Conclusion: Based on the lower percentage of grades greater than 2%, the Far West Corridor is preferred. Access

• NE Corridor: Full access control would be possible along the entire bypass corridor. Full access control would not be possible along improved Constellation Road connection to US 60 because access would have to be maintained to local residential streets intersecting Constellation Road. Access control could not be implemented along the existing US 60 alignment from SR 74 for the same reason.

• SW Corridor: Full access control would be possible along the entire corridor. • Far West Corridor: Full access control would be possible along the entire corridor.

Conclusion: Based on the desire to implement full access control, the Southwest and Far West Corridors are preferred. Safety/Traffic Operations

• NE Corridor: Climbing lanes would be required along 20% of the corridor to separate slow-moving trucks from the high-speed traffic. This would be a negative factor if the route is stage-constructed, two lanes at a time.

• SW Corridor: Climbing lanes would be required along 12% of the corridor to separate slow-moving trucks from the high-speed traffic. This would be a negative factor if the route is stage-constructed, two lanes at a time.

• Far West Corridor: Climbing lanes would be required along only 4% of the corridor to separate slow-moving trucks from the high-speed traffic.


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Conclusion: This is not a discriminator for the ultimate design. If stage constructed as a two lane facility the Far West Corridor is preferred based on the lower percentage of climbing lanes needed. Constructability

• NE Corridor: If stage constructed two lanes at a time, nearly half of the corridor would still require full template grading due to the restriction to a 108-foot roadway separation along 48% of the corridor. This would substantially increase the cost of the initial construction. The rolling topography and deep ravines would constrain access between contractor staging areas and various construction sites, e.g., bridge and major box culvert locations. The corridor has one railroad crossing that would require coordination with the railroad.

• SW Corridor: Similar to the northeast corridor, nearly half of the corridor would still require full template grading due to the restriction to a 108-foot roadway separation along 41% of the corridor if it is stage constructed two lanes at a time. This would increase the cost of the initial construction. The corridor has two railroad bridge crossings that would require coordination with the railroad.

• Far West Corridor: Roadway separation constraints along the corridor are minimal and would have little effect on staged construction costs. The corridor has two railroad bridge crossings that would require coordination with the railroad. Access between staging areas and the construction sites is easier for this corridor than the other two corridors.

Conclusion: This is not a discriminator for the ultimate design. If stage constructed as a two lane facility the Far West Corridor is preferred. Cost

• NE Corridor: Construction $170,000,000 R/W $ 6,000,000

Four pairs of bridges would be required along the corridor; i.e., San Domingo Wash, Hassayampa River, Martinez Wash, and the Railroad plus interchanges at Constellation Rd. and the north and south ends of the corridor. All other wash crossings would be accomplished with box culverts at the bottom of embankment sections.

• SW Corridor: Construction $170,000,000

R/W $ 3,000,000

Four pairs of bridges would be required along the corridor; i.e., Hassayampa River/Railroad, Sols Wash, Railroad, Vulture Mine Rd, plus interchanges at US 60 and the north and south ends of the corridor. All other wash crossings would be accomplished with box culverts at the bottom of embankment sections.


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• Far West Corridor: Construction $162,000,000 R/W $ 3,000,000

Five pairs of bridges would be required along the corridor; i.e., Hassayampa River, Railroad, Sols Wash, Railroad, Vulture Mine Rd, plus interchanges at US 60 and the north and south ends of the corridor. All other wash crossings would be accomplished with box culverts at the bottom of embankment sections. Due to the flatter terrain, less earthwork would be required which reduces the cost to construct this alternative.

Conclusion: The Far West Corridor is preferred. Regional Transportation System

• NE Corridor: Maintenance of route continuity is difficult without the extension of US 60 through Wickenburg via Constellation Road to the new highway. Continuity could be retained with existing US 60 roadway, but an undesirable parallel state route would exist.

• SW Corridor: Maintains route continuity between US highways with an interchange between rerouted US 93 and existing US 60 west of Wickenburg, thereby removing US 60 from downtown Wickenburg.

• Far West Corridor: Maintains route continuity between US highways with an interchange between rerouted US 93 and existing US 60 west of Wickenburg, thereby removing US 60 from downtown Wickenburg.

Conclusion: The Southwest and Far West Corridors are preferred. Environmental Factors: Wildlife Habitat Losses

• NE Corridor: 98% of the corridor would cross desert habitat (72% public land; 26% private land). 2% of the corridor would cross riparian habitat.

• SW Corridor: 99% of the corridor would cross desert habitat (95% public land; 5% private land)

< 1% of the corridor would cross riparian habitat • Far West Corridor: 99% of the corridor would cross desert habitat (97% public

land; 3% private land) < 1% of the corridor would cross riparian habitat Conclusion: Since all the corridors cross a large percentage of desert habitat, this factor is not a discriminator in the evaluation of the alternatives.


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Section 4(f) Resources

• NE Corridor: No involvement. • SW Corridor: No involvement. • Far West Corridor: No involvement.

Conclusion: This factor is not a discriminator in the evaluation of alternatives. Noise Impacts

• NE Corridor: Noise levels would increase substantially in the generally broad residential areas on the eastern and northern sides of Wickenburg through which this corridor passes. Noise abatement would likely be required along much of this corridor, and would add to project construction costs.

• SW Corridor: Noise levels would increase substantially in the small residential area on the west side of US 60, immediately north of its intersection with SR 74, through which this corridor passes. Noise abatement would likely be required along a limited portion of this corridor, which would add to project construction costs.

• Far West Corridor: Noise levels would increase substantially in the small residential area on the west side of US 60, immediately north of its intersection with SR 74, through which this corridor passes. Noise levels would increase on public lands immediately adjacent to any highway alignment within the corridor; no perceived noise impacts to Wickenburg due to its location on the west side of Vulture Mountains that form a natural barrier. Potential proximity impact to the Vulture Peak Trailhead due to noise increases in proximity to that BLM facility. Noise abatement would likely be required along a limited portion of this corridor, which would add to project construction costs.

Conclusion: This factor is not a discriminator in the evaluation of alternatives. Hassayampa River Preserve

• NE Corridor: No direct impact; relocation of through-traffic 1-4 miles east of existing US 93 and the preserve would reduce noise levels and air pollutants in the preserve. However, the corridor would cross the river upstream of the preserve and would introduce the possibility of an effect from a hazardous material spill. The risk of a spill is low.

• SW Corridor: No direct impact; relocation of through-traffic to 2-8 miles south and west of the preserve would reduce noise levels and air pollutants in the preserve. The corridor would cross the river downstream of the preserve; no danger of hazardous materials impacts.

• Far West Corridor: No direct impact; relocation of through-traffic to 3-10 miles south and west of the preserve would reduce noise levels and air pollutants in the preserve. The corridor crosses the river downstream of the preserve with no danger of hazardous materials impacts.

Conclusion: The Southwest and Far West Corridors are preferred.


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Water Quality

• NE Corridor: Moderate chance of water quality degradation in the Hassayampa River due to erosion/sedimentation associated with 13 major tributary stream crossings close to and upstream of the river. Corridor crosses the river upstream of town and preserve, which could present problem to town water supply and preserve’s riparian forest ecosystem.

• SW Corridor: Negligible chance of water quality degradation in the Hassayampa River due to erosion/sedimentation associated with 8 major tributary stream crossings 6 to 8 miles from the river (close to their headwaters). Crosses river downstream of town and preserve, thus no potential effect upon town’s water supply or the preserve’s ecosystem.

• Far West Corridor: Negligible chance of water quality degradation in the Hassayampa River due to erosion/sedimentation associated with 8 major tributary crossings located 3 to 10 miles west of the river. Crosses river downstream of town and preserve with no potential effect upon town’s water supply or preserve’s ecosystem.

Conclusion: The Southwest and Far West Corridors are preferred. Air Quality

• NE Corridor: Meets National Ambient Air Quality Standards (NAAQS) and would improve air quality in downtown Wickenburg due to reduced congestion and number of trucks. Moderate potential to contribute pollutants to town area during stagnant air conditions.

• SW Corridor: Meets NAAQS and would improve air quality in downtown Wickenburg due to reduced congestion and number of trucks. Low potential to contribute pollutants to town area during stagnant air conditions due to distance from town.

• Far West Corridor: Meets NAAQS and would improve air quality in downtown Wickenburg due to reduced congestion and number of trucks. Least likely of the three alternatives to contribute pollutants to town area during stagnant air conditions due to greater distance from town and location on the west side of Vulture Peak.

Conclusion: The Far West Corridor is preferred. Threatened/ Endangered (T/E) Species

• NE Corridor: No T/E species would be affected. Minor amount of Category III desert tortoise (Wildlife Species of Concern) habitat would be displaced between US 93 and the Maricopa/Yavapai County line. Replacement habitat would have to be acquired (1:1 ratio) to mitigate the effect.

• SW Corridor: No T/E species would be affected. Moderate amount of Category II and minor amount of Category III desert tortoise habitat would be displaced. Replacement habitat would need to be acquired at a 5:1 ratio for Category II habitat and at 1:1 for Category III habitat. The highway would isolate a small portion of existing tortoise habitat from the much larger BLM area south of the highway. Due to the proximity of this area to


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ASLD and the assumption that ASLD land is lost as habitat, mitigation to permit tortoise movements under the road would not be required, though acquisition of replacement habitat should be considered.

• Far West Corridor: No T/E species would be affected. A substantial amount of Category II desert tortoise habitat would be displaced and would require replacement at a 5:1 ratio. A minor amount of Category III habitat would also be displaced and require replacement at a 1:1 ratio. The highway would sever a much greater area of tortoise habitat from BLM managed land south of the highway than the Southwest Corridor. Mitigation costs would be substantially higher due to the greater length of the road across tortoise habitat. The amount of compensatory/replacement habitat would be significantly greater due the size of the fragmented area north of the highway. Options to permit tortoise movement under the roadway could be considered.

Conclusion: The Northeast Corridor is preferred. Waters of the U.S.

• NE Corridor: Crosses approximately 30-35 intermittent streams. • SW Corridor: Crosses approximately 30 intermittent streams. • Far West Corridor: Crosses approximately 40 intermittent streams.

Conclusion: The Southwest Corridor is preferred. Social Factors: Community Cohesion & Neighborhoods

• NE Corridor: Passes through residential areas north and south of Constellation Road and west of the Hassayampa River, and would require the widening of Constellation Road through an established neighborhood where US 60 is extended to the new highway in order to retain route continuity. Result: division of existing neighborhoods and a major impact on community cohesion. Existing US 60 could be retained in its current location but this would result in an undesirable parallel state route.

• SW Corridor: Traverses a small residential area northwest of the US 60/SR 74 intersection with less of an impact upon community cohesion/ neighborhoods than the NE Corridor.

• Far West Corridor: Traverses a small residential area northwest of the US 60/SR 74 intersection with less of an impact upon community cohesion/ neighborhoods than the NE Corridor.



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Displacements Number of Businesses:

• NE Corridor: 2 potential displacements. • SW Corridor: No displacements. • Far West Corridor: No displacements.

Number of Residences:

• NE Corridor: 25-30 potential displacements. • SW Corridor: 5-10 potential displacements. • Far West Corridor: 5-10 potential displacements.

Number of Grazing Allotments:

• NE Corridor: Crosses/divides 7 existing grazing allotments. • SW Corridor: Crosses/divides 5 existing grazing allotments. • Far West Corridor: Crosses/divides 6 existing grazing allotments.

Conclusion: The Southwest and Far West Corridors are preferred. Parks/Schools

• NE Corridor: Proposed highway would pass within 0.25 mile of Wickenburg’s fairgrounds/park. No school impacts.

• SW Corridor: No direct or indirect impacts to existing parks or schools. • Far West Corridor: No direct or indirect impacts to existing parks or schools.

Conclusion: The Southwest and Far West Corridors are preferred. Recreational Resources

• NE Corridor: Crosses numerous existing equestrian, Off Highway Vehicle (OHV), and hiking trails in the area; passes in close proximity to Wickenburg’s rodeo grounds on Constellation Road and the shooting/archery clubs east of the rodeo grounds. It would restrict free access to the recreational opportunities NE of town for 13 recreation-related businesses (i.e., ranches, resorts, riding clubs/associations, archery/shooting clubs), thereby negatively affecting future business success. Could also have some impact on 4 major recreation activities (e.g., Land of the Sun Endurance Ride) in the area.

• SW Corridor: Crosses numerous existing equestrian, OHV, and hiking trails; traverses the northern perimeter of BLM’s proposed Vulture Peak Special Recreation Management Area and separates BLM land from the proposed recreation area and other public lands. BLM indicated it could change its land retention classification from “Retention” to “Dispose” if and when the State Land to the north is developed. This public land would be separated


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from the main body of public lands and have little resource use or value. This isolated land could be sold or exchanged. Restricts free access to the available recreational opportunities located between town and Vulture Peak for two guest ranches and two riders’ associations. Severs the perceived recreation corridor connection between Wickenburg and Vulture Peak.

• Far West Corridor: Crosses numerous existing equestrian, OHV, and hiking trails west of Vulture Peak. Bisects BLM’s proposed Vulture Peak Special RMA, severing the recreation corridors going to the Vulture Mountains. Morristown residents perceive a significant effect to the Vulture Peak area. BLM has expressed a serious concern that the inevitable development of State Lands that will occur to its boundary will lead to abuse of the recreational properties as a result of that development, thereby compromising BLM’s ability to manage the fragmented parcel north of the bypass. BLM indicated it would probably dispose of the land north of the highway. Does not affect access to BLM’s recently constructed Vulture Peak Trailhead. Does not sever the perceived recreation corridor connection between Wickenburg and Vulture Peak used by the guest ranches and equestrian clubs.

Conclusion: This factor is not a discriminator in the evaluation of alternatives. Land Use Consistency

• NE Corridor: Not consistent with existing residential and recreational land uses along this corridor due to the conversion to transportation purposes. The extension of US 60 along Constellation Road, which would require widening, would also create a barrier through an established residential area. As an alternative, existing US 60 could be retained but would result in an undesirable parallel state route. This corridor would pass near the western boundary of BLM’s future Bradshaw Mountain RMA and would cross two trails associated with the Red Top Trailhead.

• SW Corridor: Not consistent with existing recreational land uses along this corridor due to the access barrier created by the highway between Wickenburg and Vulture Peak.

• Far West Corridor: Not consistent with existing or planned recreational uses in the proposed BLM Vulture Peak Special RMA as this corridor bisects the area, creates a barrier to free movement, and separates a substantial portion of the RMA from the main area south of the highway.

Conclusion: This factor is not a discriminator in the evaluation of alternatives. Mining Claims

• NE Corridor: Potential displacement/acquisition of 17 claims. • SW Corridor: Potential displacement/acquisition of 3 claims. • Far West Corridor: Potential displacement/acquisition of 25 claims.

Conclusion: The Southwest Corridor is preferred.


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Visual Character

• NE Corridor: Substantial modification to existing visual character of undeveloped and developed areas would occur due to the magnitude of cut and fill sections through deeply incised ravines along 90% of the corridor.

• SW Corridor: Moderate modification to existing visual character of undeveloped public land would occur along the majority of the corridor, with substantial modification due to deep cuts and fills in the eastern five miles of the corridor.

• Far West Corridor: Moderate modification to existing visual character of undeveloped public land would occur along the majority of the corridor, with substantial modification due to deep cuts and fills in the eastern three miles of the corridor.

Conclusion: The Far West Corridor is preferred. Economic Considerations

• NE Corridor: May result in a 4.6% revenue loss to the Town of Wickenburg and a 3.3% income loss to downtown businesses due to the diversion of through-traffic. The economic impact could be reduced through visible signage alerting motorists about downtown businesses.

• SW Corridor: May result in a 5.5% revenue loss to the Town of Wickenburg and a 4.0% income loss to downtown businesses due to the diversion of through-traffic. The economic impact could be reduced through visible signage alerting motorists about downtown businesses.

• Far West Corridor: Revenue losses to downtown businesses may be slightly higher than those expected for the SW Corridor due to the greater travel time for through-traffic to divert into Wickenburg. The positive impact of appropriate signage may be offset by the additional travel distance from this route to downtown businesses.

Conclusion: The Northeast Corridor is preferred. Rehabilitation Centers

• NE Corridor: No direct impact to existing facilities or their access routes; however, it has a substantial impact to recreational use areas either directly or indirectly associated with these facilities. This corridor also passes in close proximity to the Rosewood Treatment Center.

• SW Corridor: No direct or indirect impact to existing facilities, their access routes, or their associated recreational areas.

• Far West Corridor: No direct or indirect impact to existing facilities, their access routes, or their associated recreational areas.



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Resorts/Ranches

• NE Corridor: Passes in close proximity to the historic K-L Bar Ranch, Wickenburg Inn/Resort, and the Rincon Ranch; visual and noise impacts would likely occur at all three locations. Substantially impacts the associated recreational use areas of these facilities by isolating them from the areas most commonly used for trial rides, etc.

• SW Corridor: Passes within one mile of the westerly side of the Flying E Ranch and two miles from El Rancho de Los Caballeros, with some impact to their associated recreational use areas. Visual impact would be minimal due to topographic screening.

• Far West Corridor: No direct or proximity impacts to the Flying E Ranch or Los Caballeros due to location to the south and west of Vulture Peak.

Conclusion: The Far West Corridor is preferred. Right-of-Way (R/W) Private Land:

• NE Corridor: 37% of the corridor crosses private property. • SW Corridor: 11% of the corridor crosses private property. • Far West Corridor: 8% of the corridor crosses private property.

Public Land:

• NE Corridor: 33% of the corridor crosses BLM land 30% of the corridor crosses State Land

• SW Corridor: 28% of the corridor crosses BLM land 61% of the corridor crosses State Land

• Far West Corridor: 43% of the corridor crosses BLM land 49% of the corridor crosses State Land Conclusion: Based on the least impact to private landowners, the SW and Far West Corridors are preferred. Visibility

• NE Corridor: Cut and fill sections would be clearly visible from adjoining residences; minimal opportunity to view town from the northbound highway and vice versa.

• SW Corridor: Highway would not be clearly visible from the Flying E Ranch or El Rancho de Los Caballeros due to topographic screening; highway would not be visible from downtown Wickenburg and vice versa.

• Far West Corridor: Highway would not be visible from any land uses to the north and east of Vulture Peak; cut and fill sections would be seen from the area to the south and west; highway would not be visible from downtown Wickenburg and vice versa.



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Intrinsic Natural Character

• NE Corridor: The natural quiet of the desert has been affected by development in the corridor. The remaining undeveloped desert areas would be disturbed by the highway.

• SW Corridor: The natural quiet of the undeveloped desert would be disturbed by the highway.

• Far West Corridor: The natural quiet of the undeveloped desert would be disturbed by the highway.

Conclusion: The Southwest and Far West Corridors are preferred. Historic/Archaeological Resources

• NE Corridor: No known historic or prehistoric sites would be directly impacted; however, this corridor would pass close to the historic K-L Bar Ranch, which is listed on the National Register of Historic Places. Also, it would cross several potentially historic road segments.

• SW Corridor: No known historic or prehistoric sites would be directly impacted, but it would cross several potentially historic road segments.

• Far West Corridor: No known historic or prehistoric sites would be directly impacted, but it would cross several potentially historic road segments.

Conclusion: The Southwest and Far West Corridors are preferred. 2.3.2 Results of Transportation Corridor Evaluation 2.3.2.1 No-Action Alternative

The No-Action Alternative is provided for comparison purposes. If the No-Action Alternative is implemented no design or construction of an ultimate bypass around the Town of Wickenburg would occur. It would involve no expenditure of funds and no apparent change to the environmental features that exist within the bypass study area along the US 93 corridor. However, the No-Action Alternative:

• Would require continuing expenditures to rehabilitate and maintain an aging roadway north and south of, as well as through, Wickenburg;

• Would result in continued negative changes in traffic congestion, air quality, noise, and pedestrian safety in downtown Wickenburg as the regional and local traffic volumes, including long-haul trucks, increase; and

• Would not fulfill the goal of improving the capacity and traffic operational characteristics of US 93 through or around Wickenburg, or between the greater Phoenix area and the Nevada state line.

• The Interim Bypass programmed for construction in FY 2005 is intended to serve as a stopgap improvement until funding for the ultimate bypass is available.


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2.3.2.2 Northeast Corridor

The Northeast Corridor traverses rugged to rolling terrain that is incised by deep ravines in the lower reaches of drainage basins, thereby requiring large and costly drainage structures. Over 20% of the corridor would involve sustained grades resulting in reduced speeds and the slowing of truck traffic through the area. This alternative would require the extension of US 60 easterly by widening along Constellation Road to an interchange with the US 93 Bypass as a replacement for the existing US 60 corridor between Constellation Road and the southern terminus. This extension of US 60 would require the widening of Constellation Road through an existing residential community. This easterly extension of US 60 would not maintain the route continuity of US 60 through portions of Wickenburg located east of the Hassayampa River. The Northeast Corridor would also affect other residential areas north and south of Constellation Road and west of the Hassayampa River. In all cases, this alternative would result in substantially increased noise levels that would likely require mitigation with noise barriers, would displace businesses and homes, and would degrade the area’s visual character due to the substantial cuts and fills. The corridor’s proximity to rehabilitation centers, ranches, resorts, fairgrounds, a historic ranch, and potentially historic road segments would indirectly affect those facilities. In addition, the Northeast Corridor would have more impact on riparian areas and the Hassayampa River than the other corridors. The Northeast Corridor would be more costly to construct due to the rugged terrain that it crosses and the large amount of private land required for right-of-way. The Northeast corridor would have the least impact on desert tortoise habitat and no Section 4(f) involvement. It would also have slightly less economic impact to the Town due to its closer proximity to the downtown area compared with the Southwest and Far West Corridors. 2.3.2.3 Southwest and Far West Corridors

The evaluation revealed several distinct differences between the Southwest and Far West transportation corridors. For example, the Southwest Corridor would impact fewer mining claims than the Far West Corridor. It would also impact fewer waterways designated as waters of the US. In addition, it would also be less likely to create a barrier for recreational activities on BLM-managed land than the Far West Corridor because the Southwest Corridor traverses the northern perimeter of BLM land, whereas the Far West Corridor passes through the middle of it. However, the Southwest Corridor would sever the connection that currently exists between the recreational areas accessible to the general public and patrons of the local guest ranches immediately southwest of Wickenburg and those present in and around Vulture Peak. Because the Far West Corridor would cross less rugged terrain, it would provide a greater opportunity to construct a bifurcated roadway on independent alignments than the Southwest Corridor. In addition, the Far West Corridor would be easier to construct in two-lane increments due to the separation between the directional roadways, as compared to the Southwest Corridor in which the full four-lane template would have to be built in many areas with the first two-lane construction due to the minimal separation of the two roadways. As a result, the Far West Corridor alternative would be less costly to construct initially under a staged construction scenario. Other advantages of the Far West corridor are in the areas of visual impact and air quality impacts.


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With regard to several other evaluation factors, the two corridors were found to be very similar. Although there were minor differences relative to the opportunity to best fit the landforms along a corridor, no fatal flaws were found that eliminated either the Southwest or Far West Corridor alternatives from further study. 2.3.3 Conclusions The results of the alternatives analysis showed clearly that the Northeast Transportation Corridor had far more negative impacts than either the Southwest or Far West Corridors. It would affect neighborhoods by dividing residential areas, increasing noise levels, displacing businesses and homes, as well as degrading the area’s visual character. The corridor’s proximity to rehabilitation centers, ranches, resorts, fairgrounds, and a historic ranch would indirectly impact those facilities. In addition, the Northeast Corridor would have more impact on riparian areas and the Hassayampa River than the other two alternatives. A route within the Northeast Corridor would also be more costly to construct due to the rugged terrain and the many deeply incised drainageways that must be crossed. Lastly, the corridor would require substantially more right-of-way from private landowners in comparison to the other corridors. With the disadvantages far out-weighing the advantages relative to the Southwest and Far West Corridors, the Northeast Corridor is not recommended to be carried forward for additional consideration. The evaluation also indicated that the Far West Transportation Corridor had a slight advantage over the Southwest Corridor, but the differences between them were not substantive enough to warrant a distinct preference at the transportation corridor level of analysis. Upon further investigation, it was determined that combining the two corridors into one broad study corridor, as shown in Figure 2-2, would offer greater latitude in developing route corridors on the southwest side of Wickenburg. This combined corridor then established the study limits for proceeding with the development and analysis of the bypass route corridors. 2.4 Description of Corridor Alternatives The combined study corridor was initially defined by two primary routes; i.e., the Southwest Alternative along the northern perimeter of the corridor and the Far West Alternative along the southwestern boundary of the study corridor. The routes were basically developed on either side of the Vulture Peak, Twin Peak, and Black Mountain ranges. As the study progressed, alternative routes either adjacent to or connecting the two primary routes were also evaluated as possible improvements. These possible route corridors for the bypass are described below and shown in Figure 2-3. Each route corridor was approximately 1,000 feet wide in order to allow sufficient latitude to develop discrete alternative roadway alignments that would fit within the terrain and avoid specific environmental features. Alternative A (Southwest Alternative) begins approximately 2 miles north of the US 60/SR 74 intersection and proceeds westerly, crossing the Hassayampa River and the BNSF Railroad just south of the southern limits to the Hassayampa River Preserve. Once across the river, the route heads generally west, following the contours of the adjacent topography for just over a mile before heading north to avoid a mountain ridge. The route skirts around the north side of this ridge and then returns to an alignment that is approximately ½ mile south of the BLM/ASLD boundary. The


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alignment continues west on BLM land for nearly 3.5 miles, basically following the northern foothills of the Vulture Peak Mountains. As the foothills of the Vulture Peak Mountains extend to the north and merge with the Twin Peaks Mountains, the route follows by heading northwest in a valley between the Twin Peaks and a parallel hillside to the north, entering ASLD land and crossing over Vulture Mine Road. Once on ASLD land, the improvements stay on the northeast side of Twin Peaks, turning towards the north to keep on the east side of Black Mountain. The route was located on the east side of Black Mountain to accommodate a request from business members of the Town who desired that the future highway and interchange with US 60 be located as close as possible to the industrial district around the Wickenburg Airpark. Once past Black Mountain, the alignment continues northerly across the BNSF Railroad west of Black Hill to avoid the private properties in the vicinity of the Moreton Airport, a private air facility. North of Black Mountain and west of Black Hill, the topography is nearly flat so the route was located to avoid major drainage ways, but it can be refined when final, detailed mapping is provided. A near-northerly alignment is maintained until the route curves to the northwest to align with existing US 93 north of the US 93/SR 89 intersection. Alternative B (Far West Alternative) begins near the US 60/SR74 junction in Morristown and proceeds westerly, crossing over the BNSF railroad in an area where the railroad is furthest west of US 60. This separation between US 60 and the railroad provides an opportunity to build an interchange with connections between the US 60, US 93, and SR 74 highways. Crossing over the railroad, the route continues westward over the Hassayampa River at a location where the river is nearly perpendicular to the route, well defined, and narrow compared to its width further to the south. Once over the river, the route generally heads west along the southern foothills of the mountainous outcroppings around the Mammoth Spar Mine. Following the contours to best fit the terrain, the route heads for the saddle between the Vulture and Caballeros Peaks to keep the alignment moving in a generally northwest direction. Once past the saddle, the alignment follows the southern foothills of Vulture Peak and Twin Peaks, crossing Vulture Mine Road just north of Box Wash. As the route proceeds northwest around the south side of Twin Peaks, it continues onto ASLD land following the contours to best match the terrain and heading towards the west side of Black Mountain. This alternative keeps the improvements at least two miles from private property, providing a buffer from the developed properties around the Wickenburg Municipal Airpark as well as the Flying E Ranch. Once past Black Mountain, the route generally heads north for approximately 6 miles, crossing the BNSF Railroad and traversing the nearly flat topography before turning northwest to meet US 93, about 5 miles north of the current US 93/SR 89 junction. The following amendments describe short segments or connections investigated as variations to the above two base routes. Amendment C-1 is a route that allows traffic on the Far West Alternative to shift north to the Southwest Alternative in the valley area located east of the abrupt ridge outcropping located approximately two miles west of the Hassayampa River. This improvement was developed with the assumption that the southern departure from existing US 60 in Morristown was desired over


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the US 60 departure near the southern boundary of the Hassayampa River Preserve described in The Southwest Alternative. This connection keeps the improvements near the northern boundary of the BLM lands and avoids the area around Vulture Peak and the Caballeros Mountains. Amendment C-2 is a similar route to C-1, however the shift to the north from the Far West Alternative to the Southwest Alternative is made in the valley area located east of the Mammoth Spar Mine Hills, and west of the abrupt ridge outcropping located approximately two miles west of the Hassayampa River. This improvement was developed with the assumption that the southern departure from existing US 60 in Morristown was desired over the US 60 departure near the southern boundary of the Hassayampa River Preserve described in the Southwest Alternative. This connection not only keeps the improvements near the northern boundary of the BLM lands and avoids the Vulture Peak area and Caballeros Mountains, but it also avoids using a portion of the Southwest Alternative that basically follows a well-defined drainageway. Amendment C-2 is slightly shorter than the connection using C-1. Amendment C-3 is similar to C-1 in that it shifts traffic on the Far West Alternative to the Southwest Alternative, however the location for the shift was moved westward, in the valley area located west of the Mammoth Spar Mine Hills, east of the Vulture Mountains. Again, this improvement was developed with the assumption that the southern departure from existing US 60 in Morristown was desired over the US 60 departure near the southern boundary of the Hassayampa River Preserve described in The Southwest Alternative. Keeping the crossing further to the west, this connection also avoids using a portion of the Southwest Alternative that basically follows a well-defined drainageway. This connection also takes advantage of a corridor that is already used for vehicle transportation as it follows existing off-road paths, while still remaining near the northern boundary of the BLM lands to avoid the area near Vulture Peak and the Caballeros Mountains. This connection is slightly longer than C-1. Amendment D is a route that allows traffic on the Southwest Alternative to shift down to the Far West Alternative in the area between the Mammoth Spar Mine Hills and the Vulture Mountains. This improvement was developed with the assumption that the northern departure from existing US 60 was desired over the Morristown departure described in the Far West Alternative, but that once the route progressed westward, it was desirable to keep the new roadway the greatest distance from private property. Amendment E is a route that allows traffic on the Southwest Alternative to shift over to the Far West Alternative in the area south of Black Mountain. This improvement was developed with the assumption that the area adjacent to the Wickenburg Airpark would require more room to develop, rather than have a highway and interchange with US 60 located close to it.


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Amendment F-1 is a route that allows traffic on the Far West Alternative to shift east to the Southwest Alternative in the area south of Black Mountain. This connection maintains all of the improvements to the south to follow the B Alternative, with the improvements located as far away as possible from private and resort lands, yet move the improvements closer to the Wickenburg Airpark as desired by some of the town’s businesses. Amendment F-2 is a route similar route to F-1 that allows traffic on the Far West Alternative to shift northeasterly to the Southwest Alternative in the area south of Black Mountain. This connection, however, locates the improvements as close as possible to the Wickenburg Airpark and continues in a northeasterly direction keeping close to additional private properties adjacent to the Moreton Airport. From north of the airport, Amendment F-2 returns to the west to realign with US 93, as proposed in Alternatives A and B.


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Figure 2-2 Combined Study Corridor


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Figure 2-3 Route Corridor Alternatives


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2.5 Evaluation of Route Corridor Alternatives

2.5.1 Initial Screening The initial screening of the two primary route corridors and the amendment connectors was based upon the application of several broad criteria including constructability, compatibility with terrain, drainage, earthwork, and roadway grades. However, as the alternatives were developed, all could be designed to meet the horizontal and vertical criteria as required for the corridor in accordance with ADOT’s Roadway Design Guidelines. Earthwork balance could be achieved within each corridor, as every profile could be developed to balance due to the undulating topography. Since there were no topographical features that restricted construction access to the various alternatives, and since the new bypass was on a separate alignment from the existing roadway corridor, constructability and maintenance of traffic during construction was also not a critical evaluation factor. Hence, the critical discriminators for evaluation became the compatibility with the terrain, avoidance of major drainage features, opportunities to develop interchanges with existing highways, and location with respect to existing/proposed development. The results of the analysis are summarized below. The Southwest Alternative kept the improvements close to private land and minimized the encroachment into BLM-managed land. It also avoided the majority of mining claims in the area, had minimal affect upon privately owned land, and traversed the northern perimeter of BLM’s RMA. This latter point was important to BLM, as this alternative would have less disruptive effects upon recreational uses in the area. However, it would fragment the desert tortoise habitat located to the north from the higher quality habitat further to the south. The connection to US 60 at the southeastern terminus of the Southwest Alternative, however, was extremely difficult to develop. While the mainline could cross over the Hassayampa River on a new structure and eventually gain the elevation necessary to match the topography west of the river, there is insufficient area in which to develop an interchange providing access to and from the new alignment to the west, SR 74 to the east, US 60 to the south, and the remaining highway into Wickenburg to the north within the narrow canyon limits. The location of the river and BNSF railroad also presented difficult obstacles to overcome that were not experienced with the interchange location developed with the Far West Alternative configuration. Three possible amendments (C-1, C-2, and C-3) were developed to provide a connection from the interchange location near Morristown provided with the Far West Alternative, to the Southwest Alternative corridor. C-1 provides the shortest connection and keeps the improvements near the northeastern limits of the BLM-managed land, hence minimizing the intrusion into these lands. C-1, however, does interfere with more of the existing drainageways as it follows portions of a drainage ravine. Amendment C-2 provides perhaps the smoothest transition from the Far West Alternative to the Southwest Alternative, following primarily an existing jeep trail before connecting to the Southwest Alternative north of the Mammoth Spar Mine Hills. However, constructing a new road on this trail alignment would eliminate the ability of recreation enthusiasts and local wildlife from using it. Amendment C-3 has similar attributes to C-2 in that it follows portions of existing trails, but it has even steeper grades, cuts even further into BLM-managed land, was the longest of the three options considered, and therefore has the most


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additional impact. Since one of the primary goals of the Southwest Alternative is to minimize encroachment into the BLM-managed land, using the connection provided by Amendment C-1 was retained as the preferred access to US 60. If, however, the modified corridor for the Southwest Alternative is developed further, the C-2 connection could still be reviewed further. Amendment D was developed in the event the eastern segment of the Southwest Alternative would be the optimum connection to existing US 60 to the south, and that providing a connection to the Far West Alternative was the better alternative to the west. However, as the eastern connection to US 60 provided by the Southwest Alternative is not acceptable, there is no benefit to providing a circuitous route that starts in Morristown, moves north using Amendment C, and then heads south using Amendment D. This connection is therefore not desirable and was not evaluated further. As the improvements within the Southwest Alternative approach US 60 on the west side of Wickenburg, consideration was given to keeping the improvements on the west side of Black Mountain, using connection Amendment E. However, comments from the public, especially the business community, desired that the improvements on the west end of town be located as closely as possible to the private lands of the Wickenburg Airpark. Amendment E was therefore no longer considered. The Southwest Alternative was therefore adjusted to include the improvements of Amendment C-1 on the east end of the corridor as shown in Figure 2-4. No other adjustments were made. The Far West Alternative kept the improvements as far as feasible from the private lands and ranches, which is this alternative’s most positive attribute with respect to residents of the Town and the guest ranches on ASLD land south of Town. This alignment would also be less likely to have adverse air quality and noise impacts than the Southwest Alternative. The alignment was developed using the scenic mountains of Vulture Peak and Twin Peaks as a natural buffer to separate the highway’s sounds and appearance from the developed lands of Wickenburg. It also traverses the least amount of rugged terrain and the greatest amount of flat terrain when compared to other alternatives. As a result, it offers the best opportunity to provide a bifurcated roadway that would best fit the terrain, thereby reducing the visual intrusion through BLM’s RMA. As discussed in the Southwest Alternative, a connection between the Far West Alternative and existing US 60 near the intersection with SR 74 in Morristown provides the best location for a system interchange. Additional interchange alternatives in the Morristown area are discussed separately in this report (see Section 3.0). Once this route alternative crosses the Hassayampa River, the proposed bypass follows the Far West Alternative and continues along the southern foothills of Vulture Peak and Twin Peaks. No amendments are proposed through this segment of the Far West Alternative. As the alignment heads north and approaches US 60, there was a desire from the public, especially the business community, to shift the improvements to the east side of Black Mountain, rather than continue on a more direct route to US 93 on the west side of the hill. Two amended routes were considered; i.e., Amendments F-1 and F-2. Amendment F-1 keeps the alignment heading north to cross US 60 near the location where the Southwest Alternative does. Amendment F-1 provides a


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good connection to US 60, is relatively close to the airport, and then gently returns to the original corridor alignment before connecting with existing US 93. Amendment F-2 was developed at the request of some business owners to keep the improvements as close as possible to current private lands. This alignment, however, adds to the length of the highway, forces traffic out of direction from the bypass perspective, crosses through more rugged terrain, and also locates the highway closer to residential properties. The Far West Alternative was, therefore, adjusted to include the improvements of Amendment F-1 on the northerly end of the corridor as shown in Figure 2-4. No other adjustments were made. Although both the modified Far West Alternative and the Southwest Alternative had positive and negative characteristics, neither corridor had fatal flaws that would exclude either alternative from further consideration. For that reason, both alternatives were retained for more detailed analyses. 2.5.2 Evaluation The results of the comparative evaluation of the Far West Alternative and the Southwest Alternative are presented in Table 2-1 on the following pages. While each alternative has advantages and disadvantages when compared to the other, the Far West Alternative has a slight advantage in the overall comparison. Based on the evaluation factors, the Far West Alternative is preferred over the Southwest Alternative.


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Table 2-1. Route Corridor Alternatives Evaluation

Evaluation Factor

Southwest Route Corridor

Far West Route Corridor

Possible Mitigation

Comments

Visual Impacts/Mitigation + On BLM land, the roadway would be visible from 4 of 11 preselected observation points. + Of those 4 locations, the visibility would be >15% from 3 points. + >3 miles of roadway would be visible from 2 points on BLM land. + Bypass would not be visible from the Flying E Ranch or El Rancho de Los Caballeros due to topographic screening; also not visible from Wickenburg and vice versa, nor from the area south of Vulture Peak. – Moderate modification would occur to the existing visual character of undeveloped public land along the bypass, with substantial modification due to steep cuts and fills in the eastern 5 miles of the route. – New bridge across Hassayampa River would create a negative visual impact on the NRHP eligible historic railroad bridge across the river. – Offers limited opportunity to bifurcate the roadways to better fit the landform.

– On BLM land, the roadway would be visible from 7 of 11 preselected observation points. + Of those 7 locations, the visibility >15% from 3 points.+ >3 miles of roadway visible from 3 points on BLM land. + Bypass would not be visible to land uses north and east of Vulture Peak due to topographic screening. Cut and fill sections would be visible from area to the south and west; the bypass would not be visible from Wickenburg and vice versa. – Moderate modification would occur to the existing visual character of undeveloped public land along the bypass, with substantial modification due to steep cuts and fills in the eastern 3 miles of the route. + Offers significant opportunity to bifurcate the roadways to better fit the landform and retain native vegetation in the median.

· The appearance of constructed slopes could be improved by rounding the toe/top of slopes, warping, blending the ends of slopes, varying slope ratios, and roughening the face of cut slopes. · Roadside structures, guardrails, walls, fences, and culvert end sections could be designed to minimize visual impacts within the constraints of acceptable standards.

·In relative comparison, the visual impact of either bypass alternative is not substantially different on BLM land. With respect to the entire bypass, the Far West Alternative would have less visual impact.

Noise Impacts @ Trailheads

and other Sensitive Sites

– Highway would be audible from Vulture Mine Rd. and back country sites north of Vulture Peak. – Noise levels would increase substantially in a small residential area west of US 60, north of its intersection with SR 74; abatement would likely be required.

– Highway would be audible from Vulture Peak Trailhead, the trail itself, the upper trailhead, and top of Vulture Peak. – Noise levels would increase substantially in a small residential area west of US 60, north of its intersection with SR 74; abatement would likely be required.

· Noise abatement is not warranted or feasible on undeveloped public land. · Noise barriers could be considered per ADOT policy to reduce projected noise levels that would exceed the NAC in any residential area, where applicable.

· In general, noise levels would increase along the full length of either alternative but with no measurable difference between alternatives.

Tortoise Habitat

Fragmentation (BLM)

· Would occur due to alignment proximity to the BLM/State Land boundary & fencing (w/o culvert crossings) on the south side of the roadway.

· Would not occur due to fencing (with culvert crossings) on both sides of the roadway for access to the north and south sides of the bypass.

· Habitat compensation or mitigation measures such as crossings or fencing could be provided to offset the impacts.

· While the Far West Alternative severs a larger amount of habitat, the habitat would not be fragmented since crossings will be provided, whereas the Southwest Alternative would not provide crossings.

LEGEND: + Positive attribute - Negative attribute

· Not a discriminator


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Evaluation Factor



Possible Mitigation

Comments

Wildlife habitat reduction; degradation of adjacent

habitat values

– Would remove a total of 1,130 acres of habitat along the entire route. – Would reduce habitat values for 100 ft on each side of highway for impact area of 565 acres along the entire route. + Would not directly affect wildlife habitat on BLM land. + Less overall habitat impact than Far West Bypass. – With developable State Land on both sides of route, urban intrusion into BLM land may not be stopped.

– Would directly remove 558 acres of habitat on BLM land; would remove a total of 1,270 acres along the entire route. – Would reduce habitat values for 100 ft on each side of highway for impact area of 279 acres on BLM land; would impact 635 acres along the entire route. – More overall impact to wildlife habitat and wildlife movement than the Southwest Alternative. + Would act as a hindrance/barrier to use and access onto BLM land north of the route.

· Wildlife corridors could be maintained by providing bridge and culvert crossings with adequate openings to encourage wildlife usage.

· Although the Southwest Alternative would initially have less disruption to wildlife habitat, the Far West Alternative would tend to act as a barrier to use and access of BLM land north of the route.

Reduction in recreation

opportunities

+ No BLM recreation land is removed. + Retains most of existing Recreation Observation Spectrum (ROS) classifications, except areas next to roadway eventually become Rural classification. + Visitor use not affected. – Would hinder the recreational use of land by guest ranches, resorts, and local citizens.

– 558 ac of BLM recreation land removed (3.5%). – Existing ROS classifications (Roaded Natural/Semi- Primitive Motorized) change to Rural and/or Urban in entire area south of Vulture Peak. – Visitor use somewhat reduced. + Would not affect the recreational use of land by guest ranches, resorts, and local citizens.

· Access could be maintained to all recreation areas, and bridges and culverts could be installed, where appropriate, to interconnect these areas.

· There would be no measurable impact difference between alternatives. · Along the entire bypass corridors, camping, hunting, hiking, OHV use would continue regardless of the alternative selected. · User characteristics might change, but that is not alternative sensitive.

Severance of jeep/hiking trails

(BLM)

– 8 trails intersected. .

– 7 trails intersected.

· Access could be maintained to all existing trails, where appropriate, via bridges or culverts under the roadway.

· No measurable impact to trails would occur because some structural treatment would be provided to maintain access from one side of the roadway to the other side, with either alternative.

Impact to intrinsic character

(BLM)

– Natural quiet of desert would be reduced.

– Natural quiet of desert would be reduced.

· The only feasible mitigation would be to select the alternative with the least number of extended grades to reduce truck noise along the route.

· The character of and experiences in the area will change as a result of either alternative.

Horizontal Alignment

· Would cross rolling terrain in the upper reaches of drainage basins in its eastern section. · Terrain would constrain the roadway separation to 108 ft in 41% of the alignment’s length. · 59% of the route would permit a wider roadway separation to better fit the landform. · Total bypass length would be 23.3 miles. – Would require extremes in alignment in the eastern section to avoid massive cuts and fill sections.

· Would cross rolling terrain in the upper reaches of drainage basins in its eastern section. · Terrain would constrain the roadway separation to 108 feet in 27% of the alignment’s length. · 73% of the route would permit a wider roadway separation to better fit the landform. · Total bypass length would be 26.2 miles.

· Mitigation is not required.

· The Far West Alternative would provide a better alignment and offers an opportunity to better fit the landform.


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Evaluation Factor



Possible Mitigation

Comments

Vertical Alignment · 12% of the roadway grades exceed 2%. – 12% of the route would slow truck traffic due to sustained grades, and thus may require climbing lanes if constructed initially as a two-lane roadway.

+ 2% of the roadway grades exceed 2%. + 4% of the route would slow truck traffic due to sustained grades, requiring a lesser amount of climbing lanes if constructed initially as a two lane roadway.


· The Far West Alternative would have flatter and fewer sustained grades than the Southwest Alternative, would require fewer miles of climbing lanes if constructed initially as a two-lane roadway, and be better for truck/RV operations.

Access

· Full access control is possible along the entire route.

· Full access control is possible along the entire route.


· This factor is not a discriminator in alternative selection.

Regional Transportation

System

+ Would maintain route continuity between US highways with an interchange between rerouted US 93 and existing US 60 west of Wickenburg, thereby removing US 60 from downtown Wickenburg.

+ Would maintain route continuity between US highways with an interchange between rerouted US 93 and existing US 60 west of Wickenburg, thereby removing US 60 from downtown Wickenburg. + Offers more options for interconnection with potential CANAMEX Corridors than the Southwest Alternative.


· Both alternatives would maintain route continuity in the region but the Far West Alternative would offer more opportunities for a connection with the future CANAMEX route.

Safety/Traffic Operations

– Climbing lanes would likely be required along 12% of the route to separate slow-moving trucks from high-speed traffic if constructed initially as a two- lane roadway.

+ Climbing lanes would likely be required along 4% of the route to separate slow-moving trucks from high- speed traffic if constructed initially as a two-lane roadway.


· This is not a discriminator for the ultimate design. If stage constructed as a two-lane facility the Far West Alternative would have flatter and fewer sustained grades than the Southwest Alternative, require fewer miles of climbing lanes, and be better for truck/RV operations.

Constructability

– Almost 50% of the route would offer limited opportunities to bifurcate the roadways, thus requiring grading most of the full roadway template if constructed initially as a two lane roadway.. This would measurably increase the initial construction cost.

+ Most of the route would offer opportunities to freely bifurcate the roadways, thereby allowing staged construction of 2 lanes initially without having to grade the full roadway template.


· This is not a discriminator for the ultimate design. If stage constructed as a two-lane facility the Far West Alternative would have better constructability opportunities.

Cost

· Construction = $170,000,000; 4 pairs of bridges would be required (i.e., Hassayampa River/Railroad, Sols Wash, Railroad, Vulture Mine Road) plus TIs at US 60 and the north and south ends. All other wash crossings would be accomplished with box culverts at the bottom of embankment sections.

· Construction = $162,000,000; 5 pairs of bridges would be required (i.e., Hassayampa River, Railroad, Sols Wash, Railroad, Vulture Mine Road) plus TIs at US 60 and at the north and south ends. All other wash crossings would be accomplished with box culverts at the bottom of embankment sections. Due to flatter terrain, less earthwork would be required, thereby reducing costs.


· The Far West Alternative is 5% less costly than the Southwest Alternative.


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Factor Evaluation



Possible Mitigation

Comments

Air Quality + Would meet the NAAQS. + Would improve air quality in downtown Wickenburg due to reduced congestion and fewer trucks. + Would have low potential for contributing pollutants to town area during stagnant conditions due to its distance from town.

+ Would meet the NAAQS. + Would improve air quality in downtown Wickenburg due to reduced congestion and fewer trucks. + Would have less potential for contributing pollutants to town area during stagnant conditions due to greater distance from town and location west of Vulture Peak.


· The Far West Alternative would have a lower potential for adversely affecting air quality in Wickenburg than the Southwest Alternative.

Habitat Displacement

· 99% of the route would cross desert habitat. · < 1% of the route would cross riparian habitat.

· 99% of the route would cross desert habitat. · < 1% of the route would cross riparian habitat.

· Disturbed areas could be revegetated with native species to re-establish habitat values near the roadway.

· This factor is not a major discriminator in alternative selection.

Hassayampa River Preserve

· No direct impact would occur.

· No direct impact would occur.



Historic/Archaeological

Resources

· Spot field surveys indicated two prehistoric sites could be potentially impacted by this alternative. · Several potentially historic road segments would be crossed.

· Spot field surveys indicated one prehistoric site and a potentially historic grave could be potentially impacted by this alternative. · Several potentially historic road segments would be crossed.

· An alignment could be shifted to avoid important sites; or, testing and data recovery could be performed to obtain all available information from NRHP-eligible sites.

· This factor is not a discriminator in alternative selection because each route would encounter approximately the same number of sites, and mitigation is possible.

Threatened/Endangered (T/E)

Species

· No T/E species would be affected.

· No T/E species would be affected.



Water Quality

+ Negligible chance of water quality degradation in the Hassayampa River from erosion/sedimentation at 8 tributary stream crossings 6 to 8 miles away. + No impact on Wickenburg’s water supply as route crosses the river downstream of town. + No impact on the Preserve’s ecosystem would occur as the bypass is south of its southern boundary.

+ Negligible chance of water quality degradation in the Hassayampa River from erosion/sedimentation at 8 tributary stream crossings 3 to 10 miles away. + No impact on Wickenburg’s water supply as route crosses the river downstream of town. + No impact on the Preserve’s ecosystem would occur as the bypass is south of its southern boundary.

· Standard erosion and sedimentation control measures would be used in all construction projects. · All exposed surfaces could be revegetated with perennial native plant species.


Community Cohesion and

Neighborhood Impacts

– The route would traverse a small residential area northwest of the US 60/SR 74 intersection, with a minor effect upon community cohesion and neighborhood character.

– The route would traverse a small residential area northwest of the US 60/SR 74 intersection, with a minor effect upon community cohesion and neighborhood character.

· Access could be provided across the roadway to maintain connectivity between community members.

· Each alternative would have similar impacts, thus this factor is not a discriminator in alternative selection.

Economic Considerations

· May result in a 5.5% revenue loss to the town of Wickenburg and a 4% income loss to downtown businesses due to the through-traffic diversion.

· Revenue losses to the Town might be slightly higher than the SW due to the longer travel time to divert through- traffic into downtown Wickenburg.

· Provide visible signage along bypass to offset impacts by alerting motorists about downtown businesses/services.



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Evaluation Factor



Possible Mitigation

Comments

Land Use Consistency · Not consistent with the existing and planned recreational uses in the area.

· Not consistent with the existing and planned recreational uses in the area.

· Accommodate access to recreational areas north and south of the roadway.


Rehabilitation Centers

· No direct or indirect impacts would occur to existing facilities, their access routes, or their associated recreational areas.

· No direct or indirect impacts would occur to existing facilities, their access routes, or their associated recreational areas.



Resorts/Ranches

– The roadway would pass within 1 mile of the Flying E Ranch and 2 miles of the Los Caballeros Resort, and would impact their associated recreational areas.

· The roadway would have no direct or indirect effect upon either the Flying E Ranch or Los Caballeros due to its location south and west of Vulture Peak.


· The Far West Alternative would be located further away from local guest ranches and resorts, a major feature in Wickenburg but would have more impact on BLM recreation facilities.

Right-of-Way

· 11% of the route would cross private property. · 28% of the route would cross BLM land. · 61% of the route would cross State Trust land.

· 8% of the route would cross private property. · 43% of the route would cross BLM land. · 49% of the route would cross State Trust land.

· Compensate property owners based upon fair market value.

· The Far West Alternative would affect less private and State Trust lands than the Southwest Alternative.

Parks/Schools

· No direct or indirect impacts would occur.

· No direct or indirect impacts would occur.



Mining Claims

+ 3 claims would require acquisition.

– 25 claims would require displacement/acquisition.

· Compensate for acquisition.

· The Southwest Alternative impacts fewer mining claims. Costs for the Far West Corridor could be substantially higher if impacts to claims could not be avoided.

Displacements

+ No business displacements would be required. – 5 to 10 residences would be displaced. – 5 grazing allotments would be crossed.

+ No business displacements would be required. – 5 to 10 residences would be displaced. – 6 grazing allotments would be crossed.

· Compensate property owners based upon fair market value.


Impacts to Waters of the U.S.

+ Crosses the Hassayampa River at a narrow part of the floodplain. · Crosses 30 (20/10) intermittent streams.

– Crosses Hassayampa River at a broad point in a wide floodplain. · Crosses 40 (26/14) intermittent streams.

· Minimize encroachments. · Span major washes where possible. · Min. impact to riparian vegetation.



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2.6 Southern Loop Route Corridor (SLRC) After the evaluation of the Far West and Southwest alternatives was complete, the BLM discovered that the Far West Alternative would pass through a protected area that surrounds the cliff areas of Vulture Peak and the Caballeros Peaks. The area was established by BLM’s Lower Gila North Management Framework Plan (MFP), which was approved in March 1983, to protect the nesting habitat of the prairie falcon, golden eagle, barn owl, and great horned owl. This area, which is labeled on Figure 2-4 as a Raptor Protection Area (RPA), is designated as a “significant special habitat feature” in the MFP. Without a change to BLM’s MFP, the Far West Alternative cannot be considered a feasible alternative. In order to consider a route corridor through the RPA, BLM would need to initiate a proposal to amend the current MFP after demonstrating that the RPA designation is no longer valid or that the change in the MFP is warranted by the need for the bypass to be located within the RPA. The amendment process would involve full public participation and an environmental analysis. This analysis would determine whether the existing RPA designation is appropriate or whether it should be modified to allow the proposed route corridor. It is estimated that carrying out BLM’s amendment process would take 3 to 5 years and would not ensure approval of the Far West Alternative. To avoid a time-consuming, potentially unsuccessful process of amending the MFP, the Far West Alternative was modified to incorporate a loop that avoided the RPA. The loop departs the Far West Alternative alignment approximately 3 miles east of the Caballeros Peaks, swings to the southwest to avoid the RPA before turning north, rejoining the Far West Alternative alignment just southwest of Vulture Peak (Figure 2-4). The resulting corridor from the US 60/ SR 74 junction to US 93 north of Wickenburg, which incorporates the loop into the Far West Alternative, was designated as the Southern Loop Route Corridor (SLRC). While approximately 3 miles longer than the Far West Alternative, the other features reviewed in the original Transportation Corridor evaluation in Section 2.3 of this report remain essentially the same. Therefore, no additional comparison of the corridors was conducted.


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Figure 2-4 Far West - Southern Loop Alternative


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2.7 Public Opinion Public meetings were conducted in Wickenburg on August 22, 2000 and December 5, 2001 to discuss the results of the analyses on the Southwest and Far West Route Alternatives. In addition, meetings were held on December 13, 2000 and April 10, 2002 in Morristown. At the August 2000 meeting, ADOT’s engineering consultant recommended the Far West Route Alternative. The majority of commenting participants (68%) concurred with that recommendation and expressed support for the Far West Route Alternative for the following reasons:

• It would be located on the south and west sides of Vulture Peak, thereby placing a natural barrier between Wickenburg and the bypass resulting in less impact upon the community relative to air and noise pollution, visual effects, recreational activities between the Town and Vulture Peak, and the general quality of life in the area.

• It would relocate truck traffic as far from town as possible. • It could be easily constructed in phases by first providing a two-lane roadway for the full

length of the Far West Route, and then following with the second two-lane section once funding becomes available.

In addition, over 900 comments were submitted as part of a petition to ADOT requesting that no funds be diverted to interim improvements in Wickenburg and that all efforts should be made to advance the Far West Route Alternative. At the December 2001 meeting, the Study Team presented the SLRC to the public as a variation of the Far West Route Alternative to avoid the RPA that would be bisected by the original Far West Route Alternative. Approximately 60% of the 54 people who provided comments endorsed the SLRC because:

• It located the proposed bypass in the same general area as the originally suggested Far West Route Alternative that the public favored.

• It would have the same positive attributes as identified in the comments from the August 2000 public meeting that were mentioned above.

• It would avoid the RPA, therefore eliminating any required action by the BLM and optimizing the opportunity to advance this bypass alternative as soon as funding became available.

At the Morristown meetings, discussion generally concentrated on the location and design of the interchange at the south end of the corridors. These are discussed in more detail in Chapter 3. However, at both meetings opposition to both the Southwest and the Far West Alternatives was voiced.


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2.8 Agency Input Several meetings were held subsequent to the August 22, 2000 public meeting to discuss concerns raised by the BLM relative to the evaluation process. At these meetings, ADOT and BLM representatives agreed that both the Far West and the Southwest alternatives should be carried forward for detailed analysis in the environmental evaluation process. Subsequent to the discovery of the impact of the Far West Alternative to the Raptor Protection area and the development of the Southern Loop Route Corridor, another meeting with the agencies was held. At this meeting, it was agreed by the agencies that the subsequent Environmental Assessment would address all three alternatives. Copies of the relevant correspondence are included in Appendix A. 2.9 Recommendation Based on the above, the Southwest Alternative and the Southern Loop Route Corridor should be carried forward to the next level of project development involving the preparation of an Initial Design Concept Report and a Draft Environmental document. The BLM is currently undergoing a land use planning effort (Agua Fria National Monument/ Bradshaw Harquahala Resource Management Plan) to update the 1988 Phoenix RMP/ EIS. These lands will be considered as part of that effort. The plan is expected to be completed in June of 2005.

Documents

2.0 BYPASS CORRIDOR ALTERNATIVESwickenburg.civilnet.sverdrup.com/Bypass/Publications... · 2004. 7. 13. · traverses rolling terrain as it crosses Vulture Mine Road. As it turns