Apache Junction comprehensive transportation study

              Apache Junction
Comprehensive Transportation Study
Final Report
Prepared for the:
Arizona Department
of Transportation
May 2012
Prepared by:
Jacobs
101 N. 1ST Ave.
Suite 3100
Phoenix, AZ 85003
P: 602.253.1200
F: 602.253.1202
www.jacobs.com
ACKNOWLEDGEMENTS
City of Apache Junction Council Members
Mayor John S. Insalaco
Robin Barker
Doug Coleman
Rick Dietz
Jeff Serdy
Clark Smithson
Chip Wilson
Technical Advisory Committee (TAC)
Charla Glendening, Project Manager, ADOT Multimodal Planning Division
Giao Pham, P.E, City Engineer/Interim Director, Public Works, City of Apache Junction
Steve Filipowicz, Director Economic Development, City of Apache Junction
Nick Blake, Parks Superintendent, City of Apache Junction
Brett Jackson, Police Lieutenant, Apache Junction Police Department
Dan Campbell, Fire Chief, Apache Junction Fire District
Dave Montgomery, Chief Fire Marshall, Apache Junction
Chad Wilson, Superintendent, Apache Junction Unified School District
Bill Leister, Transportation Director, Central Arizona Association of Governments
Michelle Green, Project Manager, Arizona State Land Department
Doug Hansen, Planning Section Chief, Pinal County
Greg Stanley, P.E., Director / County Engineer, Pinal County
Alan Sanderson, Deputy Transportation Director, City of Mesa
Ken Hall, AICP, Senior Planner, City of Mesa
Tim Oliver, Systems Planning Manager, Maricopa County Department of Transportation
Felicia Terry, Regional Planning Director, Maricopa County Flood Control District
Pat Brenner, Community Relations Manager, City of Apache Junction
Angelita Bulletts, District Manager, Bureau of Land Management - Phoenix District
Troy White, Director / Public Works, Town of Queen Creek
Tim Wolfe, District Engineer / Maintenance, Phoenix Maintenance District
Rob Samour District Engineer / Construction, State Engineer Office
Thor Anderson, Manager, ADOT Environmental Planning Group
Julian Avila, Community Relations , ADOT Communication and Community Partnerships
Sam Chavez, Transit, ADOT Multimodal Planning Division
Marsha Miller, Public Involvement Consultant, KDA Creative
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TABLE OF CONTENTS
Page
1. INTRODUCTION ........................................................................................................................ 1
Purpose of the Study................................................................................................................. 1
Study Objectives ....................................................................................................................... 3
Study Process ............................................................................................................................ 3
2. EXISTING CONDITIONS ............................................................................................................. 5
Existing Land Use and Socioeconomic Conditions .................................................................... 5
Transportation Conditions ...................................................................................................... 20
3. FUTURE CONDITIONS ............................................................................................................. 42
Future Socioeconomic Conditions .......................................................................................... 42
Future Transportation Conditions .......................................................................................... 42
4. EVALUATION OF TRANSPORTATION IMPROVEMENTS .................................................... 53
Transportation Issues Summary ............................................................................................. 53
Evaluation Criteria and Process .............................................................................................. 53
Roadway Improvement Options ............................................................................................. 55
Evaluation of Transit Needs .................................................................................................... 95
Evaluation of Non-Motorized Modes of Transportation ........................................................ 97
5. MULTIMODAL TRANSPORTATION PLAN ......................................................................... 98
Roadway Recommendations .................................................................................................. 98
Transit and Non-Motorized Modes Recommendations ....................................................... 107
Functional Classification ....................................................................................................... 118
Build-Out Roadway Network Recommendations ................................................................. 118
Title VI and Environmental Justice Implications ................................................................... 121
Community Outreach............................................................................................................ 121
6. TRANSPORTATION PLAN IMPLEMENTATION ................................................................. 123
Funding Sources .................................................................................................................... 123
Access Management ............................................................................................................. 123
Implementation Actions ....................................................................................................... 125 Apache Junction Comprehensive Transportation Study iii
LIST OF TABLES
Page
2.1: Population and Housing Unit Growth Trends .......................................................................... 7
2.2: Major Employers ..................................................................................................................... 8
2.3: Roadway Functional Classification Definition ........................................................................ 21
2.4: Apache Junction Roads Pavement Condition ........................................................................ 25
2.5: Bridge Condition .................................................................................................................... 27
2.6: Crash Rate for Roadway Segments ........................................................................................ 30
2.7: Crash Rate for Intersections ................................................................................................. 30
3.1: Population Levels - Population, Housing Units, and Employment ........................................ 42
4.1: Transportation Improvements Evaluation Criteria ................................................................ 55
4.2: Short-Term (Population Level 1 – 60K) Intersection LOS Conditions .................................... 58
4.3: Mid-Term (Population Level 2 – 75K) Intersection LOS Conditions ...................................... 65
4.4: Long-Term (Population Level 3 – 130K) Intersection LOS Conditions ................................... 89
4.5: Minimum Consolidated Residential and Employment Densities for Various Type of Transit Services .................................................................................................................... 95
4.6: Summary of Transit Demand Estimation .............................................................................. 96
4.7: Summary of Transit Demand Estimation (WestGroup Research Model) .............................. 96
5.1: Short-Term (Population Level 1 - 60K) Improvements .......................................................... 99
5.2: Mid-Term (Population Level 2 - 75K) Improvements .......................................................... 102
5.3: Long-Term (Population Level 3 - 130K) Improvements ....................................................... 104
5.4: Regional Improvements ....................................................................................................... 106
6.1: Funding Sources ................................................................................................................... 126 Apache Junction Comprehensive Transportation Study iv
LIST OF FIGURES
Page
1.1: Study Area and Project Influence Area ................................................................................... 2
1.2: Study Process ........................................................................................................................... 4
2.1: Land Ownership ...................................................................................................................... 6
2.2: Population Density by TAZ ....................................................................................................... 9
2.3: Occupied Dwelling Units and Employment by TAZ ............................................................... 10
2.4: Minority, Age 65 and Older, Mobility Limited, and Below Poverty Population Comparison 11
2.5: Minority Population (Census Block) ...................................................................................... 13
2.6: Elderly Population (Census Block) ......................................................................................... 14
2.7: Below Poverty Population (Census Block Group) .................................................................. 15
2.8: Mobility Limited Population (Census Block Group) .............................................................. 16
2.9: Natural Environmental Overview .......................................................................................... 18
2.10: Environmental Concerns ...................................................................................................... 19
2.11: Existing Roadway Functional Classification ........................................................................ 22
2.12: Existing Number of Lanes .................................................................................................... 23
2.13: Existing Posted Speed Limits................................................................................................ 24
2.14: Pavement and Bridge Condition .......................................................................................... 28
2.15: Crash Locations .................................................................................................................... 31
2.16: Crash Density ....................................................................................................................... 32
2.17: Illustration of LOS A through F ............................................................................................. 34
2.18: Existing 2010 Daily Traffic Counts ........................................................................................ 35
2.19: Average Daily Level of Service Conditions .......................................................................... 37
2.20: Intersection Lane Configuration .......................................................................................... 38
2.21: Intersection Level of Service ............................................................................................... 39
2.22: Study Area Trails with Existing Bicycle and Pedestrian Facilities ........................................ 41
3.1: Average Daily Traffic Volumes - Population Level 1 (60K) ..................................................... 44
3.2: Average Daily Level of Congestion - Population Level 1 (60K) .............................................. 45 Apache Junction Comprehensive Transportation Study v
LIST OF FIGURES (CONTINUED)
Page
3.3: Average Daily Traffic Volumes - Population Level 2 (75K) ..................................................... 47
3.4: Average Daily Level of Congestion - Population Level 2 (75K) .............................................. 48
3.5: Average Daily Traffic Volumes - Population Level 3 (130K) ................................................... 51
3.6: Average Daily Level of Congestion - Population Level 3 (130K) ............................................ 52
4.1: Transportation Issues............................................................................................................. 54
4.2: Number of Lanes for Short-Term Phase (Population Level 1 - 60K) ...................................... 59
4.3: Average Daily Traffic Volumes for Short-Term Phase (Population Level 1 - 60K) ................. 60
4.4: Average Daily Level of Congestion for Short-Term Phase (Population Level 1 - 60K) ........... 61
4.5: Intersection Lane Configuration for Short-Term Phase (Population Level 1 - 60K) .............. 62
4.6: Intersection Level of Service for Short-Term Phase (Population Level 1 - 60K) .................... 63
4.7: Number of Lanes for Mid-Term Phase (Population Level 2 - 75K) ........................................ 66
4.8: Average Daily Traffic Volumes for Mid-Term Phase (Population Level 2 - 75K) ................... 67
4.9: Average Daily Level of Congestion for Mid-Term Phase (Population Level 2 - 75K) ............. 68
4.10: Intersection Lane Configuration for Mid-Term Phase (Population Level 2 - 75K) .............. 69
4.11: Intersection Level of Service for Mid-Term Phase (Population Level 2 - 75K) .................... 70
4.12: Number of Lanes for Long-Term Phase (Population Level 3 - 130K) - Base Condition ....... 73
4.13: Average Daily Traffic Volumes for Long-Term Phase (Population Level 3 - 130K) - Base Condition .................................................................................................................. 74
4.14: Average Daily Level of Congestion for Long-Term Phase (Population Level 3 - 130K) - Base Condition .................................................................................................................. 75
4.15: Average Daily Traffic Volumes for Long-Term Phase (Population Level 3 - 130K) – Alternative 1 ............................................................................................................ 78
4.16: Average Daily Level of Congestion for Long-Term Phase (Population Level 3 - 130K) – Alternative 1 ............................................................................................................ 79
4.17: Average Daily Traffic Volumes for Long-Term Phase (Population Level 3 - 130K) – Alternative 2 ............................................................................................................ 82
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LIST OF FIGURES (CONTINUED)
Page
4.18: Average Daily Level of Congestion for Long-Term Phase (Population Level 3 - 130K) – Alternative 2 ............................................................................................................ 83
4.19: Average Daily Traffic Volumes for Long-Term Phase (Population Level 3 - 130K) – Alternative 3 ............................................................................................................ 86
4.20: Average Daily Level of Congestion for Long-Term Phase (Population Level 3 - 130K) – Alternative 3 ............................................................................................................ 87
4.21: Number of Lanes for Long-Term Phase (Population Level 3 - 130K) – Preferred Alternative ............................................................................................... 90
4.22: Average Daily Traffic Volumes for Long-Term Phase (Population Level 3 - 130K) – Preferred Alternative ............................................................................................................... 91
4.23: Average Daily Level of Congestion for Long-Term Phase (Population Level 3 - 130K) – Preferred Alternative ............................................................................................... 92
4.24: Intersection Lane Configuration for Long-Term Phase (Population Level 3 – 130K) Preferred Alternative .............................................................................................. 93
4.25: Intersection Level of Service for Long-Term Phase (Population Level 3 – 130K) Preferred Alternative ............................................................................................... 94
5.1: Short-Term (Population Level 1 - 60K) Improvements ........................................................ 101
5.2: Mid-Term (Population Level 2 - 75K) Improvements .......................................................... 103
5.3: Long-Term (Population Level 2 - 130K) Improvements ....................................................... 105
5.4: Service Concept for Short-Term (Population Level 1 – 60K) ............................................... 110
5.5: Core Area Circulator Detail for Short-Term (Population Level 1 – 60K) .............................. 111
5.6: Service Concept for Mid-Term (Population Level 2 – 75K) .................................................. 112
5.7: Service Concept for Long-Term (Population Level 3 – 130K) .............................................. 113
5.8: Proposed Pedestrian Facilities ............................................................................................. 114
5.9: Proposed Bicycle Facilities ................................................................................................... 115
5.10: Proposed Equestrian Facilities ........................................................................................... 116
5.11: Proposed Multimodal Facilities ......................................................................................... 117
5.12: Recommended Roadway Functional Classification ........................................................... 119
5.13: Recommended Roadway Network for Build-Out Population Levels................................. 120
6.1: Access vs Mobility ................................................................................................................ 123 Apache Junction Comprehensive Transportation Study Page 1
1. INTRODUCTION
PURPOSE OF THE STUDY
The Apache Junction Comprehensive Transportation Study is a joint effort by the City of Apache Junction and the Arizona Department of Transportation (ADOT) to develop a long-range multimodal transportation plan to address the City’s most critical current and future transportation needs. The study was funded by Federal Highway Administration’s (FHWA) State Planning and Research Program and administered through ADOT’s Multimodal Planning Division. Significant growth is anticipated in the Portalis area located in the southern portion of the City that could result in population growth, economic development, and increased traffic volumes. The study evaluated the growing demands placed on the City’s local roads and streets by developments in study area, the Portalis area, and within the region. In addition, the study examined public transportation, bicycle and pedestrian needs, and additional multimodal opportunities necessary to accommodate growth and development.
The City of Apache Junction is located on the eastern edge of the Phoenix Metropolitan area. The City is situated in the northwest portion of Pinal County and a small portion is located in eastern section of Maricopa County. Due to the City’s location, the Maricopa Association of Governments (MAG) and Central Arizona Association of Governments (CAAG) coordinate planning activities for Apache Junction. The study area is comprised of approximately 44 square miles and is bounded by Meridian Drive to the west, McKellips Road to the north, Elliot Road alignment to the south, and the Tonto National Forest on the east.
Figure 1.1 shows the study area boundary along with the project influence area. The study area represents the Transportation Improvements Plan boundary limits while the project influence area represents a geographic area beyond the study boundary that directly affects the study area. The project influence area is needed to identify and accurately quantify the impact of traffic generated outside the study area within the City’s transportation system.
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STUDY OBJECTIVES
Large capital investments in transportation infrastructure will be required during the next twenty years to accommodate projected levels of growth and development in the Apache Junction area. With guidance from Apache Junction’s General Plan’s Circulation Element, the 2004 Small Area Transportation Study (SATS), the 2003 Street Circulation and Access Study, and interviews with members of the Technical Advisory Committee (TAC) and other local stakeholders, the following objectives were the focal point for this study:
 Establish a 20-year vision for transportation for the study area that preserves existing transportation system and enhances safety and efficiency.
 Enhance mobility, accessibility, and reliability of travel by providing additional transportation choices.
 Develop a demand responsive Transportation Plan that is based on an integrated land use and transportation system.
 Have continued communication with public and stakeholders.
STUDY PROCESS
The study is guided by a Technical Advisory Committee (TAC) that includes representatives from:
 City of Apache Junction
 ADOT
 Pinal County
 CAAG
 City of Mesa
 Arizona State Land Department (ASLD)
 Maricopa County Department of Transportation (MCDOT)
 Bureau of Land Management (BLM)
 Town of Queen Creek
 Maricopa County Flood Control District (MCFCD)
The role of the TAC was to provide guidance, support, advice, suggestions, and recommendations, and to perform document reviews throughout the study process. The First Public Open House was conducted in March 2011 to present existing and projected transportation conditions and issues. The second round of public input involved extensive outreach through online social media and a presentation was given to the City Council of recommended transportation improvements. The study process is illustrated in Figure 1.2.
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FIGURE 1.2: STUDY PROCESS
Inventory Current Conditions For All Travel ModelsForecast Future ConditionsObtain Stakeholder InputIdentify DeficienciesForecast Future NeedsPresent to Stakeholders and Public -Seek InputIdentify and Analyze SolutionsRecommend a Staged (Short, Mid, Long) Transportation Improvement PlanPresent to Stakeholders and Public -Seek InputFinal Implementation PlanCity of Apache Junction, ADOTTechnical Advisory CommitteeApache Junction Comprehensive Transportation Study Page 5
2. EXISTING CONDITIONS
EXISTING LAND USE AND SOCIOECONOMIC CONDITIONS
This section summarizes current land use, socioeconomic conditions, characteristics of the physical and natural environments, environmental justice population review (Title VI), and cultural resources inventory for the study area.
Land Ownership Status
The Apache Junction planning boundary covers approximately 44 square miles of land area. Approximately 53% of the land is privately owned, 35% is managed by ASLD, 9.4% is managed by the BLM, and less than 2% is managed by the Bureau of Reclamation. Figure 2.1 displays the current land ownership status in the study area.
Socioeconomic Conditions
Creating an inventory of the study area’s socioeconomic characteristics and understanding this data is a critical element for any transportation planning study. Socioeconomic data is one of the primary inputs to the travel demand modeling process that is used to forecast traffic volumes in the study area. Below is a list of key statistics for the study area:
 Land Area: 44.04 square miles
 Population (Year 2010): 43,474
 Total Housing Units (Year 2010): 27,137
 Occupied Housing Units (Year 2010): 18,978
 Median Age: 47.3*
 Median Household Income: $39,467*
 Below Poverty Percentage (Year 2000): 11.35%
 Principal Economic Activities: Recreation and retirement
* Source: U.S. Census Bureau, 2006-2010 American Community Survey
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Population and Housing Unit Growth Trends
According to the 2000 U.S. Census, the study area had a population of approximately 38,095 people. Since 2000, the study area has experienced a population growth rate of 1.41% per year, which is lower than the average statewide growth rate of 2.46% per year and significantly lower than the Pinal County growth rate of 10.91% per year. Table 2.1 lists the population and housing growth trends from 2000 to 2010.
The study area also had a 0.31% per year housing unit increase since 2000; the 2000 U.S. Census counted 26,321 housing units in the study area and in 2010 approximately 27,137 housing units are within the study area boundary.
TABLE 2.1: POPULATION AND HOUSING UNIT GROWTH TRENDS
Geographic Area
Population
Population Growth Rate
Housing Units
Housing Units Growth Rate
2000
2010
2000
2010
Study Area
38,095
43,474
1.41%
26,321
27,137
0.31%
Pinal County
179,727
375,770
10.91%
81,154
159,222
9.62%
State of Arizona
5,130,632
6,392,017
2.46%
2,189,189
2,844,526
2.99%
Source: U.S. Census Bureau, Arizona Department of Commerce
Employment Overview
Recreation, in-migrating retirees, and seasonal residents are the primary drivers of Apache Junction’s economy. Currently, the City of Apache Junction has approximately 9,600 jobs. Major employers in the community include City and County governments, the local school district, local industrial facilities, and several grocery and merchandise stores. In addition, Pinal County is a major employer at the Apache Junction Government Complex and the Pinal County Sherriff’s Office (PCSO) sub-station located just outside the study limits along King’s Ranch Road. Within the study area there are 10 schools: three elementary schools, two middle schools, one high school, three charter schools, and one community college. Table 2.2 lists the major employers within the study area.
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TABLE 2.2: MAJOR EMPLOYERS
Major Employers
Employees
Apache Junction Unified School District
607
Wal-Mart Supercenter Store #1831
352
Mountain Health & Wellness*
238
City of Apache Junction
221
Apache Junction Fire District
81
Apache Junction Medical Center
80
United States Postal Service
75
Empire Southwest
53
Fry’s Food Stores
49
Central Arizona College – Superstition Mountain Campus
41
Safeway Stores
33
Source: City of Apache Junction, June 2011
Population, housing units, and various types of employment categories were inventoried for each Traffic Analysis Zones (TAZ) in the study area. TAZs are geographic subdivisions of the study area bounded by roads, political boundaries, natural and man-made geographical constraints (such as rivers, washes, etc.). For this study, Pinal County’s countywide travel demand model was used. Forty-three TAZs included in the Pinal County travel demand model are within the Apache Junction study limits. Figure 2.2 illustrates the population density per TAZ and Figure 2.3 illustrates the occupied housing units and employment estimates and distribution at the TAZ level.
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Environmental Justice Review (Title VI)
Title VI of the Civil Rights Act of 1964 and related statutes require that individuals are not discriminated against based on race, color, national origin, age, sex, or disability. Executive Order 12898 on Environmental Justice dictates that any programs, policies, or activities to be implemented are not to have disproportionately high adverse human health and environmental effects on minority populations. Thus, in relation to this study, transportation improvements should not adversely impact such groups disproportionately. In addition to assuring that these policies are adhered to, a variety of possible alternatives should be developed and considered in order to make sure all groups are fairly represented in the amount and type of transportation services provided. Figure 2.4 compares the Title VI data reviewed for the study area, Pinal County, and the State of Arizona.
FIGURE 2.4: MINORITY, AGE 65 AND OLDER, MOBILITY LIMITED, AND BELOW POVERTY POPULATION COMPARISON
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Minority Population
Minority population consists of individuals who are members of the following population groups: Native American or Alaskan Native, Asian or Pacific Islander, Black, and Hispanic. According to the 2010 U.S. Census data:
 17.3% of the population is minority, with Hispanics as the largest minority group.
 Minority population is significantly less than the countywide and statewide estimates.
Figure 2.5 illustrates the minority population concentrations throughout the study area.
Population Age 65 and Over
According to the 2010 U.S. Census data:
 Median age in the City of Apache Junction is 47 years old
 Within the study area approximately 26.6% of the population is over 65 years of age.
 Population over 65 years of age is higher than the countywide and statewide estimates.
Figure 2.6 displays the age 65 and over population concentrations.
Below Poverty Population
The Census Bureau uses a set of income thresholds that vary by family size and composition to determine below poverty population. If a family’s total income is less than the family’s threshold, then that family and every individual in it is considered in poverty. The 2000 U.S. Census data shows that:
 11.3% of the total population in the study area is classified as below poverty.
 Below poverty status is lower than the countywide and statewide estimates.
Figure 2.7 illustrates the below poverty population concentrations.
Mobility-Limited Population
The mobility-limited population is made up of individuals who have a physical or mental disability that prohibits them from operating an automobile. In general, mobility-limited population group requires access to public transportation and hence for transportation planning purposes, it is critical to identify the locations with high concentration of this population group. According to the 2000 U.S. Census:
 14.3% of the total population in the study area is mobility-limited
 The study area’s mobility limited population is higher than both the statewide and county’s estimate of 11.6% and 12.3%.
Figure 2.8 shows the mobility-limited population concentrations in the study area.
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Environmental and Cultural Resources Overview
Inventory of the physical, natural, and cultural environment is an important component of the transportation planning process. When environmental conditions and concerns are reviewed in the early stages of the transportation planning process, transportation solutions can be developed to lessen the negative impacts on the natural environment.
Environmental Overview
Vegetation:
 Two types of vegetation exist in the study area; Arizona Upland Subdivision - Sonoran Desert Scrub and Lower Colorado River Subdivision - Sonoran Desert Scrub.
Water Features:
 Major hydrological features in the area include Central Arizona Project (CAP) canal, Weeks Wash, and Bulldog Wash.
Wildlife Habitat Block and Wildlife Linkage Zone:
 Located mostly in the northern portion of the study area, the wildlife habitat block traverses approximately 5% of the study area
 Wildlife Linkage Zone covers approximately 16% of the study area and traverses through the southwest portion of the study area.
Figure 2.9 presents an environmental overview of the study area
Areas of Concern
Underground Storage Tanks:
 The Arizona Department of Environmental Quality (ADEQ) has identified 26 locations in the study area that are former or existing underground storage tank sites.
Air Quality:
 The study area is in the PM-10 and 8-hour Ozone Nonattainment Areas.
Flooding:
 The study streets that intersect Weeks Wash are prone to flooding during periods of heavy rainfall.
 The rolling terrain in the northeast portion of the study area creates many low-water crossings.
Earth Fissures:
 Nearly all fissures located in the vicinity of Apache Junction are located in the southwest corner of the study area.
Figure 2.10 illustrates environmental issues within the study area.
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TRANSPORTATION CONDITIONS
This section inventories major elements of the existing transportation system and documents the status/condition of each element. Major elements inventoried include bridges, pavement condition, crashes, traffic conditions, roadway performance, and other modes of transportation in the study area.
Existing Roadway System
Major Roadways
The study area is comprised of a network of major arterials, collectors, and local roadways. The following is a summary of characteristics of the major roadways that traverse the study area:
 US 60 is an ADOT owned east-west highway that serves as a commuter freeway to the Phoenix metropolitan area and as a regional travel corridor.
 SR 88/ Idaho Road is an ADOT owned north-south urban principal arterial that begins at the junction of US 60 and travels northeast along the Superstition Mountains to Roosevelt Lake.
 Ironwood Drive is a major north-south corridor that serves local and regional traffic.
 Apache Trail is an east-west urban principal arterial that serves both local and regional traffic.
 Old West Highway is a northwest-southwest urban principal arterial that connects Apache Trail and SR 88 to US 60.
Roadway Functional Classification
Functional Classification is the grouping of streets and highways by the character of service they intend to provide. Table 2.3 lists the functional classification types and definitions for major roadways defined by the City of Apache Junction’s General Plan.
Figure 2.11 displays the current FHWA approved functional classification for roadways within the study area. Many of the study roadways shown on the map operate at a classification different than those approved by FHWA in early 1990s. In order to qualify for federal funding, FHWA classification of a roadway should be collector or above. As shown in Figure 2.11, several roadways (shown as dashed lines) are not functionally classified. It is recommended that the City apply for reclassification of these roadways with FHWA with assistance from CAAG and ADOT.
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TABLE 2.3: ROADWAY FUNCTIONAL CLASSIFICATION DEFINITION
Classification
Description
Freeways
Freeways are divided highways with four or more travel lanes that are designed to carry large volumes of high-speed traffic and serve long, regional trips. Freeways have full access control, with entry and exit restricted to grade-separated traffic interchanges. All roadways classified as freeways are portions of the State and Federal Highway System and are under the jurisdiction of ADOT.
Parkways
Parkways are high capacity surface streets with substantial access control and potential grade separations that are designed to accommodate regional travel over significant distances. A minimum of six through lanes is the typical width for parkways.
Major Arterials
Major arterials are designed to move high volumes of traffic over substantial distances, but may also provide direct access to adjacent properties. Arterial streets are usually located on one-mile section lines and intersections are at-grade. Six through lanes is the normal width.
Minor Arterials
Minor arterials are similar to major arterials but with somewhat lower design requirements. Four through lanes is the normal width.
Collectors
Collector streets are designed to carry lower traffic volumes for shorter distances than arterials. Collector streets receive traffic from neighborhoods and distribute it to arterials and vice versa. They serve more of a land access function as opposed to providing mobility for long-distance traffic. Two to four through lanes is the typical width.
Local Streets
Local streets provide access directly to local property and are not designed to accommodate through traffic. Two lanes is the usual width.
Number of Lanes and Posted Speed Limits
A field review was conducted to inventory the number of lanes and posted speed limits for major roadways in the study area. In addition, traffic control type (signals, roundabouts, stop signs, etc.) at major intersections was also inventoried. Figure 2.12 displays the number of lanes for each roadway and Figure 2.13 presents the posted speed limits and traffic signal locations. Apache Junction Comprehensive Transportation Study Page 22
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Pavement Condition
Pavement condition information for US 60 and SR 88 in the study area was obtained from the ADOT Pavement Management System and pavement condition information for the remaining study roadway network was obtained from the City of Apache Junction. Not including US 60, the study area is comprised of 85.8 miles of roadway, in which:
 2.2 miles are scheduled for street maintenance and treatment assessment.
 13.4 miles are scheduled for street maintenance only.
 23.3 miles are scheduled street treatment assessment only.
Table 2.4 lists the roads scheduled for maintenance or treatment assessment, and Figure 2.14 presents an illustration of these road segments.
TABLE 2.4: APACHE JUNCTION ROADS PAVEMENT CONDITION
Street Name
Beginning
Ending
Length (miles)
Condition
Meridian Road
McKellips Boulevard
US 60
4.6
Schedule Treatment Assessment
Ironwood Drive
McKellips Boulevard
0.50 mile north of Lost Dutchman Boulevard
0.5
Schedule Treatment Assessment
Ironwood Drive
0.50 mile north of Lost Dutchman Boulevard
Lost Dutchman Boulevard
0.5
Schedule Street Maintenance and Schedule Treatment Assessment
Ironwood Drive
Lost Dutchman Boulevard
Tepee Street
0.5
Schedule Street Maintenance
Ironwood Drive
Tepee Street
North of Mockingbird Street
0.3
Schedule Treatment Assessment
Ironwood Drive
Apache Trail
Broadway Avenue
0.5
Schedule Treatment Assessment
Ironwood Drive
Broadway Avenue
15th Avenue
0.4
Schedule Street Maintenance and Schedule Treatment Assessment
Ironwood Drive
15th Avenue
US 60
1.2
Schedule Street Maintenance
Phelps Drive
Apache Trail/Old West Highway
5th Avenue
0.3
Schedule Treatment Assessment
Idaho Road
McKellips Boulevard
Lost Dutchman Boulevard
1.0
Schedule Treatment Assessment
Royal Palm Road
Old West Highway
Southern Avenue
1.0
Schedule Treatment Assessment
Tomahawk Road
Manzanita Street
Broadway Avenue
1.3
Schedule Treatment Assessment
Tomahawk Road
Broadway Avenue
Old West Highway
0.4
Schedule Street Maintenance and Schedule Treatment Assessment
Tomahawk Road
Old West Highway
Southern Avenue
0.6
Schedule Treatment Assessment
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TABLE 2.4: APACHE JUNCTION ROADS PAVEMENT CONDITION (CONTINUED)
Street Name
Beginning
Ending
Length (miles)
Condition
Tomahawk Road
US 60
Baseline Road
0.5
Schedule Treatment Assessment
Cortez Road
Lost Dutchman Boulevard
Old West Highway
2.7
Schedule Street Maintenance
Goldfield Road
Lost Dutchman Boulevard
0.3 mile north of Superstition Boulevard
0.7
Schedule Treatment Assessment
Goldfield Road
16th Avenue
Old West Highway
0.5
Schedule Treatment Assessment
Goldfield Road
Old West Highway
US 60
0.3
Schedule Street Maintenance
Lost Dutchman Boulevard
McKellips Boulevard
Cedar Drive
0.1
Schedule Treatment Assessment
Lost Dutchman Boulevard
Cedar Drive
Delaware Drive
0.3
Schedule Street Maintenance and Schedule Treatment Assessment
Lost Dutchman Boulevard
Delaware Drive
West of Plaza Drive
1.2
Schedule Treatment Assessment
Lost Dutchman Boulevard
West of Plaza Drive
Idaho Road
0.3
Schedule Street Maintenance and Schedule Treatment Assessment
Lost Dutchman Boulevard
Cortez Road
Goldfield Road
0.5
Schedule Street Maintenance
Lost Dutchman Boulevard
Goldfield Road
Mountain View Road
0.6
Schedule Treatment Assessment
Tepee Street
Ironwood Road
Valley Drive
0.25
Schedule Street Maintenance
Superstition Boulevard
McKellips Boulevard
Delaware Drive
0.5
Schedule Treatment Assessment
Superstition Boulevard
Ocotillo Drive
Ironwood Drive
0.3
Schedule Street Maintenance
Superstition Boulevard
San Marcos Drive
Plaza Drive
0.25
Schedule Treatment Assessment
Old West Highway
East of Idaho Road/SR 88
Royal Palm Road
0.6
Schedule Street Maintenance
Broadway Avenue
Ironwood Drive
Phelps Drive
0.7
Schedule Street Maintenance
Broadway Avenue
Old West Highway
Goldfield Road
1.5
Schedule Street Maintenance
16th Avenue
West of Cedar Drive
Winchester Road
2.2
Schedule Treatment Assessment
Southern Avenue
Idaho Road/SR 88
Winchester Road
0.3
Schedule Treatment Assessment
Southern Avenue
Tomahawk Road
East of Raindance Road
0.25
Schedule Treatment Assessment
Southern Avenue
East of Raindance Road
Cortez Road
0.25
Schedule Street Maintenance and Schedule Treatment Assessment
Southern Avenue
Cortez Road
Starr Road
0.25
Schedule Treatment Assessment
Baseline Avenue
Meridian Road
Ironwood Drive
1.0
Schedule Treatment Assessment
Apache Junction Comprehensive Transportation Study Page 27
Bridges and Culverts
FHWA’s National Bridge Inventory (NBI) database was used to identify the location of all bridges in the study area. A total of 48 bridges were identified, of which:
 Six bridges are eligible for rehabilitation.
o Five located on US 60 (between interchanges beginning from Meridian Road to Goldfield Road).
o One located on SR 88 in northern portion of the study area.
 28 bridges are in good condition.
 The condition of 14 bridges is unknown; these bridges are located in rural areas within the study area (northern and eastern portions of the study area).
Table 2.5 lists the six bridges in Apache Junction that are eligible for rehabilitation. Bridge location and conditions are further illustrated in Figure 2.14.
TABLE 2.5: BRIDGE CONDITION
Bridge Name
Road Name
Crossing
Feature
Sufficiency
Rating
Condition
CAP Canal Bridge
US 60 (mp 194.40)
CAP Canal
72.22
Eligible for Rehabilitation
RCB
US 60 (mp 194.81)
Wash
71.21
Eligible for Rehabilitation
RCB
US 60 (mp 195.91)
Wash
75.99
Eligible for Rehabilitation
Weeks Wash RCB
US 60 (mp 196.91)
Wash
75.98
Eligible for Rehabilitation
RCB
US 60 (mp 197.70)
Wash
77.71
Eligible for Rehabilitation
Weeks Wash RCB
SR 88 (mp 199.07)
Wash
79.00
Eligible for Rehabilitation
Apache Junction Comprehensive Transportation Study Page 28
Apache Junction Comprehensive Transportation Study Page 29
Crash Data
Crash analysis was conducted for major roadways in the study area to identify trends, patterns, predominant crash reasons, and high crash rate intersections and corridors. The purpose of the crash analysis is to identify safety hazards locations that need to be addressed to improve area safety. Data for crashes occurring between November 2004 and November 2009 was obtained from ADOT’s Accident Location Identification Surveillance System (ALISS) database. During this five year period, a total of 2,819 crashes occurred within the study area. Figure 2.15 illustrates the location and number of crashes at each site during the analysis period, while Figure 2.16 presents the overall density of crashes along study roadways. As shown in the Figures, major corridors such as Apache Trail, Ironwood Drive, US 60, and portions of Old West Highway attribute to the majority of crashes in the study area. Analysis of the crash data found:
 Out of the total 2,819 crashes, 921 crashes (32.7%) resulted in injuries at various levels.
 There were a total of 16 fatal crashes, in which seven occurred on US 60.
 There were a total of 148 pedestrian or pedalcyclist crashes (5.3%) along study roadways. The intersection of Apache Trail and Delaware Drive had eight separate pedestrian or pedalcyclist involved injury type crashes.
 The City of Apache Junction had an unusually high percentage of intersection and driveway related crashes, totaling 61.5% of all crashes in the study area.
 The study area also had a significant number of rear-end and angle collisions, which make up approximately 63.4% of all study area crashes.
 “No Improper Action”, “Inattention”, and “Failed to Yield Right-of-Way” were the most cited violation types.
Crashes rates were estimated at 12 intersections and along ten corridors to identify high crash locations that create safety hazards within the study area. Table 2.6 lists the roadway segments with the highest crash rates and Table 2.7 lists the intersections with the highest crash rate. Crash rates for the roadway segments are expressed in terms of crashes per million vehicle miles traveled and crash rates for intersections are expressed in terms of crashes per million vehicles entering the intersection. Analysis of the data found:
 Ironwood Drive, between US 60 and Baseline Avenue, and Idaho Road, between SR 88 and Superstition Boulevard, had the highest crash rates with angle collisions and rear-ended collisions the majority collision types along these corridors. Apache Junction Comprehensive Transportation Study Page 30
 The intersections of Superstition Boulevard at SR 88 and Apache Trail at Delaware Drive experienced the highest crash rates within the study area.
 The US 60 at Ironwood Drive Eastbound Ramp intersection and the Apache Trail at Ironwood Drive intersection had the highest number of intersection related crashes.
TABLE 2.6: CRASHES RATE FOR ROADWAY SEGMENTS
Road
Beginning
Ending
Length
Average AADT
Crashes
Crash Rate
Ironwood Drive
US 60
Baseline Avenue
0.75
24,824
108
3.20
Idaho Road
SR 88
Superstition Boulevard
0.21
10,544
11
2.74
Apache Trail
Meridian Road
Apache Trail
1.86
22,261
157
2.08
Superstition Boulevard
Idaho Road
SR 88
0.22
4,343
3
1.72
Southern Avenue
Idaho Road
Royal Palm Road
0.50
6,376
9
1.55
Goldfield Road
US 60
Old West Highway
0.32
1,450
1
1.19
Ironwood Drive
US 60
Apache Trail
1.97
15,300
62
1.13
Broadway Avenue
Meridian Road
Ironwood Drive
0.99
10,886
21
1.07
US 60
Meridian Road
Study Boundary
6.77
39,338
295
0.61
Old West Highway
Apache Trail
Royal Palm Road
0.88
19,666
19
0.60
*Crash rate is expressed in terms of crashes per million vehicles miles traveled. Intersection related crashes are not included.
TABLE 2.7: CRASH RATE FOR INTERSECTIONS
Intersection
Volume
Crashes
Crash Rate
Superstition Boulevard and SR 88
5,583
38
3.73
Apache Trail and Delaware Drive
16,980
45
1.45
US 60 and Ironwood Drive Westbound Ramp
19,771
50
1.39
Apache Trail and Ironwood Drive
21,238
52
1.34
US 60 and Ironwood Drive Eastbound Ramp
26,557
64
1.32
Old US Highway and Royal Palm Road
10,244
22
1.18
Southern Avenue and Ironwood Drive
19,483
28
0.79
US 60 and Baseline Avenue
30,820
43
0.76
Broadway Road and Ironwood Drive
22,209
28
0.69
Superstition Boulevard and Idaho Road
15,617
16
0.56
Old West Highway and Idaho Road
21,013
20
0.52
Idaho Road and SR 88
29,641
21
0.39
*Intersection crash rate is expressed in terms of crashes per million vehicles entering intersection Apache Junction Comprehensive Transportation Study Page 31
Apache Junction Comprehensive Transportation Study Page 32
Apache Junction Comprehensive Transportation Study Page 33
Existing Traffic Conditions
Existing daily traffic count data was obtained from the City of Apache Junction, CAAG, and ADOT. Figure 2.18 displays the existing daily traffic counts. Key observations noted in Figure 4.10 include:
 US 60 carries the highest amount of traffic, with volumes ranging from 16,700 to 31,500.
 Ironwood Drive from the southern study area boundary to US 60 carries the highest amount of traffic on a local roadway, with volumes ranging from 11,650 to 25,954.
 Apache Trail, from the western study area boundary to Superstition Boulevard, carries the second highest amount of traffic on a local roadway, with volumes ranging from 12,029 to 19,316.
Traffic congestion levels for major roadways in the study area were estimated using existing traffic count data. The degree of traffic congestion is commonly expressed in terms of Level of Service (LOS). LOS is a measure of traffic flow conditions and its values range from LOS A to LOS F, with LOS A representing excellent traffic flow conditions where vehicles experience minimal delays, and LOS F represents failure conditions where vehicles experience long delays. Highway Capacity Manual published by the Transportation Research Board (TRB) characterizes LOS as:
LOS A:
Best, free flow operations (on uninterrupted flow facilities) and very low delay (on interrupted flow facilities). Freedom to select desired speeds and to maneuver within traffic is extremely high.
LOS B:
Flow is stable, but presence of other users is noticeable. Freedom to select desired speeds is relatively unaffected, but there is a slight decline in the freedom to maneuver within traffic.
LOS C:
Flow is stable, but the operation of users is becoming affected by the presence of other users. Maneuvering within traffic requires substantial vigilance on the part of the user.
LOS D:
High density but stable flow. Speed and freedom to maneuver are severely restricted. The driver is experiencing a generally poor level of comfort and convenience.
LOS E:
Flow is at or near capacity. All speeds are reduced to a low, but relatively uniform value. Freedom to maneuver within traffic is extremely difficult. Comfort and convenience levels are extremely poor.
LOS F:
Worse, facility has failed, or a breakdown has occurred.
In general for suburban areas, LOS A and B represent no congestion, LOS C and D represent moderate congestion, and LOS E and F represent severe congestion. Figure 2.17 is a pictorial representation of LOS A thru F. Apache Junction Comprehensive Transportation Study Page 34
FIGURE 2.17: ILLUSTRATION OF LOS A THROUGH LOS F
LOS A and B
LOS C and D
LOS E and F Apache Junction Comprehensive Transportation Study Page 35
Apache Junction Comprehensive Transportation Study Page 36
Current Roadway LOS
Figure 2.19 illustrates the current LOS for roadways within the study area. The following is a summary of the LOS conditions for the study area roadways:
LOS D:
 Apache Trail: Idaho Road to the Phelps Drive/Old West Highway intersection.
LOS C:
 US 60: Western study area boundary to MP 196.
 US 60: MP 200 to eastern study area boundary.
 SR 88: south of Superstition Boulevard to Idaho Road.
 Ironwood Drive: Southern Avenue to southern study area boundary.
 Old West Highway (Westbound): Apache Trail/ Phelps Drive intersection to Idaho Road.
 Royal Palm Road: Broadway Avenue to Southern Avenue.
 Phelps Drive: Apache Trail to Broadway Avenue.
LOS A and B:
 All other roads operate at LOS B or better.
Current Intersection Level of Service
Figure 2.20 displays the current intersection lane configuration and signal type for the major intersections and Figure 2.21 illustrates the current overall intersection LOS, and LOS at each turn movement for each leg/approach at each intersection. Apache Junction Comprehensive Transportation Study Page 37
Apache Junction Comprehensive Transportation Study Page 38
Apache Junction Comprehensive Transportation Study Page 39
Apache Junction Comprehensive Transportation Study Page 40
Other Modes of Transportation
Transit Conditions
As part of this Comprehensive Transportation Study, the City's 2005 Transit Feasibility Study is being updated and documented as a separate report. The following is a summary of existing transit providers in the Apache Junction area, as presented in that report.
 Two Apache Junction-based private-sector operators, Cricket’s Shuttle and Cactus Shuttle, currently provide demand-response public transportation service in the area.
 Many of the manufactured home communities operate their own shuttles for the convenience of full-time and seasonal community residents.
 Three assisted living facilities, Aurora House, Beehive House, and Horizon Bay, provide or arrange for medical and other transportation services for their residents. Triple R Behavioral Health maintains a Club House in the Study Area, and provides transportation to/from the Club House for clients.
 The Apache Junction Senior Center provides multi-service transportation to persons who no longer drive.
Non-Motorized Modes of Transportation
Figure 2.22 illustrates the current pedestrian, bicycle, and trails facilities in the study area. Key observations include:
 Sidewalks currently exist in the downtown core providing access to activity centers such as schools, shopping centers, post office, and the library.
 The City has very limited bike paths and bike lanes in both the downtown core and the rural areas.
 Portions of the study area to the east and the north consist of State and federal lands which are home to several equestrian, hiking, and multi-use trails. Access to these trails is available through several gates along the State and federal lands.
Apache Junction Comprehensive Transportation Study Page 41
Apache Junction Comprehensive Transportation Study Page 42
3. FUTURE CONDITIONS
FUTURE SOCIOECONOMIC CONDITIONS
Population, Housing Unit, and Employment Forecasts
The City of Apache Junction’s future growth is a unique situation due to the proposed Portalis Master Plan. If the Portalis Master Plan becomes a reality the population of the City could more than double; however, development time frames for this area are uncertain. To account for this uncertainty, Population Growth Thresholds or Population Levels have been developed as benchmarks for the transportation plan. These benchmarks will allow the City to plan transportation improvements as each population growth threshold is reached, rather than anticipating improvements for a certain year based on projections that may or may not be accurate.
Three Population Levels were established based on Central Arizona Association of Governments (CAAG) projections for the study area and Pinal County; and Arizona State Lands Department’s build out levels for the Portalis Master Plan area. Table 3.1 outlines the population, number of occupied housing units, and employment numbers for each of the Population Levels.
TABLE 3.1: POPULATION LEVELS - POPULATION, HOUSING UNITS, AND EMPLOYMENT
Short-Term Phase (Population Level 1 - 60K)
Mid-Term Phase (Population Level 2 - 75K)
Long-Term Phase (Population Level 3 - 130K)
Study Area
Pinal County
Study Area
Pinal County
Study Area
Pinal County
Population
60,000
441,000
75,000
607,000
130,000
1,083,000
Occupied Housing Units
26,000
156,000
31,000
214,000
51,000
380,000
Employment
16,000
108,000
24,000
170,000
43,000
325,000
FUTURE TRANSPORTATION CONDITIONS
The primary purpose of forecasting future traffic volumes is to estimate the additional travel demand added to existing roadways and to forecast congestion levels due to projected growth in population and employment. In addition, this analysis provides valuable insight into potential transportation solutions. Pinal County's countywide travel demand model was enhanced and Apache Junction Comprehensive Transportation Study Page 43
used to develop traffic forecasts for each Population Level discussed in the preceding section. Similar to existing traffic analysis, the degree of traffic congestion is expressed in terms of LOS.
Population Level 1 (60K) – Projected Traffic Conditions
Figure 3.1 displays the projected traffic volumes and Figure 3.2 displays the LOS for the current roadway system with the projected Population Level 1 socioeconomic conditions if no roadway improvements are made (No-Build). Traffic volumes and LOS results in this section represent average annual daily traffic conditions. All roads located in the study area operate at low congestion levels (LOS A or B), except for the following:
Moderate Congestion (LOS C & D):
 US 60: MP 196 to SR 88 traffic interchange.
 US 60: Mountain View Road to eastern study area boundary.
 Ironwood Drive: Southern Avenue to north of US 60 traffic interchange.
 Ironwood Drive: South of US 60 traffic interchange to Baseline Avenue.
 Idaho Road: Baseline Avenue to south of the US 60 traffic interchange.
 Idaho Road: North of US 60 traffic interchange.
 Delaware Drive: South of Apache Trail.
 Baseline Avenue: Western study area boundary to Ironwood Drive.
High Congestion (LOS E & F)
 US 60: Western study area boundary to MP 195.
 SR 88: Between the ramp terminals at the US 60 traffic interchange.
 Ironwood Drive: Between the ramp terminals at the US 60 traffic interchange.
 Ironwood Drive: South of Baseline Avenue to southern study.
Apache Junction Comprehensive Transportation Study Page 44
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Apache Junction Comprehensive Transportation Study Page 46
Population Level 2 (75K) – Projected Traffic Conditions
Figure 3.3 displays the projected traffic volumes and Figure 3.4 displays the LOS for the current roadway system with the projected Population Level 2 socioeconomic conditions if no roadway improvements are made (No-Build). Traffic volumes and LOS results in this section represent average annual daily traffic conditions. All roads located in the study area operate at low congestion levels (LOS A or B), except for the following:
Moderate Congestion (LOS C & D):
 US 60: MP 195 to SR 88 traffic interchange.
 US 60: Mountain View Road to eastern study area boundary.
 Southern Avenue: Western study boundary to Ironwood Drive.
 Baseline Avenue: Western study area boundary to Ironwood Drive.
 Meridian Road: Southern Avenue to southern study boundary.
 Ironwood Drive: Southern Avenue to north of US 60 traffic interchange.
 Ironwood Drive: South of US 60 traffic interchange to Baseline Avenue.
 SR 88: Southern Avenue to north of US 60 traffic interchange.
 Tomahawk Road: Southern Avenue to south of US 60 traffic interchange.
 Delaware Drive: South of Apache Trail.
High Congestion (LOS E & F)
 US 60: Western study area boundary to MP 195.
 SR 88: Between the ramp terminals at the US 60 traffic interchange.
 SR 88: US 60 traffic interchange to Baseline Avenue.
 Tomahawk Road: Between the ramp terminals at the US 60 traffic interchange.
 Ironwood Drive: Between the ramp terminals at the US 60 traffic interchange.
 Ironwood Drive: South of Baseline Avenue to southern study boundary.
 Meridian Road: South of US 60
Apache Junction Comprehensive Transportation Study Page 47
Apache Junction Comprehensive Transportation Study Page 48
Apache Junction Comprehensive Transportation Study Page 49
Population Level 3 (130K) – Projected Traffic Conditions
Figure 3.5 displays the projected traffic volumes and Figure 3.6 displays the LOS for the current roadway system with the projected Population Level 3 socioeconomic conditions if no roadway improvements are made (No-Build). Traffic volumes and LOS results in this section represent average annual daily traffic conditions. All roads located in the study area operate at low congestion levels (LOS A or B), except for the following:
Moderate Congestion (LOS C & D):
 US 60: MP 195 to MP 196.
 US 60: SR 88 to Tomahawk Road - between the on/off ramp terminals.
 US 60: Mountain View Road to eastern study area boundary.
 Southern Avenue: Western study boundary to Delaware Drive.
 Southern Avenue: West of Tomahawk Road.
 Baseline Avenue: Small section to the east of Ironwood Drive.
 Old West Avenue: Cortez Road to Goldfield Road.
 Old West Avenue: West of Royal Palm Road.
 Meridian Road: North of Broadway Avenue to Southern Avenue.
 Meridian Road: Baseline Avenue to Guadalupe Alignment.
 Ironwood Drive: 1/2 mile north of Apache Trail to Southern Avenue.
 Ironwood Drive: Baseline Avenue to southern study boundary.
 Lost Dutchman: West of Tomahawk Road
 SR 88: Old West Highway to Southern Avenue.
 Goldfield Road: 1/2 mile south of Baseline Avenue.
 Mountain View Road: 1.25 miles between Broadway Avenue and US 60.
 Phelps Drive: North of Apache Trail.
 Phelps Drive: South of Apache Trail.
 Delaware Drive: North of Apache Trail.
 Delaware Drive: North of Broadway Avenue.
 Tomahawk Road: North of US 60.
 Tomahawk Road: South of Old West Highway.
 South Mountain View Road Alignment: South of US 60.
High Congestion (LOS E & F)
 US 60: Western study area boundary to MP 195.
 US 60: Ironwood Drive to SR 88 - between the on/off ramp terminals.
 Baseline Avenue: 1/2 mile east of Meridian Road to Ironwood Drive.
 Southern Avenue: 1/4 east of Delaware Drive.
 Old West Highway: SR 88 to Broadway Avenue.
 Meridian Road: Southern Avenue to Baseline Avenue.
 Ironwood Drive: Southern Avenue to Baseline Avenue.
 SR 88: Southern Avenue to Baseline Avenue. Apache Junction Comprehensive Transportation Study Page 50
 Delaware Drive: South of Apache Trail
 Tomahawk Road: Southern Avenue to Baseline Avenue.
 Goldfield Road: Southern Avenue to Baseline Avenue.
 Mountain View Road: North of US 60
 Mountain View Road: South of Broadway Avenue
Summary of Future Conditions*
*If no roadway improvements are made (No-Build)
 If population levels increase from current level to Population Level 3 (130K), traffic congestion increases primarily on roadways in the current core area of Apache Junction (south of Apache Trail and Old West Highway).
 Congestion on US 60 between the western study boundary to Tomahawk Road worsens progressively as population increases from Population Level 1 (60K) to Population Level 3 (130K).
 Congestion on US 60, to the east of Mountain View Road, also increases progressively due to increased regional and Gold Canyon traffic.
 To the south of US 60, traffic congestion on Meridian Road and Ironwood Drive increases significantly due to the north-south regional traffic exchange between Maricopa County and Pinal County south of the study area.
 Within the Apache Junction core area, traffic congestion increases to moderate levels on Meridian Road, Ironwood Drive, and Idaho Road.
 Majority of the north-south roadway segments in the study area between Southern Avenue and Baseline Avenue experience severe congestion by Population Level 3 (130K), due to increased north-south traffic movement and to access the traffic interchanges on US 60.
 Old West Highway between Apache Trail and Goldfield Road experiences increased traffic congestion as population levels increase.
Apache Junction Comprehensive Transportation Study Page 51
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4. EVALUATION OF TRANSPORTATION IMPROVEMENTS
TRANSPORTATION ISSUES SUMMARY
Based on an inventory and analysis of existing conditions, transportation system deficiencies and issues were identified. These issues and deficiencies form the basis for the next phase of the study which is the development of the long range transportation plan. Figure 4.1 displays the current major transportation issues in the study area.
EVALUATION CRITERIA AND PROCESS
Transportation system deficiency analysis and input from the public, various stakeholders, and Technical Advisory Committee (TAC) resulted in a comprehensive list of potential transportation improvement options. These options were carefully evaluated using both quantitative and qualitative criteria to identify projects/improvements that best serve the needs of the City of Apache Junction. Table 4.1 summarizes the criteria used in evaluating potential transportation improvement options. In addition, transportation improvements were prioritized and grouped into three categories based on short-, mid-, and long-term implementation phases.
 Projects within the short-term phase represent improvements that need to be made as the study area reaches Population Level 1 (60K).
 Projects within the mid-term phase represent improvements that need to be made as the study area reaches Population Level 2 (75K).
 Projects within the long-term phase represent improvements that need to be made as the study area reaches Population Level 3 (130K).
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Apache Junction Comprehensive Transportation Study Page 55
TABLE 4.1: TRANSPORTATION IMPROVEMENTS EVALUATION CRITERIA
Evaluation Criteria
Objectives
Safety and Security
 Reduce vehicle, pedestrian, bicycle collisions.
 Enhance alternate emergency routes.
 Reduce emergency response times.
Congestion/Level of Service
 Reduce congestion, bottlenecks and travel times for all modes.
Mobility and Access
 Improve linkages between transportation modes.
 Facilitate efficient internal traffic circulation options within the study area.
 Maintain travel reliability.
Economic Development Opportunity
 Promote transportation choices that support economic growth.
Environmental Impacts
 Protect and enhance natural, historical, and cultural environment by minimizing potential adverse impacts associated with transportation system development.
Infrastructure Preservation/Maintenance
 Preserve and maintain existing transportation infrastructure.
Cost Efficiency and Implementation Feasibility
 Minimize capital cost of transportation facilities, including preservation of ROW.
 Obtain additional ROW.
Regional Connectivity
 Enhance connectivity between the study area and nearby communities.
Transportation choices
 Promote transportation choices such as pedestrian, bicycle ways, multi-use paths, and transit.
ROADWAY IMPROVEMENT OPTIONS
Roadway improvement options for the short-, mid-, and long-term phases utilizing the criteria presented in Table 4.1, roadway improvement projects were identified by two different categories: capacity related improvement projects and non-capacity roadway improvement projects. Capacity related improvement projects include widening existing roadways and constructing new roadways. Non-capacity related improvements address safety concerns, intersection improvements, and the need to conduct additional planning studies. Capacity-related projects were evaluated using the Countywide TransCAD travel demand model developed for this study.
Apache Junction Comprehensive Transportation Study Page 56
Potential Roadway Improvements for the Short-Term Phase (Population Level 1 -60K)
Transportation Improvement Programs (TIPs) for City of Apache Junction, Pinal County, CAAG, Maricopa Association of Governments (MAG) and ADOT were reviewed to identify transportation projects scheduled for implementation. In addition, potential new improvement projects were identified to meet the traffic demand as the study area reaches Population Level 1 (60K). Below is a list of potential capacity and non-capacity roadway improvements that were evaluated for the short-term phase:
Capacity Related Roadway Improvements
New Interchange
 Half diamond interchange at US 60 and Meridian Drive
Widening to six lanes
 Baseline Avenue: Meridian Drive to Ironwood Drive
Widening to four lanes
 Meridian Drive: Broadway Avenue to Southern Avenue
 Meridian Drive: Southern Avenue to Baseline Avenue
Intersection Improvements
 Meridian Drive/Southern Avenue: New traffic signal design (Under Design)
 Meridian Drive/Southern Avenue: New traffic signal construction
Bridge Widening
 Baseline Avenue/CAP Canal: six lanes
Portalis Area Roads
 Figure 4.2 displays the potential new roadways in the Portalis area
Non-Capacity Related Roadway Improvements
Bridge Rehabilitation
 Apache Trail: 1/4 mile west of Mountain View Road
 US 60/Meridian Drive
 US 60: 1/2 mile east of Idaho Road
 US 60: 1/2 mile east of Ironwood Drive
 US 60: 1/2 mile east of Meridian Drive
 US 60: 1/4 mile east of Tomahawk Road
Safety Improvements
(Enhance Signage, lighting, signal timing and striping)
 Apache Trail/Delaware Drive
 Apache Trail/Idaho Road
 Apache Trail/Ironwood Drive
 Apache Trail/Phelps Drive
 Idaho Road/Superstition Boulevard
 Idaho Road/Tepee Street
 Citywide Signage Improvements
Apache Junction Comprehensive Transportation Study Page 57
Additional Safety and Planning Studies
 Apache Trail - Old West Highway to Lost Dutchman Boulevard: Conduct a corridor study to 1)assess the need for a roundabout, traffic signal, or intersection reconstruction to offset sight distance issues at each intersection 2) identify proper signage type and location to direct tourist traffic accessing the historic Apache Trail
 Ironwood Drive/Broadway Avenue, Ironwood Drive/Southern Avenue: Conduct intersection safety study to 1) identify safety improvements in the vicinity of the intersection 2) assess the need for photo enforcement
 Old West Highway: Apache Trail to US 60: Conduct a corridor study to 1)assess the need for a traffic signal or other intersection control type for each intersection to offset sight distance issues 2) identify proper signage type and location along the corridor
Intersection Improvements
 Cortez Road/Broadway Avenue, Cortez Road/Junction Street, Goldfield Road/Broadway Avenue, Goldfield Road/Superstition Boulevard: Clear brush and other debris in the vicinity of the intersection to enhance sight distance
New Culvert/Bridge
 Broadway Avenue: 1/4 mile east of Idaho Road
Resurfacing & Reconstruction
 Ironwood Drive: Broadway Avenue to Apache Trail (Under Design)
 Ironwood Drive: Lost Dutchman Boulevard to Tepee Street
Bridge Widening
 Baseline Avenue/CAP Canal
Figure 4.2 displays the number of lanes and Figure 4.3 displays the projected average daily traffic volumes when the study area reaches Population Level 1 (60K).
Roadway LOS
Figure 4.4 displays the average daily level of congestion for the study area roadway network. All roads located in the study area operate at low congestion levels (LOS A or B), except for the following:
Moderate Congestion (LOS C & D):
 US 60: Mountain View Road to eastern study boundary limits
 Meridian Drive: 1/2 mile north of US 60 traffic interchange
 Ironwood Drive: 1/2 mile north of US 60 traffic interchange to Houston Avenue
 Idaho Road: US 60 traffic interchange to Baseline Avenue
 Idaho Road: Between the ramp terminals at the US 60 traffic interchange
 Delaware Drive: 1/4 mile south of Apache Trail
 Southern Avenue: Meridian Drive to Delaware Drive
High Congestion (LOS E & F)
 Meridian Drive: Between the ramp terminals at the US 60 traffic interchange
 Ironwood Drive: Houston Avenue to southern study boundary limits Apache Junction Comprehensive Transportation Study Page 58
Intersection Level of Service
Table 4.2 summarizes the intersection LOS conditions at major intersections as the study area reaches Population Level 1 (60K). Figure 4.5 displays the intersection lane configuration and signal type; Figure 4.6 illustrates the overall intersection LOS, approach LOS, and turn movement LOS at each intersection.
TABLE 4.2: SHORT-TERM (POPULATION LEVEL 1 - 60K) INTERSECTION LOS CONDITIONS
LOS
Intersection Locations
LOS D
 Ironwood Drive/Baseline Avenue: PM only
 Old West Highway /Idaho Road: AM only
LOS C or Better
All other intersections operate at LOS C or better for AM and PM time periods
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Potential Roadway Improvements for the Mid-Term Phase (Population Level 2 -75K)
As the study area reaches Population Level 2 (75K), additional transportation improvements are required to meet the higher traffic demand resulting from the increase in population and employment. Below is a list of potential capacity and non-capacity roadway improvements that were evaluated for the mid-term phase. These transportation improvements are in addition to those identified in the short-term phase.
Capacity Related Roadway Improvements in the Study Area
Widening to four lanes
 Baseline Avenue: Ironwood Drive to 1/4 mile east of Goldfield Road
 Delaware Drive: 1/2 mile north of Apache Trail to North of Apache Trail
 Delaware Drive: 1/2 mile south of Apache Trail
 Southern Avenue: Meridian Drive to Mountain View Road
Portalis Area Roads
 Figure 4.7 displays the potential new roadways in the Portalis area
Capacity Related Roadway Improvements in the Project Influence Area
New Roadway
 Meridian Drive (four lanes): Baseline Avenue to Hunt Highway
Non-Capacity Related Roadway Improvements
Safety Improvements
 New flood warning system at 16th Avenue: West of Ironwood Drive
 New bridge/culvert at Apache Trail: 1/4 mile east of Ironwood Drive
 New bridge/culvert at Baseline Avenue: 1/2 mile east of Idaho Road
 New culvert at Ironwood Drive/Foothill Street
 New bridge/culvert at San Marcos Drive: 1/4 mile south of Broadway Avenue
 Reconstruct intersection at Old West Highway/Goldfield Road
 Four Way Stop controlled intersection at Tomahawk Road/Superstition Boulevard
Additional Safety and Planning Studies
 Apache Trail: Meridian Drive to Phelps Drive: Conduct an Urban Corridor Planning Study to develop specialized
1. Land development standards
2. Infrastructure standards to accommodate walking, bicycling, transit, and driving.
The study will identify specific improvements to enhance safety, promote economic development, and improve access to activity centers
Figure 4.7 displays the number of lanes and Figure 4.8 displays the projected average daily traffic volumes when the study area reaches Population Level 2 (75K). Apache Junction Comprehensive Transportation Study Page 65
Roadway LOS
Figure 4.9 displays the average daily level of congestion for the study area roadway network. All roads located in the study area operate at low congestion levels (LOS A or B), except for the following:
Moderate Congestion (LOS C & D):
 US 60: Western study boundary limits to MP 195
 US 60: Mountain View Road to eastern study boundary limits
 Meridian Drive: Southern Avenue to US 60 traffic interchange
 Idaho Road: US 60 traffic interchange to 1/2 mile north of Houston Avenue
 Tomahawk Road: 1/4 mile north of the US 60 traffic interchange
 Ironwood Drive: Houston Avenue to southern study boundary limits
High Congestion (LOS E & F)
 Ironwood Drive: South ramp junction at US 60 traffic interchange to 1/2 mile south of Southern Avenue
 Idaho Road: South ramp junction at US 60 traffic interchange to 1/2 mile south of Southern Avenue
Intersection Level of Service
Table 4.3 summarizes the intersection LOS conditions at major intersections as the study area reaches Population Level 2 (75K). Figure 4.10 displays the intersection lane configuration and signal type; Figure 4.11 illustrates the overall intersection LOS, approach LOS, and turn movement LOS at each intersection.
TABLE 4.3: MID-TERM (POPULATION LEVEL 2 - 75K) INTERSECTION LOS CONDITIONS
LOS
Intersection Locations
LOS D
 US 60/Ironwood Drive south ramp junction: PM only
 Old West Highway/Idaho Road: AM only
LOS C or Better
All other intersections operate at LOS C or better for AM and PM time periods
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Potential Roadway Improvements for the Long-Term Phase (Population Level 3 -130K)
ADOT is currently in the planning/design stages of three major regional high capacity (freeway/expressway) corridors in Pinal County: US 60 Reroute Design Concept Report (DCR), SR 24, and North/South Freeway DCR. Several alignments for each corridor are being analyzed by ADOT and each alignment will have a significant impact on the study area roadways. Several roadway improvements scenarios were prepared and evaluated to address the following:
 Additional travel demand generated as the study area reaches Population Level 3 (130K).
 Additional regional traffic passing through the study area as a result of individual or a combination of any of the new regional corridors
Results from each scenario were discussed with the study team to develop four likely possible scenarios:
 Base Condition
 Alternative 1
 Alternative 2
 Alternative 3
Each alternative was further analyzed to develop a Preferred Scenario. This preferred scenario was ultimately used in identifying the most appropriate set of transportation improvements for the study area for the long term phase. Each scenario is discussed in the following section.
Base Condition
The Base Condition included the following capacity improvements. These improvements are in addition to those identified in the short-term and mid-term phases.
Capacity Related Improvements in the Study Area
New Roadway
 Junction Street: Idaho Road to Apache Trail
 Plaza Drive: Superstition Boulevard to Apache Trail
Widening to six lanes
 US 60: Western study boundary limits to Goldfield Road
 Ironwood Drive: Southern Avenue to Baseline Avenue
 Idaho Road : Southern Avenue to Baseline Avenue
Widening to four lanes
 Tomahawk Road: US 60 to Southern Avenue
Intersection Improvements
 Ironwood Drive/US 60: New northbound, two lane turn onto Westbound US 60
Portalis Area Roads
 Figure 4.12 displays the potential new roadways in the Portalis area Apache Junction Comprehensive Transportation Study Page 72
Capacity Related Improvements in the Project Influence Area
New Roadway
 SR 24: Loop 202 to Ironwood Drive
 Warner Road: Meridian Drive to US 60
Figure 4.12 displays the number of lanes and Figure 4.13 displays the projected average daily traffic volumes when the study area reaches Population Level 3 (130K) in Base Condition Alternative.
Roadway LOS
Figure 4.14 displays the average daily level of congestion for the study area roadway network. The following roadways operate at a LOS C or worse:
Moderate Congestion (LOS C & D):
 US 60: Mountain View Road to eastern study boundary limits
 Meridian Drive: Apache Trail to US 60 traffic interchange
 Meridian Drive: Baseline Avenue to Elliott Avenue
 Delaware Drive: North of Apache Trail
 Ironwood Drive: Broadway Avenue to Southern Avenue
 Ironwood Drive: 1/4 mile north of US 60 traffic interchange to Baseline Avenue
 Ironwood Drive: Houston Avenue to southern study boundary limits
 Idaho Road: Old West Highway to 1/4 mile south of the US 60 traffic interchange
 Idaho Road: 3/4 mile south of Baseline Avenue
 Idaho Road: 1/2 mile north of Guadalupe Road
 Winchester Road: 1/4 mile south of Old West Highway
 Tomahawk Road: South ramp terminal at the US 60 traffic interchange to 1/4 south of Southern Avenue
 Goldfield Road: Old West Highway to 1/4 mile south of US 60 traffic interchange
 Mountain View Road: 1/4 north of US 60 to Houston Avenue
 Mountain View Road: Guadalupe Avenue to Idaho Road
 Old West Highway: Idaho Road to Winchester Road
 Baseline Avenue: 1/4 mile east of Ironwood Drive
High Congestion (LOS E & F)
 Meridian Drive: Between the ramp terminals at the US 60 traffic interchange
 Idaho Road: Between the ramp terminals at the US 60 traffic interchange
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Alternative 1
Alternative 1 included the following capacity improvements. These improvements are in addition to those identified in the short-term and mid-term phases.
Capacity Related Improvements in the Study Area
New Roadway
 Junction Street: Idaho Road to Apache Trail
 Plaza Drive: Superstition Boulevard to Apache Trail
Widening to six lanes
 US 60: Western study boundary limits to Goldfield Road
 Ironwood Drive: Southern Avenue to Baseline Avenue
 Idaho Road : Southern Avenue to Baseline Avenue
Widening to four lanes
 Tomahawk Road: US 60 to Southern Avenue
Portalis Area Roads
 Figure 4.12 displays the potential new roadways in the Portalis area
Capacity Related Improvements in the Project Influence Area
New Roadway
 US 60 Reroute alignment
 North/South Corridor: From US 60 Reroute alignment towards Florence
 SR 24: Loop 202 to North/South Corridor
 Warner Road: Meridian Drive to US 60
Figure 4.12 displays the number of lanes and Figure 4.15 displays the projected average daily traffic volumes when the study area reaches Population Level 3 (130K) in Alternative 1.
Roadway LOS
Figure 4.16 displays the average daily level of congestion for the study area roadway network. The following roadways operate at a LOS C or worse:
Moderate Congestion (LOS C & D):
 Meridian Drive: Apache Trail to Broadway Avenue
 Meridian Drive: 3/4 north of the US 60 traffic interchange
 Delaware Drive: 1/4 mile north of Apache Trail
 Ironwood Drive: Broadway Avenue to Southern Avenue
 Ironwood Drive: South ramp terminals at the US 60 traffic interchange to 1/4 south of Southern Avenue
 Ironwood Drive: 1/2 mile south of Houston Avenue Apache Junction Comprehensive Transportation Study Page 77
 Ironwood Drive: Guadalupe Avenue to Elliott Avenue
 Idaho Road: Old West Highway to 1/4 mile south of the US 60 traffic interchange
 Idaho Road: 1/2 mile south of Baseline Avenue
 Winchester Road: 1/4 mile south of Old West Highway
 Tomahawk Road: Junction Street to Broadway Avenue
 Tomahawk Road: 1/4 mile south of US 60 traffic interchange
 Goldfield Road: Old West Highway to 1/4 mile south of US 60 traffic interchange
 Baseline Avenue: 1/4 mile east of Ironwood Drive
High Congestion (LOS E & F)
 Meridian Drive: Between the ramp terminals at the US 60 traffic interchange
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Alternative 2
Alternative 2 included the following capacity improvements. These improvements are in addition to those identified in the short-term and mid-term phases.
Capacity Related Improvements in the Study Area
New Roadway
 Junction Street: Idaho Road to Apache Trail
 Plaza Drive: Superstition Boulevard to Apache Trail
Widening to six lanes
 US 60: Western study boundary limits to Goldfield Road
 Ironwood Drive: Southern Avenue to Baseline Avenue
 Idaho Road : Southern Avenue to Baseline Avenue
Widening to four lanes
 Tomahawk Road: US 60 to Southern Avenue
Portalis Area Roads
 Figure 4.12 displays the potential new roadways in the Portalis area
Capacity Related Improvements in the Project Influence Area
New Roadway
 US 60 Reroute alignment
 Ironwood Drive is an expressway from US 60 to SR 24
 North/South Corridor: Extends from SR 24 at Ironwood Drive expressway towards Florence
 SR 24: Loop 202 to North/South Corridor
 Warner Road: Meridian Drive to US 60
Figure 4.12 displays the number of lanes and Figure 4.17 displays the projected average daily traffic volumes when the study area reaches Population Level 3 in Alternative 2.
Roadway LOS
Figure 4.18 displays the average daily level of congestion for the study area roadway network. The following roadways operate at a LOS C or worse: Apache Junction Comprehensive Transportation Study Page 81
Moderate Congestion (LOS C & D):
 Meridian Drive: Apache Trail to Broadway Avenue
 Meridian Drive: Southern Avenue to US 60 traffic interchange
 Delaware Drive: 1/4 mile north of Apache Trail
 Ironwood Drive: Apache Trail to Southern Avenue
 Ironwood Drive: 1/4 north of the north ramp terminal at US 60 traffic interchange
 Ironwood Drive: South ramp terminal at US 60 interchange to Guadalupe Avenue
 Idaho Road: Old West Highway to north ramp terminal at US 60 traffic interchange
 Idaho Road: 1/4 mile south of Baseline Avenue
 Winchester Road: 1/4 mile south of Old West Highway
 Tomahawk Road: Between the ramp terminals at the US 60 traffic interchange
 Goldfield Road: 1/4 east of Houston Avenue
 Old West Highway: 3/4 mile east of Idaho Road
 Baseline Avenue: 1/4 mile east of Ironwood Drive
High Congestion (LOS E & F)
 Meridian Drive: Between the ramp terminals at the US 60 traffic interchange
 Ironwood Drive: Between the ramp terminals at the US 60 traffic interchange
 Ironwood Drive: Guadalupe Avenue to Elliott Avenue
 Idaho Road: Between the ramp terminals at the US 60 traffic interchange
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Alternative 3
Alternative 3 included the following capacity improvements. These improvements are in addition to those identified in the short-term and mid-term phases.
Capacity Related Improvements in the Study Area
New Roadway
 Junction Street: Idaho Road to Apache Trail
 Plaza Drive: Superstition Boulevard to Apache Trail
Widening to six lanes
 US 60: Western study boundary limits to Goldfield Road
 Ironwood Drive: Southern Avenue to Baseline Avenue
 Idaho Road : Southern Avenue to Baseline Avenue
Widening to four lanes
 Tomahawk Road: US 60 to Southern Avenue
Portalis Area Roads
 Figure 4.12 displays the potential new roadways in the Portalis area
Capacity Related Improvements in the Project Influence Area
New Roadway
 US 60 Reroute alignment
 North/South Corridor: Extends from SR 24 and traverses towards Florence
 SR 24: Loop 202 to North/South Corridor
 Warner Road: Meridian Drive to US 60
Figure 4.12 displays the number of lanes and Figure 4.19 displays the projected average daily traffic volumes when the study area reaches Population Level 3(130K) in Alternative 3.
Roadway LOS
Figure 4.20 displays the average daily level of congestion for the study area roadway network. The following roadways operate at a LOS C or worse:
Apache Junction Comprehensive Transportation Study Page 85
Moderate Congestion (LOS C & D):
 Meridian Drive: Apache Trail to Broadway Avenue
 Meridian Drive: South ramp terminal at the US 60 traffic interchange to 1/4 mile south of Southern Avenue
 Meridian Drive: Baseline Avenue to southern study boundary limits
 Delaware Drive: 1/4 north of Apache Trail
 Ironwood Drive: Broadway Avenue to Southern Avenue
 Ironwood Drive: South ramp terminal at the US 60 traffic interchange to 1/2 mile south of Southern Avenue
 Ironwood Drive: Houston Avenue to southern study boundary limits
 Idaho Road: Old West Highway to 1/4 south of the US 60 traffic interchange
 Idaho Road: 1/4 mile south of Baseline Avenue
 Winchester Road: 1/4 south of Old West Highway
 Tomahawk Road: Between the ramp terminals at the US 60 traffic interchange
 Goldfield Road: 1/4 mile east of Houston Avenue
 Old West Highway: 3/4 mile east of Idaho Road
 Baseline Avenue: 1/4 mile east of Ironwood Drive
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Preferred Alternative
Preferred Alternative included the following capacity and non-capacity roadway improvements. These improvements are in addition to those identified in the short-term and mid-term phases.
Capacity Related Improvements in the Study Area
New Roadway
 Junction Street: Idaho Road to Apache Trail
 Plaza Drive: Superstition Boulevard to Apache Trail
Widening to six lanes
 US 60: Western study boundary limits to Goldfield Road
 Meridian Drive: Apache Trail to Baseline Avenue
 Ironwood Drive: Apache Trail to Baseline Avenue
 Idaho Road : Old West Highway to Baseline Avenue
 Tomahawk Road: Old West Highway to Baseline Avenue
 Goldfield Road: Old West Highway to Baseline Avenue
Portalis Area Roads
 Figure 4.21 displays the potential new roadways in the Portalis area
Capacity Related Improvements in the Project Influence Area
New Roadway
 US 60 Reroute alignment
 North/South Corridor: From US 60 Reroute alignment towards Florence
 SR 24: Loop 202 to North/South Corridor
 Warner Road: Four lane roadway between Meridian Drive to US 60
Non-Capacity Related Improvements in the Study Area
New Bridge/Culvert
 Cortez Road: 1/2 mile south of Lost Dutchman Boulevard
 Junction Street: 1/4 mile east of Tomahawk Road
 Junction Street: West of Tomahawk Road Apache Junction Comprehensive Transportation Study Page 89
 Lost Dutchman Boulevard/Wickiup Road
 Lost Dutchman Boulevard: West of Goldfield Road
 Mountain View Road/Junction Street
 Mountain View Road: 1/4 mile north of US 60
 Tomahawk Road: 1/4 mile south of Lost Dutchman Boulevard
Figure 4.21 displays the number of lanes and Figure 4.22 displays the projected average daily traffic volumes when the study area reaches Population Level 3 (130K) in the Preferred Alternative.
Roadway LOS
Figure 4.23 displays the average daily level of congestion for the study area roadway network. The following roadways operate at a LOS C or worse:
Moderate Congestion (LOS C & D):
 Meridian Drive: Between the ramp terminals at the US 60 traffic interchange
 Ironwood Drive: 1/4 mile north of Apache Trail
 Ironwood Drive: 1/4 mile north of US 60 traffic interchange
 Ironwood Drive: Guadalupe Avenue to Elliott Avenue
 Idaho Road: South ramp terminal at the US 60 traffic interchange to 1/4 mile south of Southern Avenue
 Goldfield Road: 1/4 mile east of Houston Avenue
Intersection Level of Service
Table 4.4 summarizes the intersection LOS conditions at major intersections as the study area reaches Population Level 3 (130K). Figure 4.24 displays the intersection lane configuration and signal type; Figure 4.25 illustrates the overall intersection LOS, approach LOS, and turn movement LOS at each intersection.
TABLE 4.4: LONG-TERM (POPULATION LEVEL 3 - 130K) INTERSECTION LOS CONDITIONS
LOS
Intersection Locations
LOS D
 Ironwood Drive/16th Avenue: AM Only
 Ironwood Drive /Southern Avenue: AM and PM
 Ironwood Drive/South Ramp Terminal at US 60 Traffic Interchange: AM only
 Ironwood Drive/Baseline Avenue: AM Only
 Old West Highway/Idaho Road: PM Only
LOS C or Better
All other intersections operate at LOS C or better.
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EVALUATION OF TRANSIT NEEDS
As part of this Comprehensive Transportation Study, the City's 2005 Transit Feasibility Study is being updated and documented as a separate report. Future transit conditions and transit conditions in the study area are described in detail in the Transit Feasibility Update Working Paper 3 – Transit Plan. This draft transit plan is based on a comparison of the forecasted concentrations of population and employment with accepted population and employment density levels shown to support different types of public transportation within urban areas.
Potential Transit Dependent Population
Combined residential and employment projections were analyzed against the transit threshold levels developed by MAG to determine potential transit service areas. The transit service thresholds, shown in Table 4.5, developed in the 2003 MAG High Capacity Transit Study were utilized to determine transit threshold levels.
TABLE 4.5: MINIMUM CONSOLIDATED RESIDENTIAL AND EMPLOYMENT DENSITIES FOR VARIOUS TYPES OF TRANSIT SERVICES
Transit Service Type
Persons/Sq Mile*
Bus–minimum service
4,500
Bus–intermediate service
7,780
Bus–frequent service
16,670
Light Rail
10,000
Rapid Transit
13,300
* Calculated from Maricopa Association of Governments High Capacity Transit Study, 2003
Bus minimum service = 1/2 mi between routes, 20 buses/day
Bus intermediate service = 1/2 mi between routes, 40 buses/day
Bus frequent service = 1/2 mi between routes, 120 buses/day
Detailed calculations for both the Burkhardt and Millar Model and the SG & Associates Arkansas Model were utilized to determine the future transit demand within the Study Area, as shown in Table 4.6. In addition, analysis conducted by WestGroup Research in 2003 was updated to analyze future ridership. The results of this ridership analysis are presented in Table 4.7.
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TABLE 4.6: SUMMARY OF TRANSIT DEMAND ESTIMATION
Unlinked Passenger Trips per Year
Population Level
60,000
75,000
130,000
Burkhardt and Millar Model
435,767
544,709
944,161
SG & Associates Arkansas Model
445,103
556,379
964,390
Average
440,435
550,544
954,276
TABLE 4.7: SUMMARY OF TRANSIT DEMAND ESTIMATION (WESTGROUP RESEARCH MODEL)
Year 2005 Population
32,161
Total Trips per day
Modal Split
Transportation Situation (From 2003 Survey)
Percent
Total
Per Person
Total
Transit Service Days
Total Trips per Year
Transit Percent
Annual Transit Trips
Satisfactory
82.00%
26,372
2
52,744
312
16,456,140
0.33%
54,305
Less than satisfactory
12.00%
3,859
2
7,719
312
2,408,216
0.75%
18,062
Poor
5.00%
1,608
2
3,216
312
1,003,423
1.33%
13,346
No opinion
1.00%
321
2
643
312
200,685
0.50%
1,003
32,161
Total
20,068,464
Transit share
86,716
60,000 Population Threshold
60,000
Total Trips per day
Modal Split
Transportation Situation (From 2003 Survey)
Percent
Per Person
Total
Transit Service Days
Total Trips per Year
Transit Percent
Annual Transit Trips
Satisfactory
82.00%
49,200
2
98,400
312
30,700,800
0.33%
101,313
Less than satisfactory
12.00%
7,200
2
14,400
312
4,492,800
0.75%
33,696
Poor
5.00%
3,000
2
6,000
312
1,872,000
1.33%
24,898
No opinion
1.00%
600
2
1,200
312
374,400
0.50%
1,872
60,000
Total
37,440,000
Transit share
161,778
75,000 Population Threshold
75,000
Total Trips per day
Modal Split
Transportation Situation (From 2003 Survey)
Percent
Per Person
Total
Transit Service Days
Total Trips per Year
Transit Percent
Annual Transit Trips
Satisfactory
82.00%
61,500
2
123,000
312
38,376,000
0.33%
126,641
Less than satisfactory
12.00%
9,000
2
18,000
312
5,616,000
0.75%
42,120
Poor
5.00%
3,750
2
7,500
312
2,340,000
1.33%
31,122
No opinion
1.00%
750
2
1,500
312
468,000
0.50%
2,340
75,000
Total
46,800,000
Transit share
202,223
130,000 Population Threshold
130,000
Total Trips per day
Modal Split
Transportation Situation (From 2003 Survey)
Percent
Per Person
Total
Transit Service Days
Total Trips per Year
Transit Percent
Annual Transit Trips
Satisfactory
82.00%
106,600
2
213,200
312
66,518,400
0.33%
219,511
Less than satisfactory
12.00%
15,600
2
31,200
312
9,734,400
0.75%
73,008
Poor
5.00%
6,500
2
13,000
312
4,056,000
1.33%
53,945
No opinion
1.00%
1300
2
2,600
312
811,200
0.50%
4,056
130,000
Total
81,120,000
Transit share
350,520
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EVALUATION OF NON-MOTORIZED MODES OF TRANSPORTATION
Alternative modes of transportation, such as sidewalks, bike paths/routes, and trails (including equestrian), are an important aspect of the multimodal transportation network as they provide mobility for those not able to operate or without access to a vehicle and also for recreational purpose. Sidewalks currently exist in the downtown core providing access to activity centers such as schools, shopping centers, post office, and the library. In the rural portions of the study area, sidewalks are needed in the vicinity of schools and other activity centers. The City has very limited bike paths and bike lanes in both the downtown core and the rural areas. Portions of the study area to the east and the north consist of State and federal lands which are home to several equestrian, hiking, and multi-use trails. Access to these trails are available through several gates along the State and federal lands.
Needs Analysis
The City of Apache Junction has already prepared preliminary plans to expand the pedestrian, bicycle, and trails (including equestrian) facilities throughout the study area.
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5. MULTIMODAL TRANSPORTATION PLAN
This section presents the draft Multimodal Transportation Plan for the short-, mid-, and long-term phases. This transportation plan is the result of the deficiency analysis from Working Paper 1, Working Paper 2, and Public Open House input. It is a multimodal plan that includes roadway, transit, pedestrian, bicycle, and trails improvements. Each project is assigned a unique project number that the City can use to track project progress. Unless otherwise noted, the recommended projects are not yet funded.
ROADWAY RECOMMENDATIONS
Short-Term (Population Level 1 – 60K) Transportation Recommendations
Short-term phase projects are recommended to be completed as the study area reaches Population Level 1 (60K). Table 5.1 lists the transportation recommendations for this phase, as well as the project number*, location, description, and estimated costs for each project. Figure 5.1 is a graphical representation of the short-term transportation recommendations.
Mid-Term (Population Level 2 – 75K) Transportation Recommendations
Mid-term phase projects are recommended to be completed as the study area reaches Population Level 2 (75K). Table 5.2 lists the transportation recommendations for this phase, as well as the project number*, location, description, and estimated costs for each project. Figure 5.2 is a graphical representation of the mid-term transportation recommendations.
Long-Term (Population Level 3 – 130K) Transportation Recommendations
Long-term phase projects are recommended to be completed as the study area reaches Population Level 3 (130K). Table 5.3 lists the transportation recommendations for this phase, as well as the project number*, location, description, and estimated costs for each project. Figure 5.3 is a graphical representation of the long-term transportation recommendations.
Estimated costs for each project are expressed in 2011 dollars and are general estimates. Actual
costs for projects could vary at the time of implementation; therefore, a detailed analysis should be performed on a case-by-case basis to determine actual costs.
* The Project Identification Number (eg: ST -1) does NOT represent the priority of the project; rather it is an identification number to track project progress in the future. Apache Junction Comprehensive Transportation Study Page 99
TABLE 5.1: SHORT-TERM (POPULATION LEVEL 1 – 60K) IMPROVEMENTS
ID
Project Location
Project Type
Issue Addressed
Project Description
Cost
Agency
Comment
ST-1
Apache Trail: 1/4 mile west of Mountain View Road
Bridge
Safety
Bridge rehabilitation
$3,200,000
ADOT
ST-2
US 60/Meridian Drive
Bridge
Safety
Bridge rehabilitation
$2,500,000
ADOT
ST-3
US 60: 1/2 mile east of Idaho Road
Bridge
Safety
Bridge rehabilitation
$2,500,000
ADOT
ST-4
US 60: 1/2 mile east of Ironwood Drive
Bridge
Safety
Bridge rehabilitation
$2,500,000
ADOT
ST-5
US 60: 1/2 mile east of Meridian Drive
Bridge
Safety
Bridge rehabilitation
$2,500,000
ADOT
ST-6
US 60: 1/4 mile east of Tomahawk Road
Bridge
Safety
Bridge rehabilitation
$2,500,000
ADOT
ST-7
Baseline Avenue: Meridian Drive to Ironwood Drive
Capacity Improvement
Traffic congestion
Widen to six lane roadway for 1 mile
$2,500,000
MAG/Apache Junction
Included in MAG TIP for 4 lane widening
ST-8
Meridian Drive/Southern Avenue
Capacity Improvement
Traffic congestion
New traffic signal design
$1,510,000
Apache Junction
Included in Apache Junction TIP
ST-9
Meridian Drive/Southern Avenue
Capacity Improvement
Traffic congestion
New traffic signal construction
$1,200,000
Apache Junction
ST-10
Meridian Drive: Broadway Avenue to Southern Avenue
Capacity Improvement
Traffic congestion
Widen to four lane roadway for 1 mile
$2,800,000
MAG/Apache Junction
Included in MAG TIP
ST-11
Meridian Drive: Southern Avenue to Baseline Avenue
Capacity Improvement
Traffic congestion
Widen to four lane roadway for 1 mile
$2,800,000
MAG/Apache Junction
Included in MAG TIP
ST-12
US 60/Meridian Drive
Capacity Improvement
Traffic congestion
Construct half diamond interchange
$12,500,000
ADOT
Included in ADOT STIP
ST-13
Winchester Road/Old West Highway
Capacity Improvement
Traffic congestion and Central Arizona College expansion
New traffic signal at intersection
$1,200,000
Apache Junction
Included in Apache Junction TIP
ST-14
Broadway Avenue: 1/4 mile east of Idaho Road
Flooding / Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
ST-15
Apache Trail/Delaware Drive
Safety
Safety: High crash location
Review and enhance signage, lighting, and intersection striping
$45,000
Apache Junction
ST-16
Apache Trail/Idaho Road
Safety
Safety: High crash location
Review and enhance signage, striping, lighting, and signal timing
$45,000
Apache Junction
ST-17
Apache Trail/Ironwood Drive
Safety
Safety: High crash location
Review and enhance signage, lighting, and intersection striping
$45,000
Apache Junction
ST-18
Apache Trail/Phelps Drive
Safety
Safety: High crash location
Review and enhance signage, lighting, and intersection striping
$45,000
Apache Junction
ST-19
Apache Trail: Old West Highway to Lost Dutchman Boulevard
Safety
Safety: Sight distance issues, high crash locations
Conduct a corridor study for 2.5 miles of roadway to: 1)assess the need for a roundabout, traffic signal, or intersection reconstruction to offset sight distance issues at each intersection 2) identify proper signage type and location to direct tourist traffic accessing the historic Apache Trail
$350,000
ADOT
Apache Junction Comprehensive Transportation Study Page 100
TABLE 5.1: SHORT-TERM (POPULATION LEVEL 1 – 60K) IMPROVEMENTS (CONTINUED)
ID
Project Location
Project Type
Issue Addressed
Project Description
Cost
Agency
Comment
ST-20
Citywide Signage Improvements
Safety
Safety
Signage improvement
$285,390
CAAG/Apache Junction
Included in CAAG TIP
ST-21
Cortez Road/Broadway Avenue
Safety
Safety: Sight distance issues
Clear brush and other debris in the vicinity of the intersection to enhance sight distance
$25,000
Apache Junction
ST-22
Cortez Road/Junction Street
Safety
Safety: Sight distance issues
Clear brush in the vicinity of the intersection to enhance sight distance
$25,000
Apache Junction
ST-23
Goldfield Road/Broadway Avenue
Safety
Safety: Sight distance issues
Clear brush and other debris in the vicinity of the intersection to enhance sight distance
$25,000
Apache Junction
ST-24
Goldfield Road/Superstition Boulevard
Safety
Safety: Sight distance issues
Clear brush in the vicinity of the intersection to enhance sight distance
$25,000
Apache Junction
ST-25
Idaho Road/Superstition Boulevard
Safety
Safety: High crash location
Review and enhance signage, lighting, and intersection striping
$45,000
Apache Junction
ST-26
Idaho Road/Tepee Street
Safety
Safety: Lack of designated turn lanes
Review and enhance signage and intersection striping
$45,000
Apache Junction
ST-27
Ironwood Drive/Broadway Avenue
Safety
Safety: High crash location. School zone
Conduct intersection safety study to: 1) identify safety improvements in the vicinity of the intersection 2) assess the need for photo enforcement
$55,000
Apache Junction
ST-28
Ironwood Drive/Southern Avenue
Safety
Safety: High crash location. School zone
Conduct intersection safety study to : 1) identify safety improvements in the vicinity of the intersection 2) assess the need for photo enforcement
$55,000
Apache Junction
ST-29
Old West Highway/Royal Palm Road
Safety
Safety
Conduct traffic signal warrant study to assess the need for a traffic signal
$55,000
Apache Junction
ST-30
Tomahawk Road/Southern Avenue
Safety
Safety
Conduct traffic signal warrant study to assess the need for a traffic signal
$55,000
Apache Junction
ST-31
Tomahawk Road/2nd Avenue
Safety
Safety
Construct box culvert
$350,000
Apache Junction
ST-32
Ironwood Drive: 16th Avenue to Broadway Avenue
Safety
Safety
Resurfacing and reconstruction of roadway for 0.5 miles of roadway
$1,486,790
CAAG/Apache Junction
Included in CAAG & AJ TIP
ST-33
Ironwood Drive: Lost Dutchman Boulevard to Tepee Street
Safety
Safety
Reconstruction of roadway
$374,220
Apache Junction
Included in Apache Junction TIP
ST-34
Old West Highway: Apache Trail to US 60
Safety
Safety: Sight distance issues, high crash locations
Conduct a corridor study for 3 miles of roadway to: 1)assess the need for a traffic signal or other intersection control type for each intersection to offset sight distance issues 2) identify proper signage type and location along the corridor
$350,000
Apache Junction
ST-36
Baseline Avenue/CAP Canal
Bridge
Functionally obsolete
Widen bridge over CAP canal to accommodate higher traffic volumes
$2,500,000
ADOT
Apache Junction Comprehensive Transportation Study Page 101
Apache Junction Comprehensive Transportation Study Page 102
TABLE 5.2: MID-TERM (POPULATION LEVEL 2 – 75K) IMPROVEMENTS
ID
Project Location
Project Type
Issue Addressed
Project Description
Cost
Agency
Comment
MT-1
Baseline Avenue: Ironwood Drive to 1/4 Mile East of Goldfield Road
Capacity Improvement
Traffic congestion and future economic development
Widen to a four lane roadway with a center turn lane for 3.25 miles
$9,250,000
Apache Junction
MT-2
Delaware Drive: 1/2 Mile North of Apache Trail
Capacity Improvement
Traffic congestion
Widen from two lanes to a four lane roadway for 0.5 miles
$1,600,000
Apache Junction
MT-3
Delaware Drive: 1/2 Mile South of Apache Trail
Capacity Improvement
Traffic congestion
Widen from two lanes to a four lane roadway for 0.5 miles
$1,600,000
Apache Junction
MT-4
Southern Avenue: Meridian Drive to Mountain View Road
Capacity Improvement
Traffic congestion and alternative emergency route to US 60
Widen from two lanes to four lane roadway with a center turn lane for 3.25 miles
$9,750,000
Apache Junction
MT-5
Winchester Road: Old West Highway to 16th Avenue
Capacity Improvement
Traffic congestion
Widen from two lanes to four lane roadway for 0.75 miles
$2,250,000
Apache Junction
MT-6
16th Avenue: West of Ironwood Drive
Flooding/Drainage
Flooding
Flood warning system
$350,000
MT-7
Apache Trail: 1/4 mile east of Ironwood Drive
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
MT-8
Baseline Avenue: 1/2 mile east of Idaho Road
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
MT-9
Ironwood Drive/Foothill Street
Flooding/Drainage
Flooding
Culvert
$350,000
Apache Junction
MT-10
San Marcos Drive: 1/4 mile south of Broadway Avenue
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
MT-11
Old West Highway/Goldfield Road
Safety
Safety: Sight distance issues and complex intersection design lead to driver confusion
Reconstruct intersection
$950,000
Apache Junction
MT-12
Tomahawk Road/Superstition Boulevard
Safety
Safety: Sight distance issues
Convert intersection to 4-way stop sign controlled intersection
$15,000
Apache Junction
MT-13
Apache Trail: Meridian Drive to Phelps Drive
Safety and economic development
Safety and economic development: High crash corridor. Divided Highway causes signal timing coordination issues, excessive business access driveways
Conduct an Urban Corridor Planning Study for 2 miles of roadway to develop specialized" 1) land development standards 2) infrastructure standards to accommodate walking, bicycling, transit, and driving. The study will identify specific improvements to enhance safety, promote economic development, and improve access to activity centers
$190,000
Apache Junction
Apache Junction Comprehensive Transportation Study Page 103
Apache Junction Comprehensive Transportation Study Page 104
TABLE 5.3: LONG-TERM (POPULATION LEVEL 3 – 130K) IMPROVEMENTS
ID
Project Location
Project Type
Issue
Project Description
Cost
Agency
Comment
LT-1
Goldfield Road: Old West Highway to Baseline Avenue
Capacity Improvement
Traffic congestion
Widen from two lanes to a six lane roadway with a center turn lane for 0.75 miles
$1,900,000
Apache Junction
LT-2
Idaho Road/ SR 88: Apache Trail to Baseline Avenue
Capacity Improvement
Traffic congestion
Widen from four lanes to a six lane roadway with a center turn lane for 1.25 miles
$5,600,000
Apache Junction
LT-3
Ironwood Drive: Apache Trail to Baseline Avenue
Capacity Improvement
Traffic congestion
Widen from four lanes to a six lane roadway with a center turn lane for 2.5 miles
$6,250,000
Apache Junction
LT-4
Meridian Drive: Apache Trail to Baseline Avenue
Capacity Improvement
Traffic congestion
Widen from four lanes to a six lane roadway with a center turn lane for 2.5 miles
$6250,000
Apache Junction
LT-5
Tomahawk Road: Old West Highway to Baseline Avenue
Capacity Improvement
Traffic congestion
Widen from two lanes to a six lane roadway with a center turn lane for 1.5 miles
$4,500,000
Apache Junction
LT-6
Cortez Road: 1/2 mile south of Lost Dutchman Boulevard
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
LT-7
Junction Street: 1/4 mile east of Tomahawk Road
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
LT-8
Junction Street: West of Tomahawk Road
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
LT-9
Lost Dutchman Boulevard/Wickiup Road
Flooding/Drainage
Flooding
Culvert
$350,000
Apache Junction
LT-10
Lost Dutchman Boulevard: West of Goldfield Road
Flooding/Drainage
Flooding
Bridge/Culvert
$350,000
Apache Junction
LT-11
Mountain View Road/Junction Street
Flooding/Drainage
Flooding
Culvert
$350,000
Apache Junction
LT-12
Mountain View Road: 1/4 mile north of US 60
Flooding/Drainage
Flooding
Culvert
$350,000
Apache Junction
LT-13
Tomahawk Road: 1/4 mile south of Lost Dutchman Boulevard
Flooding/Drainage
Flooding
Culvert
$350,000
Apache Junction
Apache Junction Comprehensive Transportation Study Page 105
Apache Junction Comprehensive Transportation Study Page 106
Regional Roadway Improvements
The transportation improvements recommended above are based on the implementation of additional regional improvements as outlined in Table 5.4.
TABLE 5.4: REGIONAL IMPROVEMENTS
Regional Improvements
Project Location
Project Description
Phase
Meridian Drive: Southern Study Boundary Limits to SR 24 Alignment
Widen to a four lane roadway
Mid
Idaho Road: Elliott Avenue to Warner Road
New 0.75 mile, four lane roadway
Long
Goldfield Road: Elliott Avenue to Warner Road
New 1 mile, four lane roadway
Long
Meridian Drive: Southern Study Boundary Limits to SR 24 Alignment
Widen to a six lane roadway
Long
Warner Road: Meridian Drive to Elliott Avenue
New four lane roadway
Long
Portalis Area Roadway Improvements
As the Portalis area is developed in the future, several new roadways are needed to meet the traffic demand. The new roadways required in the Portalis area for the short, mid, and long term phases are illustrated in Figures 5.1, 5.2, and 5.3.
Apache Junction Comprehensive Transportation Study Page 107
TRANSIT AND NON-MOTORIZED MODES RECOMMENDATIONS
Transit Recommendations
The Apache Junction Transit Feasibility Study Update, conducted in conjunction with this study, outlines specific transit recommendations for the study area.
Short-Term (Population Level 1 – 60K) Transit Recommendations
 Implement a local circulator serving the areas of the City that have the highest combined residential and employment density, together with regional commuter services connecting the Study Area with Valley Metro and, hence, with the remainder of the Phoenix metropolitan area.
o If the East Valley Connector is implemented as an extension of Valley Metro “Link” bus rapid transit (BRT) service, it could continue east on Main Street/Apache Trail into downtown Apache Junction.
o If the connector is established as a “Rapid” commuter bus operation, it would be more likely to follow US 60 west, emulating existing freeway-based “Rapid” services
 Establish a Core Area Circulator that would both serve the “core” area of the City having the highest existing residential and employment density and would also serve as the “core” of the local transit system. This service could be provided with a single vehicle; however, entry-level operations typically acquire two or more vehicles in order to have spares. As ridership increase, an additional clockwise loop could be implemented to double the hourly capacity of the service.
Figure 5.4 presents an overview of the service concept including alternate routes for the regional service, including park-and-ride lots, color-coded to the routing of the regional service that would make use of them. Figure 5.5 illustrates the potential Core Area Circulator route.
Mid-Term (Population Level 2 – 75K) Transit Recommendations
 Add three additional routes to the local circulator and establish a transit hub near the Chamber of Commerce. Figure 5.6 presents an overview of the recommended transit system for the mid-term phase as the study area reaches Population Level 2 (75K). The three additional routes include:
o Route 2 - Idaho Road/Baseline Avenue Route: Provides service on Idaho Road between Superstition Boulevard and Baseline Avenue, and would link the City’s Public Works department with the main City Hall Complex. The route would also Apache Junction Comprehensive Transportation Study Page 108
serve the local Pinal County offices and ADOT’s Department of Motor Vehicles office, as well as the Central Arizona College campus and the proposed park-and-ride facility on Idaho Road south of US 60. Restaurants and shops within walking distance of the Transit Hub would also be served.
o Route 3 – Ironwood Drive: Provides service on Ironwood Drive between Broadway Avenue and Baseline Avenue, together with service in both directions through the new development south of Baseline Avenue, and a connection to the park-and-ride facility on Idaho Road. Route 3 would provide eastbound service on Apache Trail between Wal-Mart and the Transit Hub, connecting the Hub with Wal-Mart, Walgreens, Apache Junction High School, and other activity centers.
o Route 4 – Meridian Drive: Provides additional service to the Central Core area. Route 4 would provide westbound service on Apache Trail between the Transit Hub and Wal-Mart, complementing the eastbound service provided by Route 3, and would serve the westernmost portion of the core area.
Figure 5.6 presents an overview of the recommended transit system for the mid-term phase as the study area reaches Population Level 2 (75K).
Long-Term (Population Level 3 – 130K) Transit Recommendations
 Route 1 Circulator would remain as proposed for short-term phase (Population Level 1 - 60K).
 Route 2 – Idaho Road/Baseline Avenue and Route 3 – Ironwood Drive would remain as proposed for mid-term phase (Population Level 2 - 75K).
 Add additional connection to the East Valley Connector, which may include one of the following:
o A “Link” bus rapid transit connection from the Transit Hub to the end of the Metro light rail line in Mesa
o A diesel-powered “Sprinter” light rail vehicle connecting with the electrified Metro system
o An extension of the electrified Metro light rail system itself
o These services could also be supplemented by “Rapid” commuter bus service operating over US 60 into the downtown Phoenix area
 Restructuring Route 4- Meridian Drive to include service to Baseline Avenue Apache Junction Comprehensive Transportation Study Page 109
 Add two additional routes to the local transit system
o Route 5 – Idaho Road/Southern Avenue: Provides service in both directions on Idaho Road between Superstition Boulevard and Southern Avenue and will provide additional service to the medical facilities located on Southern Avenue west of Ironwood Drive. Additional service to the ADOT DMV and Central Arizona College will also be provided.
o Route 6 – Tomahawk Road: Address potential transit demand east of Idaho Road and south of Old West Highway. This loop would also provide additional service along Apache Trail and Broadway and link the residential areas east of Idaho Road with the downtown Transit Hub and the remainder of the proposed local transit system.
Figure 5.7 presents an overview of the recommended transit system for the long-term phase as the study area reaches Population Level 3 (130K).
Regional Options
 Extending service to newer areas, including but not limited to:
o Deviated fixed route service or dial-a-ride service can be extended east on US 60 toward Gold Canyon
o Peak period only “commuter bus” service can be extended to outlying areas while the core of the city receives service throughout the day
o Park-and-ride lots at the extents of fixed-route or high-capacity lines, can be complemented by dial-a-ride service into the newer neighborhoods to bring mobility-limited persons within reach of the other services
 Provide rural transit services from the downtown Transit Hub to areas communities east of Apache Junction, communities in eastern Pinal County, and new developments in the Superstition Vistas area.
 Market park and ride facilities located either downtown or on Idaho Road to motorists and carpools to utilize public transit to Mesa, Tempe, or Phoenix.
Pedestrian, Bicycle, and Trails Facilities
The City of Apache Junction has already prepared preliminary plans to expand the pedestrian, bicycle, and trails (including equestrian) facilities throughout the study area and are illustrated in Figure 5.8 through 5.11. Apache Junction Comprehensive Transportation Study Page 110
FIGURE 5.4: SERVICE CONCEPT FOR SHORT-TERM (POPULATION LEVEL 1 – 60K) Apache Junction Comprehensive Transportation Study Page 111
FIGURE 5.5: CORE AREA CIRCULATOR DETAIL FOR SHORT-TERM (POPULATION LEVEL 1 - 60K)
Apache Junction Comprehensive Transportation Study Page 112
FIGURE 5.6: SERVICE CONCEPT FOR MID-TERM (POPULATION LEVEL 2 – 75K) Apache Junction Comprehensive Transportation Study Page 113
FIGURE 5.7: SERVICE CONCEPT FOR LONG-TERM (POPULATION LEVEL 3 – 130K) Apache Junction Comprehensive Transportation Study Page 114
Apache Junction Comprehensive Transportation Study Page 115
Apache Junction Comprehensive Transportation Study Page 116
Apache Junction Comprehensive Transportation Study Page 117
Apache Junction Comprehensive Transportation Study Page 118
FUNCTIONAL CLASSIFICATION
Functional classification is the process by which streets and highways are grouped into classes, or systems, according to the character of service they are intended to provide. ADOT leads the functional classification efforts for the State of Arizona. According to the FHWA and ADOT guidelines, projects are eligible for federal funding if they are classified as a collector or above. The study area’s current adopted roadway functional classification is old and needs to be updated. Several roadways recommended for improvements in this study function as collectors or above, but are currently classified as local roads.
ADOT has guidelines in place to request reclassification of roadways. They can be accessed from the web link shown below.
http://tpd.azdot.gov/mpd/gis/fclass/index.asp
Figure 5.12 illustrates the recommended functional classification of the roadways in the study area. The City of Apache Junction should first coordinate with CAAG to prepare the appropriate applications to reclassify the roadways. Applications must be submitted to ADOT through CAAG. Final roadway classification will be forwarded to the FHWA for final approval.
BUILD-OUT ROADWAY NETWORK RECOMMENDATIONS
The Countywide TransCAD travel demand model was used to forecast traffic volumes for the build-out population scenario to subsequently develop the build-out roadway network. Figure 5.13 illustrates the proposed build-out roadway network for the study area. Apache Junction Comprehensive Transportation Study Page 119
Preserve ROW required for a freeway Apache Junction Comprehensive Transportation Study Page 120
Apache Junction Comprehensive Transportation Study Page 121
TITLE VI AND ENVIRONMENTAL JUSTICE POPULATION IMPLICATIONS
In accordance to federal requirements, this study identified Title VI and Environmental Justice populations within the study area. Proposed transportation improvement projects recommended by this study may impact these populations differently than other residents. A preliminary review of the study’s recommended projects indicates no potentially negative impacts to the Title VI population groups. Title VI review should be revisited during the design phase of each project when actual roadway alignments are established.
COMMUNITY OUTREACH
The goal of community outreach is to educate stakeholders and the public about the study, provide opportunities for community input, and to create a process to build consensus in support of the study recommendations. For this study, community outreach was conducted in two phases. Phase one, conducted in March 2011, introduced the study to the community and solicited input in regards to the current transportation issues and opportunities within the study area. The second phase of community outreach, conducted in November 2011, consisted of an online survey that garnered input on the recommended transportation improvements within the study area. A total of 66 residents completed the survey; key input received included:
 Transportation Improvements, transit improvements, and multimodal improvements were all identified as important improvements to the City’s existing transportation system
 Intersection and roadway safety was cited as the area that the City should focus future funding efforts for future transportation improvements.
Apache Junction Comprehensive Transportation Study Page 122
 Bus or Light Rail alignments, followed closely by a Downtown Transit Center and a City Bus Circulator, were identified as the areas future transit funding efforts should address.
 Improving City sidewalks was listed as the leading area of future multimodal funding efforts. New bike routes and new bike lanes were deemed the second most important area for future multimodal funding efforts.
 Additional write-in comments addressed the need for separate bicycle and equestrian trail locations and increased transit service to and within the City.
All comments were analyzed and found to be in support of the proposed recommended improvements. The Apache Junction Comprehensive Transportation Study Summary of Survey Results further outlines comments obtained from community outreach activities.
Apache Junction Comprehensive Transportation Study Page 123
6. TRANSPORTATION PLAN IMPLEMENTATION
This section discusses available funding sources, roadway standards and policies, and implementation actions to help implement the Transportation Plan.
FUNDING SOURCES
The successful implementation of the Apache Junction Comprehensive Transportation Plan is contingent upon the availability of funding for design and construction of the improvement projects. Primary funding sources for the City include federal programs, ADOT, and other regional government agencies such as CAAG. Table 5.5 is a comprehensive funding matrix of funding sources that the City of Apache Junction can apply for funding of transportation projects identified in this study.
ACCESS MANAGEMENT
Access management enhances the flow of traffic on a corridor or roadway system by improving safety, capacity, and speed. Effective access management programs control the number of driveways and vehicular curb cuts, remove slower turning vehicles, and reduce the number of vehicular conflict points. It is important to implement these controls without overly restricting reasonable access to property. Controlling access improves mobility and is linked to the function of a particular roadway. Low volume, low speed facilities (such as local roads) serve to provide direct and frequent access to properties. Roadways with higher speeds and higher traffic volumes serve to provide mobility and restrict direct access to adjacent land uses, such as freeways, which are completely access controlled. The amount of appropriate access is related to the level of mobility and specific function of a road as illustrated in Figure 6.1.
FIGURE 6.1: ACCESS VS MOBILITY
Apache Junction Comprehensive Transportation Study Page 124
Benefits of Access Ma