CITY OF DOUGLAS
Small Area Transportation Study Executive Summary
Prepared for City of Douglas
Prepared by
and
with Lima & Associates The Planning Center
July 2007
TABLE OF CONTENTS
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1. INTRODUCTION PROJECT PURPOSE PROJECT OBJECTIVES 2. EXISTING CONDITIONS ROADWAY AND TRAFFIC DATA Daily Traffic Volumes Number of Lanes Traffic Volumes at the International Port of Entry (POE) EXISTING LEVEL OF SERVICE AND TRAFFIC CIRCULATION ISSUES TRAFFIC SIGNAL WARRANT EVALUATIONS PARKING INVENTORY AND ANALYSIS CRASH ANALYSIS AREAS OF SIGNIFICANT PEDESTRIAN ACTIVITY AREAS OF SIGNIFICANT BICYCLE ACTIVITY EXISTING TRANSIT CHARACTERISTICS Area Demographics and Mode to Work Existing Transit Services Transit Needs Key Transit Recommendations of Previous Plans and Studies City of Douglas Transit-Related Issues 3. EXISTING LAND USE DEVELOPMENT, POPULATION, AND EMPLOYMENT YEAR 2005 LAND USE DEVELOPMENT 2005 POPULATION AND EMPLOYMENT ESTIMATES YEAR 2005 HOUSEHOLD SIZE, HOUSING UNITS, AND OCCUPIED HOUSING YEAR 2005 EMPLOYMENT ESTIMATES SCHOOL ENROLLMENT 4. FUTURE LAND USE AND SOCIO-ECONOMIC DATA LAND USE FORECAST FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL EMPLOYMENT FORECAST EMPLOYMENT FOR MAJOR EMPLOYERS FORECAST SCHOOL EMPLOYMENT AND STUDENT POPULATION 1-1 1-1 1-1 2-1 2-1 2-1 2-1 2-1 2-5 2-7 2-7 2-8 2-8 2-8 2-9 2-9 2-9 2-11 2-11 2-11 3-1 3-1 3-1 3-2 3-3 3-3 4-1 4-1 4-1 4-1 4-2 4-3
TABLE OF CONTENTS
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5. FORECAST FUTURE TRAVEL DEMAND AND TRAFFIC OPERATIONS ANALYSIS DAILY TRAFFIC FORECAST METHODOLOGY AM AND PM PEAK-HOUR TRAFFIC ANALYSIS AND LEVEL OF SERVICE FOR YEAR 2030 TRAFFIC FUTURE MULTIMODAL CONDITIONS FUTURE PUBLIC TRANSPORTATION CONDITIONS Recommended Transit Services Summary of Transit Findings FUTURE PEDESTRIAN AND BICYCLE ACTIVITY AND FEATURES 7. SUMMARY OF TRANSPORTATION PLAN RECOMMENDED IMPROVEMENTS AND ACTIONS ROADWAY SYSTEM Traffic Circulation and Operations Improvements Douglas, Arizona, U.S. Port of Entry Feasibility Study 2006 Safety Improvements Downtown Parking Recommendations From Previous ADOT Studies PEDESTRIAN SYSTEM IMPROVEMENTS AND ACTIONS BICYCLE SYSTEM IMPROVEMENTS AND ACTIONS TRANSIT SYSTEM IMPLEMENTATION AND FUNDING Public Transit Funding 5-1 5-1 5-2 6-1 6-1 6-1 6-2 6-2 7-1 7-1 7-1 7-1 7-1 7-1 7-4 7-5 7-7 7-8 7-9
6.
LIST OF EXHIBITS
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Exhibit 2-1 Exhibit 2-2 Exhibit 2-3 Exhibit 2-4 Exhibit 2-5 Exhibit 2-6 Exhbiit 2-7 Exhibit 2-8 Exhibit -2-9 Exhibit 2-10 Exhibit 2-11 Exhibit 2-12 DAILY TRAFFIC COUNTS EXISTING ROADWAY NUMBER OF THROUGH LANES LEVEL OF SERVICE CRITERIA FOR STOP-CONTROLLED AND SIGNALIZED INTERSECTIONS ANNUAL PRIVATELY OWNED VEHICLES ENTERING THE U.S. AT THE POE ANNUAL TRUCK VOLUMES ENTERING THE U.S. AT THE POE ANNUAL BUS VOLUMES ENTERING THE U.S. AT THE POE ANNUAL PEDESTRIAN VOLUMES ENTERING THE U.S. AT THE POE POE WEEKDAY AVERAGE HOURLY INBOUND TOTAL TRAFFIC VOLUMES POE WEEKDAY AVERAGE HOURLY INBOUND TRUCK VOLUME POE WEEKDAY AVERAGE HOURLY OUTBOUND TOTAL TRAFFIC VOLUMES EXISTING CONDITION INTERSECTION LEVEL OF SERVICE RESULTS STATEWIDE AND DOUGLAS AREA PERCENTAGES OF POPULATION MORE LIKELY TO BE TRANSIT-DEPENDENT 2005 TOTAL NUMBER OF HOUSING UNITS BASED ON 2000 CENSUS AND NEW HOME BUILDING PERMITS ISSUED BY THE CITY 2004 AND 2005 ESTIMATES AND 1990 AND 2000 CENSUS COUNTS FOR DOUGLAS AND PIRTLEVILLE HOUSEHOLD SIZE FOR DOUGLAS AND PIRTLEVILLE STUDY AREA POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS 2005 EMPLOYMENT BY EMPLOYMENT CATEGORY AND MAJOR EMPLOYER, AND SCHOOL ENROLLMENT TOTAL SCHOOL ENROLLMENT FOR DOUGLAS UNIFIED SCHOOL DISTRICT SCHOOLS FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS FORECAST RETIAL, OFFICE/SERVICE, AND GENERAL COMMERCIAL EMPLOYMENT FORECAST EMPLOYMENT BY MAJOR EMPLOYER FORECAST DOUGLAS UNIFIED SCHOOL DISTRICT EMPLOYMENT AND STUDENT POPULATION 2-2 2-3 2-4 2-4 2-4 2-4 2-6 2-6 2-6 2-5 2-7 2-9
Exhibit 3-1 Exhibit 3-2 Exhibit 3-3 Exhibit 3-4 Exhibit 3-5 Exhibit 3-6
3-1 3-2 3-2 3-3 3-4 3-4
Exhibit 4-1 Exhibit 4-2 Exhibit 4-3 Exhibit 4-4
4-1 4-1 4-2 4-3
LIST OF EXHIBITS (Continued)
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Exhibit 5-1 ExhIbit 5-2 Exhibit 5-3 Exhibit 5-4 Exhibit 6-1 Exhibit 6-2 Exhibit 7-1 Exhibit 7-2 Exhibit 7-3 Exhibit 7-4 Exhibit 7-5 Exhibit 7-6 2005 VOLUMES VS 2030 VOLUMES ESTIMATED PERCENT TRAFFIC GROWTH FROM YEAR 2005 TO YEAR 2030 AM AND PM PEAK-HOUR TRAFFIC ANALYSIS AND LEVEL OF SERVICE FOR YEAR 2030 TRAFFIC ESTIMATED YEAR 2030 LEVELS OF SERVICE MINIMUM CONSOLIDATED RESIDENTIAL AND EMPLOYMNET DENSITIES FOR VARIOUS TYPES OF TRANSIT SERVICES PROPOSED TRANSIT SERVICES AREAS SUMMARY OF TRAFFIC ENGINEERING RECOMMENDED IMPROVEMENTS AND ACTIONS SUMMARY OF RECOMMENDED IMPROVEMENTS RESULTING FROM THE CRASH ANALYSIS SUMMARY OF RECOMMENDED ACTIONS REGARDING DOWNTOWN PARKING SUMMARY OF RECOMMENDED PEDESTRIAN SYSTEM PROJECTS AND ACTIONS SUMMARY OF RECOMMENDED BICYCLE SYSTEM PROJECTS AND ACTIONS TRASNPORTATION IMPROVEMENT PLAN TRANSIT PROJECT LIST 5-1 5-2 5-2 5-3
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7-2 7-3 7-4 7-6 7-7 7-8
1. INTRODUCTION
PROJECT PURPOSE The general purpose of a small area transportation study (SATS) is to provide a smaller community, like the City of Douglas, Arizona, with guidance on how to address existing and potential future transportation issues within the community. Typically, these studies are conducted within growing communities where city staff, area residents, business owners, or local decision makers have already identified some existing traffic issues and see the potential need for transportation system improvements as the community continues to grow. A SATS provides city staff and local decision makers with a list of transportation system improvements to meet existing, mid-term, and long-term needs. This allows the community to prioritize the improvements, budget for improvement implementation, and implement the improvements in a manner that meets the needs of the community in the most cost-effective manner. Local funding for transportation improvements is typically very limited, and in many cases the needed roadway system improvements are on state-owned facilities. The state highways may be the most significant transportation facilities in the area, carrying the highest levels of traffic demand. PROJECT OBJECTIVES Key objectives of the SATS for the City of Douglas are to provide a comprehensive transportation plan for the future growth in Douglas that will support and enhance cross-border commercial traffic, as well as the increasing traffic demands resulting from new commercial and residential developments. Another important objective is to analyze multi-modal transportation alternatives, including possible transit, bicycle, and pedestrian improvements that will connect existing and future activity centers within the study area. A third major objective is to provide a transportation plan that supports the policies and strategies contained in the adopted 2003 General Plan for the City of Douglas, so that in combination, the transportation plan and the General Plan provide a comprehensive planning approach for future city growth and development.
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2. EXISTING CONDITIONS
Existing conditions data for the study area were gathered from several sources, including the state Highway Performance Monitoring System (HPMS) database, previous traffic studies conducted within the study area, the Arizona Department of Transportation (ADOT), the 2000 US Census, the adopted 2003 Douglas General Plan, the US Customs Service, area transit service providers, the City of Douglas, the Douglas Unified School District, and field data collection conducted by the Project Team. This section provides a summary of the existing roadway and traffic conditions. ROADWAY AND TRAFFIC DATA Daily Traffic Volumes Average daily traffic volume data were compiled from the ADOT Year 2005 HPMS database. Additional average daily traffic data were provided by ADOT from permanent traffic count stations located on state highways in the study area, and by the US Customs Service for traffic at the Douglas Port of Entry. These data are summarized in Exhibit 2-1. Number of Lanes The existing roadway number of travel lanes was also compiled from the HPMS database and through a field review of the study area roadways. Exhibit 2-2 provides a summary of the existing number of through lanes between major intersections. Traffic Volumes at the International Port of Entry (POE) Traffic volumes at the Douglas POE were obtained from the US Customs Service. For traffic entering the US from Mexico, data are collected separately for trucks, defined as commercial vehicles bringing merchandise into the US, and privately owned vehicles (POVs) consisting of all other vehicles (cars, pickup trucks, passenger vans, etc., except buses). Buses are commercially operated vehicles that transport paying passengers, which includes smaller shuttle buses that are commercially operated. Annual summaries of traffic entering the US for the 11-year period 1995 through 2005 are provided in Exhibits 2-3 through 2-6. There is no clear trend exhibited in the annual traffic volumes indicating what might be expected in the future. While Douglas continues to develop commercial activities near the border it should be expected that the number of POVs, pedestrians, and buses will also increase. While truck volumes have been trending upwards since 2002, the 2004 and 2005 volumes are still substantially below the peak volumes in 1996.
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Exhibit 2-1 DAILY TRAFFIC COUNTS
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Exhibit 2-2 EXISTING ROADWAY NUMBER OF THROUGH LANES
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Exhibit 2-3 ANNUAL PRIVATELY OWNED VEHICLES ENERING THE US AT THE POE
Annual Privately Ow ne d Vehicle (POV) Volum e s Entering the US Volume (veh per year) 3,000,000 2,000,000 1,000,000 0 1995 1997 1999 2001 2003 2005
Exhibit 2-4 ANNUAL TRUCK VOLUMES ENTERING THE US AT THE POE
An nual Truck Volum e s Entering the US Volu me (veh per year) 40,000 30,000 20,000 10,000 0 1995 1997 1999 2001 2003
2001 2003
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Ye ar
Source: US Customs Service, Tucson, Arizona
Source: US Customs Service, Tucson, Arizona.
Exhibit 2-5 ANNUAL BUS VOLUMES ENTERING THE US AT THE POE
Annual Bus Volum e s Entering the US Volume (veh per year) 8,000 6,000 4,000 2,000 0 1995 1997 1999 2001 2003 2005
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Exhibit 2-6 ANNUAL PEDESTRIAN VOLUMES ENTERING THE US AT THE POE
Annual Pedestrian Volum e s Entering the US Volume (persons per year) 1,000,000 800,000 600,000 400,000 200,000 0 1995 1997 1999 2005
Ye ar
Source: US Customs Service, Tucson, Arizona.
Ye ar
Source: US Customs Service, Tucson, Arizona.
2005
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Data for the number of vehicles entering the US and leaving the US to Mexico by hour of the day were also provided by US Customs for selected days. The average hourly inbound total traffic volume for a typical weekday is provided in Exhibit 2-7. The average hourly volume for inbound trucks is provided in Exhibit 2-8. The average hourly total outbound traffic volume for a typical weekday is provided in Exhibit 2-9. These data were used primarily for the evaluation of traffic operations during the peak traffic hours of the day. Inbound hourly data are available for passenger vehicles and buses combined, and trucks. Outbound data are not available by vehicle type, and are presented as the total number of vehicles per hour. EXISTING LEVEL OF SERVICE AND TRAFFIC CIRCULATION ISSUES Level of service (LOS) is a quantitative stratification of the quality of service provided by elements of the transportation system. LOS reflects the quality of service as measured by a scale representing the generalized levels of congestion and travel delay on the highway system. LOS is divided into six letter grades ranging from "A" to "F", with "A" being the best (no congestion and virtually no delay to highway travel), and "F" being the worst (traffic volumes exceed the capacity of the roadway resulting in significant congestion and high levels of delay). The engineering standards for estimating traffic delays and LOS under various types of highway conditions are contained in the Highway Capacity Manual 2000, published by the Transportation Research Board. The relationships between travel delay and LOS used in the Highway Capacity Manual 2000 are presented in Exhibit 2-10. Exhibit 2-10 LEVEL OF SERVICE CRITERIA FOR STOP-CONTROLLED AND SIGNALIZED INTERSECTIONS Stop Controlled Intersections Average Delay (seconds/vehicle) < 10 > 10 to 15 > 15 to 25 > 25 to 35 > 35 to 50 > 50 Signalized Intersections Average Delay (seconds/vehicle) < 10 > 10 to 20 > 20 to 35 > 35 to 55 > 55 to 80 > 80
Level of Service A B C D E F
Source: Highway Capacity Manual 2000
LOS A, B, and C and considered very good with low levels of delay, and not in need of remedial measures. For transportation planning studies LOS D conditions are considered adequate and not in need of improvements to address congestion. For developed urban areas such as a city downtown, LOS D is often used as the desirable standard for long-term future travel conditions. Level of service and congestion estimates were developed for the AM and PM peak traffic hours for the study area. Those locations with LOS D or worse estimates are provided in Exhibit 2-11.
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Exhibit 2-7 POE WEEKDAY AVERAGE HOURLY INBOUND TOTAL TRAFFIC VOLUMES
Average Hourly Inbound Total Traffic Volumes 400
Exhibit 2-8 POE WEEKDAY AVERAGE HOURLY INBOUND TRUCK VOLUME
Ave r ag e Hourly Inbound Truck Volum e 15 Volu me
2004 2005
Volume
300 200 100 0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour Beginning
10 5 0 8 9 10 11 12 13 14 15 16 Hour Beginning
2004 2005
Source: US Customs Service, Tucson, Arizona. Tuesday, Wednesday, Thursday data. August and September 2005, and October and November 2004.
Source: US Customs Service, Tucson, Arizona. Tuesday, Wednesday, Thursday data. August and September 2005, and October and November 2004.
Volume
Source: US Customs Service, Tucson, Arizona. Tuesday, Wednesday, Thursday data. August and September 2005, and October and November 20
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour Beginning
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Exhibit 2-9 POE WEEKDAY AVERAGE HOURLY OUTBOUND TOTAL TRAFFIC VOLUMES
Average Hourly Outbound Total Traffic Volumes
500 400 300 200 100 0 2004 2005
Exhibit 2-11 EXISTING CONDITION INTERSECTION LEVEL OF SERVICE RESULTS
TRAFFIC SIGNAL WARRANT EVALUATIONS Three intersections were identified for traffic signal warrant analyses based on the existing condition level of service analysis. These intersections are: � 15th Street and San Antonio Avenue � 15th Street and Washington Avenue � 10th Street and Florida Avenue The signal warrant analyses indicated that none of these three intersections warrants a traffic signal based on existing traffic volumes. Traffic conditions at these locations should be monitored in the future to determine if this condition changes. PARKING INVENTORY AND ANALYSIS An inventory of on-street parking available in the Douglas downtown area was conducted on October 25 and 26, 2005. The purpose of this inventory was to examine parking issues and availability in the downtown commercial district. An additional inventory of City of Douglas owned off-street parking, privately owned off-street parking, and privately owned land that is currently vacant that could be converted to off-street parking was also conducted.
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CRASH ANALYSIS The City of Douglas identified six intersections that were considered locations of concern with regards to crash history. The City of Douglas Police Department provided hard copies of the crash reports at each intersection for the years 2003, 2004, and 2005 (through September 2005). The six intersections are:
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14th Street at G Avenue 16th Street (SR 80) at Pan American Avenue 9th Street at Pan American Avenue 5th Street at Pan American Avenue 10th Street at A Avenue
11th Street at A Avenue
An analysis of the crash history and a field review of each location was conducted as part of this study. AREAS OF SIGNIFICANT PEDESTRIAN ACTIVITY The scope of this study did not include provisions to conduct a survey or analysis of pedestrian or bicycle commuting patterns within the study area. Information on areas of pedestrian activity was gathered from City staff, POE statistics provided by US Customs, and from a brief field reconnaissance and observation. There are three primary locations within the study area that have significant pedestrian activity. These locations are:
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The Port of Entry, where between 2,000 and 2,500 pedestrians per day enter the US, and the area extending from the POE north along Pan American Avenue. The Douglas downtown area and shopping district, extending from approximately 8th Street on the south to 15th Street on the north, and from Pan American Avenue on the west to F Avenue on the east. The area along 15th Street from approximately A Avenue on the west to Washington Avenue on the east. This is an area containing a high school, a junior high school, a charter school, and an elementary school. City of Douglas staff indicated that this area along 15th Street lacked adequate sidewalks, curbs and gutter, and required drainage improvements, particularly around the 15th Street/San Antonio intersection.
AREAS OF SIGNIFICANT BICYCLE ACTIVITY There were only very limited bicycle count data available for this study, and there was no significant bicycle activity noted during the field review conducted during October 2005. The City does not have an adopted bicycle system plan. ADOT provided 24-hour bicycle count data collected in November 2002 at two locations within the study area:
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SR 80 east of US 191: 22 bicycles eastbound, 16 bicycles westbound. US 191 south of Pirtleville: 7 bicycles northbound, 9 bicycles southbound.
The compact size of the City of Douglas, the relative close proximity of residential areas to the downtown and the schools located along 15th Street, and the low traffic volumes and lower speeds on most of the areas streets, would make the City a reasonably good place for bicycling. However, many of the City's arterial and collector streets are relatively narrow, have no
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designated bicycle facilities, and allow on-street parking, all of which tends to discourage bicycling. The shared-use path along the west side of Pan American Avenue from the POE to 14th Street is a notable bicycle feature provided by the City. EXISTING TRANSIT CHARACTERISTICS Area Demographics and Mode to Work Exhibit 2-12 illustrates the percentages of the Douglas area's 2000 population that are more likely to be transit dependent: minorities, seniors, persons living below poverty, and mobilitylimited persons. As shown in the exhibit, three of the four transit dependent percentages are above the statewide average. These data do not reflect the large number of people living in Agua Prieta, Sonora, Mexico, many of whom cross the border as pedestrians and are also potentially dependent on transit services for conducting their business in Douglas. Exhibit 2-12 STATEWIDE AND DOUGLAS AREA PERCENTAGES OF POPULATION MORE LIKELY TO BE TRANSIT-DEPENDENT
*Includes Pirtleville CDP
Source: Census 2000
Although the Douglas area currently has a high percentage of transit dependent persons, the percentage of persons in the area who use public transit to commute to work is below the statewide average. This is due to the current limited transit service in the area. Over 70 percent of workers aged 16 and over drive alone to work in the Douglas area. The percentage of persons using public transportation in Douglas is well below that of the statewide average of approximately two percent. However, the percentage of persons in the City who carpool to work is significantly higher than the statewide average. The increased carpooling and working at home in Douglas may be indicators of a latent demand for transit services. Existing Transit Services Existing transit services are provided by four bus or van operators and two taxicab operators. Regional service is provided between Douglas and Bisbee, Sierra Vista, Tombstone, Benson, Tucson, and Phoenix, as well as between Agua Prieta and cities in northwestern Mexico. Both 2-9
dial-a-ride and taxicab services are available locally within the Douglas area. Summaries of each of these services follow: � Douglas Shuttle: The privately owned Douglas Shuttle was established in 1992 and currently operates a fleet of eight vans between Douglas, Tucson, and Phoenix. Six trips per day are operated in each direction, spaced evenly throughout the day. The one-way adult fares are $25 between Douglas and Tucson and $35 between Douglas and Phoenix. The shuttle also makes stops in Tombstone and Benson and will pick-up or drop off passengers in Casa Grande if prior arrangements have been made. Food City: Port of Entry ShuttleThe Food City Market operates a free shuttle service seven days a week between the Market and the Mexico Port of Entry using a minibus. The minibus makes three round trips each hour between 8:00 am and 6:00 pm. The service is operated as a means of facilitating the patronage of the Market by pedestrians entering Douglas from Agua Prieta, Sonora, via the Port. Catholic Community Services: Catholic Community Services has been providing transportation and other services to the elderly and physically disabled for over 20 years in Cochise County. Three of the operations serve the Douglas area; Douglas Rides, the Cochise Commuter and the Dial-a-Ride, which are summarized below. o Douglas Rides: In December 2006 Catholic Community Services began providing a local circulator transit service along three fixed loop routes within the Douglas area, called Douglas Rides. This new service operates from 7:00 AM to 6:00 PM. This service was just beginning at the time this study was being completed. Cochise Commuter: The Cochise Commuter is a service for the general public that was established in 2003 as a three-year demonstration regional transit project with a grant from HUD that ended in December 2005. Cochise Commuter vans operate three times a day in each direction between Douglas, Bisbee, and Sierra Vista. During the entire 2004-2005 fiscal year, the service carried 2,482 persons. During the first four months of the 2005-2006 fiscal year, the Cochise Commuter had already carried 2,398 riders. Dial-a-Ride: The Dial-a-Ride operates Monday through Friday between 9:30 AM and 2:30 PM using an accessible Dodge van. Service is available to the general public, and typical trips include shopping trips, doctor appointments, and medical prescription pick-ups.
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Douglas ARC: The Douglas ARC is a non-profit organization established in 1958 to provide transportation and other services to developmentally disabled persons and other mobility-limited individuals. Transportation for employment, medical, or rehabilitation purposes is provided to a client base of approximately 150 persons. The vehicles are also used to deliver meals to an additional 150 homebound seniors under the "Meals on Wheels" program. Local Taxicab Operators: Taxi service is provided by two taxicab operators in Douglas: Anaya Taxi and Quijada Taxi. Anaya Taxi operates one vehicle within the Douglas area only. Quijada Taxi operates two cabs within the Douglas area but will also provide service to Tucson or Phoenix upon request.
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Autotransportes TUFESA: Autotransportes TUFESA is a Mexico-based intercity bus company serving the Mexican States of Sonora and Sinaloa as well as Phoenix and Tucson. The company uses deluxe tour coaches and maintains a full-service bus depot in Agua Prieta. Service from Agua Prieta is provided to Culiacan and Hermosillo three times daily and to Ciudad Obregon, Nogales, and Navojoa twice daily. Unmet needs for transit service within the Douglas area exist due to the large numbers of potentially transit-dependent persons living in the area and the high number of persons who carpool to work. No coordination exists among the various regional and intercity transit operations such as the Douglas Shuttle, the Cochise Commuter, and the I-10 corridor operations such as Greyhound and Amtrak. The Douglas Shuttle does not serve the Tucson or Phoenix airports. Autotransportes TUFESA does not share terminals or coordinate schedules with any of the US-based carriers.
Transit Needs
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Key Transit Recommendations of Previous Plans and Studies
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Local jurisdictions should designate transit service coordinators to oversee the addition, expansion, or coordination of transit services within their areas. The County and local jurisdictions should identify locations for one or more transit centers to serve as transfer points among the various providers in the region and to facilitate the entry of additional operators. Locations for future park-and-ride lots should be identified and sufficient space preserved for their construction. The development of public transportation should be encouraged as an alternative to automobile travel. Plan for expanded regional bus service between Douglas and the Phoenix and Tucson areas.
City of Douglas Transit-Related Issues
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The City of Douglas General Plan does not specifically address transit needs or issues. No provision exists for the consideration of transit needs when improving or widening City streets, including provisions for sidewalks, bus shelters, and bus pull-outs where curb lane traffic volumes warrant. The geometry of some downtown Douglas streets, including steeper than average crossslopes and higher than average curbs, might impede the loading and unloading of transit vehicles and the use of wheelchair lifts or ramps.
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3. EXISTING LAND USE DEVELOPMENT, POPULATION, AND EMPLOYMENT
YEAR 2005 LAND USE DEVELOPMENT This section provides the baseline land use data used in the preparation of this transportation plan. These data update the baseline data provided in the City of Douglas General Plan 2003 Data and Analysis volume and were disaggregated to the Transportation Analysis Zone (TAZ) system developed for this study for use in forecasting future traffic volume. Year 2005 population and number of dwelling units, for each TAZ are based on year 2000 census data, updated using aerial photographs, building permits, and information provided by the City, to reflect recent development. These data were also field verified. The 2005 number of employees for office, retail, and general commercial development is based on a field inventory of commercial properties completed in 2005. Major employer data are based on data provided by Cochise College Center for Economic Research. School related data such as number of employees and number of students are based on data provided by the Douglas Unified School District Superintendent Office. The year 2005 estimate of housing units within the study area is based on year 2000 data and the additional new housing units built in Douglas between year 2000 and year 2005. Bureau of the Census housing unit counts report that there were 5,186 housing units in Douglas and 531 units in Pirtleville in 2000. Based on the new home permits provided in Exhibit 3-1, an additional 116 new housing units have been built in Douglas between 2000 and 2005. The total 2005 existing housing stock within the study area based on census counts and adjusted to reflect number of new home permits processed during the 2000-2005 planning period, includes 6,431 housing units. Exhibit 3-1 2005 TOTAL NUMBER OF HOUSING UNITS BASED ON 2000 CENSUS AND NEW HOME BUILDING PERMITS ISSUED BY THE CITY
Description 2000 Census Housing Units Douglas 2000 Census Housing Units Pirtleville 2000 to 2005 Total New Home Building Permits within City Cochise County (within study area) Number of Housing Units 5,186 531 116 598 6,431 Percent 80 8 2 10 100
Total Number of Housing Units
Sources: 1990 and 2000 Census for Douglas and Pirtleville, US Bureau of the Census; Building Permits 2000-2005, City of Douglas Staff, 2005; Cochise College Center for Economic Research, 2005.
2005 POPULATION AND EMPLOYMENT ESTIMATES Exhibit 3-2 provides 2004 Census estimates and 1990 and 2000 Census counts for Douglas, Pirtleville, and other major cities in Cochise County. The City of Douglas experienced slow but consistent growth in the 1990s. Between 1990 and 2000, the 3-1
population grew 8.9 percent. In 2001, Douglas ranked 65th among 87 incorporated cities for population growth between 1998 and 2000. Douglas ranks 28th among Arizona cities and second among Cochise County cities in terms of population. These growth figures and rankings are based on the official 2000 Census count. Exhibit 3-2 2004 AND 2005 ESTIMATES AND 1990 AND 2000 CENSUS COUNTS FOR DOUGLAS AND PIRTLEVILLE Place Douglas Pirtleville 1990 12,822 1,364 2000 16,496 1,550 2004 16,706 1,624 2005 16,983 1,643
Sources: 2004 Estimates and 1990 and 2000 Census Counts, US Bureau of the Census, 2005; Adjusted City of Douglas 2000 counts; Cochise Center for Economic Research, 2005; 2005 Estimates, The Planning Center, 2005.
YEAR 2005 HOUSEHOLD SIZE, HOUSING UNITS, AND OCCUPIED HOUSING The average household size is defined as the average number of permanent residents for each permanently occupied housing unit. The national household size has been decreasing in the past few decades, and it is expected to continue to decline at a decreasing rate. The US Bureau of the census reported that the City of Douglas average household size decreased from 3.16 in 1990 to 3.07 in 2000. The same agency reported that Pirtleville's average household size decreased from 3.57 in 1990 to 3.41 in 2000. Exhibit 3-3 provides 2004 and 2005 household size estimates for Douglas and Pirtleville based on 1990 and 2000 Census. Exhibit 3-3 HOUSEHOLD SIZE FOR DOUGLAS AND PIRTLEVILLE Place Douglas Pirtleville 1990 3.16 3.57 2000 3.07 3.41 2004 3.03 3.35 2005 3.02 3.33
Sources: 2004 Census Estimates and 1990 and 2000 Census Counts, US Bureau of the Census; 2005 Estimates, The Planning Center, 2005
The existing 2005 population was derived as a function of occupied housing units at the block level of analysis. Exhibit 3-4 shows population, housing units, and occupied housing units based on 1990 and 2000 Census and 2005 estimates.
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Exhibit 3-4 STUDY AREA POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS 1990 Population Total Housing Occupied Housing 15,741 Year 2000 17,284 6,294 5,499 2005 17,592 6,431 5,777
Sources: Census 1990 and 2000 Summary File 1 (SF 1) 100-Percent Data at Block Level for Douglas, Pirtleville, and Cochise County portion within the Study Area, American Fact Finder, US Bureau of the Census and Aerial Flight of Douglas, Arizona, 2000.
YEAR 2005 EMPLOYMENT ESTIMATES Exhibit 3-5 provides year 2005 employment estimates by employment category and by major employers within or near the study area. Retail, office/service, and general commercial employment estimates for the study area are based on the commercial land use inventory conducted for this transportation plan. Employment data for major employers were provided by the Cochise College Center for Economic Research. SCHOOL ENROLLMENT Another population group generating traffic trips is the student population. Exhibit 3-6 provides the total school enrollment for the 11 Douglas Unified School District schools for years 2001 through 2005.
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Exhibit 3-5 2005 EMPLOYMENT BY EMPLOYMENT CATEGORY AND MAJOR EMPLOYER, AND SCHOOL ENROLLMENT
Employment Category/Employer Retail Employees Office/Service Employees General Commercial Employees Subtotal Major Employers Within the Study Area Douglas Unified School District (various schools) City of Douglas Wal-Mart Southeast Arizona Medical Center Safeway Basha's/Food City Gadsden Hotel US Customs/US Immigration J.C. Penney Subtotal Major Employers Outside the Study Area US Border Patrol/DHS 1 Cochise Community College Arizona State Prison Subtotal TOTAL
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Year 2001 NA NA NA NA 423 250 224 141 136 0 65 57 0 1,296 850 835 700 2,385
Year 2005 241 235 412 888 405 235 408 104 84 110 70 39 46 1,501 1,046 327 674 2,047 4,436
Sources: City of Douglas Land Field Survey, 2005. Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005. 1. In 2004, The US Border Patrol merged with DHS (Department of Homeland Security) 2. Regional employer located outside of the Small Area Transportation Study area. NA = Not Available
Exhibit 3-6 TOTAL SCHOOL ENROLLMENT FOR DOUGLAS UNIFIED SCHOOL DISTRICT SCHOOLS 2001 2002 Year 2003 2004 2005
Total Students 4,239 4,095 4,107 3,928 4,237
Source: Douglas Unified School District Superintendent Office, 2005
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4. FUTURE LAND USE AND SOCIO-ECONOMIC DATA
LAND USE FORECAST Forecasts were developed for years 2010, 2020, and 2030 for population, employment, housing units, occupied housing, and school enrollment for the study area. These are the factors that represent the primary determinants of future travel demand. Land use forecasts were developed based on the amount of land available for development within the study at the TAZ level. The land use inventory provided background information relative to the amount of land available for growth in each TAZ, TAZs with a potential to experience growth, and TAZs that are either built-out or would probably not experience any new growth. FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING Exhibit 4-1 provides 2010, 2020, and 2030 population, housing units, and occupied housing units projections developed for this transportation plan. The forecasts indicate a modest growth in population and housing units for the Douglas area of approximately 12 percent from year 2005 to year 2030. Exhibit 4-1 FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS Year 2010 2020 2030 18,091 19,016 19,741 6,739 6,047 7,320 6,587 7,898 7,118
Population Housing Units Occupied Housing Units
FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL EMPLOYMENT The 2010, 2020, and 2030 retail, office/service, and general commercial employment forecasts are based on percentages of population employed by each of these categories in year 2005. Exhibit 4-2 provides retail, office/service, and general commercial employee forecasts for the study area, which also indicate a modest growth of approximately 12 percent from year 2005 to year 2030. Exhibit 4-2 FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL COMMERCIAL EMPLOYMENT Employment Category Retail Office/Service General Commercial Totals Year 2010 2020 2030 248 261 270 242 424 914 254 445 960 264 462 996
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FORECAST EMPLOYMENT FOR MAJOR EMPLOYERS The forecast for major employers was obtained based on the percentage of the total population employed by each major employer. Year 2005 was used as the base year for these percentages, which were applied to 2010, 2020, 2030 population projections. Exhibit 4-3 provides the employment forecasts for major employers. These data represent approximately a 12 percent growth from year 2005 to year 2030. EXHIBIT 4-3 FORECAST EMPLOYMENT BY MAJOR EMPLOYER
Major Employers Within the Study Area Douglas Unified School District 3 City of Douglas Wal-Mart Southeast Arizona Medical Center Safeway Basha's/Food City Gadsden Hotel US Customs/US Immigration 1 J.C. Penney Subtotal Outside of Study Area US Border Patrol/DHS 2 Cochise Community College Arizona State Prison 3 Subtotal TOTAL 1,076 336 693 2,105 3,648 1,131 353 729 2,213 3,836 1,174 367 756 2,297 3,982 Year 2010 416 242 420 107 86 113 72 40 47 1,543 Year 2020 438 254 441 112 91 119 76 42 50 1,623 Year 2030 454 264 458 117 94 123 79 44 52 1,685
Sources: Census 1990 and 2000 Summary File 1 (SF 1) 100-Percent Data at Block Level for Douglas, Pirtleville, and Cochise County portion within the Study Area, American Fact Finder, US Bureau of the Census 2000 Population Counts and Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005. 1. In 2004, the US Customs and the US Immigration became the Bureau of Immigration and Customs Enforcement. 2. In 2004, The US Border Patrol merged with DHS (Department of Homeland Security) 3. Regional employer located outside of the Small Area Transportation Study area.
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FORECAST SCHOOL EMPLOYMENT AND STUDENT POPULATION The forecast school employment and student population is provided in Exhibit 4-4. The forecast school employment for Douglas Unified School District schools was developed based on percentages of the school population employed by each school, and the percent of the total population employed by the school district with year 2005 percentages used as the base year. The number of students per school for the Douglas Unified School District provided was obtained based on the year 2005 ratio of number of students per occupied housing unit, which is 0.73 students per occupied housing unit. This ratio was applied to the forecast number of occupied housing units to determine the total number of students for each forecast year. The forecast school employment and student population also represent a modest 12 percent growth from year 2005 to year 2030. Exhibit 4-4 FORECAST DOUGLAS UNIFIED SCHOOL DISTRICT EMPLOYMENT AND STUDENT POPULATION
Year 2010 416 4,414 Year 2020 437 4,808 Year 2030 454 5,196
Total School Employment Total Projected Student Population
Sources: Census 1990 and 2000 Summary File 1 (SF 1) Douglas, Pirtleville, and Cochise County portion, US Bureau of the Census 2000 Population Counts; Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005; Douglas Unified School District Office of the Superintendent, 2005.
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5. FORECAST FUTURE TRAVEL DEMAND AND TRAFFIC OPERATIONS ANALYSIS
DAILY TRAFFIC FORECAST METHODOLOGY A study area sketch planning model was developed for forecasting future traffic volumes, analyzing future roadway deficiencies, and evaluating alternative improvements. The demographic data for the 2005 base year and for the 2030 horizon year were used to forecast future traffic and estimating daily travel on study area roadways. External sources of traffic that would impact the volume of traffic flowing into, out of, or within the Douglas area were also identified and external traffic forecast for year 2030. Exhibit 5-1 shows estimated volumes for 2005 and forecasted volumes for year 2030. The sketch modeling exercise indicates that traffic volumes will grow slowly and steadily throughout much of the Douglas area between 2005 and 2030. However, volumes are forecast to increase by a greater percentage in the northeast quadrant of the study area (see Exhibit 5-2) due to residential development in that area. Simple linear trend projections, based on the annual traffic data at the Port of Entry, were used to estimate future year annual traffic entering the US through the POE. A comparison of year 2005 traffic levels to year 2010, 2020, and year 2030 forecasts of POE traffic is provided in Exhibit 5-3. Total traffic volume entering the US at the POE is estimated to increase by approximately 34 percent from year 2005 to year 2030. Exhibit 5-1 2005 VOLUMES VS 2030 VOLUMES
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Exhibit 5-2 ESTIMATED PERCENT TRAFFIC GROWTH FROM YEAR 2005 TO YEAR 2030
Exhibit 5-3 FORECAST ANNUAL TRAFFIC ENTERING THE U.S. THROUGH THE PORT OF ENTRY
Year 2005 1 Privately Owned Vehicles Trucks Buses Total Vehicular Traffic Pedestrians 2,098,713 28,418 3,241 2,129,372 712,435 2010 2,243,600 38,700 6,400 2,288,700 730,900 2020 2,503,700 56,300 8,500 2,568,500 833,400 2030 2,763,900 75,600 10,600 2,850,100 935,800
1. Year 2005 traffic count data provided by the US Customs Service, Tucson, Arizona.
AM AND PM PEAK-HOUR TRAFFIC ANALYSIS AND LEVEL OF SERVICE FOR YEAR 2030 TRAFFIC Morning and afternoon peak-hour traffic volumes were estimated first for year 2030 based on the year 2030 daily traffic forecasts. The method used to develop the year 2030 AM and PM peak-hour estimates was to increase the year 2005 peak-hour approach volumes by the same percentage increase forecast for the daily traffic volumes shown in Exhibit 5-2.
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Exhibit 5-4 provides a summary of only those intersection approaches with future congestion issues (LOS E and F) and potential congestion issues (LOS D) during the AM and PM peakhours. Intersection approaches with future levels of service A, B, or C are considered to be operating reasonably well and not in need of any remedial measures to address future congestion problems. Exhibit 5-4 ESTIMATED YEAR 2030 LEVELS OF SERVICE
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6. FUTURE MULTIMODAL CONDITIONS
FUTURE PUBLIC TRANSPORTATION CONDITIONS Unlike many other Arizona communities, the Douglas area is not forecast to grow dramatically between 2005 and 2030. However, based on the development density guidelines provided in Exhibit 6-1, a core area of the City, focused on the downtown, already has the combined population and employment density necessary to justify the implementation of intermediate level bus service. These density threshold numbers have been used in a number of transit studies nationwide including the High Capacity Transit Study conducted in 2003 for the Maricopa Association of Governments. Downtown Douglas is not only the core area of a small city, but is also a principal activity center of a metropolitan area including Douglas itself, as well as the significantly larger city of Agua Prieta, Sonora. Exhibit 6-1 MINIMUM CONSOLIDATED RESIDENTIAL AND EMPLOYMENT DENSITIES FOR VARIOUS TYPES OF TRANSIT SERVICES Transit Service Type Bus�minimum service Bus�intermediate service Light rail or Bus Rapid Transit Persons/Sq Mile 1 4,500 7,780 10,000
1. 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
Recommended Transit Services Exhibit 6-2 depicts the transit service areas recommended for Douglas, based on the combined population and employment forecasts discussed previously. These service areas are very consistent with the service areas adopted for the new Douglas Rides service, except that Douglas Rides also serves the area north of SR 80 and west of Pan American Avenue. Next steps recommended to be taken by the City are the following:
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Based on estimated 2005 combined population and employment densities, establishing a local transit circulator within the core area of the City of Douglas appears feasible. The City should encourage Catholic Community Services to collect ridership data on the new Douglas Rides operation including the place of residence, destination, age, and employment status of riders. After Douglas Rides has been operating long enough to produce significant ridership data, the City should coordinate with CCS in the conduct of an evaluation of the operation to identify any improvements needed to make the service more effective and efficient, as well as potential areas for service expansion. The level of LTAF II funding fluctuates from year to year and the City should evaluate additional options for generating local monies to be used as "local matches" for federal transit capital and operating funds. The City should also be prepared to step in and participate in the funding, operation, and expansion of the Douglas Rides and Cochise Commuter services as may be needed.
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The City should monitor the operations of other regional services such as the Douglas shuttle and get proactively involved if needed to ensure continued alternative mode service to Tucson, Phoenix, and other cities--avoiding unnecessary reliance on private automobiles for travel in an age of steadily increasing fuel costs. Rising fuel prices will also impact the costs of operating public transportation systems, and more public support may be needed to keep essential services in operation. Where feasible, the City should work together with Agua Prieta, Sonora to jointly address transit and other transportation issues and to explore any reasonable possibilities for partnering in the provision of transportation services to the metropolitan area. Currently, the forecasted increases in population and population density for Douglas indicate that bus service may adequately meet the region's transit needs for the foreseeable future. However, the City should follow closely the developments in Tucson regarding the planned implementation of "Modern Streetcar" service in that city. If the population growth rate and traffic volumes in the area increase significantly, long-term planning for the future use of modern streetcars for a circulator connecting the port of entry with the downtown area and key commercial areas may become appropriate, subsequent to the establishment of a comprehensive local bus system.
Summary of Transit Findings
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Portions of a core area of the City currently exceed density thresholds used for implementing some types of public transportation. Future transit improvements could include the expansion of the CCS Douglas Rides operations as well as the implementation of a community ride-sharing program. Potential sources of funding include Federal Transit Administration program monies for metropolitan planning areas administered by the Arizona Department of Transportation (ADOT), as well as Local Transportation Assistance Fund (LTAF II) monies, farebox revenues, and local match funds. The City should discuss with the ADOT Public Transportation Division the conduct of a transit feasibility and implementation study. The City should plan for the provision of local funding monies and evaluate the available options. The City should monitor closely the operations of the Cochise Commuter and other services and be prepared to assist, if needed, to avoid service interruption. Where feasible, the City should work together with Agua Prieta, Sonora to jointly address transit and other transportation issues and to explore any reasonable possibilities for partnering in the provision of transportation services to the metropolitan area.
FUTURE PEDESTRIAN AND BICYCLE ACTIVITY AND FEATURES There were only very limited pedestrian and bicycle counts available for this study. It is expected that pedestrian and bicycle travel demand will increase in direct relation to the population growth in the City of Douglas and across the border in Aqua Prieta.
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Exhibit 6-2 PROPOSED TRANSIT SERVICE AREAS
N
L eslie Canyon Rd
gh Hi
y wa
80
H ig h way 191
D o uglas Ave
Grace Ave
S u lp hu r Spring St
1 9t h St
Highw ay 80
5 #
Van Buren Ave
Flo rid a Ave
A Ave
1 1t h St
1 0t h St 8 th St
2 #
r ican
G Ave
P an
1 #
0
A me
F Ave
Prop osed Service Area Future Expansion Reg io nal Corridor Ex isting Cochise Co mmu ter Stop
0.25 0.5 Miles
9th St
Av e
5 th St
5 th St
4 # 3 #
3 rd St
1 st St
Draft 2-3-06
The City of Douglas has several characteristics that make it a good environment for walking and bicycling. The City has a compact form where work, shopping and recreational activity locations are close to existing residential areas. Except during the hottest months, the climate is very suitable for walking or biking, and the terrain is relatively flat. The general grid pattern of the existing street network provides numerous travel route options for pedestrians and bicyclists. Traffic volumes on most streets are relatively low as are traffic speeds, and the roadway system does not present significant barriers to either walking or cycling. Most City streets south of SR 80 and east of Pan American Avenue have sidewalks. These factors, combined with the proximity of the POE to the downtown and the new Wal-Mart shopping center east of Pan American Avenue on 5th Street, suggest the pedestrian and bicycle activity will likely increase in the future, if these activities are encouraged. There are factors in the City that work against bicycling. The major and minor collector streets are relatively narrow, with narrow lanes and on-street parking. The downtown area has predominately angle parking on the streets, which may be more dangerous for cyclists than parallel parking because it is more difficult for motorists backing out of these spaces to see oncoming cyclists. There are no designated bicycle features on any of the existing roadways, and there is no system of designated bike routes.
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A irpo rt Rd
15th St 1 4t h St
1 #
Wash ing to n Ave
n Chi d oR
The following recommendations are provided for the development of future pedestrian and bicycle features:
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Develop a comprehensive bicycle system plan for the City. Provide a bicycle connection between the new commercial district on 5th Street west of Pan American Avenue to the new shared use path along Pan American Avenue. Extend the shared-use path on the west side of Pan American Avenue south from 3rd Street to the POE. Develop a lighted and landscaped pedestrian pathway from the POE and the City Park, just north of the POE on Pan American Avenue, to the east through Speer Park. Provide bicycle racks in the downtown area and in the new commercial area on 5th Street west of Pan American avenue. Require that new commercial areas provide conveniently placed bicycle racks. Connect the emerging residential areas developing north of SR 80 to the areas south of SR 80 with on-street bicycle facilities. Inventory the City's sidewalk system to identify locations that do not meet ADA requirements and establish a plan to upgrade these locations. Develop and implement a safe routes to school program for elementary school and junior high school students. The purpose of the safe routes to school initiative is to encourage students to walk or bicycle to school as part of a healthy lifestyle.
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7. SUMMARY OF TRANSPORATION PLAN RECOMMENDED IMPROVEMENTS AND ACTIONS
ROADWAY SYSTEM Traffic Circulation and Operations Improvements In general, the current streets and intersections provide adequate capacity and level of service for existing and forecast year 2030 traffic. There are a few intersections that are beginning to experience, or are forecast to experience traffic operating conditions that may require attention if traffic volumes continue to increase. Several actions have been identified to address traffic operations, traffic safety, and parking issues. The recommended short, mid and long-term actions to improve traffic operations are provided in Exhibit 7-1 along with planning level cost estimates for these improvements. Douglas, Arizona, U.S. Port of Entry Feasibility Study 2006 At the time that this planning study was nearing completion the United States General Services Administration Douglas, Arizona U.S. Port of Entry Feasibility Study 2006 had completed its 75 percent submittal. The stated purpose of the feasibility study is to "address the issues of traffic congestion, pedestrian safety, and officer security while providing more efficient operations at the Port" and to "resolve as many of the issues as possible or, at the least, mitigate their effects." The 75 percent submittal of the feasibility study contains five alternatives for the redesign and location of the Port for processing vehicles entering the US. The selected alternative may directly impact the need for some of the roadway system improvements identified in Exhibit 7-1. Four of the feasibility study alternatives move the inbound and outbound commercial truck traffic west of Pan American Avenue. Safety Improvements A three-year crash history for six intersections was evaluated to identify improvements that could potentially improve traffic safety at these locations. Exhibit 7-2 contains a summary of the improvements recommended based on the crash analysis. Downtown Parking An inventory and assessment of downtown parking was conducted as part of this study. A summary of recommended actions regarding downtown parking is provided in Exhibit 7-3.
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Exhibit 7-1 SUMMARY OF TRAFFIC ENGINEERING RECOMMENDED IMPROVEMENTS AND ACTIONS
Location Existing Year 2005 Condition Recommended Action Short Term
1. Conduct 4-way stop control warrant analysis. 2. Convert to 4-way stop control if warranted. Monitor peak-hour traffic conditions through periodic field observation. 1. Monitor traffic conditions and consider converting EB and WB traffic to rightturn only. 2. Widen 9 Street west of Pan American Avenue to accommodate large truck turn movements at this intersection. This will include utility relocation, right-of-way acquisition, and design.
th
Estimated Cost in 2006 $
1. Warrant Study $4,000. 2. Install 2 additional stop signs - $1,000
San Antonio Avenue / 15th Street
NB LOS E in AM peak-hour.
14th Street / Pan American Avenue
WB LOS D in PM peak-hour 1. WB LOS E in PM peakhour
9th Street / Pan American Avenue. Note that these improvements are unnecessary if the POE commercial truck facilities are moved to the west of Pan American Avenue.
2. Narrow westbound th departure leg (9 Street) and eastbound approach creates traffic operations problems for large trucks attempting access to and egress from warehouses th along 9 Street west of Pan American Avenue. Minor traffic congestion and conflicts associated with school traffic. Traffic conflicts associated with charter school traffic on th south side of 15 Street. Inconsistent speed zoning, lack of appropriate traffic signing and roadway striping.
2. $400,000
Louis Avenue: 15th Street to 19th Street 15th Street: between Florida and San Antonio Avenues Citywide
Re-stripe Louis Avenue to provide continuous two-way left-turn lane. Provide new access to charter school parking lot. Conduct a comprehensive roadway signing and striping inventory and identify corrective measures required.
$3,000
$10,000
$60,000
Location
San Antonio Avenue / 15th Street Florida Avenue / th 10 Street 9th Street / Pan American Avenue US Port of Entry
Forecast Year 2030 Recommended Condition Action Mid to Long Term
NB LOS F in AM peak-hour SB LOS D in PM peak-hour NB LOS D in AM peak-hour NB LOS F in PM peak-hour EB LOS E in AM peak-hour EB and WB LOS E in PM peak-hour Commercial truck use of Pan American Avenue Monitor traffic and install traffic signal when warranted. Monitor traffic and install traffic signal when warranted. Install EB and WB channelizing islands to allow right-turn only. Implement recommendations of the US Port of Entry Feasibility Study (2007).
Estimated Cost in 2006 $
$170,000 $170,000 $100,000
To be determined.
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Exhibit 7-2 SUMMARY OF RECOMMENDED IMPROVEMENTS RESULTING FROM THE CRASH ANALYSIS
Intersection Location Existing Year 2005 Recommended Condition Action Short Term
1. Higher than expected number of collisions involving red-light running. 2. Restricted sight distance on horizontal curve entering SB approach. No crash related problems identified. 1. Install longer mast arms and additional traffic signal heads for NB and SB traffic. 2. Place advance traffic signal warning sign and 25 mph speed limit sign on curve entering SB approach. None See Exhibit 8-1 regarding the west leg of this intersection and large truck operation problems. Upgrade signing and pavement striping on the eastbound approach to indicate exclusive left-turn lane, one through lane, and exclusive right-turn lane. 1. None 2. Provide parking pull-out area on northbound departure leg. 3. Consider closing driveways on SB approach and WB departure leg that are closest to the intersection. 1. Place advance stop ahead warning signs on th the EB and WB 11 Street approaches. 2. Use a Warning Beacon as a supplemental emphasis to the stop signs. 3. Prohibit on-street parking on A Avenue near the intersection to maintain adequate cross-corner sight distance. 2. $10,000
Estimated Cost in 2006 $
1. $100,000
14th Street / G Avenue
2. $1,000
16th Street / Pan American Avenue (SR 80 /P an American Avenue / G Avenue) 9th Street / Pan American Avenue
No crash related problems identified. No crash related problems identified. However, the eastbound approach does not have the appropriate signing and striping for the existing lane use. 1. No crash related problems identified. 2. On-street parking near intersection on NB approach and departure legs. 3. Driveways to gas station/mini-mart on southbound approach and northbound departure leg are too close to the intersection.
5th Street / Pan American Avenue
$2,000
10th Street / A Avenue
3. $5,000 to close driveways
1. $1,000
11th Street / A Avenue
Five crashes involving vehicles on 11th Street failing to stop for stop sign.
2. $15,000 for two beacons 3. $1,000 for signs and curb painting
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Exhibit 7-3 SUMMARY OF RECOMMENDED ACTIONS REGARDING DOWNTOWN PARKING
Existing Condition Not all handicapped parking is immediately adjacent to curb ramps. Recommended Action Short Term Relocate handicapped parking adjacent to curb ramps. Paint designated spaces, paint curbs, place signs. Mid Term Conduct parking demand and utilization study for the downtown area. Estimated Cost
$7,500
Parking space utilization and need for additional parking are not quantified.
$35,000
Recommendations From Previous ADOT Studies The Arizona Department of Transportation, Traffic Engineering Group commissioned two studies in 2003 affecting the Douglas SATS planning area. These studies are:
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Douglas Strategic Motor Carrier Safety Inspection Station Circulation Study, Final Report August 2003. SR 80 / US 191 Intersection Study, Final Report August 2003.
In combination these two studies evaluate the traffic operations and safety impacts of locating a new ADOT truck inspection facility in the northeast quadrant of the intersection of SR 80 and US 191. It is assumed by these studies that Chino Road will be realigned to the west to intersect with SR 80 as the southern leg of the SU 191 / SR 80 intersection. The purpose of the realignment is to provide an efficient route for trucks from Mexico entering the United States to access State Highways, and to relocate the truck traffic off of City of Douglas streets. To support the construction of this new ADOT facility at this location, these studies recommend several roadway system improvements to provide safe and efficient access to the site. These improvements, which would be paid for by ADOT, include the following:
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Construct new access driveways on US 191 and SR 80. Construct a southbound left-turn lane and a northbound right-turn lane on US 191 (the northbound approach is the realigned Chino Road). Construct a westbound right-turn lane on SR 80 to the two new access driveways. Construct a northbound right-turn lane and southbound left-turn lane on US 191 north of SR 80 to serve the site access driveways. Signalize the intersection of US 191 / SR 80.
The realignment of Chino Road is being funded through the Southeastern Arizona Governments Organization (SEAGO). A design concept report for the realignment of Chino Road has been completed along with a drainage report. The final design of the realignment has also been completed, but is currently being discussed by the City for possible revisions before the project can go out for bid. The estimated cost of the project is $1.3 million.
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PEDESTRIAN SYSTEM IMPROVEMENTS AND ACTIONS The City of Douglas is a relatively pedestrian friendly and walkable community. The downtown area is conveniently located within walking distance from the surrounding residential areas and the grid pattern of streets provides good access. In general, the older sections of the City of Douglas have a well developed sidewalk system with sidewalks on both sides of most major and local streets. Many of the sidewalks along collector and local streets are set back from the curb. The downtown area includes wide sidewalks, shade trees, and street furniture to provide a good pedestrian environment and the angle parking in the downtown provides a buffer between the sidewalk and the traffic lanes. Major pedestrian activity centers include the following:
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The Douglas Port of Entry (POE) and the area north of the POE along Pan American Avenue. The downtown area. 15th Street between A Avenue and Washington Avenue associated with the schools in this area.
Several pedestrian related issues were identified through this study that should be addressed by the City as it continues to grow and develop. A pedestrian project summary to address these issues is provided in Exhibit 7-4. In addition to the project summary in Exhibit 7-4, the City of Douglas should consider the implementation of corner curb extensions in the downtown where angle parking is used. The curb extensions provide pedestrians a protected area to stand, allowing a better view of the cross street while waiting to cross, and they shorten the crossing distance. Pedestrians standing on the curb extensions waiting to cross are also more visible to motorists on the cross street. VIEW OF CURB EXTENSION WITH ANGLE PARKING IN DOWNTOWN TUCSON, ARZIONA
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Exhibit 7-4 SUMMARY OF RECOMMENDED PEDESTRIAN SYSTEM PROJECTS AND ACTIONS Estimated Cost in 2006 $
Recommended Action Short Term
Extend the shared-use path on the west side of Pan American Avenue south from 3rd Street to the POE - potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). This is also listed as a bicycle project. Connect the new commercial district on 5th Street west of Pan American Avenue to the existing shared use path along Pan American Avenue -potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). Also listed as a bicycle project. Develop a lighted and landscaped pedestrian pathway from the POE and the City Park, just north of the POE, to the east through Speer Park (approximately 1,300 linear feet). Potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). Construct 15th Street sidewalk improvements from Florida Avenue to Washington Avenue (see also 15th Street bicycle improvements in Exhibit 8-5). 1. Inventory the City's sidewalk system for ADA improvement needs. 2. Implement ADA required improvements Develop a comprehensive pedestrian system plan including policies and regulations for sidewalks and pedestrian features for new commercial and residential development. Develop Safe Routes to School Program � potential funding source is the new Federal Safe Routes to School Program funding. Contact the new ADOT Safe Routes to School Program Coordinator, Brian Fellows at 602-712-8010. Long Term Implement Leslie Canyon Road shared use path (north of SR 80) and pedestrian / bicycle signal at SR 80 (also listed as bicycle system project) - potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). Also listed as a bicycle project.
$450,000
$30,000
$500,000
$25,000/mile 1. $30,000 2. To be determined. $50,000
$50,000
To be determined.
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BICYCLE SYSTEM IMPROVEMENTS AND ACTIONS The City of Douglas provides an excellent community for bicycling. The community is relatively compact in size, and the major activity centers, such as the downtown, the POE, schools, and the new Wal-Mart commercial center are all located close to the residential areas. The terrain in the study area is relatively flat and the climate is conducive to bicycling for most months of the year. The grid network of streets provides good connectivity and accessibility between the residential, commercial, school, and government centers. The City does not have an adopted bicycle system plan providing long range guidance for the further development of bicycling within the City. A project summary for bicycle system improvements is provided in Exhibit 7-5. Exhibit 7-5 SUMMARY OF RECOMMMENDED BICYCLE SYSTEM PROJECTS AND ACTIONS Estimated Cost in 2006 $
$70,000
Recommended Action Short Term
Develop comprehensive bicycle system plan Extend the shared-use path on the west side of Pan American Avenue south from 3rd Street to the POE - potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). This is also listed as a pedestrian project. Connect the new commercial district on 5th Street west of Pan American Avenue to the existing shared use path along Pan American Avenue � potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). This is also listed as a pedestrian project. Reconstruct 15th Street to provide bike lanes and drainage improvements from A Avenue to Washington Avenue � potential funding sources include STP funds, HURF (within roadway ROW only), Transportation Enhancement grant (also see 15th street pedestrian improvements in Exhibit 8-4). This project involves roadway widening to accommodate the bicycle lanes. Provide bicycle racks in the downtown area and at the City Hall � potential funding includes Transportation Enhancement grant. Long Term Implement Leslie Canyon Road shared use path (north of SR 80) and pedestrian / bicycle signal at SR 80 (also listed as pedestrian system project) potential funding sources include STP funds, Transportation Enhancement grant, Parks and Recreation/Flood Control funds (typically for sidewalks and shared use paths along drainage facilities). Also listed as a pedestrian project.
$450,000
$30,000
$200,000/mile
$30,000
To be determined
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TRANSIT SYSTEM IMPLEMENTATION AND FUNDING This section presents a summary of transit implementation and funding recommendations from this study. A transit project list derived from the transit-related recommendations is shown in Exhibit 7-6. Exhibit 7-6 TRANSPORTATION IMPROVEMENT PLAN TRANSIT PROJECT LIST Project Short Term
Appoint City Transportation Coordinator Establish Citywide Ride Sharing Program Conduct Operations Analysis of New Douglas Rides service and identify service improvements needed Participate in funding the acquisition of additional vehicles for future expansion of the Douglas Rides and Cochise Commuter Services. Participate in funding the operation of future expansions of the Douglas Rides and Cochise Commuter services. $35,000/Year TBD $85,000 $300,000 Capital $140,000 Annual Operating City of Douglas City of Douglas 80% FTA 20% Local match 80% FTA 20% Local match 50% FTA 50% Local match
Estimated Cost
Funding Source
Long Term
Conduct Douglas-Agua Prieta Regional Mobility Study $250,000 City of Douglas, ADOT, other sources to be determined.
Now that the Catholic Community Services has begun providing local transit service in Douglas through Douglas Rides, the City should consider designating a City Transportation Coordinator to monitor the operation and to assist the operator, Catholic Community Services, in determining when modification or expansion of the service is needed. The Transportation Coordinator's duties would include the establishment of a Douglas area ridesharing program, oversight--together with the Public Works Director--of the conduct of an Operations Analysis of New Douglas Rides service, and the establishment of additional local circulator bus service if indicated by the study. In the short term, regional service such as the Cochise Commuter and the privately-operated shuttles to Tucson and Phoenix are also important to Douglas. The City Transportation Coordinator would also act as a liaison between these operations and the City and, where appropriate, provide guidance with respect to the funding and implementation of service improvements or expansion. The capital and annual operating costs of the local circulator bus service were developed with the assistance of a "Small Transit Vehicle Economics" estimating tool included in TCRP Report 61, Analyzing the Costs of Operating Small Transit Vehicles, published by the Transit Cooperative Research Program. Monies such as LTAF II and STP "FLEX" funds may be used for part of the local match for both capital and operating costs when available. 7-8
Public Transit Funding The Federal Government funds transit capital and operating assistance programs for systems in both urban and rural areas. Two federal public transit programs administered by ADOT primarily fund Arizona's small urban and rural transit services. One is the Section 5311 program for general public service in rural areas. The other transit program is the Section 5310 program which funds vehicles for organizations providing specialized transportation services for the elderly or disabled. These programs were summarized in the previous working paper. SAFETEA-LU significantly increases funding levels for these programs. A new formula based on land area addresses the needs of low-density states. Indian tribes are now eligible recipients of Section 5311 funds, and a portion of funding is set aside each year for Tribal projects. Currently, the total funding in Arizona for general public systems in rural and small urban areas is approximately $4.9 million annually. The Rural Transit Assistance Program (RTAP), a part of FTA Section 5311, provides funding to assist in the design and implementation of training and technical assistance projects and other support services for transit operators in non-urbanized areas. The ADOT Public Transportation Division administers the RTAP program in coordination with the Section 5311 distributions. There is no Federal requirement for a local match. Additional sources of revenue available for transit services include the following:
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Welfare to Work Act Older American Act Title III funds, Department of Economic Security Division of Developmental Disability funds Transportation funding through Medicaid administered through the Arizona Health Care Cost Containment System Head Start, Behavioral Health Funding Temporary Assistance for Needy Families (TANF) Transit fares
A total of $40 million nationally in small urban and rural transit revenue is expected to be generated in the next decade.
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