Coolidge - Florence regional transportation plan / final report

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TABLE OF CONTENTS
Page
1. INTRODUCTION .................................................................................. 1- 1
BACKGROUND...................................................................................... 1- 1
STUDY PROCESS ................................................................................... 1- 4
ORGANIZATION OF REPORT................................................................... 1- 5
SUMMARY OF FINDINGS........................................................................ 1- 5
RECOMMENDATIONS ............................................................................ 1- 8
2. AGENCY COORDINATION AND PUBLIC INVOLVEMENT.......................... 2- 1
TECHNICAL ADVISORY COMMITTEE....................................................... 2- 1
STAKEHOLDER WORKSHOPS.................................................................. 2- 1
OVERVIEW OF OPEN HOUSES................................................................. 2- 4
QUESTIONS AND COMMENTS................................................................. 2- 5
3. CURRENT CONDITIONS ........................................................................ 3- 1
SOCIOECONOMIC CONDITIONS............................................................... 3- 1
PHYSICAL CONDITIONS ......................................................................... 3- 8
OVERVIEW OF ENVIRONMENTAL AND CULTURAL RESOURCES ................ 3- 9
CULTURAL RESOURCES AND HISTORIC PROPERTIES.............................. 3- 13
CURRENT LAND USE ........................................................................... 3- 15
CURRENT TRANSPORTATION CONDITIONS............................................ 3- 20
CURRENT ROADWAY NETWORK .......................................................... 3- 20
BRIDGE CONIDTION ............................................................................ 3- 23
TRAFFIC CHARACTERISTICS ................................................................ 3- 25
LEVEL OF SERVICE ............................................................................. 3- 25
CRASH ANALYSIS ............................................................................... 3- 28
MULTIMODAL CONDITIONS ................................................................. 3- 28
4. TRANSPORTATION ISSUES.................................................................... 4- 1
GROWTH ISSUES ................................................................................... 4- 1
REGIONAL CONNECTIVITY .................................................................... 4- 2
STREET SYSTEM WITHIN THE STUDY AREA ............................................ 4- 2
TRANSPORTATION SYSTEM MANAGEMENT............................................. 4- 3
SAFETY ISSUES..................................................................................... 4- 4
MULTIMODAL TRANSPORTATION ISSUES................................................ 4- 4
OPPORTUNITIES AND CONSTRAINTS....................................................... 4- 5
5. FUTURE CONDITIONS AND ALTERNATIVES ANALYSIS ........................... 5- 1
INTRODUCTION .................................................................................... 5- 1
SUMMARY OF FINDINGS........................................................................ 5- 1
METHODOLOGY FOR DEVELOPING FUTURE SOCIOECONOMIC DATA......... 5- 1
SUMMARY OF 2025 SOCIOECONOMIC DATA............................................. 5- 3
TRANSPORTATION ANALYSIS ZONE ALLOCATION ................................... 5- 4
i
TABLE OF CONTENTS ( Continued)
Page
TRAFFIC FORECASTING PROCESS OVERVIEW .......................................... 5- 4
METHOD TO IDENTIFY ROAD DEFICIENCIES ........................................... 5- 7
PERFORMANCE OF 2005 NETWORK ......................................................... 5- 7
PERFORMANCE OF 2025 ALTERNATIVE NETWORKS.................................. 5- 7
2025 ALTERNATIVE ROAD NETWORK.................................................... 5- 10
6. RECOMMENDED TRANSPORTATION PLAN – ROADWAY ELEMENT ......... 6- 1
ROAD FUNCTIONAL CLASSIFICATION SYSTEM ........................................ 6- 1
RECOMMENDED ROAD FUNCTIONAL CLASSIFICATION ............................ 6- 2
ACCESS MANAGEMENT......................................................................... 6- 5
ROAD DESIGN AND ACCESS CRITERIA .................................................... 6- 8
7. PUBLIC TRANSPORTATION PLAN.......................................................... 7- 1
SUMMARY OF FINDINGS AND RECOMMENDATIONS................................. 7- 1
POTENTIAL SERVICES AND FACILITIES................................................... 7- 2
EVALUATION OF DEFICIENCIES AND NEEDS ........................................... 7- 7
TRANSIT IN ARIZONA CITIES................................................................ 7- 12
TRANSPORTATION DEMAND MANAGEMENT ......................................... 7- 13
FUTURE TRANSIT NEEDS AND SERVICE THRESHOLDS............................ 7- 15
BUS AND RAIL TRANSIT ALTERNATIVES............................................... 7- 18
RECOMMENDED NEXT STEPS............................................................... 7- 21
8. IMPLEMENTATION PLAN...................................................................... 8- 1
CHALLENGES TO IMPLEMENTATION ...................................................... 8- 1
IMPLEMENTATION STRATEGIES ............................................................. 8- 1
CURRENT CAPITAL IMPROVEMENT PROJECTS......................................... 8- 3
RECOMMENDED PROJECTS.................................................................... 8- 3
PRIORITIZATION OF PROJECTS ............................................................. 8- 19
9. REVENUE SOURCES.............................................................................. 9- 1
FEDERAL FUNDS .................................................................................. 9- 1
ARIZONA STATE SHARED REVENUE ....................................................... 9- 7
OTHER FUNDING SOURCES .................................................................. 9- 10
POTENTIAL PUBLIC TRANSPORTATION FUNDING SOURCES .................... 9- 14
REVENUE ESTIMATES ......................................................................... 9- 17
APPENDIX A. PUBLIC INVOLVEMENT PARTICIPANTS ................................ A- 1
APPENDIX B. ACCESS MANAGEMENT TOOLKIT ........................................ B- 1
APPENDIX C. STREET DESIGN AND ACCESS CRITERIA -
TOWN OF FLORENCE........................................................... C- 1
APPENDIX D. STREET DESIGN CRITERIA FOR CITY OF COOLIDGE............. D- 1
ii
LIST OF TABLES
Page
2- 1. TECHNICAL ADVISORY COMMITTEE MEMBERS................................... 2- 1
3- 1. COOLIDGE DEMOGRAPHIC OVERVIEW CENSUS 2000............................ 3- 2
3- 2. COOLIDGE EMPLOYMENT BY SECTOR ............................................... 3- 3
3- 3. COOLIDGE MAJOR INSTITUTIONAL SITES ........................................... 3- 4
3- 4. FLORENCE DEMOGRAPHIC OVERVIEW CENSUS 2000 ........................... 3- 5
3- 5. FLORENCE AREA CORRECTIONAL FACILITIES .................................... 3- 6
3- 6. FLORENCE EMPLOYMENT BY SECTOR ............................................... 3- 6
3- 7. FLORENCE MAJOR EDUCATIONAL SITES ............................................ 3- 7
3- 8. SUMMARY OF STUDY AREA ROAD CHARACTERISITICS ..................... 3- 23
3- 9. EXISTING BRIDGES IN STUDY AREA WITH SUFFICIENCY RATING
OF 80 OR LOWER............................................................................ 3- 24
3- 10. LEVEL OF SERVICE CRITERIA.......................................................... 3- 25
3- 11. SUMMARY OF TRAFFIC CRASH DATA .............................................. 3- 29
3- 12. CASA GRANDE- BASED TAXICABS AND SHUTTLE SERVICES................ 3- 31
3- 13. SPECIAL NEEDS PROVIDERS SUMMARY ........................................... 3- 32
3- 14. COOLIDGE AIRPORT STATISTICS...................................................... 3- 35
5- 1. SUMMARY OF 2025 SOCIOECONOMIC DATA COOLIDGE-FLORENCE
STUDY AREA................................................................... 5- 3
5- 2. LEVEL OF SERVICE CRITERIA............................................................ 5- 7
6- 1. ROAD MILEAGE BY FUNCTIONAL CLASSIFICATION............................. 6- 2
6- 2. MINIMUM ROAD DESIGN AND ACCESS CRITERIA ................................ 6- 9
iii
LIST OF TABLES ( Continued)
Page
7- 1. PINAL RIDES PILOT PROGRAM NOVEMBER 2007 SCHEDULE ............... 7- 10
7- 2. KEY FIXED ROUTE TRANSIT SERVICE CHARACTERISITICS
OF ARIZONA CITIES........................................................................ 7- 12
7- 3. KEY DIAL- A- RIDE SERVICE CHARACTERISTICS OF
ARIZONA CITIES ............................................................................ 7- 13
7- 4. MINIMUM CONSOLIDATED RESIDENTIAL AND EMPLOYMENT
DENSITIES FOR VARIOUS TYPES OF TRANSIT SERVICES..................... 7- 16
7- 5. SUGGESTED PUBLIC TRANSPORTATION IMPLEMENTATION
SCHEDULE..................................................................................... 7- 23
8- 1. IMPLEMENTATION ACTION PLAN ...................................................... 8- 1
8- 2. FY 2006 – 2011 COOLIDGE CAPITAL TRANSPORTATION
IMPROVEMENT PROGRAM PROJECTS ................................................. 8- 4
8- 3. FY 2007 – 2016 FLORENCE CAPITAL TRANSPORTATION
IMPROVEMENT PROGRAM PROJECTS ................................................. 8- 8
8- 4. FY 2007 – 2016 FLORENCE CAPITAL TRANSPORTATION
IMPROVEMENT PROGRAM FUNDING.................................................. 8- 9
8- 5. SUMMARY 10- YEAR PINAL COUNTY ARTERIAL STREETS
CAPITAL IMPROVEMENTS PROGRAM ................................................. 8- 9
8- 6. RECOMMENDED PROJECTS BY FUNCTIONAL CLASSIFICATION –
COOLIDGE PLANNING AREA............................................................ 8- 11
8- 7. RECOMMENDED PROJECTS BY FUNCTIONAL CLASSIFICATION -
FLORENCE PLANNING AREA ........................................................... 8- 14
8- 8. SUMMARY OF COST ESTIMATES ...................................................... 8- 19
9- 1. MATRIX OF KEY MULTIMODAL FUNDING SOURCES ............................ 9- 2
9- 2. ESTIMATED FEDERAL AID HIGHWAY APPORTIONMENTS AND
ALLOCATION FOR ARIZONA.............................................................. 9- 3
9- 3. FY 2006 ADOT REVENUE SOURCES – STATE ........................................ 9- 7
iv
LIST OF TABLES ( Continued)
Page
9- 4. ARIZONA HIGHWAY USER REVENUE FUND DISTRIBUTIONS TO
PINAL COUNTY, THE CITY OF COOLIDGE, AND THE TOWN OF
FLORENCE, FY 2002 – 2006 ................................................................. 9- 8
9- 5. HIGHWAY USER REVENUE FUND REVENUE FORECAST........................ 9- 9
9- 6. HIGHWAY USER REVENUE FUND DISTRIBUTION FORECAST................. 9- 9
9- 7. STATE PARKS HERITAGE FUND GRANT AWARDS IN STUDY AREA ...... 9- 11
9- 8. MATRIX OF KEY PUBLIC TRANSPORTATION FUNDING SOURCES ........ 9- 15
9- 9. LTAF II DISTRIBUTION – COUNTIES AND CITIES/ TOWNS..................... 9- 16
9- 10. COMPARISON OF NEEDS AND REVENUES STATEWIDE ....................... 9- 17
9- 11. ADOT FIVE- YEAR TRANSPORTATION FACILITIES
CONSTRUCTION PROGRAM RESOURCE ALLOCATIONS....................... 9- 18
v
LIST OF FIGURES
Page
1- 1. REGIONAL LOCATION....................................................................... 1- 2
1- 2. COOLIDGE- FLORENCE STUDY AREA .................................................. 1- 3
1- 3. STUDY PROCESS............................................................................... 1- 4
3- 1. CITY OF COOLIDGE ESTIMATED POPULATION GROWTH BETWEEN
2000 AND 2006 .................................................................................. 3- 2
3- 2. FLORENCE ESTIMATED POPULATION GROWTH BETWEEN
2000 AND 2006 .................................................................................. 3- 5
3- 3. COMPARISON OF ENVIRONMENTAL JUSTICE VARIABLES FOR COOLIDGE
AND FLORENCE ( NON- INSTITUTIONALIZED POPULATION)................... 3- 8
3- 4. ENVIRONMENTAL OVERVIEW ......................................................... 3- 10
3- 5. EXISTING TRANSMISSION LINES AND PIPELINES IN STUDY AREA ....... 3- 12
3- 6. CULTURAL RESOURCES IN STUDY AREA .......................................... 3- 14
3- 7. LAND OWNERSHIP.......................................................................... 3- 16
3- 8. COOLIDGE GENERAL PLAN LAND USES............................................ 3- 17
3- 9. FLORENCE LAND USE PLAN ............................................................ 3- 18
3- 10. PROPOSED AND ENTITLED DEVELOPMENTS ..................................... 3- 19
3- 11. STUDY AREA ROADWAY NETWORK WITH NUMBER OF LANES ........... 3- 21
3- 12. AVERAGE DAILY TRAFFIC VOLUMES ............................................... 3- 26
3- 13. LEVEL OF SERVICE......................................................................... 3- 27
3- 14. CRASHES PER LOCATION ................................................................ 3- 30
3- 15. EXISTING TRAILS ........................................................................... 3- 37
5- 1. TRAFFIC ANALYSIS ZONES................................................................ 5- 2
5- 2. 2025 POPULATION DENSITIES............................................................. 5- 5
5- 3. 2025 EMPLOYMENT DENSITIES .......................................................... 5- 6
vi
vii
LIST OF FIGURES ( Continued)
Page
5- 4. EXAMAPLES OF ROADWAY LEVEL OF SERVICE .................................. 5- 8
5- 5. 2005 ROAD NETWORK WITH 2025 SOCIOECONOMIC
PROJECTIONS – LEVEL OF SERVICE.................................................... 5- 9
5- 6. BASE 2025 ROAD NETWORK – NUMBER OF LANES ............................. 5- 11
5- 7. BASE 2025 ROAD NETWORK – LEVEL OF SERVICE.............................. 5- 12
5- 8. 2025 BASE ROAD NETWORK WITHOUT NORTH- SOUTH
FREEWAY CORRIDOR – LEVEL OF SERVICE ...................................... 5- 13
5- 9. 2025 ALTERNATIVE 1 ROAD NETWORK 1 – LEVEL OF SERVICE............ 5- 14
5- 10. 2025 ALTERNATIVE 1 ROAD NETWORK 1 ( NORTH- SOUTH FREEWAY
COORIDOR TERMINATED AT SR 287) – LEVEL OF SERVICE ................. 5- 15
6- 1. FUNCTIONAL CLASSIFICATION SYSTEM ............................................. 6- 1
6- 2. RECOMMENDED FUNCTIONAL ROAD CLASSIFICATION........................ 6- 3
6- 3. 2025 NUMBER OF LANES ................................................................... 6- 4
6- 4. TYPCIAL CROSS- SECTIONS .............................................................. 6- 10
7- 1. DIFFERENT TYPES OF TRANSIT SERVICE ............................................ 7- 3
7- 2. COMBINED POPULATION AND EMPLOYMENT DENSITY IN
STUDY AREA.................................................................................. 7- 17
7- 3. 2025 DRAFT TRANSIT OPTIONS......................................................... 7- 19
8- 1. 2025 ROAD NETWORK BY CITY AND TOWN LIMITS ............................ 8- 18
8- 2. HIGH PRIORITY CORRIDORS ............................................................ 8- 20
1. INTRODUCTION
The Coolidge- Florence Regional Transportation Study developed a regional multimodal
transportation system for the Coolidge and Florence planning areas. The study has been a
cooperative effort of the City of Coolidge, Town of Florence, and the Arizona Department of
Transportation ( ADOT) in recognition of the regional growth and the need to develop a
coordinated multimodal transportation system. The final product of the study is a regional
transportation plan.
The following vision statement was developed in coordination with the stakeholders:
The City of Coolidge and Town of Florence will partner with stakeholders to develop
and implement a multimodal regional transportation system that will enhance the
quality of life and sustainability of the environment. The transportation system will
provide for regional safety and mobility for people and goods as well as economic
growth while recognizing the unique features and needs of each community. The
transportation system will be planned, programmed, designed, and constructed in
consideration of community and environmental values.
While this study included roadway facilities owned and operated by ADOT within the study
area, it is important to recognize that improvements to the state highway system can be made
only after in- depth planning and engineering studies are conducted by ADOT, and upon
approval of the State Transportation Board. All traffic interchange improvements must be
approved by the Federal Highway Administration ( FHWA). The recommendations made by
this study for improvements on state facilities can serve only as suggestions for further study.
BACKGROUND
The study area is comprised of the combined planning areas of the City of Coolidge and the
Town of Florence within the eastern portion of Pinal County approximately midway between
the City of Phoenix and City of Tucson ( see Figure 1- 1). A more detail illustration of the
study area is illustrated in Figure 1- 2. The combined planning areas extend from east of I- 10
to well past SR 79 and from SR 87 to Bella Vista including the places of Valley Farms, Cactus
Forest, Randolph, La Palma, and Florence Gardens. The 336 square mile study area is larger
than the combined incorporated areas ( as of 2004) of the East Valley cities including City of
Mesa, Town of Gilbert, City of Chandler, Town of Queen Creek, and City of Apache
Junction.
Both communities are experiencing rapid growth. Possible population growth in the study
area has been projected in the range of 250,000 to 300,000 persons over the next 20 years.
Currently, a Pulte Homes development is underway on the West side of the City of Coolidge
and Anthem at Merrill Ranch on the northwest side of the Town of Florence, which is
transforming the landscape to residential use. Other new developments are also underway in
the area. In addition, Westcor has signed a contract to construct a regional Shopping Mall in
the future on the eastside of the City of Coolidge.
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FIGURE 1- 1. REGIONAL LOCATION
FIGURE 1- 2. COOLIDGE- FLORENCE STUDY AREA
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Future socioeconomic conditions were projected and a traffic forecasting model of the study
area was developed to identify future transportation conditions. Next, multimodal
transportation options were identified and evaluated. Based on the results of this analysis, a
draft transportation plan was developed including a transit element. A second round of
stakeholder workshops was held to review the draft transportation plan and identify constraints
to the plan. The findings and recommendations of the study were presented to open houses in
Coolidge and Florence for review and comment.
The first step of the technical analysis was to analyze the existing conditions and
Environmental Justice concerns. Workshops in Coolidge and Florence were held to identify
issues and envision components for the transportation plan. Stakeholders included Public
Works Department personnel, Coolidge and Florence personnel, elected officials from the
City of Coolidge and the Town of Florence, ADOT, CAAG, Pinal County representatives,
and citizens.
The study process is illustrated in Figure 1- 3. The study was guided by a Technical Advisory
Committee comprised of representatives from the City of Coolidge, the Town of Florence,
Pinal County, ADOT, the Gila River Indian Community, and the Central Arizona Association
of Governments ( CAAG). An intensive public participation process was undertaken, including
two rounds of stakeholder workshops to identify issues, solicit comments, and receive
feedback on the study process and recommendations.
STUDY PROCESS
Technical Coordination/ Outreach
STUDY PROCESS
Existing
Conditions
FIGURE 1- 3. STUDY PROCESS
One- on- One
Meetings
Future Conditions
Identify Issues
Identify Vision
Stakeholder
Workshop
Stakehol
Worksh
der
op
Council Meetings
Develop
Transportation
Plans and Transit
Elements
Develop
Implementation
Plans
Identify/ Evaluate
Multimodal
Options
Define Options
Open Houses
ORGANIZATION OF REPORT
Chapter 2 summarizes the process carried out for agency coordination and public involvement.
Chapter 3 summarizes the current socioeconomic and transportation conditions within the
study area. The next chapter discusses the major transportation issues that the communities
are confronted with given the rapid growth in the area. Chapter 5 presents the future
socioeconomic conditions and the analysis of future road conditions and alternatives analysis.
The next chapter presents the recommended roadway element of the regional transportation
plan including road design and access management standards and Chapter 7 presents the public
transportation element. Chapter 8 presents the capital improvement program and
implementation plan and Chapter 9 discusses funding sources and financing the improvements.
SUMMARY OF FINDINGS
Current Conditions
• The population of the City of Coolidge increased from 7,786 in 2000 to 10,392 in
April of 2006. The growth rate averages 4 percent over the six years.
• The population of the Town of Florence ( excluding group quarters) increased from
5,224 residents in 2000 to 5,599 residents in January of 2006.
• In 2005, the prison population in Florence was 15,243.
• In 2001, Coolidge had an estimated total employment of approximately 4,336 or total
employment of 382 per 1,000 residents. The same year, total employment in Florence
had been estimated at approximately 5,325 or a total employment of 998 per 1,000
residents.
• Numerous underground storage tanks are located within the study area, as well as sand
and gravel mining operations.
• With respect to air quality, the study area is currently in attainment for PM10, Ozone,
CO, NO2, and lead, but is at risk of becoming a non- attainment area for PM10.
• The study area contains significant cultural resources including the prehistoric Casa
Grande Ruins and other archeological sites as well as historic areas such as downtown
Florence.
• Sixty- five percent of study area acreage is privately held. Another 27 percent is State
Trust land. More than 30 percent of all privately held land is entitled for development.
• The study area is served by Interstate 10 and three state routes: SR 87, SR 287, and
SR 79. Other regionally significant roadways serving the study area include Hunt
Highway, Arizona Farms Road, Attaway Road, and Signal Peak Road. Two lane
roads comprise the majority of road mileage in the study area.
• Ten bridges in the study area have sufficiency ratings of less than 80 percent. Eight of
these bridges are located on State Highways.
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• The highest traffic volumes in the study area occur on portions of the State Highways.
Currently, most of the road segments are operating at LOS B or better.
• Between January 2001 and December 2005 1,389 crashes occurred in the study area.
Over half the crashes took place at or near intersections or involved driveway access.
Twenty- nine of the crashes resulted in fatalities.
• No scheduled public bus, air, or rail transportation exists within the study area. The
“ Cotton Express” operated by the City of Coolidge is the only local transit system. A
number of special needs transportation services serve the area. In addition, “ Pinal
Rides”, a demonstration project under the “ Arizona Rides” program, is operating from
the fall of 2007 through the spring of 2008. The closest commercial airport to the
study area is Phoenix- Mesa Gateway Airport, 35 miles north.
• No continuous system of pedestrian or bicycle facilities exists within either Coolidge or
Florence limits. Three existing trails in the vicinity of the study area include the
Arizona Trail, Central Arizona Project Canal, and Juan Bautista de Anza National
Historic Trail. A Parks, Trails and Open Space Master Plan has been developed for
the Town of Florence.
Transportation Issues
• Rapid study area growth is putting extensive pressure on the transportation
infrastructure— roadway capacity is inadequate, regional connections are limited, and
multimodal facilities are lacking.
• Access by multimodal transportation facilities both locally and regionally to the Central
Arizona College Signal Peaks Campus and learning centers is an issue that needs to be
addressed as population grows.
• Constructing new regional highway facilities and improving existing facilities is needed
to provide mobility and safety for people and goods.
• Constructing adequate internal circulation within new developments will reduce traffic
volumes on adjacent arterial roadways and facilitate access for emergency vehicles.
• New Gila River crossings will be needed to provide regional connectivity. Some
existing bridges will need to be widened.
• New interchanges on I- 10 may be needed to improve the overall regional traffic
circulation. Planning for potential new traffic interchanges should be coordinated with
the ongoing I- 10 Widening Study ( Design Concept Report/ Environmental Assessment
( DCR/ EA).
• Improved roadway access and multimodal connections will be needed to facilitate
economic development at the Coolidge Airport.
• Access management must be implemented on state highways, municipal streets, and
county roads to preserve capacity and maintain safety as development occurs.
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• As traffic growth occurs, there will be a growing need for truck routes through the
area.
• Transportation Demand Management strategies could include a transportation
coordinator to oversee the program, ride- sharing programs, park- and- ride facilities,
and parking management.
• A need exists for multimodal facilities of regional significance in addition to streets and
highways. As growth occurs, implementation of new public transportation services
will be needed. An inter- connected system of paths and trails would add balance to the
network.
Future Conditions and Alternatives Analysis
• Population in the study area is growing rapidly, and is anticipated to grow from 35,700
residents in 2005 to 336,500 residents by 2025.
• Employment is also expected to grow substantially by 2025 from 14,700 employees in
2005 to 134,000 employees by the year 2025.
• Major road deficiencies include a lack of road connectivity between activities and
limited capacity.
• If growth occurs as expected, the current road network will experience gridlock if
major improvements are not made to the road network.
• Alternative networks evaluated in the study will address future deficiencies.
Public Transportation
• Eight modes of transit have been identified as most likely for eventual implementation
in the study area.
[ Dial- A- Ride and Paratransit Services [ Deviated Fixed Route Service
[ Regional Bus Service [ Light Rail Service
[ Modern Streetcar Service [ Regional Rail Service
[ Commuter Rail Service [ Excursion Rail Service
• Due to population growth, the needs of area transit- dependent citizens are changing
quickly.
• Coolidge and Florence should consider setting aside appropriate spaces for community
transit centers.
• Many residential developments within the study area are essentially automobile-oriented
in design.
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• Pinal Rides, a six- month pilot program to provide human services transportation on
two routes in central Pinal County, is operated from fall 2007 through spring 2008 by
the Pinal- Gila Council for Senior Citizens.
• Transportation Demand Management can address the needs of those traveling long
distances with rideshare options such as vanpools and carpools.
• By 2025, portions of Coolidge and Florence will exhibit combined population and
employment densities that may warrant the operation of commuter rail service to
Phoenix and Tucson as well as local bus services.
• A number of federal, state, and local funding sources and mechanisms exist for funding
public transportation in the study area.
Implementation
• Implementing the multimodal transportation infrastructure within the region presents
several major challenges including the following:
[ Right- of- way needs and right- of- way preservation for roadways
[ Approved development plans that did not incorporate major transportation facilities
[ Ability to implement continuous and consistent facilities
[ Lead time needed to construct facilities
[ Cost of needed improvements and funding implications
[ Prioritization of projects as development phases in
[ Implementation of multimodal projects
Costs
The cost of constructing the 425 miles of road improvements in the study is estimated to be
approximately $ 2.6 billion; $ 1.09 billion for the Coolidge Planning Area and $ 1.58 billion for
the Florence Planning Area.
RECOMMENDATIONS
While this study included roadway facilities owned and operated by ADOT within the
study area, it is important to recognize that improvements to the state highway system
can be made only after in- depth planning and engineering studies are conducted by
ADOT, and upon approval of the State Transportation Board. All traffic interchange
improvements on an Interstate Highway must be approved by the Federal Highway
Administration ( FHWA). The recommendations made by this study for improvements
on state facilities can serve only as suggestions for further study.
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Transportation Issues
Many of the roads in the study area are currently owned, operated, and maintained by Pinal
County; municipalities must coordinate with the County in developing a street system.
Road Plan
• Implement new continuous roads and widen existing roadways to provide an adequate
level- of- service in the study area.
• Implement a functional classification of 425 miles of major arterials, minor arterials,
major collectors, and minor collectors tied to specific design and access criteria.
• Implement access management principles to manage access to adjacent properties.
Implementation
Strategies are recommended to implement the regional transportation plan including:
• Plan and Program Adoption
• Coordination
• Land Use Planning
• Road Implementation
• Public Transportation Implementation
• Funding
• Monitoring and Updating
Funding
• Identify high priority funding strategies.
• Coordinate to obtain funding and leverage funds for improvements.
Public Transportation
• The City of Coolidge and the Town of Florence should proactively support the Pinal
Rides Pilot Program by participating on the Advisory Council and providing funding.
• The City of Coolidge and the Town of Florence should communicate and coordinate
with organizations and agencies that are evaluating and/ or advocating inter- regional
transit service options affecting the County.
• The City of Coolidge and the Town of Florence should consider development of
transit oriented design ( TOD) overlays that could be implemented along identified
future transit corridors.
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• The City of Coolidge and the Town of Florence should continue to present short- and
long- range plans to ADOT Public Transportation Division.
• The City of Coolidge should continue to evaluate the operation of the Cotton Express
and plan for service expansion as population growth and development warrant.
• The Town of Florence should conduct a Transit Feasibility and Implementation Study
to identify current and future public transportation needs within the town as well as
demographic thresholds for implementing future services.
• The Town of Florence should hire a Transportation Coordinator, when needed.
• The Town of Florence should appoint a volunteer Transit Advisory Committee to
assist the Town in identifying the desirable attributes of the coordinator position and to
work with the coordinator after his or her selection.
2. AGENCY COORDINATION AND PUBLIC INVOLVMENT
This chapter discusses the process carried out for conducting agency coordination and public
involvement activities.
TECHNICAL ADVISORY COMMITTEE
A Technical Advisory Committee ( TAC) guided the overall conduct of the study, provided
background information, and made technical input to the process. The committee was
comprised of representatives from the agencies listed in the following table.
TABLE 2- 1. TECHNICAL ADVISORY COMMITTEE MEMBERS
City of Coolidge:
Public Works Department
Growth Management Department
ADOT:
Transportation Planning Division
Public Transportation Division
Tucson Engineering District
Town of Florence: Globe Engineering District
Public Works Department
Planning and Zoning Department Pinal County:
Administration Department Public Works Department
Gila River Indian Community Central Arizona Association of Governments
STAKEHOLDER WORKSHOPS
Two stakeholder workshops were held during the study. The general purpose of the meetings
was to inform stakeholders about the study results, to obtain feedback on the study outcomes,
and obtain recommendations on the direction of the study.
First Stakeholder Workshop
The first workshop was held August 9, 2007, at the Council Chambers, Florence Town Hall.
The purpose of the meeting was to review the status of the study, present the existing and
future demographic and transportation conditions, and obtain input from the stakeholders. An
E- mail announcement was sent to individuals on stakeholder lists for the Town of Florence and
the City of Coolidge. Sixty- one individuals attended the meeting.
The meeting was an open house format with display boards available to be reviewed by
participants. Comment cards were available for participants to complete. A brief PowerPoint
presentation was given at 4: 30 p. m. summarizing the study process, reviewing existing and
future demographic and transportation conditions, and discussing the planning approach. The
Lima & Associates Coolidge- Florence Regional Transportation Study – Page 2- 1
display boards included: 1) Environmental Overview; 2) Land Ownership; 3) Vehicle Crashes;
4) Planned Area Developments; 5) Number of Lanes for Proposed Roadway Network; 6) 2025
Traffic Volumes with or without the Proposed North- South Freeway; and 7) Draft Florence
Land Use Map. Display maps and the PowerPoint presentation were placed on the web sites
of both the City of Coolidge and Town of Florence.
Questions and Comments
The following questions were asked during the meeting, with the following responses.
What type of funding options are you considering? We will consider the traditional
federal, state, local, and private funding mechanisms, as well as innovative funding
solutions.
Will the projects be prioritized? Yes, we will develop criteria to prioritize projects and
identify projects by priority.
Are the Pinal County Regionally Significant Routes included in the study? Yes, the
Regionally Significant Routes are included as potential improvements. Technical Advisory
Committee members for this study have been active for the Pinal County Regionally
Significant Routes study.
Will access management be a part of the study? Yes, particularly Regionally Significant
Routes will follow the spacing standards developed for the Pinal County study of
Regionally Significant Routes.
Second Stakeholder Workshop
A stakeholder workshop was held from 4: 00 p. m. to
6: 00 p. m. on December 12, 2007, for the Coolidge-
Florence Regional Transportation Study at the City of
Coolidge Council Chambers. The purpose of the
workshop was to present the draft road and public
transportation elements of the regional transportation
plan and obtain feedback from the participants. An E-mail
announcement was sent to individuals on stakeholder lists for the Town of Florence and
the City of Coolidge. Twenty- two individuals attended the meeting.
The meeting was an open house format with display boards available to be reviewed by
participants. A brief presentation was given outlining the study process, vision, and issues. In
addition, future conditions, the road element, and public transportation element were
presented.
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The display boards included:
1) Study Area
2) 2025 Traffic Volumes for Alternative 1
3) Road Element Functional Classification
4) Road Element Number of Lanes
5) Public Transportation Element
8) Public Transportation Options
Display maps and the PowerPoint
presentation will be placed on the web sites
of both the City of Coolidge and Town of Florence. The attendance list for both meetings are
presented in Appendix A.
Questions and Comments
The following questions were asked during the meeting, with the following responses.
One of the display boards shows traffic volumes for Alternative 1. Some of the traffic
volumes on the display board are high. Were more than one alternative analyzed?
There were various alternatives analyzed during the process in order to reach a draft plan.
The resulting roads in the plan are based on the constraints and the entitled developments.
Were alternative roads though the Gila River Indian Community considered? The
Community is a member of the Technical Advisory Committee and has been provided
study material throughout the process. We did not consider alternatives through the
Community. The Community is close to beginning its own Transportation Study.
Were the General Plans for Florence and Coolidge considered in the development
plan? Yes, we coordinated closely with the development of both plans.
How were the future demographics determined? We worked closely with Florence and
Coolidge to develop the demographics based on proposed development and to determine
the possible extent of development in the year 2025.
Written Comments
The following written comments were submitted:
• Very much needed. Key factors: affordability, timeliness, safety. Can users afford
it and city running times and safety on both ends; users and cities.
• Our firm represents landowners and developers in the area. We are concerned with
elements of the Pinal County Regionally Significant Routes Plan and how that will
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interact with this plan. Specifically we find the access provisions of the Pinal
County plan, which limit full turn movements on a majority of arterials to one- half
and one mile intervals with no exceptions. This is simply incompatible with
commercial development and will cause significant economic damage to various
landowners, and will cause many projects to be abandoned. We would request that
the Coolidge- Florence Plan recognize this issue and refuse to integrate the access
provisions of the Pinal County Plan. A more flexible approach allowing site-specific
access decisions is warranted and necessary.
• It would be better if McCartney Road would go straight to Eleven Mile Corner
Road, because Bartlett Rd. between Eleven Mile Corner and Macrae Rd. has 2
wells and a CAP canal and a transfer station and in between the wells north and
the canal south, there is not enough room for a 4 or 6 lane road. If it goes straight
to Eleven Mile Corner, there are not many obstacles, only a little at Tweedy Rd.
• The McCartney Road extension past Signal Peak Rd. should continue straight to
Eleven Mile Corner Road. It would require less work and land changes to the
area. From Signal Peak to Tweedy Rd., the road corridor is unused and already
wide enough for six lanes. From Tweedy to Macrae, the road is narrow with a
CAP delivery canal on one side and lower Fields on the Eleven Mile Corner, the
road is wide enough for six lanes. The Gin on the south would use the road as a
buffer from development. The north is unfarmed and planned for development, then
from Eleven Mile Corner to Skousen is again 6 lanes wide. If the road was to
follow current alignment, it would require re- leveling 160 acres of ground,
relocating 3 wells, a CAP delivery canal, a pump station, and an on- farm delivery
ditch as well as all the new ditch required for the re- leveling of the 160 acres.
OVERVIEW OF OPEN HOUSES
Two public open houses were held in January 2008 to present the Coolidge- Florence Regional
Transportation Plan to the public and obtain feedback on the plan. The locations, dates, and
times of the open houses are presented below:
Open House Location Date and Time
City of Coolidge Council Chambers January 8, 2008
5: 00 p. m. to 7: 00 p. m.
Town of Florence Council Chambers January 10, 2008
5: 00 p. m. to 7: 00 p. m.
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The press release for the open house included in the Appendix was distributed to the Casa
Grande Dispatch, the Coolidge Examiner, the Florence Reminder, the City of Coolidge Web
site, and the Town of Florence Web site. An E- mail announcement of the open house was
sent to individuals on stakeholder lists for the Town of Florence and the City of Coolidge and
to the Transportation Advisory Committee for the study.
The format for both open houses included
display boards available to be reviewed by
participants. Members of the study team were
available to answer questions. A brief
presentation was given outlining the study
process, vision, issues, and presenting the
roadway and public transportation elements.
The display boards included:
1) Study Area
2) 2006 Land Ownership
3) 2025 Traffic Volumes for Alternative 1
4) Proposed Developments
5) 2025 Road Functional Classification
6) 2025 Number of Lanes
7) 2025 Public Transportation Element
8) Public Transportation Options
Display maps and the Power Point presentation were to be placed on the web sites of both the
City of Coolidge and Town of Florence. The attendance lists for both meetings are presented
in Appendix A.
QUESTIONS AND COMMENTS
The following questions were asked during the meetings, with the following responses.
City of Coolidge
The anticipated population density does not appear to justify transit? While public
transportation systems are constructed to respond to dense concentrations of population and
employment, they are also sometimes constructed to promote economic development and
to catalyze the development of more dense population and employment areas— as is
currently taking place along the route of the light rail system in Phoenix. Note, also, that
while the overall density of the area might remain low, densities along specific corridors
can become quite high, especially if such corridors have been identified in advance as
multimodal corridors.
What is the annual growth rate? The annual growth rate for the overall study area is
approximately 42 percent.
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Why is Signal Peak Road shown as a Major Arterial instead of Curry Road? Signal
Peak road should not be a six lane road in the vicinity of SR 287. Signal Peak Road is a
continuous alignment that carries high traffic volumes.
There should be an interchange on the North- South corridor located on River road at
the Florence Town Core. The interchange location shown at Vai K Inn Road should
be located at Kenilworth Road. These comments will be considered.
Korsten Road on the east side of Coolidge should be labeled as Kleck Road. This will
be corrected.
Town of Florence
Are you going to identify short term projects and identify cost and time frame? Yes,
we will be preparing an implementation plan that will list short- term, mid- term, and long-term
projects by cost and schedule.
What would be your number one priority? It would be difficult to pick a number one
priority. Some of the higher priorities would be the North- South Corridor, Hunt Highway,
and Attaway/ Clemens/ Felix.
Did you look at the concepts presented by the Morrison Institute? We are aware of the
Morrison Institute’s report and the Pinal Comprehensive Plan. The road and public
transportation elements recognize the core areas of both Florence and Coolidge.
We would like to see passenger rail service to Tucson as well as bus service between
Florence and Coolidge. The public transportation plan included in our report will present
concepts for rail and bus service.
Would the commuter rail use existing track or an adjacent track? The Union Pacific
wants to reserve remaining capacity between Coolidge and Phoenix on the existing track to
allow for anticipated growth in rail freight traffic. Hence, a parallel track would likely be
constructed on railroad right- of- way for the commuter rail service.
Would the excursion train require an additional track? The Copper Basin Railway,
which would host the excursion train on track east of Florence, operates freight trains at
night, and would probably be able to operate the excursion without adding more track,
with the possible exception of one or more passing sidings.
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Written Comments
The following written comments were submitted:
• Priorities may have to be subjective in nature to avoid bottlenecks. Follow
development to provide interconnectivity of the same LOS on arterials/ major
collectors. Plant Road to be improved in conjunction with any improvement by
County or Town to Giles property.
• Can you please have someone contact me sometime regarding the proposed
Excursion Train along Price Road alignment scheduled on your board for 2025?
Where can I see the trails reviewed for East of 79? Any?
Note: N/ S freeway looks to be most important.
• Do not closely tie the proposed freeway corridor to the existing Town or keep the
historic part of Town intact and separate, connected by transit. Plan for lots of
transit – great idea for a sustainable future.
3. CURRENT CONDITIONS
This Chapter summarizes the current conditions in the Study Area. Included are descriptions
of socioeconomic conditions, physical and environmental conditions, and the existing
transportation network and services. Numerous studies have been undertaken in the study area
reflective of the rapid development in the region. The consultant also conducted a
comprehensive review of previous studies and programs, as well as traffic impact studies.
Overviews of the most recent applicable studies and related findings and recommendations are
presented in Working Paper 1- A, Existing Conditions.
SOCIOECONOMIC CONDITIONS
The following section provides an overview of the socioeconomic conditions within the study
area. The demographic composition, employment, and commercial developments in both
Coolidge and Florence are presented, as well as an environmental justice analysis.
City of Coolidge Socioeconomic Data
Demographic Composition
In 2000, the population in the City of Coolidge was 7,786, a 12 percent increase over the last
decade from 6,934. The most recently released draft population estimates from CAAG for the
region indicate the onset of rapid growth between the last census and the beginning of 2006.
As presented in Figure 3- 1, the population increased from 7,786 in 2000 to 10,392 in April of
2006. The growth rate averages 4 percent over the six years, with an increase of more than
18.4 percent over the twelve months previous to April 2006.
Table 3- 1 provides an overview of the demographic composition of Coolidge. Approximately
58 percent of the residents are white, while Hispanics or Latinos constitute 39 percent of the
total population and represent the highest minority group. More than half of Coolidge resident
are females.
Employment Overview
The Arizona Department of Commerce study – Economy of Coolidge ( ZIP Codes 85228 and
85291), June 2004 summarizes the employment conditions in Coolidge based on the Zip Codes
for the year 2001:
• In 2001, Coolidge had an estimated total employment of approximately 4,336 or total
employment of 382 per 1,000 residents.
• Based on the 2000 Census, there were approximately 3,800 employed Coolidge
residents, with additional people commuting into Coolidge from nearby communities.
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FIGURE 3- 1. CITY OF COOLIDGE ESTIMATED POPULATION GROWTH
BETWEEN 2000 AND 2006
City of Coolidge Population Growth 2000- 2006
7,500
7,750
8,000
8,250
8,500
8,750
9,000
9,250
9,500
9,750
10,000
10,250
10,500
Apr-
00
Oct-
00
Apr-
01
Oct-
01
Apr-
02
Oct-
02
Apr-
03
Oct-
03
Apr-
04
Oct-
04
Apr-
05
Oct-
05
Apr-
06
Residents
Coolidge population
Source: Draft Population Estimates, Central Arizona Association of Governments, June 2006
TABLE 3- 1. COOLIDGE DEMOGRAPHIC OVERVIEW CENSUS 2000
Coolidge
Demographic Variable Number Percent
Total population 7,786 100
Male 3,757 48.3
Female 4,029 51.7
White 4,504 57.8
Black or African American 646 8.3
American Indian and Alaska Native 438 5.6
Asian 56 0.7
Hispanic or Latino ( of any race) 3,052 39.2
Median age ( years) 31.2
Source: US Census Bureau, Census 2000
Note: Race and ethnicity overlap and do not sum to total population.
Employment in Coolidge was categorized into three major sectors: Agriculture, Government,
and Non- Agriculture Private, as displayed in Table 3- 2. The government sector constitutes 43
percent of the total employment with the majority of the employment attributed to Central
Arizona College ( CAC) at Signal Peak Campus.
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TABLE 3- 2. COOLIDGE EMPLOYMENT BY SECTOR
Sector Employment Percentage
Agriculture 775 18%
Government 1,875 43%
Non- Agriculture Private 1,686 42%
Commercial Developments
The majority of commercial activity occurs along SR 87 and Central Avenue with numerous
businesses situated along the corridor such as restaurants, gas stations, car dealerships, banks
and other financial services and supermarkets.
Other major employers include:
• Wal- Mart Super Center • State of Arizona Training Program
• Central Arizona College • City of Coolidge
• Coolidge Unified School District • Pinal County Health Department
Utilities are provided by Arizona Public Service ( APS), Electric District 2, Hohokam
Irrigation/ Drainage District, and San Carlos Irrigation Project.
Proposed Commercial Developments
Westcor Mall: Preliminary plans call for a 1.2 million square- foot indoor mall similar in size
to Chandler Fashion Center, which will consist of a 600,000 square- foot outdoor big box
power center and a 60- acre auto mall on a property bordered by Randolph and Bartlett Roads,
east of Attaway Road Alignment. Estimated construction will begin once there are 200,000
residents within five miles of the property, or in approximately 15 years.
Vestar Development on SR 287 and Attaway Road: A 180- acre, four- corner development is
planned for SR 287 and Attaway Road. Vestar Development has plans for a power center of
up to 120 acres at the northeastern corner that is expected to draw business from new
developments such as Anthem at Merrill Ranch in Florence and Sandia in Coolidge. Plans call
for two anchor stores, such as a SuperTarget or Ross. Evergreen- Devco Inc., through several
subsidiaries, plans to develop the other three corners. A 40- acre spot is likely to include retail
and a grocery store, a 14- acre site will have mostly offices, and a 6- acre spot will have
convenience store type businesses.
Major Institutional Sites
Several institutions provide educational services in the Coolidge planning area, as presented in
Table 3- 3. The Coolidge Unified School District administers six schools in addition to a
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TABLE 3- 3. COOLIDGE MAJOR INSTITUTIONAL SITES
Name Location Students
Barely Bears Child Development 407 N. 9th St 59
West Elementary School 460 S. 7th St 1,125
Hohokam Middle School 800 N. 9th St 802
McCray Junior High School 450 N. Arizona Blvd 281
Academy of Excellence – Central Arizona 1530 S. Arizona Blvd 39
Coolidge High School 800 W. Northern Ave 868
Coolidge High School Success Center 8470 N. Overfield Rd 61
Central Arizona Community College-
Signal Peak Campus
8470 N. Overfield Rd 2,000
Total 5,235
charter high school called Coolidge High School Success Center. Central Arizona Community
College, the Signal Peak Campus, is located on the western side of the study area and is
considered one of CAC’s largest and most comprehensive. The college is connected with the
other campuses through the district's distance- learning network and offers upper- division
coursework through Northern Arizona University.
Town of Florence Socioeconomic Data
Demographic Composition
The Town of Florence was founded in 1866 and developed along SR 79 as the County Seat
and agricultural center of Pinal County. Population grew from 7,321 in 1990 to 17,054 in
2000, and was estimated at 20,261 in April of 2004. However, the majority of population
increase is due to the growth of the prison population in Florence. In 2006, approximately
14,662 residents of Florence lived in Group Quarters leaving a resident population of 5,599.
The most recently released draft population estimates from CAAG for the region indicate the
onset of rapid growth between the last census and the beginning of 2006. As presented in
Figure 3- 2, population ( excluding group quarters) increased from 5,224 residents in 2000 to
5,599 residents in January of 2006. The growth rate averages 1 percent over the six years
with an increase of more than 3 percent over the twelve months previous to April 2006.
As Table 3- 4 presents, in 2000 the actual resident population of Florence excluding prison
population was 5,224. The majority of the population are white ( 81 percent), in contrast 26
percent of the population are of Hispanic ethnicity. Similar to Coolidge, women constitute
over half the population at 53 percent.
As of July 1, 2007, the prison population in Florence was 15,243. Arizona Department of
Corrections, Pinal County, and the U. S. Department of Homeland Security administer
correctional facilities in Florence, which includes those listed in Table 3- 5.
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FIGURE 3- 2. FLORENCE ESTIMATED POPULATION GROWTH
BETWEEN 2000 AND 2006
Town of Florence Population Growth 2000- 2006
( Excluding Inmates of Institutional Facilities Within Town Limits)
5,000
5,100
5,200
5,300
5,400
5,500
5,600
5,700
5,800
5,900
6,000
Apr-
00
Oct-
00
Apr-
01
Oct-
01
Apr-
02
Oct-
02
Apr-
03
Oct-
03
Apr-
04
Oct-
04
Apr-
05
Oct-
05
Apr-
06
Residents
Florence Population
Source: Draft Population Estimates, Central Arizona Association of Governments, June 2006
TABLE 3- 4. FLORENCE DEMOGRAPHIC OVERVIEW CENSUS 2000
Florence
Demographic Variable Number Percent
Total population 5,224 100
Male 2,465 47.2
Female 2,759 52.8
White 4,211 80.6
Black or African American 221 4.2
American Indian and Alaska Native 177 2.2
Asian 23 0.4
Hispanic or Latino ( of any race) 1,383 26.5
Median age ( years) 35.4
Source: US Census Bureau, Census 2000
Note: Race and ethnicity overlap and do not sum to total population.
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TABLE 3- 5. FLORENCE AREA CORRECTIONAL FACILITIES
Facility Population
Arizona State Prison Complex- Eyman 4,021
Arizona State Prison Complex- Florence 3,779
Arizona State Prison Complex- Florence West 724
Central Arizona Detention Center 3,147
Florence Correctional Center 1,736
Pinal County Adult Detention 1,024
Pinal County Juvenile Detention 46
Homeland Security ICE 1,211
Total 15,688
Source: Town of Florence ( as of July 1, 2007)
Employment Overview
The Arizona Department of Commerce study – Economy of Florence ( ZIP Codes 85232), June
2004 summarizes the employment conditions in Florence’s based on the Zip Code for the year
2001:
• In 2001, total employment in Florence had been estimated at approximately 5,325 or a
total employment of 998 per 1,000 residents.
• Residents from other communities commute to Florence for work due to the availability
of extra employment.
Employment in Florence was categorized into three sectors: Agriculture, Government, and
Non- Agriculture Private as shown in Table 3- 6. Government accounts for 69 percent of the
total employment; the high percentage of government employment is partly due to the three
state run prison facilities and Pinal County facilities in Florence. Privately owned prisons are
not included in the Government sector, but account for 70 percent of 1,454 Non- Agriculture
Private Employment.
TABLE 3- 6. FLORENCE EMPLOYMENT BY SECTOR
Sector Employment Percentage
Agriculture 200 4%
Government 3,680 69%
Non- Agriculture Private 1,454 27%
Total 5,334 100%
Arizona Department of Commerce, Economy of Florence, June 2004
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Commercial Developments
The majority of commercial activity occurs along Main Street, SR 79, and SR 287 with
businesses such as restaurants, banks, other financial services, and stores.
Other major employers within Florence include:
• Correction Corporation of American • U. S. Department of Homeland Security
• Correctional Services Corporation • Florence Unified School District
• Arizona Department of Corrections • Town of Florence
• Pinal County
Utilities are provided by APS, San Carlos Irrigation Project, SRP, and Southwest Gas
Corporation.
Major Educational Sites
Florence Unified School District administers two schools within the study area, as presented in
Table 3- 7. Central Arizona Community College also has a center located in Florence along
Butte Avenue.
TABLE 3- 7. FLORENCE MAJOR EDUCATIONAL SITES
Name Location Students
Florence K- 8 School 225 S. Orlando St 862
Anthem K- 8 School 2700 N. Anthem Way 622
Florence High School 1000 S. Main St 1,111
Central Arizona College- Florence
Center
800 E. Butte Ave 175
Total 2,770
Source: Florence Unified School District, As November 9, 2006
Title VI and Environmental Justice Considerations
Title VI of the Federal Civil Rights Act specifically refers to discrimination on the basis of
race, color, national origin, and income. Proposed transportation improvements and projects
that use public monies are required to include a review of socioeconomic conditions near and
surrounding the project. Affected populations covered in this review include: persons aged 65
and over, minorities, people living below the poverty level, mobility limited persons, and
households without access to a vehicle.
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Figure 3- 3 compares the percentages of the four Title VI populations within Coolidge and
Florence with the percentages of the same four populations for Pinal County and the State as a
whole. A complete review of this subject, including maps depicting the distributions of these
population groups, is included in Working Paper 1- A, Existing Conditions.
FIGURE 3- 3. COMPARISON OF ENVIRONMENTAL JUSTICE VARIABLES FOR
COOLIDGE AND FLORENCE ( NON- INSTITUTIONALIZED POPULATION)
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
Minorities Age 65 and Over Mobility Limited
( Age 16 - 64)
Below Poverty
Level
Coolidge
Florence
Pinal County
Arizona
Source: U. S. Census 2000, SF1 tables, and SF3 tables
PHYSICAL CONDITIONS
The physical condition of the study area is presented in this section. An overview of the biotic
communities, hydrology, national monuments, historic properties, areas of environmental
concern, air quality, and current land use is discussed in turn.
Physical Character
The study area is located in the basin and range province of southern Arizona. This geological
province consists of expansive valleys with dispersed mountain ranges. The erosion of the
mountain ranges led to deep alluvial fill of the basins. The planning area is generally on flat
terrain at an average elevation of 1,450 feet. The highest point is found at Signal Peak at an
elevation of 2,282 feet in the Sacaton Mountain range in the northwestern corner of the study
area. The majority of the planning area is gently sloped to the Gila River in the north and to
the Casa Grande Valley to the southwest.
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OVERVIEW OF ENVIRONMENTAL AND CULTURAL RESOURCES
Figure 3- 4 presents an environmental overview of the study area. The figure includes the
topographical contours, predominant vegetation, major rivers, and washes in the study area.
In addition, the figure illustrates the location of underground storage tanks, waste management
facilities, sand and gravel and other mines.
The Ashurst- Hayden Diversion Dam northeast of Florence diverts the Gila River waters into
the Florence/ Casa Grande and Florence Canals, which run south to the Picacho Reservoir,
then westward towards Casa Grande. The Pima Lateral Canal flows from south of Valley
Farms westward through Coolidge to the Gila River Indian Community. The South Side
Canal branches off from the Pima Lateral Canal near the intersection of SR 87 and Macrae
Road in the northwest portion of the Coolidge city limits; the canal travels southwest before
turning north out of the study area. In addition, the Central Arizona Project canal ( CAP)
enters the study area from the north and travels eastward, crossing the Florence/ Casa Grande
Canal east of Florence. From the crossing point onward, the CAP parallels the Florence Casa
Grande Canal and the Florence Canal forming a band of three canals through the study area
until reaching the Picacho Reservoir Dam.
The study area is also part of the Pinal Active Management Area ( AMA), as defined by the
Arizona Department of Water Resources. The Pinal AMA extends over 4,000 square miles
and is comprised of five sub- basins. The study area is located in the Eloy sub- basin. As of
year 2000, the Pinal AMA showed an overdraft of 77,000 acre- feet of groundwater. Possible
consequences of groundwater overdraft include land subsidence and subsequent fissures;
however, this condition does not exist within the study area. Based on the Coolidge and
Florence General Plans, the Gila River and the adjacent area are identified as a 100- year flood
hazard area. The area south of Kenilworth/ Cactus Forest Road and north of Coolidge
Municipal Airport is also considered a flood hazard within Florence.
Solid Waste Sites
The only waste management facility ( Figure 3- 4) within the study area is the Ironwood
Landfill located in the vicinity of SR 287 and Adamsville Road. The landfill is owned by
Waste Management.
Areas of Environmental Concern
Numerous underground storage tanks ( Figure 3- 4) are located within the study area. A very
high concentration is located along SR 87/ 287 within the town center of Coolidge. In
addition, Heritage Environmental Services operates an 80- acre fuel recycling, hazardous waste
treatment, and disposal facility located on East Storey Road.
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FIGURE 3- 4. ENVIRONMENTAL OVERVIEW
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Mining Operations
Sand and Gravel operations are an industrial activity with numerous sites in the study area,
primarily along the Gila River bed as presented in Figure 3- 4. Sand and Gravel operations
extract sediments from the alluvial deposits typical for the basin and range formation.
Production involves excavating loose alluvial material from the riverbed or its banks, sorting
and grading the material, and hauling it in trucks from the site.
The primary environmental impacts from such mines are degraded air quality from stack
emissions and disturbed areas on the site of the gravel operation and groundwater usage. The
most recognized health hazards from these mines involve airborne particulate emissions such
as PM10. Another important impact of aggregate and stone mining is aesthetic degradation of
view sheds.
Transmission and Pipelines Lines
Several existing 115 kilovolt ( kV) and 230 kV transmission lines transverse through the study
area. The Southeast Valley/ Browning project ( PW- SEV/ BRG) is a proposed 500 kV
transmission line that will serve Pinal and Maricopa Counties. Figure 3- 5 presents the
approved alignment of the PW- SEV/ BRG, which consists of 1,000 feet of right- of- way.
Construction of the estimated $ 160 million project will likely begin in late 2006 and is slated
to be completed by 2011.
Through an existing 230 kv transmission line, Sundance Generating Station near Coolidge is
tied to the APS network. Sundance Generating Station is a 450- megawatt, simple- cycle,
natural gas- fueled station consists of 10 quick- start combustion turbines and is located within
the vicinity of Randolph Road and Tweedy Road. The generating station is primarily used to
provide peak capacity for APS customers.
Santan Pipeline connects to the Sun Belt Refinery east of Randolph, which opened in 1989 on
37 acres. Initially the facility was hailed as pioneer in the refining industry for production of
diesel and jet fuel in Arizona for consumption by Arizonans. The refinery is owned by
Valero's Sunbelt Refining Co. in a partnership with Huntway Refining Co. of Wilmington,
California and is currently not in operation. El Paso Natural Gas also operates a pipeline
through the study area. An out- of- service Kinder- Morgan six- inch pipeline parallels
Christensen Road through Coolidge. According to the company, it will never be re- activated
to transport petroleum products but may ultimately be leased as a conduit for fiber optic or
other cable use.
Air Quality Attainment Status
Based on maps created by the Pinal County Air Quality Department, the study area is in
attainment for PM10, Ozone, CO, NO2, and lead.
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FIGURE 3- 5. EXISTING TRANSMISSION LINES AND PIPELINES IN STUDY AREA
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The study area is at risk of becoming a non- attainment area for PM10, especially with
agriculture activities such as tillage, harvesting, and cattle feedlots that produce fugitive dust
emissions. Fugitive dust is also caused by wind erosion of disturbed surface material from
agricultural fields, undisturbed vacant land and desert, and fluvial channels. In addition,
increases in vehicle traffic as well as construction activity will likely increase fugitive dust
emissions from both paved and unpaved roads; this is particularly true in places like Coolidge
and Florence that are rapidly developing.
CULTURAL RESOURCES AND HISTORIC PROPERTIES
Cultural Resources
Archaeological evidence such as village sites and ancient irrigation systems indicate that the
area along the Salt and Gila Rivers has been inhabited by humans since at least 300 B. C.
Modern- day Pimas may be descended from those ancient farmers, the " Hohokam", which
means " those who are gone". In villages along the Gila River, the Pima and Maricopa grew
crops of corn, several types of beans, tobacco and squash, as well as cotton that was woven
into cloth. As indicated in Figure 3- 6, numerous archeological sites identified along the Gila
River are indicative of the historical settlement of the area. The ruins of their dwellings are
preserved at the Casa Grande Ruins and Gila Cliff Dwellings National Monuments. Figure 3-
6 illustrates the cultural resources in the study area.
National Monuments
The Casa Grande National Monument encompasses some 470 acres and is administered by the
National Park Service. The site is located in the northern part of Coolidge west of SR 87/ 287
and south of SR 87. The Casa Grande Ruins is the first archeological site to be preserved by
the federal government and the fifth oldest unit in the National Park Service. The site was set
aside as a federal land reserve in 1892 and then as a National Monument in 1918. Annual
visitation was 97,214 in 2005.
Historic Properties
The Town of Florence Historical District has a total of 139 structures listed on the National
Register including Silver King Hotel, the first Pinal Courthouse, and McFarland State Park.
The Historical District is bounded by 3rd Street, Florence Street, Butte Avenue, and Central
Avenue. Additional structures are located within a larger area of: Bush Street, Adamsville
Road, 3rd Street, and SR 79. The Coolidge Women’s Club, located on Main Street and Vah
Ki Inn Road is the only structure in the City currently listed on the National Register.
According to the General Plan, an additional commercial building on Main Street and the Vah
Ki Inn itself have been nominated to the Register. According to the Plan, the Historical
District in Coolidge runs along Coolidge Avenue, Main Street, and Central Avenue.
ociates Coolidge- Florence Regional Transportation Study - Page 3- 14
FIGURE 3- 6. CULTURAL RESOURCES IN STUDY AREA
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CURRENT LAND USE
The developed portions of Coolidge extend along SR 87/ 287 from Martin Road to SR 87 and
SR 287 intersection. The city developed as a Main Street community and most commercial
activity is found along SR 87/ 287 with residential development to the east and west of the
corridor. Unlike Coolidge, Florence was established in the 19th Century and was a stop on
the Phoenix to Tucson stage route. Rail service arrived in the early 1900s, followed by the
establishment of Highways. Hence, the highways in Florence frame the “ old town” area,
rather than bisecting it, preserving the frontier character of Main Street. Newer developments
have abutted the State Highways and connecting farm section roads.
Land Ownership
As previously mentioned, the study area covers more than 184,000 acres or 287 square miles.
Land ownership within the study area is presented in Figure 3- 7. Sixty- five percent of this
acreage is privately held. Another 27 percent is State Trust land, including the majority of
non- Tribal land north of the Gila River and most of the acreage south and east of the Central
Arizona Project ( CAP) Aqueduct. The Bureau of Land Management administers
approximately 3 percent of the study area, while the Bureau of Reclamation owns less than 2
percent of land, mostly parallel to the CAP Canal. The Florence National Guard Military
range encompasses close to nine square miles or 3 percent of land within the study area.
Land Use
The General Plans for Coolidge and Florence reflect anticipated changes in land use from
historical agricultural uses to those of a large urbanized area. The land use plan included in
the Coolidge General Plan is depicted in Figure 3- 8, and the land use plan included in the
Florence General Plan is shown in Figure 3- 9. The majority of land is planned for low to
medium residential densities.
Coolidge Planned Area Development
Figure 3- 10 presents the known developments in the Coolidge area. In total, about 25 square
miles are entitled for development, with more than 51,266 planned dwelling units within the
Coolidge planning area alone. Combined with entitled developments in Florence, more than
30 percent of all privately held land is entitled. Within the Coolidge area, approximately
2,051 units per square mile are planned. However, actual build out numbers might be as
much as 20 percent lower than the planned gross density.
ociates Coolidge- Florence Regional Transportation Study - Page 3- 16
FIGURE 3- 7. LAND OWNERSHIP
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FIGURE 3- 8. COOLIDGE GENERAL PLAN LAND USES
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Source: Town of Florence General Plan
FIGURE 3- 9. FLORENCE LAND USE PLAN
ociates Coolidge- Florence Regional Transportation Study - Page 3- 19
FIGURE 3- 10. PROPOSED AND ENTITLED DEVELOPMENTS
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Florence Planned Area Development
Figure 3- 10 includes the known developments in the Florence area. About 27 square miles are
entitled for development with 78,433 planned dwelling units. A density of roughly 2,905 units
per square mile is planned. Actual build out numbers might be as much as 20 percent lower
than the planned gross density.
Established residential areas are located primarily between SR 79 and Main Street together
with outlying low- density development such as the Cactus Forest community. Other particular
residential uses include the Desert Gardens RV Park, a 174 RV lot on 142 acres that is located
in the Cactus Forest area; Caliente Casa De Sol RV Park; and the Florence Gardens Mobile
Home development. Florence Gardens is an adult community located west of SR 79
approximately 3 miles north of Florence downtown and consists of 857 properties that are
owned on an individual basis.
Florence National Guard Military Range
Florence National Guard Military Range ( FMR) is located north of Florence, covers over 40
square miles, and is bisected by SR 79. The FMR is managed by the Arizona Army National
Guard in cooperation with other state and federal agencies. The military reservation is home
to artillery and small- arms training ranges. Camp Florence is the main training site for the
Arizona Army National Guard, primarily for weekend and two- week annual training periods.
A multiple use policy allows for cattle grazing, hunting, camping, birding, and other outdoor
recreation, as well as military training. On- range firing and artillery targets are limited to
federal land on the southern part of the military reservation.
CURRENT TRANSPORTATION CONDITIONS
This section presents the current multimodal transportation conditions in the regional study
area. Roadway conditions are described first including the road network, road characteristics,
road and bridge conditions, traffic characteristics and conditions, and crash history. Next,
current multimodal facilities and services are discussed including transit service; rail facilities;
airport conditions; and aviation statistics, and bicycle, pedestrian, and equestrian facilities.
CURRENT ROADWAY NETWORK
The current regional roadway network is illustrated in Figure 3- 11. The study area is served
by Interstate 10 and three state routes: SR 87, SR 287, and SR 79.
Interstate 10, which runs north and south to the west of the study area, provides
connections to Phoenix and Tucson and to places farther to the east and west.
ociates Coolidge- Florence Regional Transportation Study - Page 3- 21
FIGURE 3- 11. STUDY AREA ROADWAY NETWORK WITH NUMBER OF LANES
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SR 87 provides a connection from Eloy and I- 10 northward through the City of Coolidge.
North of the Casa Grande Ruins, SR 87 turns westward into the Gila River Indian
Community and provides a link northward to Mesa and the Phoenix Metropolitan Area.
SR 287 Begins in Casa Grande traveling eastward and intersects with SR 87 at the
community of La Palma. From La Palma, the route designation is shared with SR 87 to
the T intersection north of Coolidge, with SR 87 traveling westward and SR 287 traveling
eastward to Florence.
SR 79 connects SR 77 at Oracle Junction with US 60 at Florence Junction. The road is
name Pinal Pioneer Parkway between Florence and Oracle Junction. Within Florence, SR
79 is also called Pinal Parkway Avenue.
SR 79B is a business loop within Florence along portions of Main Street and Butte
Avenue.
Other regionally significant roadways serving the study area include Hunt Highway, which
connects the Town of Florence with Queen Creek to the northwest, Arizona Farms Road,
which traverses the northern portion of the study area and connects SR 79 with Hunt
Highway, Attaway Road, which runs due south from Hunt Highway through the eastern
portion of the City of Coolidge, and Signal Peak Road, which runs south from SR 87 through
the western portion of Coolidge.
Existing Roadway Network in Florence
SR 287 and SR 79 provide regional highway access as well as act as arterials for the Town.
Business SR 79 links SR 79 to Main Street. Access to I- 10 is provided to the west via SR
287/ SR 87/ SR 387 and to the south via SR 287/ SR 87. Collector streets include Main Street,
Butte Avenue, and Kenilworth/ Cactus Forest Road. Hunt Highway diagonally connects to
areas northwest of the Town. Street edges in many locations throughout the Town are not
clearly defined. For example, there is often no clear distinction between driveways and
streets. Although sidewalks are located in the Town Core and other sections of the Town,
sidewalks are often not continuous or wide enough. Traffic signals are located at the
intersections of Main Street and Butte Avenue and SR 79 and Butte Avenue. North of Butte,
Main Street exhibits a genuine frontier ambiance, with covered sidewalks and a narrow
cross- section. This area of Florence contains many historic buildings and sites, including the
old and new County Court Houses.
Existing Roadway Network in Coolidge
The City of Coolidge developed as a fairly compact community along State Route 87 with the
majority of commercial development and community facilities within a few blocks of the
roadway, also known as Arizona Boulevard. North of the core area at a T intersection, SR 87
travels west and north to connections with I- 10 and to the Phoenix metropolitan area, and SR
287 travels east to Florence.
The majority of existing development is located between Coolidge Avenue and SR 287
bordered to the west by 9th Street and to the east by the Union Pacific Railroad. Other new
developments are being constructed north of Vah Ki Inn Road and new developments are
currently being built west of the established town site at Kenilworth and Kenworthy Roads.
Major characteristics of SR 87/ Arizona Boulevard are:
• State Route with four lane cross section with center left- turn lane through town
• Traffic signals at intersections with SR 287, Vah Ki Inn Road, Northern Avenue,
Central Avenue, Wal- Mart, and Coolidge Avenue
• Sidewalk exists along SR 87, but no bicycle provisions
• Multiple access points provide direct access to individual parcels
• Increasing traffic volumes
• Big box retail development planned for the north- east corner of SR 287 and SR 87
The residential neighborhoods east and west of SR 87 are mostly laid out in a grid pattern of
local and collector streets providing connectivity and access to individual properties. Some of
the local streets are in need of pavement rehabilitation and/ or striping. No connected
pedestrian or bicycle system exists within the residential areas and many areas are lacking
precautionary safety structures. Sidewalks are not required and are not found in many
neighborhoods. Crosswalks are present in several areas surrounding schools and other major
intersections, but improvements and additional pedestrian facilities are needed within the city.
Roadway Characteristics
Two lane roads comprise the majority of road mileage in the study area, 206 miles, as shown
in Figure 3- 11. Table 3- 8 summarizes study area road mileage by current characteristics.
TABLE 3- 8. SUMMARY OF STUDY AREA ROAD CHARACTERISTICS
Characteristic Miles Percent
Two Lane 197.6 95.9
Four Lane 5.4 2.6
Total 206.0 100.0
Paved 168.7 81.9
Unpaved 37.3 18.1
Total 206.0 100.0
BRIDGE CONDITION
For every bridge, a Sufficiency rating is provided documenting the condition of each structure.
The Sufficiency Rating is based on FHWA’s Recording and Coding Guide for the Structure
Inventory and Appraisal of the Nation’s Bridges. ADOT’s bridge rehabilitation program
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weighs structural adequacy, safety, serviceability, and essentiality for public use, which is
indicative of a bridge’s sufficiency to remain in service. Sufficiency Ratings range from zero
to 100. Structures with ratings greater than 80 are sufficient. If a bridge has a sufficiency
rating between 50 and 80 points the structure is eligible for rehabilitation or replacement if
financially justifiable. Bridges with a rating below 50 are eligible for replacement or
rehabilitation.
Table 3- 9 presents the bridge condition ratings provided by ADOT’s Bridge Management
system. Bridge structures with a sufficiency rating of 80 or lower are listed.
TABLE 3- 9. EXISTING BRIDGES IN STUDY AREA WITH
SUFFICIENCY RATING OF 80 OR LOWER
Agency
Name
Route
MP.
Year
Built
Bridge
Length
Ft.
Bridge
Width
Ft.
Feature
Under
Bridge
Feature on
Bridge Location of Bridge
Sufficiency
Rating
ADOT 125.03 1940 32 32.4 Wash SR 79 9.2 mi S Jct SR 287 67.0
ADOT 126.82 1946 37 32.2 Wash SR 79 7.4 mi S Jct SR 287 65.5
ADOT 127.43 1946 64 32.7 Wash SR 79 6.8 mi S Jct SR 287 69.3
ADOT 129.17 1946 21 32.6 Wash SR 79 5.0 mi S Jct SR 287 68.5
ADOT 135.54 1957 1507 35.0
Gila
River
SR 79
1.5 mi North Jct SR
287/ 79
66.4
ADOT 129.80 1931 200 35.2
McClellan
Wash
SR 87 03.9 mi N Jct SR 287 77.8
ADOT 133.98 1928 44 76.6
Pima
Lateral
Canal
SR 87
0.3 mi South of Jct SR
87
60.7
ADOT 138.07 1962 29 0.0 Wash IRR SR 287 5.9 mi West Jct SR 79 80.0
Coolidge 0.00 1900 43 24.5
Pima
Lateral
Canal
Christensen
Rd.
0.75 mi South of SR
287
S 24.3
Coolidge 0.00 1935 43 23.4
Pima
Lateral
Canal
Skousen Rd. 100 ft South of SR 87 F 57.5
S – Structurally Obsolete; F = Functionally Obsolete, Shading denotes bridges that are insufficient.
Source: ADOT Bridge Management Section
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TRAFFIC CHARACTERISTICS
Average daily traffic volumes for roads in the study area are shown in Figure 3- 12.
Conducting traffic counts on every segment of every major roadway each year is not feasible.
Figure 3- 12 displays counts taken for the Arizona Transportation Information System ( ATIS)
during 2000, 2004, 2005, and 2006. The ADT values shown next to each roadway segment
are color- coded by the year the count for that segment was conducted, as shown in the legend.
The highest traffic volumes in the study area occur on portions of the State Highways. For
example, the 2004 daily traffic volumes were 10.436 vpd on SR 287 between SR 87 and
Attaway Road, 13,785 vpd on SR 87 south of SR 287 in Coolidge, and 5,271 vpd on SR 79
north of Hunt Highway in Florence. In the developed areas of the City of Coolidge, ( See
Inset 1), traffic volumes ranged from 813 vpd on Northern Avenue in 2005 to 15, 763 vpd on
SR 87 in 2004. In the Town of Florence ( See Inset 2), daily traffic volumes were 9,500 vpd
on Main Street and 6,455 vpd on Butte Avenue in 2004, and 2,380 vpd on 5th Street in 2005.
Lower traffic volumes occur on the more rural roads in the study area.
LEVEL OF SERVICE
Level of service ( LOS) is a qualitative measure of traffic operations stated in terms of factors
such as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience,
and safety. Level of service ranges from LOS A to LOS F, where LOS A represents
unrestricted traffic flow and LOS F represents a severely congested traffic condition. In an
urban area, the acceptable level of service is generally LOS C/ D or better. Table 3- 10
presents the criteria used for determining level of service based on volume- to- capacity ratio.
As the ratio of daily traffic volume increases, the level of service experienced by drivers
deteriorates until it exceeds the road capacity and bottlenecks occur.
TABLE 3- 10. LEVEL OF SERVICE CRITERIA
LOS Maximum V/ C
A 0.29
B 0.54
C 0.75
D 0.90
E 1.00
F > 1.00
Source: Transportation Research Board,
Highway Capacity Manual
The LOS was estimated for road segments where traffic volume data was available as shown
in Figure 3- 13. Currently, most of the road segments are operating at LOS B or better. Road
segments with LOS C occur in Coolidge along SR 87/ 287 north of Gibson Avenue and again
north of Northern Avenue.
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FIGURE 3- 12. AVERAGE DAILY TRAFFIC VOLUMES
FIGURE 3- 13. LEVEL OF SERVICE
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CRASH ANALYSIS
Table 3- 11 presents a summary of the traffic crashes over a 5- Year history, see Figure 3- 14.
The first harmful definition is the first action that causes damage to a motor vehicle, its
occupants, a pedestrian, or a fixed object. Over a third of the crashes were single vehicle
crashes.
Intersection- related Crashes
Note that over half the crashes took place at or near intersections or involved driveway access.
Violations Issued as a Result of Crashes
In over 20 percent of the crashes, a driver was cited for “ speed too fast for conditions” or for
“ failure to yield right- of- way.” Over 17 percent of the drivers were cited for inattention.
MULTIMODAL CONDITIONS
This section presents a summary of existing public transportation services within and in the
vicinity of the City of Coolidge and the Town of Florence. Included are intercity bus services,
taxicabs, and medical and human services providers as well as pedestrian and bicycle modes.
Area Public Transportation
The City of Coolidge is the only community in Pinal County that currently operates a local
transit system. In addition, several taxicab and shuttle services based in Casa Grande serve
the area.
Coolidge Cotton Express
The Cotton Express operated by the City of Coolidge provides both deviated fixed route and
dial- a- ride services. The deviated fixed route operates Monday through Friday between 7: 30
a. m. and 5: 30 p. m., and makes a total of 46 scheduled stops. The stops are strategically
placed throughout the City; all stops receive service at least once an hour and major businesses
are served twice hourly. The route includes East and West Loops and is designed to pass
within two blocks of most homes within Coolidge. However, the bus will deviate from the
route to pick up or drop off dial- a- ride eligible passengers.
The dial- a- ride provides curb- to- curb service Monday through Friday between 9: 00 a. m. and
4: 00 p. m. Dial- a- ride eligible passengers include persons over the age of 55 as well as
persons having a disability that precludes their walking more than two blocks to a bus stop.
Coolidge- Florence Regional Transportation Study - Page 3- 29
TABLE 3- 11. SUMMARY OF TRAFFIC CRASH DATA
Lima & Associates
Relationship to Intersection Crashes Percentage First Harmful Definition Crashes Percentage
Intersection 594 42.76% Overturning 106 7.63%
Non- Intersection Relation 656 47.23% Collision with other Motor Vehicle 947 68.18%
Driveway Access 132 9.50% Collision with Pedestrian 17 1.22%
Alley Intersection 6 0.43% Collision with Pedalcyclist 10 0.72%
Not Reported 1 0.07% Collision with Animal or Livestock 30 2.16%
Total 1389 100.00% Collision with Fixed Object 208 14.97%
Miscellaneous 71 5.11%
Total 1389 100.00%
Crash Type Crashes Percentage Injury Severity Crashes Percentage
Single Vehicle 499 35.93% Non- injury Accident 806 58.03%
Angle 298 21.45% Non- incapacitating Injury Accident 183 13.17%
Backing 75 5.40% Unknown 90 6.48%
Head- On 11 0.79% Incapacitating Injury Accident 89 6.41%
Left Turn 59 4.25% Possible Injury Accident 191 13.75%
Non- Contact ( mc) 1 0.07% Fatal Accidents 29 2.09%
Non- Contact ( not mc) 1 0.07% Not Reported 1 0.07%
Other 44 3.17% Total 1389 100.00%
Rear- End 255 18.36%
Sideswipe ( Opposite Direction) 22 1.58%
Sideswipe ( Same Direction) 108 7.78%
U- Turn 15 1.08%
Not Reported 1 0.07%
Total 1389 100.00%
Source: ALISS Database for ADOT ( January 2001 – December 2005).
FIGURE 3- 14. CRASHES PER LOCATION
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The City of Coolidge encourages dial- a- ride passengers to call at least one- hour ahead of any
scheduled appointments.
Fares for the deviated fixed route are $ 1.25 per ride for adults, $ .75 for children aged 3
through 11, and free for children aged 2 and under. Dial- a- ride fares are $ 1.50 per ride for
all. The service is funded in part by matching funds obtained from the Federal Transit
Administration ( FTA) Section 5311 program for rural and small urban area transit. This
program is administered in Arizona by ADOT.
In fiscal 2005— from September 2004 through August of 2005— the Cotton Express carried
over 23,000 passengers. The previous year 21,600 persons were carried. The system
operates a fleet of five vehicles, one of which is needed to protect the deviated fixed route
service and one of which is used for the dial- a- ride pick- ups. The other three are used as
back- ups. Schools in Coolidge do not operate school buses, and students comprise 50 percent
of the Cotton Express ridership. Four vehicles are needed during the afternoon “ after- school”
rush between 2: 30 pm and 4: 00 pm.
The Cotton Express is the only existing transit operation in Pinal County that receives FTA
Section 5311. During the course of this study, the feasibility of applying Section 5311 funds
to the operation of additional systems within the County, possibly in conjunction with LTAF II
funds for which both the County and local jurisdictions are eligible, will be examined.
Casa Grande- Based Taxicabs and Shuttle Services
No taxicab or airport shuttle services are based in Coolidge or Florence. However, four
companies are listed in the telephone directory as available to provide either airport shuttle or
taxicab service to patrons in both communities. Table 3- 12 lists the companies.
TABLE 3- 12. CASA GRANDE- BASED TAXICABS AND SHUTTLE SERVICES
Service Provided
Company Name Location Phone Taxicab Shuttle
A- 1 Delivery Service 1201 E. Delta Pine Avenue
Casa Grande
520- 705- 0465
+
Casa Grande Cab &
Shuttle Service
320 W. 9th Street
Casa Grande
520- 421- 9600
+
J & M VIP & Shuttle
Service, Inc.
110 E. First Street
Casa Grande
520- 426- 3937
+ +
Pinal Connections 320 W. 9th Street
Casa Grande
520- 426- 1914 + +
Source: Qwest
Special Needs Transit Services
Agencies and commercial operators of special needs transit serving Pinal County are
summarized in Table 3- 13. Included in this category are services provided to seniors, services
provided to persons who are physically or mentally impaired, and services to mobility- limited
persons requiring periodic medical treatment such as dialysis. Sources of funding include the
FTA Section 5310 funds for special needs services, the Arizona DES, the Arizona Health Care
Cost Containment System ( AHCCCS), and private health insurance providers.
TABLE 3- 13. SPECIAL NEEDS PROVIDERS SUMMARY
Provider Description of Service Funding Sources
Non- Profit FTA Section 5310 Participants
Palm Villa Adult Day Health Serves seniors and persons with disabilities in
Coolidge area Monday through Thursday from
7: 00 a. m. to 9: 00 a. m. and from 3: 00 p. m. to
5: 00 p. m.
• FTA Section 5310
Pinal- Gila Council for Senior
Citizens
Provides a variety of services to seniors in Gila
and Pinal Counties
• FTA Section 5310
Town of Florence ( Dorothy
Nolan Senior Center)
Serves seniors in Florence and Coolidge
Monday- Friday 8: 00 a. m. to 4: 00 p. m.
• Town of Florence
• FTA Section 5310
Horizon Human Services Serves psychiatric and/ or developmentally
disabled, some of whom are seniors, within a
45 mile radius of Casa Grande Monday- Friday
7: 00 a. m. to 5: 00 p. m.
• Arizona Department of
Health Services
• Pinal- Gila Behavioral
Health Association
• Arizona DES
• Rehab. Services
Administration
• AZ Long Term Care
• AHCCCS*
• FTA Section 5310
• Admin. Ofc. of Court
Catholic Community Services Serves seniors in Eloy/ Toltec, Coolidge, Casa
Grande, Arizona City Eleven Mile Corner,
Valley Farms, Twilight Trails, Florence, and
Randolph. Operates Monday- Friday, 9: 00
a. m. to 1: 00 or 2: 00 p. m.
• Pinal- Gila Council for
Senior Citizens
Other Non- Profit Providers
Garnet of Casa Grande
Retirement and Assisted
Living Community
Serves seniors who are assisted living eligible
within a 15 mile radius of Casa Grande
Monday- Friday 8: 00 a. m. to 4: 30 p. m. and
Sunday 8: 00 a. m. to 1: 00 p. m.
• Residential fees
Central Arizona Council on
Developmental Disabilities
Serves seniors and persons with disabilities
Monday- Sunday 6: 00 a. m. to 10: 00 p. m.
NA
Casa Grande Community
Hospital
Transports hospital patients within a 25- 30
miles radius of Casa Grande Monday- Friday
8: 00 a. m. to 4: 30 p. m., Saturday 8: 00 a. m. to
noon, and Sunday as needed
NA
Central Arizona College Provides demand- response service for students
and seniors Statewide mostly evening and
weekends for athletic events and field trips
Fare revenue
Pinal County Schools Students Countywide Monday- Friday
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TABLE 3- 13. SPECIAL NEEDS PROVIDERS SUMMARY ( Continued)
Provider Description of Service Funding Sources
Commercial Transportation Operators
Safe Ride Services provides non- emergency medical transportation
services Countywide Monday- Sunday
AHCCCS, other health
insurance providers, patients
Statewide Express Provides non- emergency medical transportation
for AHCCCS or private health maintenance
plan clients Countywide Monday- Sunday
AHCCCS, other health
insurance providers, patients
J& M Shuttle Provides countywide taxi service, shuttle
service to Phoenix Sky Harbor Airport, and
non- emergency medical services to AHCCCS
clients Monday- Sunday
Fare revenue, AHCCCS
Pinal Connections Provides countywide shuttle service to Phoenix
Sky Harbor Airport, and non- emergency
medical services to AHCCCS clients Monday-
Sunday
Fare revenue, AHCCCS
On the Go Express Countywide Monday- Sunday NA
Long Term Care Countywide Monday- Sunday NA
* LTAF = Local Transportation Assistance Fund; AHCCCS = Arizona Health Care Cost Containment System
Sources: RAE Consultants, Lima & Associates, and AHCCCS
Pinal County Transportation Coordination Demonstration Project
A Pinal County Transportation Coordination Demonstration Project, “ Pinal Rides”, sponsored
by ADOT is being conducted to identify ways in which the operations of existing transit
service providers in the area can be coordinated to achieve higher levels of service to users.
This project is discussed in more detail in the Public Transportation Chapter.
Inter- city Bus Service
Greyhound provides fixed- route bus service through Pinal County along Interstate 10,
operating schedules between Phoenix and Tucson. Since 2000, however, the amount of
intercity bus service the County receives has been sharply reduced. In 2000, Greyhound
operated four northbound trips and three southbound trips per day that served Casa Grande;
three trips in each direction also served Eloy.
Currently, Greyhound operates only two trips each way per day that serve Casa Grande, and
service to Eloy has been eliminated. As of June 14, 2006, the one- way fare for travel between
Casa Grande and Phoenix was $ 15.50; the round trip fare was $ 31.00. The fare for a one-way
trip between Casa Grande and Tucson was $ 16.50; the round trip fare was $ 33.00.
Discount one- way fares are available for seniors and children.
In addition to Greyhound, several bus lines catering to the Hispanic communities in Phoenix
and Tucson operate between those cities along I- 10. However, none of these operators makes
any stops in Pinal County.
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Another intercity service is the Douglas Shuttle, which operates six trips daily in each
direction between Douglas, Phoenix, and Tucson, that will stop in Casa Grande to pick- up or
drop off passengers if arrangements have been made in advance.
Rail Service
The Union Pacific Railroad Phoenix Branch traverses Coolidge from North to South,
connecting the metropolitan Phoenix area with the UP main line at Picacho. Approximately
seven freight trains per day operate over this line in each direction.
The line through Coolidge was originally constructed by the Southern Pacific as a secondary
main line and was opened in 1926. The route originally traveled northwest from Coolidge
through Chandler to Mesa, turning due west at Mesa to proceed through Tempe, Phoenix, and
Buckeye. At Buckeye, the line curved to the southwest, rejoining the southern main line at
Wellton, east of Yuma. In 1962, a portion of the segment between Coolidge and Chandler
was removed and a new connection was laid between Coolidge and Magma Junction to the
northeast— Phoenix- bound trains now travel through Queen Creek and Gilbert instead of
Chandler.
Passenger trains traveled this route until June 2, 1996, when an 80- mile portion of the line
between Arlington, west of Buckeye, and Roll, east of Wellton, was taken out of service.
Since that time, the line has been operated as a branch. Amtrak was re- routed over the main
line and stops at Maricopa.
The UP maintains team tracks at Coolidge where rail cars are spotted so that rail customers
may load or unload freight. Union Pacific is experiencing significant growth in the volume of
rail freight carried and is currently evaluating the possibility of re- opening the line between
Wellton and Phoenix.
The Copper Basin Railway, Inc. ( CBRY) operates through the Town of Florence on the
North bank of the Gila River. The CBRY provides rail freight service between a connection
with the Union Pacific Railroad at Magma Junction, northwest of Florence, and Winkelman, a
distance of 54 miles. The Railway is headquartered in Hayden. Rail freight carried by the
CBRY includes copper concentrates, refined copper, sulfuric acid, lumber, and military
equipment. At Hayden, the CBRY connects with the San Manuel Arizona Railroad ( SMA)
and has been carrying rail freight traffic from the SMA to the UP at Magma Junction. The
smelter at San Manuel was dismantled, and the SMA is not currently operating. However
some discussion concerning the establishment of new rail- served industries in the San Manuel
area has taken place.
The CBRY operates 12 trains each day, 10 of which operate locally in the Hayden- Ray
Junction area east of Florence, and two of which operate through to Magma Junction. Several
of the new residential developments in the Florence area abut the Railway, raising some safety
and operations issues. The developers have requested the expansion of the two existing
highway rail crossings at Felix Road and Arizona Farms Road, both of which are programmed
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to be widened to seven lanes. Two new at- grade crossings for roadways yet identified have
also been requested. Area residents have also created several unauthorized improvised rail
crossings.
Aviation
The closest commercial airport to the study area is Phoenix- Mesa Gateway Airport, 35 miles
north, where Vision Airlines implemented passenger service in the spring of 2006 with flights
to Downtown Las Vegas. Allegiant Airlines started service to Phoenix- Mesa Gateway Airport
in fall 2007 with trips to 13 destinations throughout the United States. By 2020, the airport
forecasts that it will be handling approximately eight percent of all the commercial airline
operations in the metropolitan Phoenix area. Phoenix Sky Harbor International Airport is 54
miles northwest of Coolidge and 62 miles northwest of Florence. Note that the current drive
times between Coolidge and either Phoenix- Mesa Gateway Airport or Sky Harbor are roughly
the same because of the freeways that serve Sky Harbor. However, future freeways are
planned to connect the Coolidge area with the Phoenix- Mesa Gateway Airport area. Both
Phoenix- Mesa Gateway Airport and Sky Harbor are adjacent to the Union Pacific rail line, and
future implementation of commuter rail service could facilitate making connections at either
airport.
Coolidge Municipal Airport
The principal general aviation facility in the study area is the Coolidge Municipal Airport,
which was originally constructed as an air transport command base in the early 1940s and was
used as an auxiliary operating base for Williams Field during World War II. In 1950, the
facility was transferred to Pinal County; ownership was transferred to the City in 1959.
Military aircraft training was conducted at the airport until 1992. The airport is an active
general aviation facility; a fixed- base operator, Coolidge Aviation, LLC, provides fuel and
performs minor maintenance for small aircraft. Firefighting planes operate from the airport
and training facilities are also located at the airport. Facilities include training of paratroopers
by the Department of Defense, as well as private parachute and sky- diving lessons. Key
statistics for the airport are shown in Table 3- 14.
TABLE 3- 14. COOLIDGE AIRPORT STATISTICS
Elevation above sea level 1574 ft.
Runway dimensions ( length x width)
Runway 5/ 23 5528 x 150 ft.
Runway 17/ 35 3861 x 75 ft.
Annual aircraft operations:
Transient general aviation 2,470
Local general aviation 3,970
Military 2,470
Total 6,490
Source: ADOT, Aeronautics Division, Coolidge Aviation, LLC
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Non- motorized Transportation – Bicycle, Equestrian Pedestrian
Pedestrian and Bicycle Facilities
Currently no continuous system of pedestrian or bicycle facilities exists within either Coolidge
or Florence limits. An issue of concern is; however, the need for safe pedestrian crossings,
especially in light of increased traffic volumes. There is no known trail system within the
municipalities. Most trails in current developments do not provide any connectivity to
community- wide destinations or between neighboring and adjacent developments. Sidewalks
are proposed within the new developments and exist in some areas.
Existing Trails
Three existing trails in the vicinity of the study area include the Arizona Trail, Central
Arizona Project Canal, and Juan Bautista de Anza National Historic Trail ( see Figure 3- 15).
The Pinal County Trails Plan, May 2005 recommended that the three trail corridors provide
the skeletal system from which a more comprehensive trail network will be developed. In
addition, The Great Western Trail is a proposed motorized trail that will eventually connect
the Mexican and Canadian borders. As noted in Chapter 2, the Pinal County Planning and
Development Department has begun work on an Open Space and Trails project to further
define the County trail system. The following description of existing and proposed trails in
the vicinity of the study area has been taken as written from the Trails Plan.
The Arizona Trail
The Arizona Trail is a 790- mile non- motorized trail that hikers, bikers, and
equestrians can use. Through use of existing trails or primitive roads, the
Arizona Trail, which connects Utah and Mexico through Arizona, is broken into
43 separate segments. Securing an Arizona State Heritage Fund Trails Grant,
working with the Arizona State Land Department to acquire perpetual rights- of-way,
and using youth corps crews and volunteers to construct the trail is the
primary focus of the County. In partnership with the Arizona Trail Association,
Pinal County will soon have all but 3 miles constructed of the approximately 55
miles of trail needed to connect Oracle to the Gila River. The second primary
focus will be to complete the approximately 15 miles of trail needed from the
Gila River north to the Tonto National Forest. Although primarily located on
Bureau of Land Management land, there are several miles that will need to be
acquired from State Trust Lands rights- of- way. A statewide Memorandum of
Understanding for the Arizona Trail is also being developed that will list Pinal
County and all the other contributing counties, agencies, and municipalities as
Arizona Trail Partners. This continuing partnership will be beneficial to the
County and the communities of Oracle, Dudleyville, Winkelman, Kearny, and
Superior as the trail passes through or near these areas. With stopover
opportunities being relatively scarce along the long trail, these communities will
be critical to trail users as resupply and rest areas.
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FIGURE 3- 15. EXISTING TRAILS
Source: Pinal County Trails Plan, May 2005
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The Central Arizona Project Canal
The CAP canal is a 336- mile- long system of aqueducts, tunnels, pumping plants, and pipelines
constructed by the Bureau of Reclamation ( Reclamation). As the largest single source of
renewable water supplies in the state of Arizona, the CAP canal is designed to bring about 1.5
million acre- feet of Colorado River water per year to municipal and industrial, agricultural,
and Native American users. This water delivery system reaches from Lake Havasu to 14
miles south of Tucson.
As part of the planning effort for the CAP canal, Reclamation committed itself to maintaining
a 20- foot recreation corridor on the right side of the canal ( facing downstream). Reclamation
created this corridor by offsetting its security fence 20 feet from the actual property line.
Maricopa County has completed a feasibility study along its portion of the CAP canal, which
addressed potential alternative alignments and locations of the multiuse path, required
additional easements, staging and trailhead access areas, neighborhood access points, wash and
street crossings, and linkages to adjacent or nearby recreation areas, open spaces, and/ or other
trails and pathways. Sections of the trail are being constructed according to this study or as
development occur adjacent to the CAP corridor. The 53 miles of CAP canal system located
in Maricopa County has also been identified as part of its Regional Trail System. Pima
County has established trail development criteria along the CAP canal as well. Its sections of
the trail are being constructed by Pima County and by developers of planned communities
adjacent to the canal. In 2000, Congress designated the portion of the CAP canal that runs
through Pima County as a National Recreational Trail. Pinal County, with over 50 miles of
the CAP canal system, can provide not only a quality trail system for the residents of the
county, but also an important regional link to both Maricopa and Pima Counties. Conducting
a feasibility study and developing trail design standards— before major development occurs
along the CAP canal corridor— will help Pinal County eliminate future encroachments,
obstacles, crossing barriers, and access issues that currently face Maricopa and Pima Counties.
Juan Bautista de Anza National Historic Trail
Established by Congress in 1990, the Juan Bautista de Anza National Historic Trail,
administered by the National Park Service, preserves the corridor that Juan Bautista de Anza,
commander of the Tubac Presidio, used to guide 198 settlers from Mexico to a mission in the
San Francisco Bay Area. This 1,200- mile trail followed the Santa Cruz River to Pima
Villages along the Gila River and then followed the Gila to its junction with the Colorado
River. The trail continues through California before ending around the Bay Area. Over 300
miles of this designated corridor has had the trail reconstructed and signed for nonmotorized
use. The majority of the corridor in California has also been established and signed as part of
a driving interpretive route, with the Arizona section soon to follow. This concept allows
tourist to drive along the corridor on designated roadways while providing interpretive stops
along key portions of the historic route. In Arizona, Santa Cruz and Pima Counties are
actively securing and constructing portions of the trail within the established corridor.
Working with these Counties, the National Park Service, and other interested individuals,
Pinal County can establish another regional trail corridor that will not only provide
recreational opportunities to its residents but promote economic growth through the
development of facilities that will capture additional tourism dollars as well.
Great Western Trail
The Great Western Trail is a proposed motorized trail that will eventually connect the Mexican
and Canadian borders. However, there are segments completed in only parts of Utah and
Arizona, with portions proposed for Pinal County. This trail uses a combination of
backcountry roads and surface streets. The section of the corridor that runs through Pinal
County is east of SR 79 and falls within the area that is currently under review by the Middle
Gila Conservation Partnership.
Town of Florence Parks, Trails and Open Space Master Plan
A Parks, Trails and Open Space Master Plan is being developed for the Town of Florence and
is anticipated to be completed by the summer of 2008. The plan will include concepts for
paths and trails following existing canal alignments as well as alignments following new and
existing roadway rights- of- way. Open space for parks, including those located within new
residential developments, will be provided for. This plan will incorporate the Florence
Greenway, an urban multiuse path loop proposed to encircle the downtown Florence area. A
detailed description of the Greenway was provided in Working Paper 1- A.
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4. TRANSPORTATION ISSUES
This chapter presents a discussion of the transportation related issues for the Coolidge- Florence
study area including issues concerning growth, regional connectivity, street system within the
study area, safety, and multimodal transportation. In addition, opportunities and constraints
are discussed in regard to addressing the transportation related issues. The discussion of the
issues is based on the study team’s understanding gained from an analysis of transportation and
demographic studies and plans, discussion with key stakeholders, and a field view of the study
area.
GROWTH ISSUES
• Major development growth is occurring throughout Pinal County, with population
projections as high as two million people in 2030. Recent growth began in the Johnson
Ranch Area, jumped to the City of Maricopa, and is now leaping to the Coolidge-
Florence area. Very large planned developments are under construction in the area
including those by Pulte Homes in Anthem at Merrill Ranch in Florence and Martin
Valley in Coolidge.
• Potential population in the Coolidge- Florence area could be as high as five hundred
thousand people. This rapid growth is putting extensive pressure on the transportation
infrastructure— roadway capacity is inadequate, regional connections are limited, and
multimodal facilities are lacking.
• A very significant amount of the land within the study area is State Trust Land,
primarily located in the southeastern and northern ( part of the 275 square- mile
Superstition Vista area) portions of the study area. The planning and disposition of the
trust land is a critical issue on how land will develop in the area. As an example, the
Coolidge Municipal Airport is encircled by trust land and future planning should
consider the integration of the development on this trust land with the industrial
development of the airport property. Close coordination with the Arizona State Land
Department ( ASLD) is key to successful development of trust land.
• The Signal Peaks Campus of the Central Arizona Community College is located on
North Overfield Road, approximately halfway between Phoenix and Tucson. Learning
centers of the College are located in Florence and Casa Grande. The full- time student
equivalent on the Signal Peaks Campus was approximately 1,600 in 2002. Access by
multimodal transportation facilities both locally and regionally to the Signal Peaks
Campus and learning centers is an issue that needs to be addressed as population grows.
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REGIONAL CONNECTIVITY
• Providing New Regional Connections. Constructing new regional highway facilities
and improving existing facilities is needed to provide mobility and safety for people and
goods. The Pinal County Small Area Transportation Study ( SATS) and the Pinal
County Corridors Definition Study has recommended future freeway corridors,
enhancements to the state highway system, and Regionally Significant Routes ( RSR)
that provide a starting for this study to examine regional connectivity. The Pinal
County developed a regional system of arterial and collector roads based on projected
future development.
• The Pinal County Corridors Definition Study identified the need and possible locations
for a north- south corridor from US 60 and Loop 202 through the Coolidge- Florence
area, connecting to I- 10. Constructing a proposed future freeway corridor will greatly
increase the regional accessibility to and from the study area. A 2007 study was
undertaken to evaluate alternative options for the north- south corridor in the Coolidge-
Florence area and the options were presented to the public at public meetings in the
Town of Florence and the City of Coolidge. Issues in locating the corridor include the
constraints of 500 kV power line, planned developments in the entitlement process,
Anthem at Merrill Ranch, Westcor Mall, and Pulte Homes. Other issues include the
Magma Dam and a crossing over the Gila River. ADOT will soon begin
Location/ Design Concept and Environmental Studies to locate a North South Freeway
alignment.
• The upgrade of existing state highways is also very important to improve regional
accessibility including SR 79, SR 87, SR 287, and SR 387.
• The ongoing Casa Grande Small Area Transportation Study ( SATS) is updating the
planning transportation system for the Casa Grande Planning Area adjacent to the
Coolidge- Florence study area. The development of the Coolidge- Florence regional
transportation plan must be coordinated with the planned system for the Casa Grande
Planning Area.
STREET SYSTEM WITHIN THE STUDY AREA
• Constructing a Continuous Well Developed Street System. A continuous arterial
and collector system with adequate capacity to handle future traffic volumes is essential
for both the internal and regional circulation. One goal to achieve a continuous system
is to accommodate the arterial system in development plans. This requires coordination
with developments, municipalities, the Gila River Indian Community, and other
stakeholders. One particular problem involves section line offsets and their effect on
the arterial network and the division of developable land. Moreover, consistency of
roadway functional classifications and roadway cross sections throughout the region is
important to provide an efficient and safe regional roadway system. Since many of the
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roads in the study area are currently owned, operated, and maintained by Pinal County,
this study must coordinate with the County in developing a street system.
• Providing Circulation System within Developments. Providing an adequate internal
street system by the new developments will reduce traffic volumes on major arterials
and state highways. Ensuring emergency vehicles access to residential and commercial
areas is another issue.
• Constructing New Gila River Crossings. New Gila River crossings are important for
providing regional connectivity. Florence, Coolidge, and Pinal County are in general
agreement that an additional bridge crossing of the Gila River is needed to meet future
travel demands in the area.
• Widening Existing Bridges. Existing bridges of the Gila River may need to be
widened at Attaway Road, SR 87, and SR 79. Of course, construction costs for this
widening is a major issue.
• Constructing New Interchanges on I- 10. New interchanges on I- 10 may be needed to
improve the overall regional traffic circulation. Potential interchanges include Val
Vista Road, Randolph Road alignment, the Woodruff Road, and Kleck Road
alignment. Other existing I- 10 interchanges may need to be improved. Planning for
potential new traffic interchanges should be coordinated with the ongoing I- 10
Widening Study ( Design Concept Report/ Environmental Assessment ( DCR/ EA).
• Improving Access to the Coolidge Airport. The successful economic development of
the airport industrial area and aviation operations depends upon a well- developed
roadway system including regional connections. Moreover, multimodal services such
as shuttle services will be needed.
TRANSPORTATON SYSTEM MANAGEMENT
• Implementing Access Management. Access management must be implemented on
state highways, municipal streets, and county roads to preserve capacity and maintain
safety as development occurs.
• Providing Truck Route Designations. Large numbers of trucks travel through the
study area on state highways and regional roads such as Hunt Highway. As traffic
growth occurs, there will be a growing need for truck routes through the area.
• Implementing Travel Demand Management. As population density increases, the
management of travel demand will become important. Management strategies could
include a transportation coordinator to oversee the program, ride- sharing programs,
park- and- ride facilities, and parking management.
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SAFETY ISSUES
• Vehicular and Pedestrian Safety. The crash history on existing roads needs to be
evaluated to determine if vehicular and pedestrian safety is an issue within the study
area.
• Railroad Crossings. Safety at railroad at- grade crossings is an issue that needs to be
evaluated by analyzing crash history.
MULTIMODAL TRANSPORTATION ISSUES
• Providing Regional Multimodal Transportation Facilities. A need exists for
multimodal facilities of regional significance in addition to streets and highways. Both
the Union Pacific Railroad line and Copper Basin Railway are important transportation
assets. The study area for a Commuter Rail Strategic Plan being developed for the
Maricopa Association of Governments incorporates Northern Pinal County including
the study area for the Coolidge- Florence Regional Transportation Study. Future
commuter rail service could include service to Coolidge and Florence along the Union
Pacific Railroad’s Phoenix Subdivision and the Copper Basin Railway. The likely
initial route for a Phoenix- Tucson high speed rail service being studied by ADOT
would also be the Phoenix Subdivision of the Union Pacific, which bisects the study
area from north to south, passing through the City of Coolidge. In addition, interest
has been expressed in establishing excursion rail service on the Copper Basin Railway
line east of Florence. The possibility for a rail switching yard exists depending on the
future practices of the Union Pacific Railroad. Other potential facilities include High
Occupancy Vehicle ( HOV) lanes, park- and ride lots, transit centers, and rail passenger
stations.
• Improving Multimodal Access to the City of Coolidge Municipal Airport. Access
to the airport by automobile, bus shuttles, and taxi cabs will enhance the economic
viability of the airport operations and related industrial areas.
• Improving and Expanding Local Transit Service. As development increases,
expansion of the Cotton Express service area will be needed. In addition, to expanding
service within Coolidge, there may be an opportunity to expand service to Florence.
• Providing Trail, Pedestrian, and Bicycle Facilities. A well developed system of
trail, pedestrian, and bicycle facilities will help to balance transportation within the
study area.
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OPPORTUNITIES AND CONSTRAINTS
• Coordinating with Stakeholders. The success of implementing this plan depends
upon the communications among multiple agencies, jurisdictions, and community
stakeholders both internal and external to Florence and Coolidge. This study is an
opportunity to begin removing barriers to various constraints. As an example,
transportation facilities within the Gila River Indian Community ( GRIC) such as SR 87
affect and are affected by local and regional travel in Florence and Coolidge. Open
communication between the GRIC Department of Transportation and the municipalities
are critical to discuss opportunities and constraints and move toward evaluating
transportation options.
• New Development. New development in the study area is occurring very rapidly,
spreading over many square miles. The new development within the study area poses
both opportunities and constraints and provides an opportunity to develop guidelines for
reviewing development plans and identifying opportunities to integrate connecting
transportation facilities into development plans. However, the site design of new
development often constrains constructing a connecting facility or improving an
existing facility.
• Protecting Cultural and Environmental Resources. The study area contains a
richness of archaeological resources from ancient ruins and canals to 19th century
buildings. Any proposed infrastructure improvements must recognize the potential
impacts on archaeological resources. The Casa Grande National Monument and
nearby sites are outstanding Hohokam resources dating back more than a thousand
years. Historic buildings are located throughout the area including the buildings in the
Historic Downtown Florence and the Coolidge Downtown Historical District. The
area contains many types of Arizona desert flora. The northern portion of the study