This newsletter is the third in a series of informational bulletins designed to update the public on the progress of the US 93 – Wickenburg to Santa Maria River Location/Design Concept Study being conducted by the Arizona Department of Transportation (ADOT) and its engineering consultant, Sverdrup Civil, Inc. The study will determine the optimum location and design concept for a proposed US 93 bypass around downtown Wickenburg and the widening of 35 miles of US 93 north of town. This bulletin also addresses the alternatives for a proposed interim solution that would relieve downtown congestion until the US 93 bypass is completed.

A Public Information Meeting was held on August 22, 2000, to obtain public input on the preliminary recommendations of the Location/Design Concept Study for the proposed US 93 highway improvements and to present several alternatives being considered for improving traffic flow through downtown Wickenburg.

In addition, numerous alternatives were described and illustrated as candidates for an interim improvement project to relieve existing congestion in Wickenburg prior to construction of the US 93 bypass. Of the 13 alignments considered, Alternatives 7 and 13 were presented as the two options having the most promise. Alternative 10, which would remove parking from Tegner Street and Wickenburg Way, was described as the simplest and least costly solution.

The meeting was then opened for public comments and questions. A court reporter was present to ensure the open session was recorded accurately. In all, 38 people made comments at the meeting, including Vice Mayor Lon McDermott, ADOT Deputy State Engineer Dan Lance, members of the Wickenburg Town Council, representatives of citizen’s groups, business owners, and concerned citizens.

Most comments were regarding the interim improvement alternatives presented at the meeting. Twenty people voiced opposition to Alternative 10. Most of these people cited safety concerns with the alternative, especially the safety of pedestrians and schoolchildren. In addition, many voiced concerns about potential negative impacts on downtown businesses due to parking removal and decreased pedestrian access.

Seven speakers stated that they opposed Alternative 7 due to concerns about a nearby school at its northern terminus and access to the hospital. Environmental concerns were also presented, including air pollution, flooding, noise impacts, and hazardous materials risk.

Alternative 13 was supported by 12 speakers and opposed by six. Supporters noted that the alternative would improve traffic flow and safety and move traffic out of downtown. Detractors stated that traffic would still remain too close to downtown and voiced similar environmental concerns as with Alternative 7.

Six people preferred designated truck routes to the interim alternatives. Suggestions included building a two-lane truck route along the Far West bypass alignment as well as using existing roads to connect I-10 to US 93 north of Wickenburg.

Nine speakers stated they were opposed to any interim project. Most were concerned that the interim would compete with funding for the ultimate bypass.

Other general concerns and questions were also voiced, including funding, environmental issues, private property impacts, and lack of consensus on the interim issue.

Forms were also made available at the meeting to allow the public to submit written comments. A total of 93 comment forms were turned in and are summarized below. In addition to the comment forms, 26 letters, faxes, and emails have been received since the public meeting. Many stated opposition to or support of the various study alternatives, some expressed concerns about the study process, and a few related the Canamex corridor with the bypass.

During and following the August public meeting, 93 comment forms were turned in. Responses are summarized below; percentages are calculated based on the total number of people who commented on each subject.

• Over 80% indicated support for the Far West Bypass route, with about 2% opposing it. Fewer than 2% supported the Southwest.

• Approximately 18% preferred another route. Most support went to using the Far West bypass but going west of Black Mountain or routing trucks from I-10 to US 93 via Eagle Eye or Vulture Mine Road.
• Nearly 10% opposed building a bypass due to potential negative effects on businesses.

• About 68% were in favor of widening, saying it is needed right away to alleviate current unsafe conditions.
• Nearly 13% opposed the widening, expressing concern that the bypass should be built as the first priority and that US 93 should not be widened between Wickenburg and the junction with the Far West bypass.
• Other comments included suggestions on and concerns about the design of the roadway improvements.

For those of you who have not followed the bypass study since its inception, we will start with a brief overview. The study was initiated in 1998 when ADOT, together with the public, identified 34 possible bypass alignments. The alignments were consolidated into two primary corridors, the Northeast and Southwest, and presented at a June 1999 public meeting. Due to strong public response, a "Far West" corridor west of Vulture Peak was later added. The three preliminary corridors were then evaluated for social and environmental impacts as well as engineering design factors.

The Northeast corridor was eventually discontinued from further study because of its negative socioeconomic and environmental consequences. The Southwest and Far West were found to have similar impacts and were thus combined to create a broad study corridor. Numerous alternatives within the combined corridor were developed and analyzed to identify an optimum bypass route.

Of the several route alternatives investigated, the Southwest and Far West were identified as most appropriate for a bypass. Although they are similar in terms of impacts, the Far West route appears most promising because of its better horizontal and vertical alignments, ease of traffic operations, constructability, and lesser visual impact.

The Far West bypass route was recommended by Sverdrup at the August 22 public meeting as the preferred alternative. It was also stated that additional development and evaluation of specific highway alignments within the Far West bypass route is needed. The Southwest bypass route will also be developed further for comparative evaluation. The resulting design concept details and evaluation of the highway alignments will then be presented at a future public meeting.

It is important to note that no final decision or endorsement by the responsible agencies – ADOT, Federal Highway Administration (FHWA), and Bureau of Land Management (BLM) – has been made at this time. An official decision will not be made regarding either the Far West or Southwest route until: (1) the alternatives evaluation process has been documented in an Environmental Assessment (EA); (2) a public hearing has been held to present recommendations; and (3) the agencies and the public have had an opportunity to comment. These steps are required for compliance with the National Environmental Policy Act (NEPA).

Thirteen possible interim improvement alternatives have been evaluated based on cost, right-of-way, environmental impacts, traffic operations, and consistency with the town’s traffic circulation plan.

At the August 22 meeting, Sverdrup recommended three alternatives for further development: Alternatives 7, 10, and 13. Alternative 10 would eliminate parking on Wickenburg Way and Tegner Street to provide room for two southbound left-turn lanes.

Alternative 7 would replace the existing westbound bridge across the Hassayampa River with a new three-lane structure to increase traffic capacity. US 93 traffic would turn north onto Kerkes Street immediately after crossing the river. A new four-lane roadway would follow the west side of the river, then turn west at the equestrian facility to rejoin US 93 just south of the Super 8 Motel.

Alternative 13 would add a new bridge over the river just north of the existing crossing. The bridge would cross the river at a skew in order to route US 93 traffic away from the community center and downtown area. Beyond the crossing, the roadway would turn north and follow the west bank of the river to just north of Bralliar Road, where it would rejoin US 93.

As a result of the public meeting, the study team will combine the best features of Alternatives 7 and 13 and incorporate suggestions from the public to arrive at a composite design for presentation to the public at a later date.

As with the bypass study, no final decisions will be made until the alternatives evaluation process is documented in an EA, a public hearing has been held to present recommendations, and the agencies and the public have had an opportunity to comment, in accordance with NEPA.

Alternative 10 is being scoped by ADOT in a separate Project Assessment and is not included in the current interim improvement design concept study.

The current study, which is being administered by ADOT, will determine the final location and design concept for improving and widening US 93 in, around, and beyond Wickenburg. FHWA is functioning in an oversight role because it will eventually provide the majority of funds needed for construction of improvements recommended by the study.

Funding projects of this magnitude is considered a major federal action and is required under NEPA to undergo a comprehensive evaluation of alternatives with public input before any final decisions are made. Thus, FHWA is the lead federal agency responsible for assuring compliance with NEPA procedures, which are designed to ensure that comprehensive alternatives analyses and public scrutiny occur during the study.

Because the bypass routes traverse lands managed by BLM, FHWA asked BLM to participate as a cooperating federal agency during the study process. In that capacity, BLM representatives offer guidance and informational support to ensure that a reasonable range of alternatives is considered. The BLM has taken an active role in reviewing the alternatives analyses conducted to date and will assist FHWA and ADOT in reviewing the environmental documents prepared for the study prior to their release for public comment.

To encourage agency participation, ADOT has formed an Interdisciplinary (ID) Team of several key agency representatives to serve as an advisory committee for this study. Participants include representatives from FHWA, BLM, ADOT, Sverdrup, and the Arizona State Land Department (ASLD). ASLD is a partner on this team because the proposed bypass routes and US 93 widening north of Wickenburg affect lands owned by ASLD. Other agencies, such as the Arizona Game and Fish Department, also participate on the ID Team when specific issues under consideration require review by specialists.

• Begin detailed environmental analysis of these design concepts and prepare Draft EAs

• Continue updates via Wickenburg Sun, newsletters, and our web site (below)
• Conduct next public information meeting in spring of 2001

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• Bert Bertleson, Project Manager

• Grant Wills, Project Monitor

          ADOT Predesign Studies Section

          1739 West Jackson Street, Mail Drop 050

           Phoenix, Arizona 85007

           Phone: (602) 712-866

           Fax: (602) 712-8992