City of Nogales PARA pedestrian circulation at port of entries

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JJaannuuaarryy 2200,, 22001122 Table of Contents Page ii
Final Report
Table of Contents
1.0 Introduction ........................................................................................................................... 1
1.1 Background ............................................................................................................................ 1
1.2 Study Objectives ..................................................................................................................... 2
1.3 Study Area Overview .............................................................................................................. 3
1.4 Previous Plans and Studies ...................................................................................................... 5
1.5 Community Involvement......................................................................................................... 5
1.5.1 Technical Advisory Committee ......................................................................................... 5
1.5.2 Public Open Houses ......................................................................................................... 6
1.5.3 Stakeholder Interviews .................................................................................................... 7
2.0 Current Conditions Inventory .................................................................................................. 7
2.1 Land Use, Population and Socioeconomics .............................................................................. 8
2.1.1 Land Use .......................................................................................................................... 8
2.1.2 Social and Population Characteristics ............................................................................... 8
2.1.3 Economic Characteristics .................................................................................................. 9
2.2 Pedestrian Activity in the Study Area .................................................................................... 10
2.2.1 Current and Historical Pedestrian Crossing Volumes ....................................................... 11
2.2.2 Current Pedestrian Crossing Congestion and Delay ......................................................... 11
2.2.3 Automobile Crash History Involving Pedestrians and Bicycles ......................................... 12
2.3 Roadway and Pedestrian Infrastructure Conditions ............................................................... 14
2.4 Public Parking Locations and Quantities ................................................................................ 15
2.5 Port of Entry Operations, Facilities, and Conditions ............................................................... 16
2.6 Transit Operations and Facilities ........................................................................................... 19
2.7 Rail Operations and Impacts on Pedestrian Circulation .......................................................... 21
2.8 Bicycle Facilities .................................................................................................................... 21
3.0 Cultural and Historical Conditions ......................................................................................... 22
4.0 Programmed Improvements ................................................................................................. 23
5.0 Stakeholder Identified Issues and Needs ............................................................................... 23
6.0 Current Conditions Findings .................................................................................................. 26
7.0 Future Conditions Inventory ................................................................................................. 37
7.1 Land Use and Population ...................................................................................................... 37 Table of Contents Page iii
Final Report
7.1.1 Future Population Projections ........................................................................................ 37
7.1.2 Land Use and Employment ............................................................................................. 38
7.2 Future Pedestrian Activity in the Study Area ......................................................................... 40
7.2.1 Projected Future Pedestrian Crossing Volumes ............................................................... 40
7.2.2 Pedestrian Origin and Destination Survey ....................................................................... 42
7.2.3 Pedestrian Origin and Destination Survey Findings ......................................................... 44
7.3 Future Roadway and Pedestrian Infrastructure Conditions .................................................... 46
7.4 Future Port of Entry Operations, Facilities and Conditions ..................................................... 49
7.5 Future Transit Operations and Facilities ................................................................................ 49
7.6 Future Rail Operations and Impacts on Pedestrian Circulation ............................................... 52
8.0 Deficiency Findings and Inventory ......................................................................................... 53
8.1 Roadway Related Pedestrian Infrastructure Deficiencies ....................................................... 53
8.2 Ports of Entry Related Pedestrian Infrastructure Deficiencies ................................................ 54
8.3 Transit Infrastructure and Operations Deficiencies ................................................................ 55
8.4 Railway Related Pedestrian Infrastructure Deficiencies ......................................................... 55
9.0 Future Conditions Summary .................................................................................................. 55
10.0 Project Needs ......................................................................................................................... 62
10.1 Structural Projects ................................................................................................................... 62
10.2 Crosswalk Projects .................................................................................................................. 68
10.3 Sidewalk Projects .................................................................................................................... 69
10.4 Transit and Parking Infrastructure Projects ................................................................................. 70
10.5 Information Projects ................................................................................................................ 72
10.6 Additional Pedestrian Amenity Projects ..................................................................................... 74
11.0 Evaluation Criteria for Project Selection ..................................................................................... 75
12.0 Project Priorities ..................................................................................................................... 76
12.1 Short Term Priorities ............................................................................................................... 76
12.2 Medium Term Priorities ........................................................................................................... 78
12.3 Long Term Priorities ................................................................................................................ 79
13.0 Revenue and Financing Alternatives .......................................................................................... 80
13.1 Federal Funding ...................................................................................................................... 80
13.2 State Funding ......................................................................................................................... 83
13.3 Local Funding ......................................................................................................................... 84 Table of Contents Page iv
Final Report
13.4 Private Funding ....................................................................................................................... 87
13.5 Current Revenue Streams ......................................................................................................... 87
13.6 Suggested New Revenue Approaches ........................................................................................ 88
14.0 Recommendations for Action and Future Projects ....................................................................... 90
Appendix 1 – Stakeholder Interview Notes ...................................................................................... 92
Appendix 2 – Reference Documents .............................................................................................. 124
Appendix 3 – Travel Origin and Destination Survey ........................................................................ 125
Appendix 4 – Public Involvement Reports, Phase 1 and 2 .............................................................. 126
List of Figures
Figure 1 Regional Context.................................................................................................................. 3
Figure 2 Downtown Nogales Study Area & Vicinity ............................................................................ 3
Figure 3 Mariposa Port of Entry Study Area & Vicinity ....................................................................... 4
Figure 4 Consular District of Nogales ................................................................................................. 9
Figure 5 Crash Injury Severities by Location ..................................................................................... 13
Figure 6 Privately Owned Public Parking Lots ................................................................................... 16
Figure 7 SR 189 at the Mariposa POE – Interim Plans ....................................................................... 18
Figure 8A Identified Pedestrian Circulation Needs ........................................................................... 28
Figure 8B Identified Pedestrian Circulation Needs ........................................................................... 29
Figure 8C Identified Pedestrian Circulation Needs ............................................................................ 30
Figure 8D Identified Pedestrian Circulation Needs ........................................................................... 31
Figure 8E Identified Pedestrian Circulation Needs ............................................................................ 32
Figure 8F Identified Pedestrian Circulation Needs ............................................................................ 33
Figure 9 Study Area Photographs .................................................................................................... 34
Figure 10 2007 Level of Service ........................................................................................................ 47
Figure 11 Predicted 2030 Level of Service ........................................................................................ 47
Figure 12a Primary Pedestrian Needs ............................................................................................. 57
Figure 12b Primary Pedestrian Needs (continued) ........................................................................... 58
Figure 13 Mariposa POE Area Pedestrian and Bicycle Needs ........................................................... 59
Figure 14 Transit Infrastructure & Operational Needs ...................................................................... 60 Table of Contents Page v
Final Report
Figure 15 Railroad Related Pedestrian Infrastructure Needs ............................................................ 61
Figure 16 Terrace Avenue Closure Area ……………………………………..………...………………………………………91
List of Tables
Table 1 Social Characteristics ............................................................................................................. 8
Table 2 Workforce Employment Categories 2008 ............................................................................. 10
Table 3 Pedestrian Crossings per Year ............................................................................................. 11
Table 4 Pedestrian Delay in Minutes at POEs ................................................................................... 12
Table 5 Crash Numbers and Severity ............................................................................................... 14
Table 6 Private Transit Companies Licensed by the City of Nogales .................................................. 20
Table 7 Sidewalk Information .......................................................................................................... 36
Table 8 Population Projections for the Study Area ........................................................................... 37
Table 9 Population Projections for Nogales, Sonora and the State of Sonora .................................... 37
Table 10 Historical Pedestrian Crossings per Year ............................................................................ 40
Table 11 Crosswalk Deficiencies ...................................................................................................... 54
Table 12 Sidewalk Deficiencies ....................................................................................................... 56
Table 13 Structural Project Summary............................................................................................... 62
Table 13 Structural Project Summary............................................................................................... 62
Table 14 Crosswalk Projects Summary ............................................................................................. 68
Table 15 Sidewalk Projects Summary .............................................................................................. 69
Table 16 Transit and Parking Projects Summary ............................................................................... 70
Table 17 Information Projects Summary .......................................................................................... 73
Table 18 Additional Pedestrian Amenity Projects Summary ............................................................. 74
Table 19 Short Term Priority Projects .............................................................................................. 76
Table 20 Medium Term Priority Projects .......................................................................................... 78
Table 21 Long Term Priority Projects ............................................................................................... 79
Table 22 Five Year Revenue History ................................................................................................. 88 Table of Contents Page vi
Final Report
Appendicies
Appendix 1 Stakeholder Interviews ................................................................................................. 92
Appendix 2 Reference Documents ................................................................................................. 124
Appendix 3 Travel Origin and Destination Survey .......................................................................... 125
Appendix 4 Public Involvement Summary Reports Phase One and Two.......................................... 126
Final Report
Page 1
DeConcini POE &
Downtown Nogales
Mariposa POE
Nogales Civic Planning Vision
1.0 Introduction
1.1 Background
Study Purpose: The purpose of this study is to prepare a pedestrian circulation plan for the City of Nogales in the vicinity of and serving the three Nogales Ports of Entry. These ports are the DeConcini and Morley Gate Ports of Entry in downtown Nogales and the Mariposa Port of Entry to the west at SR 189.
Study Need: The influx of people to Nogales for shopping, work, and entertainment is significant, and most spend some or all of their time walking around the downtown area and through the downtown ports of entry. This pedestrian activity represents a major portion of the City’s overall economic activity. A plan to make the pedestrian’s experience more convenient, safer, easier to find their way, and pleasant will enhance both the individual’s overall experience and the economic development potential for the community.
The focus of this study effort will be on the pedestrian circulation needs of the downtown Nogales area, especially targeting the pedestrian circulation that moves between Nogales, Sonora, and Nogales, Arizona, through the downtown area’s two ports of entry (POEs). The need is evident as over 625,000 pedestrian crossings per month flow through these two POEs, much of it from Mexican citizens crossing into Nogales for retail shopping and services. This commerce is a critical component of the economic base of the area on the Arizona side of the international border.
This study also examines the pedestrian traffic through and using the Mariposa Port of Entry to the west of downtown along SR 189. While this is the commercial port of entry, it does have about 5% of all pedestrian crossings in Nogales. There are no sidewalks connecting this POE to the rest of the community, and pedestrians leaving the port of entry are either picked up or walk along the shoulder of SR 189, a high speed truck route. Accommodating the pedestrians using the Mariposa POE and connecting them to downtown Nogales, the Walmart shopping district, their workplace, or other destination points is to be investigated and addressed in subsequent phases of this study.
The Ambos Nogales Civic Planning Vision charrette process, conducted in 2009, focused on creating a vibrant mixed-use development in the urban core area surrounding both sides of the DeConcini POE. It recommended a pedestrian scale environment including some form of public transportation providing connectivity between the DeConcini POE and the Walmart retail area. This public Final Report
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Private Bus Service
Pedestrians at the DeConcini POE
transportation could also be planned to provide service to the Mariposa Port of Entry sometime in the future. Pick-up/drop-off areas or park-and-ride facilities that may be provided to address current needs could ultimately serve as transit centers. While neither the City of Nogales nor Santa Cruz County has a public transit system, a number of local jitney services and intercity bus and van services operate within the study area. An inventory has been made of alternative modes of transportation.
Near all the ports of entry, the provision of pick-up/drop-off areas, park-and-ride lots, and transit staging areas to direct and consolidate taxi, bus and livery services appears to be needed. Park-and-ride lots and/or transit staging areas could evolve into service facilities for a future public transit service in the Nogales area. Additional public parking is needed for residents and visitors alike frequenting the many shopping areas, attractions, and entertainment sites in Nogales, and for those crossing the border from the Arizona side into Mexico for shopping and day trips.
This paper reports on the current conditions of the pedestrian-related infrastructure including sidewalks, crosswalks, and associated facilities and transport services. Subsequent phases of this study will identify the origins and destinations of pedestrian trips and will map the locations of existing and proposed activity centers such as shopping, restaurants, and public and private services. Needed connections between these destinations, upgrades of substandard facilities, provision of directional signage and wayfinding, enhanced safety measures, pedestrian amenities, additional transport services, and areas for pedestrian drop-off and pick-up in close proximity to the port of entries will all be examined and addressed.
1.2 Study Objectives
The primary objectives for the Nogales Pedestrian Circulation at Port of Entries Study are as follows:
1. Provide for convenient and safe pedestrian travel in downtown Nogales, and to and from the Nogales ports of entry.
2. Improve staging areas for vehicular transportation and transit services.
3. Enhance opportunities for multimodal accessibility for residents and visitors alike.
4. Identify multimodal connectivity between the Mariposa Port of Entry and major destination areas.
5. Set forth (bilingual) signage and wayfinding strategies to inform and direct pedestrians including identification and information on destinations, how to get there, and how long it will take.
6. Coordinate the plan with local needs, economic development, and downtown revitalization efforts.
7. Identify a menu of potential resources to implement the plan. Final Report
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1.3 Study Area
Figure 1 Regional Context
Regional Context: The City of Nogales is located at the southern end of I-19 at the international border between the United States and Mexico. It is the closest border crossing to the City of Tucson located 70 miles to the north, and the route to the City of Phoenix located approximately 180 miles to the north is entirely via interstate highways, I-10 and I-19. Nogales is home to the largest commercial port of entry in Arizona and one of the largest on the southern boundary of the U.S. This generates a significant amount of commercial business and traffic. Many U.S. citizens enjoy visiting Nogales, Sonora, and account for frequent day trips across the border, usually parking the car on the U.S. side and walking across. These visitors also look to Nogales, Arizona, to provide something akin to the “Mexican experience” on the U.S. side of the border. Additionally, as many as 7 million Mexican citizens have crossed the border annually into Nogales to take advantage of the array of relatively inexpensive retail shopping, groceries, services, and entertainment establishments the community has to offer.
Study Area: The study area is shown below. The predominant effort will be focused on the downtown area due to the significant amount of cross-border traffic into downtown Nogales.
Figure 2 Downtown Nogales Study Area & Vicinity Final Report
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Morley Gate Pedestrian POE
Figure 3 Mariposa Port of Entry Study Area & Vicinity
Nogales did not originally develop around the primary use of the private automobile. Consequently, many of the streets in the older portions of the city, including those in the historic downtown area, were not designed to current roadway standards. For the most part, the sidewalks in the downtown area are in fair to good condition overall. Notably, very few of the sidewalks observed during the field visit were noted to be in poor condition. The City has provided most of the downtown area sidewalks with accessible ramps at street corners and crosswalk locations. The lack of accessible ramps at some locations suggests the need for the City to continue their program to identify and mitigate barriers to the disabled. Consideration needs to be given to conveniently located restroom facilities, shade covers, ample seating, and directional wayfinding and signage.
While most pedestrians crossing the border will not need parking, space for buses, vans, and taxis needs to be addressed. A properly designed and designated staging area is needed for intermodal connections to taxis, the local jitney bus services, and the intercity bus and van services. These locations can mature into full transit centers in the future, especially if the area develops public transportation services. There should be designated areas provided for pick-up and drop-off activities near the ports of entry, as well as additional short-term parking located close to the border for tourists visiting Nogales, Sonora. Final Report
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Morley Avenue Retail Stores
1.4 Previous Plans and Studies
The precursor to this study is the Unified Nogales Santa Cruz County Transportation Plan 2010. That effort identified the need for a specific pedestrian study in the downtown and ports of entry areas. This study is the successor project for that purpose, and was funded by the Arizona Department of Transportation through their Planning Assistance for Rural Areas grant program. The City of Nogales General Plan, completed in August of 2010, provided much helpful direction and information to this study, as did the Ambos Nogales Civic Planning Vision charrette document. The stakeholder jurisdictions involved in the current effort have provided numerous other previously completed transportation related plans, studies, and reports.
Several tactics were employed in order to gather the available background information. First, the local liaisons for the project were asked to submit all study reports and background information that they were aware of for the City of Nogales, the Ports of Entry, and the ADOT. Technical Advisory Team (TAC) members were also asked for their input on identifying any reports or studies done in the area that might be pertinent to the purpose and need for this study. In a final effort to be sure that all studies were accounted for, stakeholders were asked during their interviews if they had any reports or studies. By including all local contacts in this process, the study team was able to compile a comprehensive library of applicable project and study reports that have been done in the study area. This effort creates continuity between this report and previous studies, and builds on the information already collected and planning efforts already completed to fully serve the residents of, and visitors to, Nogales. A full list of these studies and reports can be found in Appendix 2 – Reference Documents.
1.5 Community Involvement
The Nogales Pedestrian Circulation at Ports of Entry study public involvement plan was conducted as a cooperative planning process involving project stakeholders that include public agency staff, elected officials, and interested members of the general public. Public participation is an integral part of any transportation planning study. Study related information is presented to, and feedback solicited from, stakeholders throughout each phase of the study. ADOT’s Communication and Community Partnerships Division (CCP) leads the public involvement effort with the aid of their consultant consortia firms. The following sections summarize key components of the public involvement and outreach plan.
1.5.1 Technical Advisory Committee
A Technical Advisory Committee (TAC) was established to oversee and coordinate the study and to provide input and direction to the study team. Meetings with the TAC were scheduled and conducted after the submittal of each draft working paper for the purpose of reviewing and discussing the findings and recommendations and to receive comments on the documents and input into the planning process. Draft working papers and deliverables were distributed to the TAC for review and Final Report
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Crawford Street – Looking West
comment ahead of each TAC meeting. Pertinent comments and requests are addressed and incorporated into the final versions of the working papers and the final report documents.
The following individuals were members of the TAC for this study:
Rudy H. Perez, Jr.
ADOT Office of International Affairs
ADOT Project Manager
Juan Guerra, P.E., CFM, City Engineer
City of Nogales
Local Study Manager
Walter J. Breitenstein, P.E., CFM
Santa Cruz County Public Works Department
Olivia I. Ainza-Kramer, President and CEO
Nogales-Santa Cruz Co. Chamber of Commerce
Linda Ritter, Public Involvement Officer
ADOT Communication & Community Partnerships
Mark R. Hoffman
ADOT Multimodal Planning Division
Todd A. Emery, P.E., District Engineer
ADOT Tucson District
Kathy Boyle, Intergovernmental Affairs Manager
ADOT Communication & Community Partnerships
Luke Droeger, Transportation Planner
Southeastern Arizona Governments Organization
James B. Manson, Chairman
Greater Nogales /Santa Cruz County Port Authority
Thomas Yearout, Asst. Director Field Operations
U.S. Customs & Border Protection, US DHS
Yvonne Delgadillo, CEcD, Executive Director
Nogales Community Development Corporation
Melissa Reuter, Environmental Planner
ADOT Environmental Planning Group
Tim Bolton, Planner III
Arizona State Land Department
Randall Overmyer
Wilbur Smith Associates
Study Team Project Manager
1.5.2 Public Open Houses
Public open houses were scheduled to be held after submittal of study Draft Working Paper #2, Future Conditions and Deficiencies, and after submittal of study Draft Working Paper #3, Evaluation Criteria and Improvement Plan. These public meetings were advertised in the local newspaper and announcements posted in prominent locations in the City, as well as through direct notification of the TAC members, stakeholders, and local agency representatives. These meetings served as a means to communicate with the general public throughout the planning process to make sure that their concerns were being heard and addressed as appropriate, and also to apprise the public of the progress and findings of the study. Public input is important to the overall planning process, as members of the public can help to account for any issues, concerns, or background information that might have otherwise been overlooked by the project team and the technical advisory committee. Final Report
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Train Crossing on Park Street
Source: Nogales Railroad Small Area Transportation Study, 2007
1.5.3 Stakeholder Interviews
Stakeholder meetings were held during the development of this plan. These meetings were used to solicit and receive input from individuals that may or may not be members of the TAC, but who are stakeholders for, and have an interest in, the study. The study team conducted these interviews with the participants to learn about issues of concern to them, solicit their input, identify pedestrian related needs, and to answer any questions that they may have regarding the study. Each stakeholder was given a list of questions to think about before the meeting so that they had time to gather their thoughts on the pedestrian circulation issues and information that they wanted to discuss. The list of questions and the summarized meeting notes from the interviews can be found in Appendix 1 – Stakeholder Interview Notes.
2.0 Current Conditions Inventory
Overall current conditions for the City of Nogales are well documented in the recently completed Unified Nogales Santa Cruz County Transportation Plan 2010. Pertinent specifics related to this study are updated and included herein. A field review of the downtown study area and the Mariposa Port of Entry study areas was conducted on November 11, 2010. The field review concentrated on viewing sidewalks, crosswalks, pedestrian amenities, informational signage, locations of taxi service and transit providers, and pedestrian crossings of the railroad.
The Union Pacific Railroad runs north and south through the downtown area. The rail line serves to bifurcate the community. When trains are operating, they can create a major barrier to pedestrian movement and circulation within the study area. Stakeholders report that the average length of time the trains will block a particular crossing can range from 20 to 30 minutes, and occasionally it can be longer. Additionally, this presents a potential safety hazard for pedestrians and precludes the passage of public safety emergency response vehicles. Stakeholders have mentioned that occasionally people will crawl through the moving train cars to cross the tracks.
A high priority for the community is the provision of a railroad overpass structure to enable pedestrians to safely cross the railroad tracks when trains are present. A railroad overpass study was completed in April 2007 that identified possible locations for such an overpass in the downtown area. The pedestrian crossing could be collocated with a vehicle crossing as well.
Crawford Street Extension Pedestrian Overpass Rendering Final Report
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Informational Kiosk at the DeConcini Port of Entry
Bench at Morley Ave & Beck St
2.1 Land Use, Population and Socioeconomics
2.1.1 Land Use
The land use within the study area is varied. The downtown study area surrounding the Morley and DeConcini POEs is primarily comprised of retail and service retail (such as banks and auto service) uses. There are also some office uses in the area. Although limited, some residential uses are present.
2.1.2 Social and Population Characteristics
According to the Arizona Department of Commerce, the current population estimate for Nogales is 22,863; up from the 2000 Census count of 20,878. The Nogales Census County Division (CCD) is the metropolitan area, and includes Rio Rico, Tubac, Tumacacori, and Amado. That larger metro area has a current population estimate of 46,746. The following table summarizes social characteristics of Nogales, based on data from the 2000 Census:
Table 1 Social Characteristics
Social Statistics for 2000
Nogales
National Average
Less than 5 years old
8.8%
6.8%
18 years and over
65.4%
74.3%
65 years and older
10.8%
12.4%
Disabled
18.6%
19.3%
Of the population that is 25 years or older, the 2000 Census collected data on educational achievement in the study area. Based on this data, 47.7 percent of the population was a high school graduate or higher, versus 81 percent in Arizona, and 80.4 percent nationwide. Bachelor’s degrees or higher were 9.4 percent of the population compared to the state and national average numbers of 23.5 percent and 24.4 percent, respectively. The percentage of elderly and persons with disability are very close to the national average as shown in the above table.
The above information is for the Nogales, Arizona area. Nogales, Sonora has a current estimated population of 190,000; up from 159,000 in the 2000 Mexico census. The U.S. Consulate has an office in Nogales, Sonora, to serve an area between Agua Prieta and San Luis Rio Colorado, Sonora within 60 miles of the U.S. Border. The Consular District estimates a population in that portion of the Mexican state of Sonora at 800,000. The Consular District is shown in Figure 4 Consular District of Nogales found on the next page. Final Report
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Figure 4 Consular District of Nogales
2.1.3 Economic Characteristics
The Arizona Department of Commerce reports that the 2008 civilian labor force (population 16 years and older) in the study area totaled 10,611; which is about 54 percent of the total population. The average unemployment rate in Nogales in 2000 was 10.2 percent, significantly more than the state and national averages, both of which were 4.0 percent at that time. By 2008, the unemployment level had climbed to 12.1%. In 2000, 30.8% of households were at or below the poverty level. The workforce in Nogales is employed in the categories shown in Table 2 Workforce Employment Categories 2008 located on the following page. (Totals do not equal 100%):
According to the 2000 US Census data, workers in Nogales drove an average of 16 minutes to work. This is slightly lower than both the state and national commute times of 24.9 and 25.5 minutes, respectively. A report, The Economy of Nogales, developed for the Arizona Department of Commerce in 2008, reports that the area has significantly more retail activity than would be anticipated for a community of a comparable size. That, and the significance of produce warehousing in the employment mix, are indicative of the extensive cross border trade implications of the much larger market south of the border that is centered on Ambos Nogales. Final Report
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Retail Activity in Nogales
Table 2 Workforce Employment Categories 2008
Workforce Category
Percentage of Workforce
Public Sector
24%
Health and Social Service
6.4%
Retail
19%
Accommodations and Food Service
8.4%
Construction
3%
Manufacturing
3%
Professional
1.5%
Transportation and Warehousing
10%
Administration and Support
3.3%
Finance and Insurance
2%
Professional and Technical
2%
Wholesale
12%
Note: Table does not total 100%.
The City of Nogales General Plan reports that in 2001, Mexican visitors to Arizona spent an estimated $963 million. Of that amount, 41% was spent in department, clothing, and other wares stores, and 25% was spent in grocery stores. A great deal of the extraordinary retail activity in Nogales is, therefore, due to cross border business transactions. The stakeholders interviewed confirmed this extensive cross border trade activity. While not all of this business occurs in border areas (Pima and Maricopa County received about 31% and 13% of the trade, respectively, in 2001), Santa Cruz County receives about 25% of the total cross border retail trade in Arizona. In 2001, this amounted to approximately $240.75 million.
2.2 Pedestrian Activity in the Study Area
The Nogales ports of entry handle over 50% of the pedestrian crossings through all Arizona POEs. Most of this pedestrian activity is centered on the Morley Gate and DeConcini POEs in the downtown Nogales area. While about 5% of the pedestrian crossings occur at the Mariposa POE, conversations with U.S. Customs and Border Protection (CBP) staff have provided the insight that bus passengers going through the Mariposa facility must exit the bus and walk through the crossing, thereby increasing the number of pedestrians counted at that location. Most of these passengers are not traveling to destinations within the study area. CBP staff also reported that some of the pedestrians crossing through the border are doing business at the port of entry and don’t leave the port facility area. Others are workers for companies with facilities on both sides of the border and the worker is temporarily assigned to the unit on the opposite side of the border. These itinerant workers are usually picked up at the port of entry and driven to the place of business.
Final Report
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2.2.1 Current and Historical Pedestrian Crossing Volumes
Currently (2009 data), there are about 4 million pedestrian crossings into Nogales, Arizona from Nogales, Sonora per year. This number is lower than historical averages over the past decade. Recent history has shown the number of annual pedestrian crossings to be in excess of seven million. Table 3 Pedestrian Crossings per Year shows historical pedestrian counts in previous years.
Table 3 Pedestrian Crossings per Year
Year
Pedestrian Crossings
1995
4,698,049
1996
4,864,717
1997
4,643,538
1998
4,796,884
1999
4,806,076
2000
4,677,819
2001
4,874,738
2002
5,911,866
2003
5,583,533
2004
6,131,407
2005
6,930,198
2006
7,726,045
2007
7,722,877
2008
6,568,207
2009
4,038,356
Note: Crossing counts are northbound only.
2.2.2 Current Pedestrian Crossing Congestion and Delay
Pedestrian delay information was obtained from U.S. Customs and Border Protection officials. CBP provided their Border Wait Time Detail Report that shows the typical wait times experienced by a person entering the U.S. by the hour for each day of the year. Data was provided and reported on for the period from September 25, 2009 through September 24, 2010. Table 4 Pedestrian Delay in Minutes at POEs, found on the next page, shows the average wait time and the maximum wait time recorded during the day time hours shown for the entire 21 month period.
The longest average delays were experienced from 10:00 a.m. to 3:00 p.m. These times correspond well with the peak retail store shopping hours. The highest average delay during the sample period was experienced at the DeConcini Port of Entry at 10:00 a.m. The maximum delay recorded was 99 minutes at 3 p.m. and 4 p.m. at the Morley Gate and at 3 p.m. at the DeConcini POE. The maximum delay times were recorded during the week leading up to Christmas.
Final Report
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Table 4 Pedestrian Delay in Minutes at POEs
Time
Morley Gate POE
DeConcini POE
Average Delay
Maximum Delay
Average Delay
Maximum Delay
8 a.m.
0
0
8
45
9 a.m.
1
60
12
60
10 a.m.
13
60
18
45
11 a.m.
10
60
16
60
Noon
9
90
16
60
1 p.m.
9
90
15
60
2 p.m.
9
90
17
60
3 p.m.
9
99
16
99
4 p.m.
7
99
13
60
5 p.m.
4
60
11
90
6 p.m.
0
0
9
60
7 p.m.
0
0
6
60
8 p.m.
0
0
4
60
Source: US Customs and Border Protection Border Wait Time Detail Report, 09/25/2009 through 09/24/2010
2.2.3 Automobile Crash History involving Pedestrians and Bicycles
Crash data from a five year period, 2005 through 2009, was obtained from the ADOT ALISS database and reviewed to identify pedestrian involved crashes and the severity of the crash. Figure 5 Crash Injury Severity by Location, found on the next page, illustrates the locations of pedestrian and bicycle injury crashes by severity. Table 5 Crash Numbers and Severity, shown on the page following the next page, lists the number of crashes by their severity type.
During this period, 44 crashes involving pedestrians and 3 crashes involving bicyclists occurred in Nogales. Of these, 42 were in the immediate study area. Many of these crashes were located in the downtown area, although one pedestrian fatality occurred along SR 189 to the west of I-19. High frequency locations included Grand Avenue with 10 crashes, Crawford Street with 7 crashes, Morley Avenue with 4 crashes, and Court Street with 4 pedestrian involved crashes.
The 2009 Motor Vehicle Crash Facts for the State of Arizona provide statistics for pedestrian involved crashes. Based on these statistics, the average pedestrian crash rate, statewide, in 2009 was 22.35 crashes per 100,000 in population. For Nogales during the five year period from 2005 through 2009, the annual average pedestrian crash rate was 38.8 per 100,000 in population using a 2009 population of 22,659. This pedestrian crash rate far exceeds the state average. However, the study area is influenced by the significant number of pedestrians crossing into Nogales from Mexico annually. During 2009, the pedestrians entering Nogales totaled 4.0 million. This would equate to an effective increase in population of approximately 11,064 people. Taking this pedestrian influx into account, the pedestrian involved crash rate for Nogales would be 26.1 per 100,000 in population. This effective crash rate still exceeds the statewide average by approximately 17%. ADOT’s Pedestrian Safety Action Plan, May 2009, states a goal of zero pedestrian fatalities for Arizona and lists countermeasures that can be employed to help achieve this goal. Final Report
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The 2009 Motor Vehicle Crash Facts for the State of Arizona also provides statistics for bicycle involved crashes. Based on these statistics, the average bicycle crash rate, statewide, in 2009 was 29.28 crashes per 100,000 in population. For Nogales during the five year period from 2005 through 2009, the annual average bicycle crash rate was 2.6 per 100,000 in population using a 2009 population of 22,659. This bicycle crash rate is far less than the state average. Note that there is a negligible amount of bicycle traffic entering the US from Mexico.
Figure 5 Crash Injury Severities by Location
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Typical Terrazzo Sidewalk
Steel Grate Covered Drains in Morley Avenue Sidewalks
Table 5 Crash Numbers and Severity
Crash Severity
Pedestrian
Bicycle
Total
No Injury
5
1
6
Possible Injury
12
1
13
Non-Incapacitating Injury
14
1
15
Incapacitating Injury
10
0
10
Fatality
3
0
3
Totals
44
3
47
2.3 Roadway and Pedestrian Infrastructure Conditions
A field inspection of the study area was conducted on November 11, 2010. The field visit is summarized in the following comments:
• Sidewalk widths are not consistent within the downtown area.
• Sidewalk materials are not consistent; most sidewalks are concrete, but some areas of terrazzo
stone exist as sidewalks in front of a few stores, which
can be slippery when wet.
• Along Morley Avenue, drains covered with steel grates
cross the sidewalks in numerous locations.
• Most sidewalks are in fair to good condition.
• Some pedestrian crosswalks use contrasting brick or
“Bomanite” stamped/textured pavement.
• Crosswalk striping is badly worn in some locations and
repainting is needed.
• Most crosswalks are painted rather than marked with heat transfer applications.
• Not all curbing at crosswalks include ramps for the disabled. Some intersections have single 45- degree ramps rather than two 90 degree ramps, requiring wheelchair users to weave beyond the crosswalk stripes.
• There are no crosswalks across southbound Grand Avenue at Walnut Street.
• At-grade railway crossings at Court and Park Streets
do not include crosswalks, but only crossing pads.
• Pedestrians have been observed crossing the railroad
tracks north of Park Street.
• Public restrooms are found in the small park along the
west side of Morley Avenue north of Park Street.
There are no directional or wayfinding signs to these
facilities anywhere in the area. This location also has
the only drinking fountain in the area. Final Report
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Seating along Morley Avenue
Crosswalk on Sonoita Avenue
• Along the northern edge of this park there were several food vendors operating out of trailers. This was the only place to buy food in the downtown study area except for the two fast food located franchises west of Terrace Avenue.
• There is a bench located in front of the Post Office on
Morley Avenue. There is also one at the southeast
corner of Beck Street and Morley Avenue. There are
some benches at the park located at the northwest
corner of Morley Avenue and Park Street. The low
retaining walls at this park can also be used as seating.
This is the only seating available in the downtown area
that was noted during the field visit. There was no
seating observed west of Morley Street.
• There is no sidewalk along the west side of Morley Avenue north of Court Street. This is likely due to railroad right of way and car parking along this side of the street.
• There is a failing stair wall along the east side of Morley Avenue north of Beck Street.
• There are no sidewalks along SR 189, Mariposa Road. One pedestrian fatality was noted here.
• Along the east side of Arroyo Avenue, from Terminal Street south to Walnut Street, there is not a continuous sidewalk.
• There is no park and ride area or other public location to pick up or drop off pedestrians along
SR 189 Mariposa Road near the Mariposa POE.
• There is not adequate signage along I-19 approaching
the downtown area warning of a pedestrian crosswalk
located immediately around the curve ahead. The two
curves before and at Crawford Street are a potential
pedestrian hazard, especially combined with the heavy
foot traffic to and from the two fast food franchises
located in this area. Pedestrian accidents were noted at
these locations as well.
2.4 Public Parking Locations and Quantities
Most roadways in the study area have on-street parallel parking permitted. All on-street parking in the downtown area is metered. Generally, the on-street parking that is located west of Sonoita Avenue is not metered and is used by people willing to walk from this more remote location to downtown or for longer term parking by residents or people crossing the border into Mexico.
Privately owned public parking facilities are found in the vicinity of the Sonoita Avenue and Crawford Street intersection as shown in Figure 6 Privately Owned Public Parking Lots shown on the next page. This parking is primarily used by tourists crossing the border into Nogales, Sonora. The current cost for parking at these lots is $4 US per 8-hours. Final Report
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Figure 6 Privately Owned Public Parking Lots
No publicly owned public parking currently exists in the study area. Public offices and many larger retail businesses provide on-site parking for their patrons and employees. It is possible that these private lots may be used by pedestrians crossing the border into Sonora, but they do so at their own risk. The Nogales Community Development Corporation owns several parking lots at the northeast corner of East Street and Nelson Avenue that are leased to businesses in the downtown area for employee parking.
2.5 Port of Entry Operations, Facilities, and Conditions
Morley Gate: Remodeling is pending for the Morley Gate pedestrian port of entry. The concept plans for the Morley Gate Pedestrian Upgrade (dated July 23, 2010) are included in the stakeholder interview notes for Thomas Yearout, CBP, found in Appendix 1. U.S. Customs and Border Protection (CBP) have issued design standards for new ports of entry in recent years that require a buffer zone between the port of entry facilities and private properties. The two downtown crossings do not comply with these standards, as the urban structure is built right up to the international crossings. The Morley POE Final Report
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International Border at the Morley Gate POE
Morley Ave looking
south at the Morley Gate
Southbound SR 189 at the Mariposa Port of Entry
remodeling is further complicated by the fact that the structure is listed on the National Register of Historic Places, limiting what can be done and requiring that work not compromise the historic character of the structure.
Pedestrians passing through the Morley Gate pedestrian port of entry immediately exit onto International Street, an active heavily used thoroughfare in downtown Nogales. Currently the pedestrians can directly cross the street and be on the sidewalk located on the east side of Morley Avenue which is effective as this is the predominant shopping area in downtown and the east side has the most stores along its length. The upgrade plans will have the pedestrians exiting more to the northwest across International Street from the sidewalk on the west side of Morley Avenue. Since most of the pedestrians will likely cross over to the east side, these movements will need to be safeguarded with strategically positioned crosswalks.
There has been some discussion about closing International Street and making the area in front of the Morley Gate a pedestrian plaza and welcoming gateway into Nogales, Arizona. This concept would have major implications to traffic circulation in the downtown area and is not supported by the Ambos Nogales Civic Planning Vision document. A means to safeguard pedestrians and maintain traffic should be developed for the Morley Gate area.
Mariposa POE: The Mariposa Port of Entry is currently under construction for a major expansion project. When completed, this commercial POE will have 20 lanes for northbound traffic (8 commercial + 12 POV lanes) and 2 lanes for southbound traffic. Currently there are 4 commercial and 4 POV lanes. There are plans for three inspection lanes for the two southbound lanes: one for trucks, one for cars, and one for additional use. CBP officials would like to see 4 to 6 inspection booths for southbound traffic inspections.
Current GSA plans show an outbound (southbound) pedestrian sidewalk through the Mariposa POE located on the west side of SR 189 and an inbound (northbound) pedestrian sidewalk located between the northbound POV lanes on the west and the northbound commercial/truck lanes on the east. As northbound pedestrians leave the POE on the east side of SR 189, they will have to cross an access road to a POE employee parking lot (located opposite Freeport Drive), then cross the commercial/truck lanes exiting the POE onto SR 189, then cross State Port Drive providing access to the ADOT inspection facility, and then cross the driveways to the Shell Gas Station situated on the east side of SR 189 immediately north of the POE property. There are no existing sidewalks on either side of SR 189 to connect the POE sidewalks to.
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There is a pedestrian crosswalk proposed for SR 189 on the south side of the existing Freeport Drive intersection. There are reportedly plans for providing this crosswalk with a push button light for pedestrians to safely cross the highway between the inbound and outbound sidewalks. There are no sidewalks currently planned for construction outside the POE property to tie the sidewalk system within the POE to the sidewalk system in the community.
Southbound vehicular inspections back up traffic waiting to cross the border into Mexico. Stakeholders have reported the queues of southbound traffic typically extend to Target Range Road at peak times, and to the newer gas station on the west side of Mariposa Road during typical traffic loads. It was suggested that Mariposa Road needs to be widened to provide three southbound lanes to accommodate this demand.
ADOT has recognized the need to address the greatly expanded port of entry and its impact to traffic operations on SR 189, Mariposa Road. Development of a design concept report, including environmental documentation, has recently commenced. This document will look at long term improvements to the highway corridor from the Mariposa POE to its connection with I-19 and Grand Avenue. In the short term, ADOT has also recognized the need to plan and provide an interim improvement in the vicinity of the port of entry to address the impacts of the southbound inspections on traffic on SR 189. The concept for these interim improvements currently being analyzed is shown in Figure 7 SR 189 at the Mariposa POE – Interim Plans.
Figure 7 SR 189 at the Mariposa POE – Interim Plans
The Mariposa POE was not originally intended to serve pedestrian traffic since it is primarily a commercial port; but the plans for expansion include facilities for pedestrian traffic. CBP reports that some of the pedestrians using the port are brokers; people who are doing business at the POE. Other Final Report
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Transit Buses
Staged on Terrace Ave
North of Craword St
Local Transit Operator
pedestrians are bus passengers. People on buses exit the bus and are processed as pedestrians within the POE, then they re-board the bus on the other side of the border. There are currently 10 to 20 buses a day that use the Mariposa POE. In addition, there are itinerant workers from the maquiladora businesses, and other pedestrians, using this port to enter the U.S. These people are typically picked up and dropped off somewhere near the port of entry. GSA reports that the Mexican officials were planning on constructing a pedestrian overpass to allow pedestrians to cross over the vehicular traffic lanes to a parking lot that will be used for pick-up and drop-off purposes.
2.6 Transit Operations and Facilities
The various public transit providers in the study area are all privately owned and operated. While a number of bus and taxi operations have city business licenses, none have their operations regulated or directed by local, county or state governments. Public livery service is not regulated in Arizona, except for the requirements of liability insurance and driver licensure. The companies shown in Table 5 Private Transit Companies Licensed by the City of Nogales are those holding business licenses with the City of Nogales. No business relationship, operating directions, or regulations exist between these companies and the City of Nogales, or any other public agency.
Public transit studies for the Nogales area have been done in the past. These have identified the need for such service within Nogales proper, and also the need for commuter service connecting the Tubac and Rio Rico communities with the city core. Public transit operations typically only recover about 25-30% of their operating costs in fare box revenues, requiring subsidies from public monies. ADOT provides federal grant funding for rural operations, but competition for these funds is keen. State funding for this program historically came from the Local Transportation Assistance Fund (LTAF) generated by lottery proceeds; but this funding source was recently “swept” by the state legislature to assist in budget balancing due to the current economic conditions.
Nogales is also served by a number of privately owned and operated intercity bus and shuttle services, including Greyhound. Most of these are either over the road coach services connecting cities further south in Mexico to major U.S. destinations, or are shuttles to Tucson and Phoenix, serving the airports in those cities. There are also a number of taxi operators in Nogales. Taxis congregate along the west side of Morley Avenue just north of Park Street.
Local transit operators provide service between the downtown area and major retailers, such as Walmart and Kmart located further north in Nogales in the vicinity of Mariposa Road between I-19 and Grand Avenue (B-19). Walmart has installed passenger shelters and a transit stop along the western entry to their parking area, in an attempt to structure bus circulation through their property. Bus operators in the past have congregated along Terrace Avenue south of Crawford Street. This is also the location for the local Greyhound station. However, this segment of Terrace Avenue is being reconstructed under a grant Final Report
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received through the Transportation Enhancement Grant Program. Currently, the jitney buses are using Terrace Avenue north of Crawford Street for staging purposes.
Table 6 Private Transit Companies Licensed by the City of Nogales
Company Name
Location
Company Name
Location
Acosta Taxi
288 W. Third St.
Gama Shuttle
30 N. Terrace
A&R Shuttle
35 N. Terrace
Garcia’s Shuttle
49 N. Terrace
Armenta’s Taxi
468 International
GCL Shuttles
49 N. Terrace
Arvizu Taxi
35 N. Terrace
Gera’s City Bus
828 N. Briggs Place
Ayala’s Shuttle
35 N. Terrace
JG Shuttle
266 W. Mix
B Lopez Shuttle
45 N. Terrace
LM Shuttle
42 N. Terrace
Beltran Shuttle
32 N. Terrace
Lolita’s Shuttle
95 E. Beck Street
Beltran Taxi
35 N. Terrace
Lopez Taxi
Rio Rico, AZ
Benitez Shuttle
42 N. Terrace
Macias Cab
259 E. Durango
Benjamin’s Shuttle
35 N. Terrace
Maverick Shuttle
45 N. Terrace
Carlos Dabdoub Bus Service
71 E. Bungalow Ct.
Monica’s Shuttle
35 N. Terrace
Castro’s City Bus
246 W. Third St.
Morena Shuttle
42 N. Terrace
Chavez Express Shuttle
266 W. Mix St.
Natty’s Shuttle
266 W. Mix Street
C. B. Chandler Shuttle
Chandler, AZ
Nogales Border Shuttle
30 N. Terrace
City Taxi Service
288 W. Third St.
Nogales Shuttle Express
45 N. Terrace
Compadres City Bus
41 N. Terrace Ave.
Osorio Bus Service
930 N. Grand Ave.
Cuba Taxi
32 N. Terrace
Quihui’s Taxi
Rio Rico, AZ
Dabdoub Bus Services
277 W. Third St.
RBC Shuttles
49 N. Terrace
DJ Cab
35 N. Terrace
Sahuaro Shuttle
35 N. Terrace
D&W Shuttle
45 N. Terrace
Sahuaro Road Runner
45 N. Terrace
8A’s Taxi
923 W. Kelsey
Sam’s Taxi
35 N. Terrace
El Indio
45 N. Terrace
Santos Bus Service
Rio Rico, AZ
El Moreno
449 W. Noon
Shuttle Mexico LLC
Mesa, AZ
Encinas Taxi
288 W. Third
Silva Shuttle
45 N. Terrace
Express Nogales Shuttle
48 N. Terrace
Sofia’s Taxi
441 N. Grand Ave.
Fiesta Shuttle
266 W. Mix
Taxis Hernandez
266 W. Mix Street
4Aces Shuttle
35 N. Terrace
Transporte Supremo LLC
Phoenix, AZ
Frontera Nogales
49 N. Terrace
Union Transportes de Nogales
42 N. Terrace
Frontera Shuttle Service
49 N. Terrace
Zurdo’s Taxi
Terrace Avenue
There are no designated bus stops, pullouts, or signs in the study area. There are a number of shelter structures that were installed in the past at various locations, but they are not used nor were they correctly located or provided with pullouts. Study stakeholders have stated that these shelters were primarily installed by a private entity for advertising purposes. Buses tend to stop in the traffic lane for passengers, or pull into available on street parking or off street private lots. The bus operations cause some degree of traffic congestion due to the lack of signage and designated pullout locations.
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UPRR Tracks – Looking South across Park Street
2.7 Rail Operations and Impacts on Pedestrian Circulation
The Union Pacific Railroad line crosses the border between the Morley Gate and the DeConcini POEs; between Morley Avenue on the east and Grand Avenue on the West. Traffic on this line consists of “unit trains” of approximately 100 cars each. These trains are about 5,000 feet in length. As the trains cross the border, each individual car is x-rayed to determine content. If concerns about an individual car are raised, the train is stopped along the siding north of town near Rio Rico. Because of the border security operation, and conflicts with at-grade pedestrian and street crossings in town, these trains travel through the study area at 5 miles per hour. This slow speed causes significant delay along roadways crossing the railroad at grade and for pedestrians wanting to cross the railroad tracks as well. This condition is worsened when trains travel through the downtown area during peak travel periods. Train schedules change based on demand, but currently 7 trains a day, operate in this corridor. Total delay at any given crossing is reported to approximately 20 to 30 minutes for each train. This can add up to nearly three hours a day total.
Previous studies have identified the need for a grade separated crossing of the railroad within the study area to accommodate vehicular and pedestrian traffic. A pedestrian crossing in the downtown area would help address pedestrian connectivity as well. There is a relatively new pedestrian crossing of the railroad tracks and arterial streets in Nogales, Sonora near the border. While no train/pedestrian accidents were found in the ADOT ALISS crash data, local stakeholders report that pedestrians often cross the tracks in mid-block locations, especially to the north of Park Street in the vicinity of the extension of Crawford Street to the east. The extension of Crawford Street has been envisioned as one of the possible locations for a grade separated crossing of the railway. The Unified Nogales Santa Cruz County Transportation Plan 2010 also recommended a grade separated pedestrian crossing of the railroad at Court Street.
2.8 Bicycle Facilities
There are no developed bicycle facilities on the study area. During the field inspection, no bike lanes, routes, signage, or racks were noted in the immediate study area. While some local stakeholders did mention bicycle traffic in the area, most commented that there was very limited bicycle use. However, it was acknowledged that the limited bicycle use in the downtown area might be attributed to the lack of bicycle facilities. The crash data analyzed did produce evidence of some bicycle crashes as well. As bicycles crossing the border must use the automobile lanes through the POEs, it is inferred that almost all bicycle traffic in the area is generated on this side of the border.
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Santa Cruz County Court House
Old City Hall
3.0 Cultural and Historical Conditions
Ambos Nogales is, in part, an old, historic community. The towns have been here since the railroads met at the international border in 1881. In the downtown area, there are a number of structures listed on the National Register of Historic Places.
The National Register of Historic Places is the Nation's official list of cultural resources worthy of preservation. Authorized under the National Historic Preservation Act of 1966, the National Register is part of a program to coordinate and support public and private efforts to identify, evaluate, and protect our historic and archeological resources. Properties listed in the Register include districts, sites, buildings, structures, and objects that are significant in American history, architecture, archeology, engineering, and culture. The National Register is administered by the National Park Service.
In the downtown study area, there is a “Multiple Resource District”, which is bounded by the International Border on the south; Oak, Plumb, Quarry, and Ellis streets on the north; Wayside and Summit Avenue on the east; and Grinnell, Grand View, West and Chenoweth Avenues on the west. Individual listed properties include the Nogales Post Office at the northeast corner of Hudgins Street and Morley Avenue, the old Nogales City Hall (now the Pimeria Alta Museum) at the northeast corner of Grand Avenue and Crawford Street, the Santa Cruz Court House at the northeast corner of Morley Avenue and Court Street, and the U.S. Customs House at the northwest corner of Terrace Avenue and International Streets. In the downtown area, the State Historic Preservation Office has identified 32 individually listed properties including the ones noted in the above paragraph.
There are two “Historic Residential Districts”, Crawford Hill dated between 1880 and 1935, and Marsh Heights, dated between 1909 and 1930. The former includes 216 structures of which 164 are contributing in character, and the latter includes 23 properties, of which 17 are contributing in character.
The Juan Bautista de Anza National Historic Trail is along the Santa Cruz River near the study area. This was the first overland route from Mexico to the settlement of San Francisco, originally crossed in 1775. There is an “Anza Trailhead Room” in the old 1904 Nogales Court House located at 21 East Court Street.
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Public Restrooms Downtown
Local Landmark
4.0 Programmed Improvements
The Transportation Improvement Program (TIP) of the SouthEastern Arizona Governments Organization (SEAGO) includes no projects within the City of Nogales. The Santa Cruz County Public Works Department does not maintain a current TIP due to the lack of funding for any projects. The County spends their available monies on maintaining the current system. This is also the case, for the most part, with the City of Nogales.
The Unified Nogales Santa Cruz County Transportation Plan 2010 includes a listing of short, medium and long range projects for the City of Nogales inclusive of pedestrian and bicycle projects. These programs include a number of needed projects within the study area.
5.0 Stakeholder Identified Issues and Needs
The stakeholders interviewed identified a number of improvements they felt should be made to the pedestrian circulation system within the study area. Some of the identified needs were common to many of the stakeholders, representing good local support for most of the identified needs. Many of these same concepts were also cited by local public agencies as needed pedestrian circulation system improvements. The indication is that the public will support most, if not all, of these improvements when funding becomes available from any and all sources. Sometimes divergent opinions were found on some issues which are to be expected.
Key specific needs identified by the stakeholders are summarized below:
• Wayfinding is needed in the downtown area; wayfinding
should help people find the library, city hall, old city hall,
post office, police station, retail district, grocery stores,
shopping plazas, public restrooms, transit services, etc.;
wayfinding signage needs to be bilingual with maps and
directions.
• More visible and prominent street name signs are needed.
• North of the Food City store and Terminal Street, between the railroad tracks and the library on the east side of Grand Avenue, there is a large privately owned parking lot that is little used – the City or merchants could explore providing a shuttle service for people (or possibly employees) parking in this location during peak periods.
• There needs to be designated areas near all the port of entries for pick-up and drop-off purposes.
• Improvements are needed at the Morley Gate area to provide for safe and convenient crossing of International Street and Morley Drive. Final Report
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• There needs to be a specific and suitable staging area for the jitney buses to better organize and control this activity.
o Regulate the bus services so the dependability and quality of service are improved, the equipment is safe, that reasonable guidelines are followed, and an additional source of revenue is gained.
o Provide bus pull-outs at major destination points for safe pick-up and drop-off of passengers.
• The pedestrian sidewalks at the new Mariposa Port of Entry (under construction) will terminate at the POE property line; there is a need to provide connectivity of these walks for pedestrians to
connect to the developed areas of town via sidewalks/paths,
pick-up/drop-off activities, and to transit services.
• The Nogales community has a large bicycle ridership
population and there is an opportunity for Nogales to plan
to add bike lanes on appropriate routes and there could be a
multiuse/bike path running from the Mariposa POE along SR
189 and along Grand Avenue to the downtown POEs;
connecting with the high school, the Walmart shopping
area, City Hall/services, the Library, grocery stores, and the
downtown shopping areas.
• Public transit would provide good connectivity between downtown, the Walmart shopping area, and the Mariposa port of entry.
• The crosswalks on the major streets such as Grand Avenue, Arroyo Avenue, Morley Avenue, Sonoita Avenue, Crawford Street, and Park Street need to have some kind of lights to warn drivers of the presence of pedestrians such as push button activated ped crossing signals and/or in-pavement LED lights; the crosswalks should be constructed with stamped and colored paving and/or heat transfer applications instead of with paint.
• There needs to be at least one pedestrian bridge over the railroad tracks in downtown Nogales to provide for pedestrian circulation and safety when trains are operating; barriers need to be
installed to preclude people from cutting across the railroad tracks at
locations other than designated crossing routes.
• Improve any of the sidewalks where the sidewalk is rough; where the
surface may be slick when wet; and where drain, basement opening,
or utility covers may create a trip hazard.
• The crosswalk on Sonoita Avenue between Compound Street and
Crawford Street (in front of the Burger King restaurant) is a concern
due to high speed traffic coming off I-19 rounding a curve
immediately ahead of the crosswalk; advance warning and speed
control on the route is needed.
• Additional crosswalks on Grand Avenue are needed in the vicinity of
the Food City grocery store and Alamo Plaza area.
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Brick Pavers – International St
• The crosswalks on Crawford Street at Terrace Avenue are a safety concern and advance warning and speed control on this street is needed.
• The crosswalks at the Grand Avenue and Crawford Street intersection are very long due to the number of lanes being crossed and the traffic is very heavy – there is a need to consider mid-crossing refuge islands; the wait time for a legal crossing signal is too long encouraging crossing against the light – adequate pedestrian signal timing needs to be provided.
• Locations needing crosswalks include:
o Across Grand Avenue on the north side of Park Street.
o Across Grand Avenue at Elm Street.
o Across Arroyo Avenue on the north side of Plum Street.
• Provide for more, conveniently located parking proximate to
downtown.
• Install sidewalks where missing to make connect routes.
• Crosswalk locations need to be provided with ADA
accessibility ramps to accommodate the disabled people using the facilities.
Following the subsequent section, 6.0 Findings, there is a series of exhibits (Figures 8A through Figure 8F Identified Pedestrian Circulation Needs), in 11” x 17” format, that show the location of some of the identified pedestrian infrastructure needs, such as crosswalks, on aerial photographs of the downtown study area. Figure 9 Study Area Photographs includes a sampling of photographs taken during several field visits to Nogales as part of this study. These photographs are intended to provide an enhanced perspective on the nature and type of pedestrian infrastructure present in the study area in Nogales.
Also included in the exhibits section is Table 7 Sidewalk Information that shows sidewalk locations, widths, and condition for a number of the roadway segments within the downtown study area. The table does not show all sidewalks in the study area, but is a wide representative sample. These sidewalks were field inspected on November 11, 2010.
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Bus Depot – Terrace Ave S
Crawford St/Terrace Ave X-walk
6.0 Current Condition Findings
This paper identifies and describes the current conditions of the pedestrian circulation system in Nogales for the study area that is contiguous to, and in the vicinity of, the three land ports of entry on the international border with Mexico: the Morley Gate pedestrian port, the DeConcini vehicle and pedestrian port, and the Mariposa commercial port. Nogales is a thriving, vibrant retail center drawing many consumers across the border from Nogales, Sonora for shopping, groceries, goods, and services. The downtown area is rich in history, culture, and social activities. The area also draws a lot of visitors to the community; some of which cross the border into Nogales, Sonora as well. There is an incredible amount of foot traffic intermingled with heavy vehicular traffic made up of local traffic circulation, visitor travel, and significant traffic crossing through the vehicular port of entry. Enabling and enhancing the pedestrian’s ability to safely circulate around the downtown area, and to find transit opportunities, is paramount to the economic and social fabric of the community. Some of the more important findings of this study of current conditions of pedestrian circulation include the following:
Generally the sidewalks in the study are in fair to good
condition. For the most part, the streets in the study area are provided
with sidewalks on both sides; however there are some gaps
where sidewalk is missing. There are some locations where sidewalk ramps meeting
ADA criteria are needed to provide good circulation and
accessibility for the disabled. Other than at Karam’s Park at the northwest corner of Park Street and Morley Avenue, there are very few pedestrian amenities provided in the downtown area such as benches, shade, water fountains, trash receptacles, bike racks, etc. There is an existing public restroom located along Morley Avenue in Karam’s Park, but there is not one located anywhere to the west of Grand Avenue. There is an information kiosk at Herald’s Square located on the south side of Crawford Street between Grand Avenue and Terrace Avenue and another one located to the south near the steps up from the DeConcini Port of Entry to Terrace Avenue; however, there are no other signage and wayfinding facilities in the community. Most of the crosswalks in the downtown area are painted
and many are in need of repainting or upgrading with heat
transfer markings. There are locations where no crosswalks exist, but are
needed. There are locations where crosswalks exist, but need to be
enhanced and provided with advance warning and speed
control measures on the street approaches. There is not a grade -separated crossing structure for the
UPRR tracks in downtown Nogales to safeguard the public when trains are operating on the railroad tracks. Final Report
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The private bus transit providers are currently unregulated and the service is reported to not always be reliable and the safety of the equipment is unknown. There currently are no community facilities provided for the private bus operators such as pull-out for safe pick-up and drop-off of passengers or a well planned staging area. There seems to be a fair supply of parking in downtown Nogales consisting of metered and unmetered on-street parking and pay parking in private lots, with more remote lots currently underutilized. There are no bicycle facilities or amenities in downtown Nogales. There have been a number of crashes involving pedestrians in the study area, including some fatalities and those locations need to be investigated for pedestrian safety improvements. There are no facilities for pedestrians along SR 189 north of the Mariposa Port of Entry.
Narrow Sidewalk
At the Library Final Report
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Figure 8A Identified Pedestrian Circulation Needs Final Report
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Figure 8B Identified Pedestrian Circulation Needs Final Report
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Figure 8C Identified Pedestrian Circulation Needs Final Report
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Figure 8D Identified Pedestrian Circulation Needs Final Report
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Figure 8E Identified Pedestrian Circulation Needs Final Report
Page 33
Figure 8F Identified Pedestrian Circulation Needs Final Report
Page 34
Figure 9 Study Area Photographs Final Report
Page 35
Final Report
Page 36
Table 7 Sidewalk Information
Street
From
To
Side
Width in feet
Condition
Side
Width in feet
Condition
Comments
Nelson Avenue
International St.
East St.
West
6'
Fair
East
5.5
Fair
No ramps at corners
Morley Avenue
International St.
Park St.
West
8
Fair
East
7 to 8
Good
Terrazzo material on east side
Morley Avenue
Park St.
East St.
West
7.5"
Fair
East
8.5
Fair
Some mismatched pavement types on east side
Morley Avenue
East St.
Court St.
West
6-7.5
Good
East
8.5-9
Fair
Drains across sidewalk with covers
Morley Avenue
Court St.
Hudgins St.
West
None
N/A
East
8.5
Good
No sidewalks on West side due to UPRR
Morley Avenue
Hudgins St.
Beck St
West
None
N/A
East
8.5
Fair
No sidewalks on West side due to UPRR
Morley Avenue
Beck St.
Wayside Dr
West
None
N/A
East
6
Fair
Stair wall failed ~40 ft. north of Beck St.
Robins Avenue
International St.
Park St.
West
None
N/A
East
None
N/A
One way street no parking on east, loading for building rear entries, UPRR on west
Grand Avenue
Crawford St.
Elm St.
West
11 to 7
Fair
East
10
Fair
Grand Avenue
Elm St.
Walnut St.
West
6 to 7
Fair
East
None
N/A
Only spotty sidewalk on East side, many parking lots
Grand Avenue
Walnut St
Plum St.
West
6
Good
East
6
Good
Arroyo Ave.
Crawford St.
Elm St.
West
11 to 7
Fair
East
8
Fair
Arroyo Ave.
Elm St.
Walnut St.
West
6
Fair
East
6
Fair
Terrace
South End
Crawford St.
West
N/A
N/A
East
6 to 7
Fair
West side under construction during field tour
Terrace
Crawford St.
Elm St.
West
7.5
Fair
East
7.5
Fair
West St.
I-19
Crawford St.
West
7.5
Good
East
8.5
Good
International St.
Robins Ave.
Morley Ave.
North
13.5
Good
South
3.5
Good
Brick pavers on North side
International St.
Morley Ave.
Nelson Ave.
North
11
Fair
South
3.5
Good
Park St.
Grand Ave.
Robins Ave.
North
7.5
Good
South
8.5
Fair
Park St.
Robins Ave.
Morley Ave.
North
7.5
Fair
South
8.5
Fair
Crawford St.
Sonoita Ave.
Grand Ave.
North
5
Good
South
5
Good
East St.
Morley Ave.
Nelson ave.
North
4.5
Fair
South
4.5
Fair
Elm St.
Terrace Ave.
Grand Ave.
North
5
Fair
South
5
Fair
Court St.
Grand Ave.
Morley Ave.
North
5.5
Good
South
5.5
Good
Walnut St.
Arroyo Ave.
Grand Ave.
North
7.5
Fair
South
7.5
Fair
Final Report
Page 37 7.0 Future Conditions Inventory
7.1 Land Use and Population
7.1.1 Future Population Projections
The Arizona Department of Commerce is responsible for official population projections for Arizona cities, towns, and counties. Table 8 Population Projections for the Study Area shown below contains the population projections for the years 2015, 2020, and 2030 for the City of Nogales and the Nogales Census County Division (CCD). The CCD is the Nogales metropolitan area, and includes Rio Rico, Tubac, Tumacacori, and Carmen. Also included for comparison are the current 2011 population estimates for the City and its CCD.
Table 8 Population Projections for the Study Area
Year
City of Nogales
Nogales CCD
2011
23,065
47,885
2015
23,662
52,338
2020
24,783
57,534
2030
26,336
66,368
The growth rate for the CCD is much higher than for the City. The city is projected to grow at less than one percent (0.7%) per year, while the CCD areas outside the city (primarily Rio Rico) are projected to grow at 3.37% per year. While this should translate into economic growth for the Nogales community in general, and the study area specifically, most of the pedestrian traffic in the area is from the border crossings through the POEs. For this reason, population projections for Nogales, Sonora and for the State of Sonora are also worthy of note. These population projections are provided in the following table.
Table 9 Population Projections for Nogales, Sonora and the State of Sonora
Year
City of Nogales Sonora
State of Sonora, Mexico
2010
218,948
2,532,639
2015
242,335
2,631,985
2020
263,454
2,716,953
2030
297,932
2,841,311
Source: Mexico’s Instituto Nacional de Estadística y Geografía (INEGI)
The City of Nogales, Sonora is projected to grow at a rate of 1.8% per year, and the State of Sonora is projected to grow at a slower rate of 0.06% per year. Final Report
Page 38 7.1.2 Land Use and Employment
The land use within the study area is somewhat varied. The downtown study area surrounding the Morley and DeConcini POEs is primarily comprised of retail and service retail (such as banks and auto service) uses. There are also some office uses and government uses in the area. Although limited, some residential uses are also present. The Unified Nogales Santa Cruz County Transportation Plan 2010 included the development of a travel demand sketch plan model that was used to forecast future traffic levels in 2030. The development of this model used population projections and future employment projections and trends based on planned land use.
During the preceding study, the magnitude and distribution of future employment was estimated by Wilbur Smith Associates. For 2007-2008, there were 1.04 employees per housing unit. Assuming this ratio remains constant, and applying it to the 23,800 housing units forecast for 2030, results in a 2030 forecast of 24,746 employees for western Santa Cruz County. This represents an increase of 10,218 employees (70%) over the estimate of 14,500 for 2007-2008.
The new City of Nogales General Plan 2010 contains a land use element that focuses on smaller specific planning areas within the city rather than using traditional fixed land use designations. New development would then utilize an application and process for Planned Area Development approval with specific attention paid to conformance with the Plan policies and design standards rather than on an exclusive list of allowed land uses.
City of Nogales General Plan
Major Planning Areas Exhibit Final Report
Page 39 One area of focus in the General Plan is the Centro Cultural Planning Area, including the historic downtown and the Morley and DeConcini POEs vicinity. The Plan calls for reinvestment and revitalization efforts to enhance the economic viability of this area as a destination center while preserving its cultural and historic heritage. The Plan also focuses on the Centro Commercial Planning Area, which includes the regional retail area surrounding the northern segment of Mariposa Road. The Plan supports actions to promote this area as the regional commerce center of Nogales. The Mariposa International Gateway Planning Area includes the Mariposa POE area, much of the Mariposa Road/SR 189 corridor, and the areas around Carondelet Holy Cross Hospital and surrounding health care facilities. The General Plan identifies a number of other specific planning areas including the Centro Civico surrounding the city governmental complex and the Parque Industrial Grand and Parque Industrial Mariposa, targeting industrial areas along the northern segment of Grand Avenue and the industrial areas north of the Mariposa POE respectively.
The Nogales General Plan also includes a Growth Areas Element. This includes goals, policies and implementation strategies designed to transform Nogales into the “Premier International Port of Entry” that may serve as a model for other border communities to emulate. These goals include the following:
1. Solidify the City’s position as a premier center for commerce and international trade in the Canada/Mexico (CANAMEX) corridor;
2. Use the railroad to the City’s benefit for ancillary industry and border trade;
3. Revitalize downtown as an attractive, mixed-use, historic urban core that capitalizes on the DeConcini and the Morley Gate Ports of Entry;
4. Take full competitive advantage of the Mariposa Port of Entry;
5. Create the employment and retail base needed to secure the long term fiscal vitality of the City;
6. Provide a safe and efficient multimodal transportation system that includes fully integrated ports of entry, vehicular, transit, pedestrian and bicycle modes;
7. Conserve significant natural resources and open spaces while taking full advantage of eco-tourism opportunities;
8. Support the phased infrastructure expansion and updates required to serve the existing and anticipated growth of the City and its floating population of 55,000;
9. Promote the public and private construction of timely and financially sound infrastructure expansion through the use of infrastructure funding and financial planning that is coordinated with development activity; and
10. Identify, pursue and secure grants and other funding sources to successfully implement this General Plan.
Employment and business development activities in the areas identified for growth by the City’s General Plan will require not only improved pedestrian facilities but also transit connectivity to a number of areas not currently served by the existing shuttles. The shuttle buses primarily focus on retail areas rather than employment destinations.
Morley Avenue
Shopping District Final Report
Page 40 7.2 Future Pedestrian Activity in the Study Area
The Nogales POEs currently handle over 50% of the pedestrian crossings through all Arizona POEs. Most of this pedestrian activity is centered on the Morley and DeConcini POEs in the downtown Nogales area.
In 2009, there were about 4.24 million pedestrian crossings into Nogales, Arizona from Nogales, Sonora. This number is lower than historical averages over the past decade. Table10 Historical Pedestrian Crossings per Year below shows the historical pedestrian counts in the previous decade.
Table 10 Historical Pedestrian Crossings per Year
Year
Pedestrian Crossings
2000
4,677,819
2001
4,874,738
2002
5,911,866
2003
5,583,533
2004
6,131,407
2005
6,930,198
2006
7,726,045
2007
7,722,877
2008
6,568,207
2009
4,240,000
7.2.1 Projected Future Pedestrian Crossing Volumes
In 2008 and 2009, Arizona State University (ASU), Department of Industrial Engineering and Department of Supply Chain Management conducted a study to forecast activity levels by mode at the Nogales Ports of Entry. This study was funded by a grant from ADOT. The study included efforts to predict future pedestrian crossing activities. The study determined that personal vehicle crossings and pedestrian crossings were especially sensitive to economic conditions; much more so than commercial traffic. The report also noted that the increased security measures following the events of September 11, 2001 had a significant effect on personal vehicle crossings, more than on pedestrian crossings.
The report projected short term (five year), medium term (ten year), and longer term (fifteen years) pedestrian crossing levels. The report noted that the level of personal vehicle crossings, based on longer-term trends, was expected to increase following recovery from the recent economic downturns. The key question, beyond the scope of the study, was when the recovery would begin, and when the economic conditions would return to “normal”, and what the “new normal” would be.
For the five year projections, a trends analysis was done, and for the medium and long term projections, the study used a more complex analysis beyond a point of economic recovery placed in Final Report
Page 41 2015 for analysis purposes. This more complex analysis included an index of industrial production and an evaluation of the exchange rate between the dollar and the peso. This analysis yielded three economic scenarios for border crossing activity, one extremely pessimistic and two more optimistic and closer to a long term trends evaluation based on the period from 1995 to 2007.
Their short term model predicted a decline of pedestrian crossings to a low of about 3,500,000 annually for the five years after their study (2010-2014). This is not significantly removed from the current drop to 4.24 in 2009 and the further drop to 3.67 million in Fiscal Year 2010 (full year ending 9-30-2010).
The long range projection for the extremely pessimistic projection showed 4.77 million annual pedestrian crossings in the year 2024. Of note is that this projected amount is lower than the peak year in 2006. The two more optimistic scenarios, which produced almost identical results, projected an increase ranging from 12.54 million to 13.72 million pedestrian crossings by 2024. Both of the more optimistic scenarios significantly exceed the historic peak pedestrian crossings of 7.73 million in 2006.
Pedestrian delay information at the Ports of Entry was obtained from U.S. Customs and Border Protection officials and reported on in the current conditions section. Average delays of up to 12 minutes for pedestrian crossings at the Morley POE and 18 minutes at the DeConcini POE were reported in 2010, with short period delays of up to 90 minutes also being reported. If these delays occurred with a crossing level under 4 million per year, additional capacity would of course be needed to accommodate the forecast levels in the future or, alternately, delay time would be expected to increase accordingly.
Many of the pedestrians crossing the border at the Mariposa POE are bus passengers who must alight from the buses and cross through the POE on foot being processed as pedestrians. Others are business clients for port related enterprises and nearby industries.
Pedestrian Crossing Projections
Source: Forecast and Capacity Planning for Nogales’ Ports of Entry, ASU 2010 Final Report
Page 42 Shuttle Bus Staging Area along North Terrace Avenue
7.2.2 Pedestrian Origin and Destination Survey
A survey of pedestrian destinations and opinions on needed improvements was conducted at the three Nogales Ports of Entry. Representatives of the Nogales Community Development Corporation conducted this survey. At the Morley Gate POE, 51 pedestrians were surveyed; at the DeConcini POE, the number was 52; and at the Mariposa POE, 38 pedestrians were surveyed. Trip origins were assumed to be the POEs, as the study area does not extend southward beyond the border. The respondents were asked about their primary destinations, other secondary destinations, whether bus or taxi service would be used in their trip, pedestrian improvements they felt were needed for the area, and any hazards to pedestrians perceived.
The actual survey form is included as an appendix to this report.
Summary of Responses
Note: Responses shown do not equal the total number of people surveyed due to multiple responses to some categories.
Morley Gate POE - 51 surveys completed
Primary Destination No. of Responses
General shopping in area 31
Varied specified retailers 5
Food City 4
Payless 3
Walmart 2
Destination outside the area 3
Bank 1
Home in area 1
Visit friends and relatives 1
Work 1
Secondary Destination No. of Responses
None 32
Walmart 7
Food City 7
Other merchants 3
Tucson 1
Bus or Taxi Used No. of Responses
No 35
Yes 12
Picked up by private auto 4
Pedestrian Improvements Needed No. of Responses
Restrooms 13
Wider Sidewalks 7 Final Report
Page 43 Pedestrian Bridge over Railroad 6
More/Closer/Free Buses 3
Signs to Restrooms 2
Faster border crossing 2
Move trains to evenings/night 2
More parking 2
Auto free zone 1 block north of border 2
None 15
Pedestrian Hazards Identified No. of Responses
None 36
Boxes/Merchandise on Sidewalks 5
Train operations 4
Sidewalk repairs 3
“The people who work at the gate” 1
DeConcini POE - 51 surveys completed
Primary Destination No. of Responses
General shopping in area 34
Varied specified retailers 8
Destination outside the area 6
Home in area 2
Secondary Destination No. of Responses
None 30
Walmart 15
Food City 7
Visit Friends/Family 3
J.C. Penney 2
K-Mart 1
Bus or Taxi Used No. of Responses
No 31
Yes 12
Picked up by private auto 9
Pedestrian Improvements Needed No. of Responses
Restrooms 13
Wider Sidewalks 2
Pedestrian Bridge over Railroad 7
More parking 6
Closer bus stops 4
Auto drop off staging area 3
Signs to restrooms 2
Drinking water 2
Rail Crossing of Street and Sidewalks in Downtown
Public Restrooms Final Report
Page 44 Longer walk cycle on signals 2
More roadway capacity 1
None 26
Pedestrian Hazards Identified No. of Responses
None 45
Sidewalk repairs 7
Road Construction 1 (assumed along South Terrace Avenue)
Mariposa POE - 38 surveys completed
Primary Destination No. of Responses
Walmart 11
Destination outside the area 5
J.C. Penney 4
Home in area 4
Customs Broker 4
To work in the area 3
Auto Zone 3
Free Trade Zone Businesses 2
General shopping 2
Visit friends and relatives 2
Warehouse 1
Secondary Destination No. of Responses
None 34
Morley Avenue shopping district 3
J.C.Penney 1
Bus or Taxi Used No. of Responses
No 34
Yes 1
Picked up by private auto 9
Pedestrian Improvements Needed No. of Responses
Public Transportation to
downtown Nogales Retail Areas 23
None 15
Pedestrian Hazards Identified No. of Responses
None 38
7.2.3 Pedestrian Origin and Destination Survey Findings
Many of the findings from the surveys confirmed issues that were identified in the current conditions report. Others raise additional issues to be evaluated further in this study. The responses provide numerous options for alternatives evaluation and possible future projects.
Bus Station South Terrace Avenue
Grand Avenue
Crosswalk Final Report
Page 45 Transit Connectivity – The most notable finding perhaps is the high response on the need for transit connectivity between the Mariposa POE and the downtown and north Mariposa Road retail areas. Bus riders indicated the need for easy connections to both local shuttle buses and to intercity coach and shuttle services to Tucson, Phoenix, and other external destinations. The local shuttle bus services have been staging along Terrace Avenue in the block north of Crawford Street and the regional bus depot is located on Terrace Avenue South of Crawford Street. The local shuttle bus do circulate around the downtown area to pick up and drop off passengers especially along Grand Avenue near the DeConcini POE, along Morley Avenue and International Street near the Morley Gate POE, and along the south end of Terrace Avenue opposite the walkway from the DeConcini POE. Ideally, the bus and taxi staging areas would be in close proximity to the POEs, but that might prove to be impractical or too expensive to accommodate. Regardless of the location of the transit staging areas, better directional signage and a centralized operation center is desirable.
Railroad Overpass – The need for a pedestrian grade separation across the railroad was a major response at both downtown POEs.
Pick-Up and Drop-Off Areas – Another notable finding is the number of pedestrians crossing the border who continue their trip via private automobile. Pick-up and drop-off areas protected from through traffic lanes will need to be explored. This will be a continuing issue at the Mariposa POE as well due to the number of people picked up or dropped off there. A combined “Kiss-and-Ride” pick-up and drop-off area and a Park-and-Ride facility located near the Mariposa POE is a good solution, along with a similar facility in the downtown area near each POE.
Pedestrian Amenities – The need for more public restrooms and directional signage to find them in the downtown area is clear from the great number of responses. Since water service is needed for restrooms, this is also a logical location for drinking fountains. In Arizona, shade structures and benches are especially important to encourage more pedestrians.
Other Topics – As is typical with surveys, some responses are in conflict with others. A number of pedestrians indicated the need for wider sidewalks clear from merchandise and delivery storage. In the downtown area, this can only be done at the expense of on-street parking in those locations. As parking was also a clearly defined need, there is a balance of sufficient parking versus wider sidewalks with more pedestrian amenities. If adequate locations can be found for several close-in public parking lots, this could allow removal of some on street parking, such as along sections of Morley Avenue; especially within a few blocks of the Morley Gate POE. Several respondents at the Morley Gate POE suggested an auto-free zone for a block north of the border crossing. Replacing those parking spaces could play a role in creating a pedestrian plaza that could enable street fairs and events. Such an
Typical Local Shuttle Bus
on S Terrace Avenue turning east onto Crawford Street
Benches at Karam’s Park Final Report
Page 46 option would necessitate close coordination with and cooperation by merchants to reroute deliveries or reschedule them to off peak hours.
Comments were also made on the need for longer times for pedestrian crossings where traffic and pedestrian signals exist. These remarks correspond with the stakeholder input received and reported on in the current condition section of the report for median refuges, crosswalk flashers, and pedestrian activated crosswalks.
7.3 Future Roadway and Pedestrian Infrastructure Conditions
The sketch plan travel demand model used for the Unified Nogales Santa Cruz County Transportation Plan 2010 predicts future traffic volumes. These volumes are then used to analyze the street carrying capacities using a measuring tool called Level of Service (LOS). Beginning in 1965, the Highway Capacity Manual divided street LOS into six letter grades, “A” through “F,” with “A” being the best and “F” being the worst. With the “A” through “F” LOS scheme, traffic engineers are better able to explain to the general public and elected officials the operating and design concepts of highways. The LOS letter scheme caught on so well that it is now used throughout the United States in transportation. Small urban and rural areas typically seek to achieve a Level of Service “C” or better for roadway operations. It is useful to understand the volume of traffic projected on major streets in the downtown area. The amount of traffic has a distinct impact on pedestrian movements and safety.
The Unified Nogales Santa Cruz County Transportation Plan 2010 provided forecasts showing the gradual increasing of traffic congestion in the broader area, which also includes the current study area. Increased traffic is caused not only by population and employment growth in the area, but also by increased levels of border crossing traffic. Excerpted from that report, Figure 10 2007 Level of Service, shown on the next page, illustrates the LOS in Nogales present in 2007. Figure 11 Predicted 2030 Level of Service, also found on the next page, shows the projected worsening LOS on study area roadways in 2030. By that time, traffic conditions will worsen significantly on Grand Avenue and on Arroyo Avenue north of Crawford Street, and on Morley Avenue from East Street to Grand Avenue, both major pedestrian use and circulation areas. Increased traffic levels here will affect pedestrian crossings and signal operations making it more difficult for pedestrians to safely and conveniently navigate these roadways.
Traffic volumes will increase and congestion will also worsen on Western Avenue and on Mariposa Road/SR 189. The increased traffic on Mariposa Road will make both pedestrian and bicycle travel far more hazardous without both additional roadway capacity and specific provisions for pedestrians and bicyclists.
The current conditions section reported on the condition of the existing pedestrian infrastructure adjacent to roadways in the study area. Those current conditions, unless addressed, will remain as future deficiencies. Those individual deficiencies are listed in tabular form in Section 8 of this report. In addition to those deficiencies previously noted, there is a need for pedestrian seating along a number of primary pedestrian routes in the downtown area.
Existing Bench on Morley Ave Final Report
Page 47 These routes are also identified in Section 8.
Figure 10 2007 Level of Service
Figure 11 Predicted 2030 Level of Service
One of the current deficiencies is the condition of crosswalk striping throughout the study area. Both the climate and the high traffic volumes contribute to rapid wear of painted striping. Most of the striping in the study area is painted. While this is inexpensive, paint wears quickly compared to thermoplastic striping. The thermoplastic materials are more expensive up front, but the longer
Typical Painted Crosswalk Final Report
Page 48 life cycle repays the initial investment in reduced maintenance cost and fieldwork. It is suggested that, as funding permits, the City budget an annual line item for striping, especially for pedestrian crosswalks.
Southbound inspection backs up traffic on SR 189 to Target Range Road at peak times and to the new gas station on the west side of Mariposa Road during typical traffic loads. It was suggested that Mariposa Road needs to be widened to provide additional southbound lanes to accommodate this demand.
The Mariposa POE was not originally intended to have pedestrian traffic, but it has always seen some pedestrians pass through. The reconstruction will provide for six lanes of pedestrian traffic. Many of the pedestrians are brokers, people who are doing business at the POE, bus passengers, Maquiladora industry employees, and people crossing to be picked up on the U.S. side. People on buses exit the bus and are processed as pedestrians within the POE. Then they re-board the bus on the other side of the border. There are some 10 to 20 buses a day that use the Mariposa POE. On the Sonoran side of the crossing, there are plans for the construction of a large parking lot and park and ride facility for border crossers. Once this facility is operational, the number of pedestrian crossings may well rise significantly. At this time, there are no similar facilities planned for the U.S. side of the border in the vicinity of the Mariposa POE. This study will examine such facilities in the subsequent working paper.
A review of site plans for the expansion of the Mariposa POE finds that pedestrians crossing into Arizona must cross multiple lanes of traffic where commercial vehicles exit from CBP or ADOT inspections. Conflicts between increased pedestrian volumes and large commercial vehicles are likely. Design concepts to help provide safe crossings by pedestrians may warrant consideration. Lanes could be narrowed in the vicinity of the crosswalks or speed tables at crosswalks could keep traffic moving slowly. Broad expanses of pavement could be provided with pedestrian safety refuges. Lighted and signalized crosswalks can also be provided. Warning signs and bright crosswalk markings would also be in order.
With plans for a large park and ride facility on the Sonoran side of the Mariposa POE, the need for a pedestrian staging area on the Arizona side is evident. This facility should also include space for pick-up and drop-off of pedestrians by private vehicles, short term parking, and space for buses to pick up and drop off passengers. Seating, shelter, restrooms and drinking water would be important amenities as well as information signage and wayfinding assistance.
ADOT is currently designing both interim and long term improvement plans for SR 189 in the vicinity of the POE. ADOT reports that pedestrian and bicycle facilities are to be incorporated in the long term plans for the highway. As plans are reviewed, it is important for pedestrian and bicyclist improvements to be fully considered in the design. This includes:
• Sidewalks set back from curb
• Crosswalks with pedestrian activated countdown signals
Approaching the Mariposa POE Final Report
Page 49 • Bike lanes
7.4 Future Port of Entry Operations, Facilities and Conditions
Remodeling is pending for the Morley POE and a major expansion project is currently underway for the Mariposa POE. The U.S. Customs and Border Protection (CBP) have design standards for new POEs. The two downtown crossings do not comply with these current standards, as the urban structure is built right up to the facilities. The Morley Gate POE remodeling is complicated by the fact that the structure is listed on the National Register of Historic Places, limiting what can be done, and requiring that work not compromise the historic character of the structure. The proposed improvements at Morley will increase its capacity to handle the pedestrian flows through the border.
A copy of the concept plan for the Morley POE improvements is included as an appendix to this report. The operation there will expand from two to four inspection lanes. As previously discussed, there is the possibility to consider rerouting vehicular traffic and then use the area in front of the Morley POE to provide for a pedestrian plaza and gateway features.
The Mariposa POE, when fully reconstructed, will have 20 lanes for northbound traffic and 2 lanes for southbound traffic. There are three inspection lanes for the two outbound lanes: one for trucks, one for cars, and one for additional use. CBP officials would like to eventually see 4 to 6 inspection booths for southbound traffic.
An outbound pedestrian sidewalk will be located on the west side of SR 189 within the POE and an inbound pedestrian sidewalk will be located on the east side between the commercial and privately owned vehicle lanes. As the pedestrian walks north through the POE, the person will need to cross an access drive to an employee parking lot, the outbound commercial lane onto SR 189, and the drive to the State Port facility. A crosswalk with a proposed push button light is located south of Freeport Drive and will enable pedestrians to cross Mariposa Road between the inbound and outbound walks.
7.5 Future Transit Operations and Facilities
The various public transit providers in the study area are all privately operated. A number of bus and taxi operations have city business licenses, as well as permits issued by the City of Nogales. As a part of this permit process, buses are inspected and drivers surveyed to assure proper licensure.
On February 1, 2011, a meeting was held with officials from the City of Nogales (including the Chief of Police), Nogales Community Development Corporation, and ADOT. Concerns that were raised at that meeting included:
• There are no posted schedules or routes for the buses as they are routed according to passenger demand, and do not begin to run until a sufficient passenger load is on board.
• Buses park along the streets in parallel parking spaces, often exceeding the stay limit while taking up prime parking spaces that could be used by shoppers.
Looking East at the Morley POE Final Report
Page 50 • The circulating buses contribute to the traffic congestion in the downtown area.
• The large vehicles parking at the curb may cause sight distance problems for both pedestrians
and other motorists.
• There are no designated bus stops or pullouts.
• Buses for the most part do not serve non-retail activity centers.
• Buses are not accessible to the disabled.
• Not all desired destinations are served, or during hours that merchants and the city may wish.
• Buses are not adequately signed and their cleanliness and age does not reflect well on the city.
• There is a perception that there are a large number of private operators pursuing a limited amount of revenues, with the result that none of the operators is earning enough to do an adequate job or provide more up-to-date equipment.
• The city is interested in exploring options to address this issue.
Public transit studies for the Nogales area have been done in the past. These have identified the need for broader service within Nogales. Public transit operations typically only recover about 25% to 30% of their operating costs in farebox revenues, requiring subsidies from public monies. ADOT provides federal grant funding for rural and small urban operations, but competition for these funds is keen. State funding for this program from the Local Transportation Assistance Fund (LTAF) generated by lottery proceeds was recently “swept” by the state legislature to assist in budget balancing and is likely not to come back, or at least not for a very long time.
Regardless of the operations solution ultimately selected, there are a number of short term transit and related needs that will assist pedestrians in reaching their destinations. These include:
• A bus route connection to the Mariposa POE Area, specifically to a new transit center/park and ride facility on the Arizona side.
• A transit center in the downtown area to serve the DeConcini and Morley Gate POEs that could ultimately accommodate intercity bus
services, but, at a minimum, should provide space for service route vehicles, access for private vehicles picking up and dropping off pedestrians, short term parking for park and ride patrons, restrooms, drinking water, and bilingual informational signage on routes, schedules and wayfinding in the downtown area.
• Space limitations strongly suggest that a downtown transit center cannot be placed immediately next to either downtown POE necessitating the need for effective signage and wayfinding to easily reach the nearby location of the transit center.
• Designated bus stops along streets in the downtown area should be provided. Narrow sidewalks and the proximity of buildings to the roadways in downtown Nogales does not permit
Shuttle Bus on Grand Ave
Informational Kiosk Final Report
Page 51 the construction of bus pullout bays in many locations, but the bus stop locations along the curb with signs and curb striping to restrict the space for buses only can be accommodated. Signs at these locations should identify the space as a bus stop, prohibit auto parking, and identify destinations served from this stop (e.g., DeConcini POE, Morley Gate POE, Downtown Shopping, etc.). Designated stops will come at the expense of a number of parking spaces in the downtown area. The exchange should prove of value when compared to the frequent random loss of parking spaces to these buses that occurs currently.
• Designated bus stops adjacent to major retail destinations in the vicinity of the north end of Mariposa Road. Walmart has constructed a private bus stop with a covered shelter along the access lanes to their parking lot. The City could work with other merchants and shopping centers in this area to provide similar amenities. Some public subsidy or incentives could be provided to assist with this effort as needed and appropriate. Since this area is primarily “big box” retail, with stores set back some distance from the roadway, it is more effective to have
the buses turn into these destinations rather than stop along busy Mariposa Road. Covered shelter, route locations, posted schedules, and wayfinding is important here, but restrooms and drinking water fountains are typically provided to patrons by the retailers.
Current bus operators may resist the adoption of fixed schedules and routing. If designated stops are only for the use of those operators willing to follow a set route and schedule, and restrictions for other downtown parallel parking spaces are rigorously enforced, willingness to set and follow a route and schedule may not be too difficult to adopt. The City could also choose to limit the overall number of licenses to issue, providing more income to the licensed operators to better enable them to offer some level of fixed route and schedule to the public. Once the new park and ride facility on the Sonoran side of the Mariposa POE opens, and when a similar service location for pedestrians on the Arizona side of this POE can be achieved, the increased level of patronage at that location should assure that one or more operators may be willing to extend service to that location without a public subsidy.
It should be noted that the City of Nogales should be cautious in discussions with current operators. The Americans with Disabilities Act (ADA) requires that any public agency that operates, or contracts for, fixed route bus service needs to provide “complementary paratransit service” for those within ¾ mile of the route whose disability prevents them from accessing the bus stops. This means that a “dial-a-ride” service must be instituted to pick up such clients at their location and take them to the bus, or their destination. Alternatively, the bus route may be converted to a “deviated fixed route” that travels off-route to pick up such patrons on demand. If the local public agency contracts for service or pays an operating subsidy to a private operator, that operator will likely be seen as “standing in the shoes” of the city by federal regulatory agencies. If a formal contractual relationship with one operator initiates regulatory compliance issues, such relationships with multiple operators would be problematic.
Private Bus Operator
Final Report
Page 52 At some future time, the City of Nogales may elect to explore funding for a more comprehensive transit system than exists today, including service for residential areas, public facilities, and outlying areas such as Rio Rico and Tubac. The 2006 Nogales Transit Feasibility Review and Implementation Plan investigated and priced a number of such options. If the plan was implemented, current operators could respond to a procurement solicitation for contract operations, but would have to comply with all ADOT and Federal Transit Administration regulations.
7.6 Future Rail Operations and Impacts on Pedestrian Circulation
The Union Pacific Railroad runs north and south through the downtown area and bifurcates the community. When trains are operating, they can create a major barrier to pedestrian circulation within the study area. Additionally, this presents a potential safety hazard for pedestrians and significantly delays the response time of public safety emergency vehicles as well. A high priority for the community is the provision of a railroad overpass structure to enable pedestrians to cross the railroad tracks, and do it safely, when trains are present. A railroad overpass study was completed in April 2007 that identified possible locations for such an overpass.
The Union Pacific Railroad line crosses the border between the Morley and DeConcini POEs, just west of Morley Avenue and east of Grand Avenue. Traffic on this line consists of “unit trains” of approximately 100 cars each. These trains are about 5,000 feet in length, traveling through the study area at 5 miles per hour. This slow speed causes significant delay along roadways crossing the railroad at grade. Railroad crosswalks are typically blocked for 20 to 25 minutes each occurrence. This condition is worsened when trains travel through the downtown area during peak travel periods. Train schedules change based on demand, but currently seven trains a day, operate in this corridor. Total delay can add up to two to three hours per day.
Train Crossing at Park Street Final Report
Page 53 Recent discussions with Union Pacific officials were held to discuss their plans and forecasts of future freight volumes along this corridor. As a private entity, their specific client and freight data is proprietary. Train schedules may vary based on customer demand and time of year. Current freight volumes on this line are down from levels occurring about five years ago. The Nogales line is limited by the single track in their right of way, and the size of existing sidings between Nogales and Tucson. The volume of freight handled on this line is directly tied to the number of automobiles manufactured in Hermosillo, and the amount of freight entering Mexico through the seaport of Guaymas. If Guaymas becomes a larger player in the international trade business, that could translate into more freight coming through Nogales on rail.
There is a need for a grade separated crossing of the railroad within the study area to accommodate vehicular traffic. A pedestrian overpass in the downtown area would help address pedestrian connectivity as well. While no train/pedestrian accidents were found in the ADOT ALISS crash data, local stakeholders report that pedestrians often cross the tracks in mid-block locations in the downtown area and have been seen crawling through the slow moving cars to cross the tracks. Crawford Street is one street that has been envisioned for a grade separated crossing of the railway. The Unified Nogales Santa Cruz County Transportation Plan 2010 also recommended a grade separated pedestrian crossing of the railroad at Court Street.
8.0 Deficiency Findings and Inventory
8.1 Roadway Related Pedestrian Infrastructure Deficiencies
Primary pedestrian corridors in the study area are:
• Grand Avenue from the border to the Arroyo Avenue split
• Morley Avenue from the border to Beck Street
• Arroyo Avenue from Crawford Street to Grand Avenue
• Terrace Avenue from the cul-de-sac near the border to Elm Street
• Sonoita Avenue from Compound Street (B-19) to Crawford Street
• Robins Avenue from International Avenue to Park Street
• Nelson Avenue from International Avenue to East Street
• International Street from Robins Avenue to Nelson Avenue
• Compound Street (B-19) from West Street to Sonoita Avenue
• Park Street from Grand Avenue to Morley Avenue
• Crawford Street from Sonoita Avenue to Grand Avenue
• Court Street from Grand Avenue to Morley Avenue
• Walnut Street from Arroyo Avenue to Grand Avenue
These corridors are shown in Figures 12a and 12b Primary Pedestrian Needs. These figures can be found at the end of this section. Specific deficiencies along these corridors are noted in the following Final Report
Page 54 tables. Table 11 Crosswalk Deficiencies below lists the locations of deficient crosswalks in the downtown area.
Table 11 Crosswalk Deficiencies
Number of Crosswalks
Roadway Crossing
At
Condition
1
Compound St.
West Ave
Deficient
1
Sonoita Ave.
Burger King
Deficient
4
Crawford St.
Terrace Ave.
Deficient
1
Grand Ave.
Park St. –South Side
Deficient
2
Park St.
UPRR
Deficient
2
International St.
Morley Ave.
Needed
2
Nelson Ave.
East St.
Deficient
4
Elm St.
Arroyo Ave.
Deficient
1
Elm St.
Grand Avenue
Deficient
2
Grand Ave.
Elm St.
Needed
1
Grand Avenue
Court St. – South Side
Deficient
1
Grand Ave.
Court St. – North Side
Needed
1
Court St.
Grand Avenue
Deficient
2
Court St.
UPRR
Deficient
4
Court St.
Morley Ave.
Deficient
2
Grand Ave.
Walnut St.
Needed
1
Walnut St.
Grand Ave.
Deficient
1
Grand Ave.
North of Walnut St.
Deficient
1
Arroyo Ave.
North of Walnut St.
Deficient
1
Hudgins St.
Morley Ave.
Deficient
1
Beck St.
Morley Ave
Deficient
2
Grand Ave.
Food City
Needed
Table 12 Sidewalk Deficiencies, found at the end of this section ahead of the figures, lists the locations of deficient sidewalks in the downtown area. Additionally, benches should be added along these routes wherever sidewalk or right-of-way width back of curb permits. In some locations, where the right-of-way is too narrow to permit seating, short walls may do double duty in this regard. SR 189/Mariposa Road needs sidewalks, bike lanes or paths, and pedestrian crosswalks at signalized and stop controlled intersections. Pedestrian actuated crosswalks signals and warning lights may be warranted due to the high volume of large heavy trucks on this route.
8.2 Ports of Entry Related Pedestrian Infrastructure Deficiencies
An adequate number of pedestrian lanes at the POEs should be fully manned as needed to minimize delays. While this might require additional lanes be constructed in the future, the primary concern at the present time expressed by the public and stakeholders appears to be unmanned lanes. Both downtown POEs need improved informational signage and wayfinding to direct pedestrians to parking, restrooms, water, primary destinations, and transit services. Final Report
Page 55 The POE expansion site plan could be refined to provide safe internal pedestrian crossings of internal roadways and drives. The Mariposa POE also needs the same sort of signage and wayfinding information as the downtown POEs. POE related pedestrian infrastructure needs are shown in Figures 12a and 12b Primary Pedestrian Needs and Figure 13 Mariposa POE Area Pedestrian and Bicycle Needs.
8.3 Transit Infrastructure and Operations Deficiencies
Most transit service in Nogales is either intercity in nature or shuttle operations taking shoppers from the downtown area near the POEs to destinations further north on Grand Avenue and to large scale stores on White Park Road and the north end of Mariposa Roads. The downtown area needs a transit center, park-and-ride lot, and pedestrian pick-up and drop-off facilities nearby. The Mariposa POE needs a transit center, park-and-ride, and pedestrian drop off and pick up facility nearby. This combined facility should be located adjacent or near the POE. This combined public transportation facility should be as close to the downtown POEs as possible. Primary transit corridors relevant to this study, along with major destinations, and a target area in which to locate a transit center, are shown in Figure 14 Transit Infrastructure and Operational Needs.
8.4 Railway Related Pedestrian Infrastructure Deficiencies
Increased traffic on the Union Pacific Nogales Branch may become an even greater barrier to safe and effective pedestrian circulation in the downtown area. The need for a pedestrian grade crossing will increase in the future as train activities increase. Court Street is one proposed location of a pedestrian overpass. The existing at-grade crossings of the railroad at Park Street, Court Street, and at Banks Bridge need improved crosswalks. Additionally, walls, fences and railings on top of existing low walls adjacent to the railroad right of way should be considered to prevent pedestrians from trespassing across the railway right-of-way between signed and marked crosswalks. These needs are shown in Figure 15 Railroad Related Pedestrian Infrastructure Needs.
9.0 Future Conditions Summary
This report section sets forth the future conditions of the study area as it relates to pedestrian circulation within downtown Nogales and in the vicinity of all three Nogales Ports of Entry. Together with the current conditions, this collective information provides the basis for development of recommended infrastructure improvements associated with safe and convenient pedestrian movements and circulation within the study area. The next section will identify solutions to mitigate issues, provide needed infrastructure, and enhance safety. In addition, each project will have a planning level budgetary cost associated with it and will be prioritized and categorized into a short term (5-year) program, a mid-term (10-year) program, and a long-term (20-year) program. As an outcome, the City of Nogales will be equipped with an implementation program.
Narrow Sidewalk at the Library Final Report
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Table 12 Sidewalk Deficiencies
Street
From
To
Side
Width in feet
Condition
Side
Width in feet
Condition
Comments
Nelson Avenue
International St.
East St.
West
6'
Fair
East
5.5
Fair
No ramps at corners
Morley Avenue
Park St.
East St.
West
7.5"
Fair
East
8.5
Fair
Some mismatched pavement types on east side
Morley Avenue
East St.
Court St.
West
6-7.5
Good
East
8.5-9
Fair
Drains across sidewalk with covers
Morley Avenue
Hudgins St.
Beck St
West
None
N/A
East
8.5
Fair
No sidewalks on West side due to UPRR
Morley Avenue
Beck St.
Wayside Dr
West
None
N/A
East
6
Fair
Stair wall failed ~40 ft. north of Beck St.
Robins Avenue
International St.
Park St.
West
None
N/A
East
None
N/A
One way street no parking on east, loading for building rear entries, UPRR on west
Grand Avenue
Crawford St.
Elm St.
West
11 to 7
Fair
East
10
Fair
Grand Avenue
Elm St.
Walnut St.
`West
6 to 7
Fair
East
None
N/A
Only spotty sidewalk on East side, many parking lots
Arroyo Ave.
Crawford St.
Elm St.
West
11 to 7
Fair
East
8
Fair
Arroyo Ave.
Elm St.
Walnut St.
West
6
Fair
East
6
Fair
Terrace
South End
Crawford St.
West
N/A
N/A
East
6 to 7
Fair
West side under construction during field tour
Terrace
Crawford St.
Elm St.
West
7.5
Fair
East
7.5
Fair
Park St.
Grand Ave.
Robins Ave.
North
7.5
Good
South
8.5
Fair
Park St.
Robins Ave.
Morley Ave.
North
7.5
Fair
South
8.5
Fair
East St.
Morley Ave.
Nelson Ave.
North
4.5
Fair
South
4.5
Fair
Elm St.
Terrace Ave.
Grand Ave.
North
5
Fair
South
5
Fair
Walnut St.
Arroyo Ave.
Grand Ave.
North
7.5
Fair
South
7.5
Fair
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10.0 Project Needs
This section discusses the various project needs identified to improve pedestrian facilities and access throughout the area. Potential project needs include new structures, crosswalks, sidewalks, transit and parking access, pedestrian information, and pedestrian amenities.
10.1 Structural Projects
Several structural projects are needed in the area. Primary among these are grade separated crossings of the Union Pacific Railroad line in the downtown area. These include both pedestrian only and vehicular crossings. While this study focuses on pedestrian needs, a high priority vehicular overpass of the railroad could also include pedestrian sidewalks. Recommended projects are two pedestrian overpasses and one vehicular overpass that could also be used by pedestrians; along with security fencing along the railroad. While the vehicular overpass is a high local priority, it should be noted that the location is further north than much of the pedestrian pressure across the railroad in the downtown area. Another project is a pedestrian underpass along the east side of SR 189 at the northern end of the Mariposa POE. These projects are summarized in Table 13 below which is followed by individual work sheets on the projects.
Table 13 Structural and Related Projects Summary
Project No.
Project Location
Planning Level Cost
Project Description
1
Gra