State Route 77/Oracle Road multimodal corridor profile study / executive summary

              Executive Summary
May 2007
In Association with:
Lima & Associates
The Planning Center
Harris Environmental Group, Inc.
Cannon & Associates
(A division of TranSystems Corporation)
MMLA, Inc.
Rillito Consulting Group
&
SR 77/ORACLE ROAD MULTIMODAL
CORRIDOR PROFILE STUDY
EXECUTIVE SUMMARY
Prepared for
Arizona Department of Transportation
Prepared by
TransCore ITS, Inc.
and
Morrison-Maierle, Inc.
In Association With
Lima & Associates
The Planning Center
Harris Environmental Group, Inc.
TranSystems Corporation
MMLA
Rillito Consulting Group
May 2007
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary ES-1
TABLE OF CONTENTS
Page
1. INTRODUCTION 1-1
PROJECT BACKGROUND 1-1
STUDY PURPOSE, GOALS, AND OBJECTIVES 1-1
STUDY PRODUCTS 1-3
2. EXISTING AND FUTURE CONDITIONS 2-1
EXISTING AND PROJECTED POPULATION 2-1
ROADWAY SYSTEM 2-2
Functional Class 2-2
Roadway Geometrics 2-2
Right-of-Way (ROW) 2-2
Posted Speed Limit 2-2
Past, Present, and Future Traffic Volume 2-2
Traffic Crash Summary 2-7
TRANSIT SYSTEM AND SERVICE 2-9
Sun Tran Transit System 2-9
Paratransit Services 2-11
BICYCLE FACILITIES 2-11
PEDESTRIAN FACILITIES 2-11
INTELLIGENT TRANSPORTATION SYSTEM (ITS) FACILITIES 2-12
Traffic Signal System 2-12
Other Existing Facilities 2-12
PLANNED AND PROGRAMMED IMPROVEMENTS 2-13
Corridor Roadway Project 2-13
Alternate Mode and Other Non-Capacity Projects 2-13
3. EXISTING AND PROJECTED NEEDS AND DEFICIENCIES 3-1
ROADWAY SYSTEM 3-1
Congestion 3-1
Safety 3-1
Access 3-5
PUBLIC TRANSPORTATION 3-5
BICYCLE FACILITIES 3-6
PEDESTRIAN FACILITIES 3-7
BRIDGES AND DRAINAGE STRUCTURES 3-7
PAVEMENT 3-9
AASHTO DESIGN STANDARDS 3-10
INTELLIGENT TRANSPORTATION SYSTEM (ITS) 3-10
OTHER NEEDS AND DEFICIENCIES 3-11
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TABLE OF CONTENTS
Page
4. INVESTMENT OPTIONS 4-1
SUMMARY OF INVESTMENT OPTIONS TO ADDRESS CAPACITY
DEFICIENCIES 4-1
Development of an Alternative High-Capacity Corridor 4-1
Summary of Other Capacity Improvement Options Along SR 77 4-2
SUMMARY OF INVESTMENT OPTIONS TO ADDRESS NON-CAPACITY
DEFICIENCIES 4-5
Roadway Lighting Investment Options 4-5
Pedestrian Investment Options 4-5
Bicycle Facility Investment Options 4-5
Transit Investment Options 4-6
Bridge and Drainage Structure Investment Options 4-6
Intelligent Transportation System (ITS) Investment Options 4-8
Investment Options to Address AASHTO Design Deficiencies 4-8
Access Control Investment Options 4-12
Wildlife Corridor Improvements 4-12
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LIST OF EXHIBITS
Page
Exhibit 1-1 SR 77/ORACLE ROAD CORRIDOR STUDY AREA 1-2
Exhibit 2-1 CURRENT POPULATION STATISTICS FOR COUNTIES
AND COMMUNITIES IN THE SR 77 CORRIDOR 2-1
Exhibit 2-2 FUTURE POPULATION PROJECTIONS FOR COUNTIES
AND COMMUNITIES IN THE SR 77 CORRIDOR 2-2
Exhibit 2-3 ROADWAY FUNCTIONAL CLASSIFICATIONS 2-3
Exhibit 2-4 LOCATION OF CROSS SECTION TYPES ON SR 77 2-4
Exhibit 2-5 TYPICAL RIGHT-OF-WAY WIDTH ALONG SR 77 2-5
Exhibit 2-6 YEAR 1992, 2002, AND FORECAST YEAR 2030 DAILY TRAFFIC
VOLUMES 2-6
Exhibit 2-7 TOTAL CRASH CHARACTERISTICS 2-7
Exhibit 2-8 INTERSECTION CRASH SUMMARY 2-7
Exhibit 2-9 ROAD SEGMENT CRASH SUMMARY 2-8
Exhibit 2-10 EXISTING TRANSIT FACILITIES IN THE CORRIDOR 2-10
Exhibit 2-11 LOCATIONS OF SIDEWALKS ON SR 77 2-12
Exhibit 2-12 EXISTING TRAFFIC SIGNALS ALONG SR 77 2-13
Exhibit 2-13 PLANNED AND PROGRAMMED CAPACITY PROJECTS 2-14
Exhibit 2-14 PLANNED AND PROGRAMMED ALTERNATIVE MODE
IMPROVEMENTS 2-15
Exhibit 3-1 CORRIDOR CONGESTION DEFICIENCIES YEAR 2002 3-2
Exhibit 3-2 CORRIDOR CONGESTION DEFICIENCIES YEAR 2030 3-3
Exhibit 3-3 CORRIDOR SAFETY DEFICIENCIES 3-4
Exhibit 3-4 SR 77 SEGMENTS WITHIN LEVELS OF NEED FOR DRIVEWAY
CONSOLIDATION AND ACCESS MANAGEMENT 3-5
Exhibit 3-5 MATRIX OF EXISTING TRANSIT NEEDS AND DEFICIENCIES
IN CORRIDOR 3-6
Exhibit 3-6 PEDESTIRAN/BIKE ISSUES 3-8
Exhibit 3-7 BRIDGES WITH SUFFICIENCY RATINGS AT OR LESS THAN
80 PERCENT 3-9
Exhibit 3-8 EXISTING AASHTO DESIGN DEFICIENCIES FROM PROJECT
ASSESSMENT REPORTS 3-10
Exhibit 3-9 ITS DEFICIENCIES 3-11
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary ES-4
Exhibit 4-1 POTENTIAL HIGH-CAPACITY ALTERNATE CORRIDOR 4-3
Exhibit 4-2 SUMMARY OF ROADWAY CAPACITY IMPROVEMENT OPTIONS
ON SR 77 4-4
Exhibit 4-3 PEDESTRIAN AND BICYLE FACILITY IMPROVEMENT
RECOMMENDATIONS 4-7
Exhibit 4-4 TRANSIT INVESTMENT OPTIONS (NORTH HALF OF CORRIDOR) 4-9
Exhibit 4-5 TRANSIT INVESTMENT OPTIONS (SOUTH HALF OF CORRIDOR) 4-10
Exhibit 4-6 BRIDGES WITH SUFFICIENCY RATINGS AT OR LESS THAN
80 PERCENT AND WHETHER THEY ARE INCLUDED IN PLANNED
OR PROGRAMMED PROJECTS 4-11
Exhibit 4-7 ITS IMPROVEMENTS 4-13
Exhibit 4-8 PROPOSED CORRIDOR ACCESS MANAGEMENT CONCEPT
SR 77 – 1-10 TO ORACLE ROAD 4-14
Exhibit 4-9 LOCATION OF LEVEL 1 AND LEVEL 2 ACCESS MANAGEMENT
SEGMENTS 4-15
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 1-1
1. INTRODUCTION
PROJECT BACKGROUND
In fulfillment of the planning requirements of the Intermodal Surface Transportation Efficiency
Act, the Arizona Department of Transportation (ADOT) 1994 State Transportation Plan
identified 33 transportation corridors of statewide significance as a focus of multimodal planning
efforts. The corridors of statewide significance are defined as broad geographic areas through
which various modes of travel provide connections for the movement of people, goods, and
services. Each corridor includes one or more state highways and may include other modes of
transportation such as railroads, bus routes, and pipelines.
State Route 77 (SR 77), in Pinal and Pima Counties, serves as a major transportation corridor
linking the Tucson metropolitan core, the suburban community of Oro Valley, sections of
unincorporated Pima County, and Pinal County. The project corridor is between the I-10
interchange at Miracle Mile (milepost 68.10) and the northeast entrance to the Town of Oracle
(milepost 103.32), approximately 35 miles apart. Within the project area, SR 77 is referred to as
Miracle Mile between MP 68.10 and MP 69.56 and Oracle Road between MP 69.56 and the
Pima County border. Except for the segment of Miracle Mile between I-10 and Oracle Road,
SR 77 travels in a north/south direction. Exhibit 1-1 shows the project location.
STUDY PURPOSE, GOALS, AND OBJECTIVES
The corridor profile study is intended to provide information for establishing priorities and
identifying additional improvement strategies which should be incorporated into the statewide
multimodal plan. The main purposes of this study are to 1) identify issues in the SR 77 relating
to established performance criteria, 2) aid the selection of priority projects for the state, as scarce
resources are allocated, and 3) assist ADOT in achieving its goal of enhancing the mobility of
people, goods, and services.
Corridor profile studies fulfill many of ADOT’s planning obligations. The following goals and
objectives are designed to assist in meeting these obligations.
• To resolve major planning issues prior to initiation of project programming and
engineering development plans;
• To identify transportation right-of-way issues and potential right-of-way needs;
• To provide a preliminary identification of potential environmental screening issues;
• To identify potential Title VI issues; and
• To identify candidate projects that can be incorporated into the priority programming
process.
The primary objectives of this study are to:
• Analyze, document, and recommend alternative transportation opportunities (including
opportunities for roadway improvements, bus transit, light rail transit, bicycle, and
pedestrian systems).
• Coordinate the process with state, regional, local, and private interests.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 1-2
Exhibit 1-1
SR 77/ORACLE ROAD CORRIDOR STUDY AREA
• Provide the opportunity for public involvement at selected points during the planning
process.
• Analyze and document environmental issues and concerns.
• Perform analyses of transportation alternatives.
• Analyze and document Environmental Justice issues as they may relate to low income and
minority populations.
• Analyze, document, and recommend Intelligent Transportation Systems (ITS) alternatives.
• Identify likely future development that will affect the travel demand within the corridor,
assess the effects of that development.
• Identify, evaluate, and prioritize potential actions to preserve and/or improve the corridor’s
ability to meet the existing and future travel demand.
• Analyze, document, and recommend road and street management actions and investment
opportunities.
PINAL COUNTY
PIMA COUNTY
#
Town of Oracle
#
Catalina
TUCSON
STUDY
AREA
ORO
VALLEY
SR 77
SR77
SR79
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Executive Summary Page 1-3
STUDY PRODUCTS
The study products for this project are the following:
• Working Paper 1: Inventory and Analysis of Existing and Projected Needs and
Deficiencies (June, 2003)
• Working Paper 2: Identification and Analysis of Opportunities for Improvements and
Feasible Investment Options Under Present and Future Scenarios (February, 2004)
• Working Paper 3: Recommended Projects: Cost Estimates, Environmental Screens,
Environmental Justice Considerations and Public Feedback
• Working Paper 4: Draft Final Report
• Final Corridor Profile Report and Executive Summary
• Public Involvement Process
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2. EXISTING AND FUTURE CONDITIONS
An inventory and analysis of all existing and planned future socioeconomic conditions,
transportation facilities, and services within the SR 77 Corridor study area was completed for
this study. The analysis of these conditions, facilities, and services is the basis for identifying
existing and future transportation deficiencies within the corridor. A summary of the existing
and planned future transportation system conditions is provided below.
EXISTING AND PROJECTED POPULATION
The land within the corridor is divided between rural in the northeastern portion of the corridor
and urban in the southern portion, within the urbanized areas of Tucson, Oro Valley, and
Catalina. Exhibit 2-1 shows the current population of the counties and communities. The year
2002 total population in the two counties is approximately 1.06 million persons.
Exhibit 2-1
CURRENT POPULATION STATISTICS FOR COUNTIES
AND COMMUNITIES IN THE SR 77 CORRIDOR
Population
Annual
Growth Rate
Geographic Area 1990 2002 1990-2002
Pinal County 116,379 190,140 4.3%
Pima County 666,880 890,545 2.4%
Oracle 3,043 3,814 1.9%
Catalina 4,864 7,414 3.6%
Oro Valley 6,670 34,050 14.6%
Tucson 405,390 507,085 1.9%
Source: U.S. Census Bureau and Arizona Department of Economic Security, Population
Statistics Unit
Pinal County and Pima County are expected to be among the fastest growing counties in the
nation. Exhibit 2-2 shows the Arizona Department of Economic Security population forecasts
for select years through the year 2030. Projections for the community of Catalina were not
available. The two counties are forecast to have a total population of over 1.6 million persons,
an increase of 47 percent over year 2002 estimates. Oracle and Oro Valley are projected to have
high growth rates through the year 2030.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-2
Exhibit 2-2
FUTURE POPULATION PROJECTIONS FOR COUNTIES
AND COMMUNITIES IN THE SR 77 CORRIDOR
Population Increase
Geographic
Area 2002 2005 2015 2030 2002-2030 Annual
Pinal County 190,140 246,660 486,363 852,463 348.3% 5.5%
Pima County 890,545 957,635 1,175,967 1,442,420 65.7% 1.7%
Oracle 3,814 5,687 7,048 8,596 125.4% 2.9%
Catalina 7,414 N/A N/A N/A N/A N/A
Oro Valley 34,050 39,400 51,228 68,914 102.4% 2.6%
Tucson 507,085 529,770 565,736 631,889 24.6% 0.2%
Sources: U.S. Census Bureau and Arizona Department of Economic Security, Population Statistics Unit
ROADWAY SYSTEM
Functional Classification
The current roadway functional classification for the study area roadways is provided in
Exhibit 2-3. This information was obtained from the Pima County geographic information
system database and the 1998 State of Arizona functional classification of the State highway
system.
Roadway Geometrics
Throughout the project area, SR 77 varies from a two-lane rural highway to a six-lane divided
urban roadway. Exhibit 2-4 provides the existing cross section of SR 77 along the study
corridor.
Right-of-Way (ROW)
Existing right-of-way data were obtained from the current Highway Performance Monitoring
System data on SR 77. Along SR 77 right-of-way varies throughout the project area from 100 to
260 feet. Exhibit 2-5 shows typical existing right-of-way. Existing right-of-way may be less
than the typical values shown in Exhibit 2-5 at specific locations along the corridor.
Posted Speed Limit
The posted speed limit varies from 40 miles per hour (mph) to 55 mph throughout the project
section. Within the Tucson City Limits, the speed limit is 40 mph (I-10 to River Road). From
River Road to Ina Road, the speed limit increases to 45 mph. North of Ina Road to Tangerine
Road, the speed limit is 50 mph. From Tangerine Road to Lupine Place, the speed limit is 55
mph. North of Lupine Place within the community of Catalina, the speed limit reduces to 45
mph. At the Pima/Pinal County line, the speed limit increases to 55 mph and continues through
to the end of the project segment.
Past, Present, and Future Forecast Traffic Volume
In general, the greatest growth in the traffic volumes along SR 77 has occurred north of Ina
Road, particularly in the growing Oro Valley area. For example, traffic volumes on SR 77 north
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-3
of Ina Road have at least doubled from 1992 to 2002, which translates into annual growth rates
ranging as high as nine percent. Exhibit 2-6 shows counted daily traffic volumes in 1992 and
2002, and provides year 2030 traffic forecasts along SR 77 based on the most current data
available at the time this study was completed. Traffic forecasts for year 2030 indicate that
traffic volume is expected to continue to increase along SR 77, with the highest growth rates
expected north of the Pima County line due to the anticipated population growth in Pinal County.
Exhibit 2-3
ROADWAY FUNCTIONAL CLASSIFICATIONS
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
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Exhibit 2-4
LOCATION OF CROSS SECTION TYPES ON SR 77
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Exhibit 2-5
TYPICAL RIGHT-OF-WAY WIDTH ALONG SR 77
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Exhibit 2-6
YEAR 1992, 2002 AND FORECAST YEAR 2030
DAILY TRAFFIC VOLUMES
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Traffic Crash Summary
An evaluation of traffic crashes along SR 77 was conducted for the five-year period from
December 1997 through November 2002. Exhibit 2-7 provides a summary of the five-year crash
data for SR 77.
Exhibit 2-7
TOTAL CRASH CHARACTERISITCS
(December 1997 through November 2002)
Crash Type
Number of
Crashes
Percent of Total
Crashes
Fatal Crashes 17 0.3
Injuries Occurred 2,725 54.9
Pedestrians Involved 42 0.8
Bike Involved 65 1.3
Alcohol Related 249 5.0
Angle 501 10.0
Left-Turns 567 11.4
U-Turns 100 2.0
Head-On 11 0.2
Rear Ends 2,621 52.8
Sideswipes 484 9.7
Total Crashes 4,961
The crash rate for intersections was computed as the number of crashes per million vehicles
entering the intersection from all approaches. The crash rate for roadway segments was
computed as the number of crashes per million vehicle-miles of travel over the length of the
segment. Roadway segments were defined as the roadway between signalized intersections.
There were 29 signalized intersections along SR 77 within the study boundaries at the time this
analysis was conducted. Exhibit 2-8 indicates the intersections with the highest crash rate,
highest total number of crashes, and the highest increase in crash rate over the five-year analysis
period. Exhibit 2-9 summarizes road segment crash characteristics.
Exhibit 2-8
INTERSECTION CRASH SUMMARY
Highest Crash Rates 1.
Highest Number
of Crashes 2.
Highest Increases
in Crash Rate
1. River Road – 1.92
2. Flowing Wells Road – 1.42
3. Ina Road – 1.40
4. Prince Road – 1.20
5. Wetmore Road – 1.13
1. River Road – 267
2. Ina Road – 225
3. Prince Road – 161
4. Orange Grove Road – 136
5. Wetmore Road – 134
1. Tangerine Road – 650%
2. Pusch View Lane – 437 %
3. La Reserve Drive – 194%
4. Flowing Wells Road – 123%
1. Crashes per million vehicles entering the intersection.
2. Total for 5-year analysis period, December 1997 through November 2002.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-8
Exhibit 2-9
ROAD SEGMENT CRASH SUMMARY
Highest Crash Rates 1. Highest Number of Crashes 2. Highest Increases in Crash
Rate
1. Limberlost Drive to Roger
Road – 4.76
2. Wetmore Road to Limberlost
Drive – 4.55
3. Orange Grove Road to
Rudasill Road – 4.04
4. Roger Road to Prince Road –
3.97
5. Auto Mall Drive to Wetmore
Road – 3.74
1. Ina Road to Orange Grove
Road - 298
2. Magee Road to Ina Road -
259
3. Rudasill Road to River Road -
238
4. Orange Grove Road to
Rudasill Road - 195
5. Hardy Road to Magee Road -
182
1. First Avenue to Pusch View
Lane – 217%
2. Pusch View Lane to El
Conquistador Way – 106%
3. El Conquistador Way to
Linda Vista Boulevard –
95%
1. Crashes per million vehicle-miles of travel on the segment.
2. Total for 5-year analysis period, December 1997 through November 2002.
Night Versus Day Crash History
An analysis of the nighttime versus daytime crash history was conducted to determine if the lack
of roadway lighting could be considered a deficiency at locations along the corridor. Roadside
lighting exists along SR 77 within the City of Tucson from Interstate 10 to River Road, a
distance of 3.8 miles. There is no roadside lighting north of River Road to the northern terminus
of the project, a distance of 31.3 miles. Intersection lighting exists at all signalized intersections.
The analysis computed the nighttime and daytime crash rates for each roadway segment and used
these values to compute the ratio of the nighttime to daytime crash rate. Six of the unlighted
segments have nighttime crash rates that are 2.2 to 3.5 times higher than the daytime crash rates.
The segment from Rancho Vistoso Boulevard to Tangerine Road has the highest night/day crash
rate ratio of 3.5. The five segments ranked the highest are in the area from Saddlebrooke
Boulevard south to First Avenue, and in order of ranking, are:
1. Tangerine Road to Hanley Boulevard
2. Pinto Lane to Golder Ranch Road
3. Golder Ranch Road to Wilds Road (low number of crashes on this segment does not
support a need for lighting)
4. Wilds Road to Rancho Vistoso Boulevard
5. First Avenue to Pusch View Lane
This analysis does not indicate that roadway lighting alone will improve the incidence of
nighttime crashes on these segments. It does suggest that lighting should be considered if the
already planned capacity improvements do not reduce the incidence of nighttime crashes.
SR 77 Access Points and Crashes
An analysis was conducted evaluating the relationship between the number of driveways and
total number of crashes along SR 77 road segments. This analysis was conducted by direction of
travel. The analysis related the roadway physical characteristics (segment length, number of
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-9
driveways and unsignalized cross streets) and access related crashes (sideswipe, rear end, head
on, U-turn, left turn, and angle crashes) along 29 segments of SR 77.
Comparing the number of access points per mile to access related crashes and total crashes, north
and south bound, several trends appear.
• Access related crashes account for more than 50 percent of total crashes along the road
segments. This trend holds for 90 percent of the road segments in both directions.
• In general, as the number of access points per mile increases, the number of total crashes
and access related crashes increase. This trend is visible in both directions of travel.
• The majority of access related crashes occur between Magee Road and Rudasill Road,
and between Prince Road and Roger Road.
• Regression analysis indicated that approximately 59 percent of the variation in the
segment crash rate is explained by the variation in access points per mile, suggesting a
fairly strong correlation between the number of driveways and crash rate for the corridor.
TRANSIT SYSTEM AND SERVICE
Sun Tran Transit System
Sun Tran, the transit system provided by the City of Tucson, operates fixed-route services in the
study area. Special needs services are operated by VanTran, Sun Tran’s affiliate dial-a-ride
system, and by Coyote Run, which targets seniors in the Oro Valley area but will make trips as
far south as St. Mary’s Hospital in Tucson.
Sun Tran operates 26 local fixed routes and 11 express routes in the greater Tucson area. Of
these, eight of the local routes and five of the express routes operate wholly or partially within
the corridor. These include local Route 16, which travels over Oracle Road as far north as Ina
Road before heading west on Ina Road. Express routes 103, the “Oldfather Express” and 162,
the “Oro Valley express,” operate several trips each way during the morning and evening peak
periods only. The “Oro Valley Express” also functions as a reverse commute, carrying
Honeywell employees from Tucson out to the aerospace firm’s Oro Valley facility.
Sun Tran’s Tohono Tadai transfer center, located on the northeast corner of Stone Avenue and
Wetmore Road, serves as a hub for the fixed route services in the area. Sun Tran also advertises
three park-and-ride lots along SR 77. Corridor transit routes and facilities are shown in Exhibit
2-10.
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Exhibit 2-10
EXISTING TRANSIT FACILITIES
IN THE CORRIDOR
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Paratransit Services
Two operators provide Paratransit services within the SR 77 Corridor study, Van Tran, operated
by the City of Tucson, and Coyote Run, operated by the Town of Oro Valley.
As required by the Americans with Disabilities Act (ADA), the City of Tucson operates Van
Tran, a complimentary paratransit service within the extents of the Sun Tran service area and
within three-quarter mile of each Sun Tran fixed route. Van Tran provides service to persons
holding an ADA eligibility card.
The Town of Oro Valley implemented Coyote Run in October of 1996 to serve residents who are
62 years of age or older or are eligible under the ADA. Service is provided within Oro Valley
and from Oro Valley to destinations such as medical facilities and social service agencies
throughout much of the Tucson area.
BICYCLE FACILITIES
The ADOT Map of Suitable Bicycle Routes on the State Highway System identifies the project
section of SR 77 as a “More Suitable” Bicycle Route. This designation is based on criteria
associated with shoulder width, pavement condition, and widening feasibility.
The City of Tucson Bike Map identifies the following segments of SR 77 as:
• SR 77 (Miracle Mile) from Flowing Wells Road to Fairview Avenue, and SR 77 (Oracle
Road) from Miracle Mile to Roger Road: Bike Route with Striped Shoulder.
• SR 77 (Oracle Road) from Ina Road to North of Mainsail Boulevard (just south of the Pinal
County Line): Paved Shoulder – On street, with painted edge line, speed limits 30 mph or
more.
• SR 77 (Oracle Road) from Wilds Road to Mainsail Boulevard: Shared-use Path – Paved
facility, separated from street.
SR 77 from River Road to Ina Road was recently rebuilt by ADOT to have wider shoulders that
accommodate bike travel.
There are currently no programmed or planned projects to improve bicycle facilities on SR 77
between I-10 to Flowing Wells Road, Fairview Avenue to Oracle Road, or Roger Road to River
Road. Sections of major parallel routes within the corridor are identified on the Tucson Bike
Map as bicycle facilities. These include Flowing Wells Road/La Canada Boulevard, La Cholla
Boulevard, Fairview Avenue, Stone Avenue First Avenue, Mountain Avenue and Campbell
Avenue.
PEDESTRIAN FACILITIES
An inventory of existing sidewalks was conducted for this project. In general, the project area
within the City of Tucson has the most standard sidewalks, although there are several locations
of discontinuity. Exhibit 2-11 shows the location of sidewalks on SR 77.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-12
Exhibit 2-11
LOCATIONS OF SIDEWALKS ON SR 77
INTELLIGENT TRANSPORTATION SYSTEM (ITS) FACILITIES
Traffic Signal System
On SR 77/Oracle Road, there are 32 existing traffic signals within the project limits as described
in Exhibit 2-12. An additional signal is planned at Ram’s Field Pass (between Honeywell
Entrance and Tangerine Road). In addition to the SR 77/Oracle Road signals, there are an
additional 84 signals within the four-mile width of the corridor study area.
All of the traffic signals within the corridor are coordinated by the City of Tucson, or ADOT
from the I-10/Miracle Mile interchange through to Rancho Vistoso Boulevard in Catalina.
ADOT recently coordinated all signals from Rudasill Road to Rancho Vistoso Boulevard.
All of the signals within the corridor except for SR 77/Saddlebrooke Boulevard are connected to
the City of Tucson Traffic Management Center.
Other Existing ITS Facilities
Currently there are no other ITS facilities on SR 77 within the project limits. The document,
Intelligent Transportation Systems: ADOT Statewide Plan – Intelligent Transportation
Infrastructure, (ADOT Intermodal Transportation Division Technology Group, December 2002)
identifies a future/proposed Variable Message Sign to be located on SR 77 at MP 92. This
document also identifies a future/proposed Road Weather Information System (RWIS) on SR 77
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-13
north of Tucson. The purposes of the (RWIS) are in part to provide real time weather conditions,
provide data for predicting weather conditions, and to determine surface and subsurface
temperatures.
Exhibit 2-12
EXISTING TRAFFIC SIGNALS ALONG SR 77
Signals on SR 77
• I-10 West • Suffolk Drive (new 2005)
• I-10 East • Magee Road
• Flowing Wells Road • Hardy Road
• Fairview Avenue • Calle Concordia
• Miracle Mile • Linda Vista Road
• Fort Lowell Road • El Conquistador Way
• Prince Road • Pusch View Lane
• King Road (Fire Department Signal) • First Avenue
• Roger Road • La Reserve Drive
• Limberlost Road • Honeywell Entrance
• Wetmore Road • Tangerine Road
• Auto Mall Drive • Rancho Vistoso Boulevard
• River Road • Wilds Road
• Rudasill Road • Golder Ranch Road
• Orange Grove Road • Pinto Lane
• Ina Road • Saddlebrooke Boulevard
PLANNED AND PROGRAMMED IMPROVEMENTS
Corridor Roadway Projects
The current planned or programmed projects were taken from the PAG 2007-2011
Transportation Improvement Program, the Central Arizona Association of Governments 2003-
2008 Transportation Improvement Program, the PAG 2030 Regional Transportation Plan
Amendment, the PAG Regional Transportation Authority (RTA) list of projects to be funded by
the May 2006 voter approved regional transportation sales tax. A summary of the planned and
programmed capacity projects within the corridor is provided in Exhibit 2-13.
Alternate Mode and Other Non-Capacity Projects
Numerous non-capacity and alternative mode improvements are also planned and programmed
for the corridor. These projects are summarized in Exhibit 2-14. These projects include
pedestrian, bicycle, and transit service improvements. In general, the pedestrian and bicycle
system improvements are included in the roadway widening projects planned for the corridor.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-14
Exhibit 2-13
PLANNED AND PROGRAMMED CAPACITY PROJECTS
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 2-15
Exhibit 2-14
PLANNED AND PROGRAMMED ALTERNATIVE MODE IMPROVEMENTS
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-1
3. EXISTING AND PROJECTED NEEDS AND DEFICIENCIES
A technical analysis of the existing and future needs and deficiencies of the transportation
facilities and services within the SR 77 Corridor was conducted as part of this study. Other
information on needs and deficiencies was also gathered as part of a series of public open houses
held early in the project, a series of two transit workshops, discussions with corridor
stakeholders, and a corridor field trip held with project Technical Advisory Committee (TAC)
members.
ROADWAY SYSTEM
Congestion
Level of congestion information for the existing conditions was provided by the Pima
Association of Governments (PAG). PAG uses estimates of roadway segment volume to
capacity ratio (V/C) to establish the segment level of congestion. Four congestion levels are
estimated, but only heavy congestion (V/C between 0.76 and 1.0), and severe congestion (V/C
greater than 1.0) are generally considered to represent capacity deficiencies. The levels of
congestion for the year 2002 traffic are provided in Exhibit 3-1. For comparison, the forecast
levels of congestion for year 2030 are provided in Exhibit 3-2. The year 2030 congestion levels
are based on a roadway system that includes the all of the planned and programmed
improvements described in Chapter 2 of this Executive Summary.
The congestion analysis indicates that even with six lanes on SR 77 to the Pima/Pinal County
line, the roadway will be approaching or experiencing unacceptable levels of heavy or severe
congestion by year 2030.
There are no significant improvements along SR 77 to address the identified future year 2030
congestion related deficiencies. In addition, potential new development north of Oro Valley and
in southern Pinal County, which may not be entirely accounted for in the PAG regional traffic
forecast, could significantly exacerbate congestion along SR 77.
Safety
The crash analysis indicated that there are several intersections and roadway segments along the
corridor where improvements could reduce the number and rate of crashes. In addition, a few
roadway segments were identified having a disproportionate night to day crash history.
Roadway lighting might improve the crash characteristics on these segments, but the planned and
programmed capacity improvements should be implemented first to determine if the redesigned
roadway will address the nighttime safety concerns. A strong correlation was also found to link
crash history on the corridor with the location of driveways, median openings and cross streets.
The locations of the roadway segments and intersections with safety deficiencies are provided in
Exhibit 3-3.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-2
Exhibit 3-1
CORRIDOR CONGESTION DEFICIENCIES YEAR 2002
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-3
Exhibit 3-2
CORRIDOR CONGESTION DEFICIENCIES YEAR 2030
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-4
Exhibit 3-3
CORRIDOR SAFETY DEFICIENCIES
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-5
Access
The need for consolidating driveways along SR 77 was identified through an analysis of
driveway density and crash types that can be related to access. Roadway segments along SR 77
were inventoried to identify need to consolidate driveways based on driveway density and crash
rates over a three-year history. The segments were divided into three levels of need to
consolidate the number of driveways and provide improved access management to reduce
crashes. The levels of need were based on the number of access points per mile and the segment
crash rate. Level 1 represents the highest need and Level 3 the lowest.
Exhibit 3-4 shows the segments along SR 77 that fall within each level of need. It is
recommended that these segments be studied in detail to develop specific access management
design concepts for each segment.
Exhibit 3-4
SR 77 SEGMENTS WITHIN LEVELS OF NEED
FOR DRIVEWAY CONSOLIDATION AND ACCESS MANAGEMENT
Level of Need for
Driveway Consolidation Segment
Level 1
• I-10 to Oracle Road
• Miracle Mile to River Road
Level 2
• River Road to Hardy Road
• Pinto Lane to Golder Ranch Road
Level 3 • Hardy Road to end of corridor (except for the segment
of Pinto Lane to Golder Ranch Road)
Note: Level 1 indicates the highest need for driveway consolidation and Level 3 indicates the lowest level
PUBLIC TRANSPORTATION
The needs and deficiencies of the public transit system in the corridor were identified through
several sources of information, which included:
• Two community transit workshops conducted by the study.
• A Technical Advisory Committee field review
• Deficiencies identified in other plans and studies.
• Public open houses conducted by the project.
The needs and deficiencies identified in other plans and studies are summarized in Exhibit 3-5.
Other public transportation needs and deficiencies included the following:
• A perceived need for additional service in the northern portion of the corridor.
• Provision of ADA compliant transit stops along the corridor from River Road to the
northern termini of the existing transit service.
• Lack of bus pullouts and shaded benches for bus passengers.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-6
• Additional traffic lanes for bus use only at major bus stops. Can be used for bus or
buses/bikes.
• More frequent transit service.
• Trolley/light rail along more developed areas.
Exhibit 3-5
MATRIX OF EXISTING TRANSIT NEEDS
AND DEFICIENCIES IN CORRIDOR
Issue
Transit Element –
2025 PAG RTP
PAG Intermediate
Range RTP
Town of Oro Valley
General Plan
Oro Valley
Transit
Development Plan
Level of Service Need more service
outside Tucson city
limits
Insufficient transit
service in some areas
Insufficient to
capture significant
share of travel market
Need neighborhood
shuttle
Service
Coordination
Lack of coordination
among systems
regarding schedules and
information sharing
Lack of coordination
among services
Facilities Lack of bus shelters,
transit centers, and
other transit facilities
Need better, less
cramped passenger
facilities
Need park and ride
lots and bus
shelters
Operating Issues Sun Tran demand has
declined
Overlapping transit
service provision
Funding Issues Lack of dedicated
funding limits planning,
implementation
Multiple and
competitive funding
sources
Funding is limited for
all transportation
projects
Need dedicated
source of funding
Planning Issues Lack of planning
coordination
Loosely coordinated
transit system
planning
Plan for transit
facilities when
widening roads
Phase
improvements over
10-year period
Regional and
Commuter
Service
Lack of direct regional
connections, express
service, sufficient park
and ride lots
Limited regional
service
Need to extend
Express Route 162
Paratransit Some persons denied
requests for service on
busy days by Van Tran
Need improved
productivity (Coyote
Run)
Need expanded
paratransit service
Pedestrian
Facilities
Need to facilitate
walking
Bicycle Facilities Need to facilitate
bicycling
BICYCLE FACILITIES
Bicycle facility needs and deficiencies were identified through a review of current plans and
studies, and through public meetings and meetings with other stakeholders. The identified needs
and deficiencies included the following (also see Exhibit 3-6 below):
• There are currently no plans to widen SR 77 from Roger Road to River Road to include a
bike route.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-7
• There are gaps shown on the Tucson Bike Map on Miracle Mile where there are no
bicycle routes between I-10 and Flowing Wells Road, and again from Fairview Road to
Oracle Road.
• A need to provide periodic sweeping of the shoulders in the vicinity of Oro Valley, where
dirt and gravel accumulate creating hazardous conditions for bicyclists on the shoulder of
SR 77.
• Stakeholders identified safety concerns for bicyclists on SR 77 in the vicinity of Pusch
View Lane and La Reserve Drive in Oro Valley because of the continuous right turn lane
on southbound SR 77.
• North of the SR 77/SR 79 junction, a recent restriping project reduced the shoulder area
on SR 77 to almost no shoulder.
• Need to replace rumble strips on SR 77 north of Catalina with more bicycle-compatible
rumble strips;
• Need to widen the bike lane/paved shoulder through the Town of Catalina to provide a
minimum 5.5-foot shoulder for bicyclists.
• Add six-foot paved shoulders on SR 77 for a two-mile section approaching the Town of
Oracle.
• No exit from Rillito Park bike path on east side of Oracle Road.
PEDESTRIAN FACILITIES
The existence of sidewalks along SR 77 is primarily limited to locations south of River Road.
Even the existing sidewalks are discontinuous, as illustrated in Exhibit 3-6. The inventory of
sidewalk conditions indicated that over 32 miles of the 35-mile corridor has no sidewalks. In
some locations non-maintained pedestrian paths have been worn by pedestrian traffic, but these
paths may have limited accessibility for the ambulatory and are not considered accessible for
those in wheelchairs. Where sidewalks do exist, ramps are provided at intersections. In some
cases where there are sidewalks there may also be obstructions (e.g., utility poles, sidewalk
discontinuities, fire hydrants, etc.) that limit accessibility. Sun Tran bus stops located north of
River Road are not accessible via a sidewalk.
BRIDGES AND DRAINAGE STRUCTURES
Bridges with an ADOT sufficiency ratings at or below 80 percent are classified as structurally
deficient structures and are eligible for rehabilitation. Bridges with sufficiency ratings below 50
percent may need replacement. Exhibit 3-7 provides a list of the structurally deficient structures
on SR 77. None of the bridges have sufficiency ratings less than 50 percent, so none are
identified as being eligible for replacement based on the sufficiency rating.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-8
Exhibit 3-6
PEDESTRIAN/BIKE ISSUES
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-9
Exhibit 3-7
BRIDGES WITH SUFFICIENCY RATINGS
AT OR LESS THAN 80 PERCENT
Structure
Number Structure Name Mile Marker
Sufficiency
Rating
2006 Cañada Del Oro Bridge 80.78 80.00
4733 Twenty-Seven Wash RCB Culvert 85.99 80.00
1550 Rillito Creek Bridge 71.79 78.22
4730 Pima Wash RCB Culvert 72.46 70.00
6754 RCB Culvert 75.71 70.00
7115 CMP Culvert 76.41 70.00
4731 RCB Culvert 76.68 70.00
6755 RCB Culvert 77.13 70.00
6756 RCB Culvert 78.37 70.00
6757 RCB Culvert 78.80 70.00
4732 RCB Culvert 78.90 70.00
6812 RCB Culvert 79.82 65.00
Note: RCB = Reinforced Concrete Box
CMP = Corrugated Metal Pipe
According to the document, Final Project Assessment, SR 77, Junction Miracle Mile to Ina
Road, Project 77 PM 69 H5256 01C, Roadway Predesign Section, June 2000, the ADOT Bridge
Management Section’s Bridge Evaluation report dated May 27, 1999, for Structure #4728, RCB
(MP 69.73) and Structure #4729 RCB (MP 69.92) indicates that although the existing bridge
barriers are geometrically deficient, they are structurally adequate. The Bridge Management
Section did not recommend any revision to these existing bridge barriers.
In addition to structurally deficient structures, there are functionally obsolete structures.
Functionally obsolete structures include bridges with horizontal and vertical clearances or other
functional limitations which met AASHTO clearance standards when originally constructed, but
which may not meet updated standards. None of the structures on SR 77 were identified as
functionally obsolete in the bridge record.
Based on input from the Central Arizona Association of Governments a box culvert at Oracle
Junction (approximately MP 91) is recommended to be extended in order to move the existing
culvert headwalls out of the clear zone.
PAVEMENT
The Pavement Serviceability Rating (PSR) of each segment of SR 77 was identified from the
current Highway Performance Monitoring System data on SR 77 as part of the project inventory.
Most of the segments on SR 77 have a PSR rating over 3.0, representing pavements that exhibit
few, if any, visible signs of surface deterioration. The segments between MP 69.80 and MP
71.30 have PSR ratings slightly under 3.0; however, these segments were part of a recently
completed pavement overlay project, which is not reflected in the pavement ratings.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-10
Most of the traveled way on SR 77 is asphaltic concrete (AC). This type of pavement has a
design life of approximately 10 years. After that time, the AC pavement is generally in need of
milling and replacement. Based on the design life of pavement surfaces, it is expected that all
pavement surfaces on SR 77 within the project limits will need to be rehabilitated within the next
20 years.
AASHTO DESIGN STANDARDS
The horizontal and vertical geometric deficiencies are defined in terms of the most recent
standards or criteria set forth by the American Association of State Highway and Transportation
Officials (AASHTO). To identify project deficiencies in the SR 77 corridor, project assessment
reports prepared for segments in the corridor were reviewed. Several project assessments
required an AASHTO Controlling Design Criteria Report, which gives a description of each
design deficiency. Deficiencies identified in the corridor are summarized in Exhibit 3-8.
Exhibit 3-8
EXISTING AASHTO DESIGN DEFICIENCIES
FROM PROJECT ASSESSMENT REPORTS
Project Assessment
Begin
MP
End
MP
Horizontal Curves
Have Excessive or
Insufficient
Superelevation for
Design Speed
Vertical
Curves Exceed
Criteria for
Maximum
Grade
Vertical Curves
Have
Insufficient
Stopping Sight
Distance for
Design Speed
Junction Miracle
Mile to Ina Road
69.50 74.84 3
Calle Concordia to
Tangerine Road
77.50 82.0 1*
First Avenue to
Tangerine Road
79.20 82.20 1
Willow Springs to
Oracle Road
95.80 103.87 2
* Excessive but not deficient superelevation.
INTELLIGENT TRANSPORTATION SYSTEM (ITS)
The document, Intelligent Transportation Systems: ADOT Statewide Plan – Intelligent
Transportation Infrastructure, (ADOT Intermodal Transportation Division Technology Group,
December 2002) identifies a future/proposed variable message sign to be located on SR 77 at
MP 92. This document also identifies a future/proposed Road Weather Information System
(RWIS) on SR 77 north of Tucson. The purposes of the RWIS are in part to provide real time
weather conditions, provide data for predicting weather conditions, and to determine surface and
subsurface temperatures.
With the exception of Pinto Lane, none of the ADOT traffic signals on SR 77 north of River
Road communicate with the City of Tucson’s Traffic Operations Center (TOC). Exhibit 3-9
shows signalized intersection locations on SR 77 where there is no communication to the TOC,
as indicated by TOC staff.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 3-11
OTHER NEEDS AND DEFICIENCIES
The following needs were identified through public comments and comments provided by other
stakeholders:
• A need exists for a grade-separated wildlife crossing to recognize an existing wildlife
corridor connecting Cañada del Oro and Big Wash.
• Also needed are a multi-use path and grade separated equestrian passage.
Exhibit 3-9
ITS DEFICIENCIES
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-1
4. INVESTMENT OPTIONS
SUMMARY OF INVESTMENT OPTIONS TO ADDRESS CAPACITY DEFICIENCIES
The roadway deficiencies were examined on a segment-by-segment basis and roadway
improvement options were developed to address these deficiencies. These improvement options
were then compared along the entire corridor to provide coordinated and comprehensive
alternatives for consideration. Further analysis was then conducted through traffic simulation
modeling to refine feasible capacity alternatives and determine the effects of the grade-separated
interchange (GSI) alternatives as compared to an eight-lane widening alternative. An analysis of
the potential right-of-way impacts of widening portions of the corridor to eight traffic lanes was
also conducted to evaluate the potential right-of-way cost of this option and impacts to adjacent
properties.
A summary of the capacity improvement alternatives developed for consideration is provided
below. It must be noted that the major improvements described would not necessarily be
implemented together, but rather these concepts are presented as alternative ways of maintaining
or improving traffic operations and safety along SR 77. It should also be noted that it is assumed
that these improvements are in addition to those improvements that are already planned or
programmed and included in the PAG 2030 Regional Transportation Plan.
Development of an Alternative High-Capacity Corridor
One option is to develop a parallel high-capacity controlled access corridor to divert traffic from
SR 77. The concept is to provide sufficient capacity and travel speed on a parallel route such
that enough traffic would be diverted away from SR 77 to reduce the need for other major
capacity improvements (e.g., widening to eight lanes or constructing grade-separated
intersections). This could be accomplished through the use of series of GSIs along a parallel
route (e.g., La Cholla Boulevard) or through the development of a fully access controlled
freeway corridor to the west of SR 77.
The alternative corridor concept is illustrated in Exhibit 4-1. The corridor could extend as far
north as the SR 77/SR 79 junction, thus providing an alternative route for traffic to and from the
anticipated development north of the Pima County/Pinal County line. It would connect to
Tangerine Road, already planned as a high-capacity corridor connecting to I-10 on the west.
This new corridor would extend south, potentially connecting to one or more high-capacity
corridors extending east across the core of the urban area.
In order to enhance the effectiveness of this new north/south limited access facility to divert
traffic from SR 77 it should connect on the southern end with one or more east/west high
capacity facilities. The east/west facilities should extend across the City of Tucson to provide an
alternative route for the dominant traffic pattern within the region, which is north/south in the SR
77 corridor and then east/west across the valley. This concept of an alternative north/south
corridor connecting to one or more improved east/west corridors could provide the levels of
traffic diversion needed to reduce forecast traffic demand along SR 77. This concept should be
evaluated in more detail to determine whether it could provide sufficient congestion relief
for SR 77.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-2
Summary of Other Capacity Improvement Options Along SR 77
Several other options are proposed to increase capacity and reduce congestion along SR 77.
These are summarized in Exhibit 4-2 and described below.
• Widen SR 77 to four lanes from the SR 79 junction east through the town of Oracle. This
is the recommendation of the Southern Pinal County Regional Transportation Plan (April
2003) and it is consistent with the findings of this study.
• Widen SR 77 to eight general-use lanes from Auto Mall Drive north to Golder Ranch
Road. This option is presented as a way to directly address the existing and future
congestion levels along SR 77. Signalized intersection improvements to provide the turn
lane capacity needed to meet future demand would also be implemented with this
widening.
• Add a diamond lane for bus transit and right turns on Oracle Road/SR 77 from Drachman
Boulevard (south of Grant Road) north to Saddlebrooke Boulevard, with the exception of
the roadway segment between Wetmore Road and Auto Mall Drive. SR 77 would be an
eight-lane facility, but the additional lane would be reserved for transit vehicles and traffic
making right turns at intersections or driveways. This differs from the eight-lane widening
alternative, which addresses congestion problems exclusively.
• Add grade-separated intersections at high volume intersections from Ina Road to the south.
These would be implemented instead of widening SR 77 to eight lanes south of Ina Road.
This could be combined with a comprehensive access control plan south of River Road and
the possible use of a diamond lane from Drachman Boulevard to Wetmore Road.
Locations with the highest potential benefit from GSI application include Ina Road, Orange
Grove Road, and River Road. The Ina Road application would require simultaneous
capacity improvements north from Ina Road through Magee Road in order for the GSI to
achieve its full potential. The Orange Grove Road application potential is reduced by right-of-
way constraints at this location. North of Ina Road, the eight-lane widening alternative
appears to be a better alternative to the use of additional grade separated intersections.
• The final decision to implement either GSIs, widen to an eight-lane cross section, or
develop a high capacity alternative corridor requires additional study at the design
concept level of analysis.
• Add right-turn lanes at all arterial road intersections that do not currently have them and
have immediate capacity needs. This would be an interim improvement only and is not
intended as a long-term congestion mitigation measure. These intersections are:
- Limberlost Road
- Roger Road
- Prince Road
- Fort Lowell Road (northbound only)
• Provide additional left-turn lanes at locations with high left-turn volumes and left-turn
delays. Candidates for this type of improvement are northbound SR 77 at Rancho Vistoso
Boulevard and southbound SR 77 at Auto Mall Drive. These are considered necessary
interim improvements that address immediate roadway capacity needs. However, these
improvements will not solve the long-term congestion problems along the corridor.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-3
Exhibit 4-1
POTENTIAL HIGH-CAPACITY ALTERNATE CORRIDOR
SR 77/Oracle Road Multimodal Corridor Profile Study January 2007
Executive Summary Page 4-4
Exhibit 4-2
SUMMARY OF ROADWAY CAPACITY IMPROVEMENT OPTIONS ON SR 77
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-5
SUMMARY OF INVESTMENT OPTIONS TO ADDRESS NON-CAPACITY
DEFICIENCES
Roadway Lighting Investment Options
The results of the analysis of the night versus day crash history indicates that the SR 77 corridor
segment from Pinto Lane to Pusch View Lane (west) could benefit from roadway lighting. One
area of this segment, from Rancho Vistoso Boulevard to Tangerine Road, was ranked somewhat
lower than the other segments (ranked seventh, instead of in the top five segments), however,
this segment was included to provide a continuous road segment. This lighting may only be
required if the reconstruction of the roadway to a six-lane divided facility with improved access
management does not improve the nighttime crash condition. The segment of SR 77 from I-10
to Oracle Road was found to have non-standard lighting, which is recommended to be upgraded
to current standards.
Pedestrian Investment Options
Pedestrian facility improvement recommendations for consideration are (also see Exhibit 4-3):
• In the interim, provide ADA compatible bus stops within the SR 77 corridor area.
• As roadway improvements are implemented, provide sidewalks in areas defined as activity
areas in the PAG Regional Pedestrian Plan (July, 2000).
• Implement the already planned sidewalk improvements from I-10 to Prince Road.
• Provide continuous sidewalks on both sides of SR 77 from Prince Road to River Road by
filling in the sidewalk discontinuities.
• Provide continuous pedestrian facilities in conjunction with the improvement alternative to
widen SR 77 to an eight-lane facility from River Road to Golder Ranch Road. North of
River Road to Ina Road this would mean providing continuous sidewalks in conjunction
with widening SR 77 as an urban roadway section. North of Ina Road to Golder Ranch
Road, this would mean developing a continuous shared use path on both sides of the
roadway for use by pedestrians and bicyclists.
Bicycle Facility Investment Options
The proposed recommendations for bicycle facilities would ultimately provide continuous
facilities from I-10 to the Town of Oracle. Although ADOT does not specifically build bicycle
lanes on state routes, cyclists can and do use the shoulders provided on state routes. Bicycle
facility improvement recommendations for consideration are (also see Exhibit 4-3):
• In the interim, it is recommended to fund improvements to replace non-compatible rumble
strips with more bicycle-compatible rumble strips in the northern area of the corridor, and
widen shoulders in the Catalina area to a minimum of 5.5 feet for use by bicyclists.
• The diamond lanes that are proposed as a long-range transit option in the segment from of
SR 77 from Saddlebrooke Boulevard to Drachman Road would also provide a multi-use
facility for bicyclists.
• Under the improvement alternative to widen SR 77 to an eight-lane facility from south of
River Road to Golder Ranch Road, cyclists could use either the wide shoulder, or use the
proposed shared-use path north of Ina Road to Golder Ranch Road. The development of
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-6
shared-use paths north of Ina Road may be constrained by the existing number of
roadside access points (commercial driveways and cross streets) in this area. An
investigation of the safety and traffic control implications of a share-use path under
the existing access conditions should be conducted to determine whether the
application is appropriate.
• Provide a connection from the east side of SR 77 to the Rillito Park Bike Path just south of
River Road.
Transit Investment Options
The consensus of the transit analysis and the results of the transit workshops was that significant
improvements or additions to the transit component of the corridor need to be planned for and
implemented over time, with a system in place by the 2030 horizon year that recognizes the
northward advance of urbanization along the corridor to the Pinal County line and beyond.
The draft concept recommendations were evaluated and consolidated into two maps,
Exhibits 4-4 and 4-5, depicting the north and south halves of the corridor. Concepts for transit
improvements or additions presented on the maps are separated into three phases: near-term,
mid-term, and long-term. Generally, more modest recommendations are shown as "near-term,"
with more significant transit improvements envisioned as occurring in the mid- or long-term time
frames as warranted. For example, a dashed line along Oracle Road north of River Road depicts
peak-hour express bus service in the mid-term and all-day limited-stop service in the long term.
A key concern is the need to make bus stops and service accessible and to provide adequate
sidewalks, crosswalks, shelters, and benches. "Far side" bus pullouts, located downstream from
major intersections, were also recommended unless pre-empted by the use of curb-side diamond
bus and carpool lanes such as those used, for example, along east Broadway Boulevard in
Tucson. Neighborhood and commercial area circulators are recommended as a means of
improving mobility in the Flowing Wells area, near the Tucson Mall, and at key intersections
where commercial development is occurring farther north. Exhibits 4-4 and 4-5 also identify the
suggested general locations for additional park-and-ride lots.
High capacity transit may be needed between the vicinity of the Tohono Tadai Transit Center/
Tucson Mall area and the University of Arizona and the Tucson Central Business District.
Taking into consideration the significant amount of growth projected for Marana and new
communities in Pinal County on the I-10 corridor, the need may also arise for a high capacity
connection between the Tucson Mall area and the I-10 corridor. Determination of the
appropriate high capacity mode, or combination of modes, will require further study, and would
be the subject of a future study effort.
Bridge and Drainage Structures Investment Options
None of the bridge or drainage structures were identified as being eligible for replacement based
on structural sufficiency ratings. However, these structures should be reviewed and possibly
upgraded during planned widening projects, or through road widening projects recommended by
this study. A summary of the structures with sufficiency ratings of 80 or less and whether they
are included in planned or programmed projects is shown Exhibit 4-6. The structures shown in
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-7
Exhibit 4-3
PEDESTRIAN AND BICYCLE FACILITY
IMPROVEMENT RECOMMENDATIONS
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-8
Exhibit 4-6 that are not included in the planned or programmed projects should be reviewed as
part of the design process if the road widening option is selected for these areas of the corridor.
Additionally, the Central Arizona Association of Governments recommends that ADOT program
a culvert upgrade at Oracle Junction to move culvert headwalls out of the clear zone. Two other
structures were noted as being geometrically deficient, although structurally adequate. These
were:
Structure
Number Structure Name
Mile
Marker Location
4728 Reinforced Concrete Box 69.73 Fort Lowell Road to Miracle Mile
5729 Reinforced Concrete Box 69.92 Prince Road to Fort Lowell Road
In these areas, diamond lanes are an option, and these structures should be reviewed in more
detail if the diamond lane option is recommended.
Intelligent Transportation System (ITS) Investment Options
ITS deficiencies that were noted within the corridor include 17 signalized intersection locations
where there is no communications to the City of Tucson’s Traffic Operations Center (TOC). It is
recommended that communications alternatives be investigated and that the most cost-effective
method of communications be established so that these signals can be linked to the Tucson TOC.
In addition, ADOT and the local agencies should work together to develop a suitable uniform
application of traffic signal preemption equipment along the corridor. Other alternatives include
programming the planned Road Weather Information System north of Tucson system in the
northern area of the corridor, and a Proposed Variable Message Sign at MP 92. The ITS
improvements for the corridor are summarized in Exhibit 4-7.
Investment Options to Address AASHTO Design Deficiencies
AASHTO design deficiencies were identified in project assessments. These included four
horizontal curve deficiencies and three vertical curve deficiencies in the corridor. Two of these
deficiencies will be addressed in the already planned projects, as indicated below:
• Calle Concordia to Tangerine Road: Widen to 6 lanes.
• First Avenue to Tangerine Road: Widen to 6 lanes.
The deficiencies in the area from Willow Springs to Oracle would be addressed in the option
proposed by this study to widen this section to four lanes. The deficiencies in the section from
Miracle Mile to Ina Road could be addressed either through the proposed option to widen to
eight lanes from Auto Mall Drive north, or the proposed option to construct an additional traffic
lane (possibly a diamond lane) through this entire section.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-9
Exhibit 4-4
TRANSIT INVESTMENT OPTIONS
(NORTH HALF OF CORRIDOR)
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-10
Exhibit 4-5
TRANSIT INVESTMENT OPTIONS
(SOUTH HALF OF CORRIDOR)
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Final Report Page 4-11
Exhibit 4-6
BRIDGES WITH SUFFICIENCY RATINGS AT OR LESS THAN 80 PERCENT
AND WHETHER THEY ARE INCLUDED IN PLANNED OR PROGRAMMED PROJECTS
Structure
No. Structure Name
Mile
Marker Road Segment Location
Sufficiency
Rating
Are these addressed in Planned or
Programmed Projects?
2006 Cañada Del Oro Bridge 80.78 Tangerine Road to Hanley Boulevard 80.00 Yes, in six-lane widening
4733 Twenty-Seven Wash RCB
Culvert
85.99 Pinto Lane to Golder Ranch Road 80.00 Yes, drainage improvement project is
planned
1550 Rillito Creek Bridge 71.79 River Road to Auto Mall Drive 78.22
4730 Pima Wash RCB Culvert 72.46 Rudasill Road to River Road 70.00 Yes, in culvert/shoulder project.
6754 RCB Culvert 75.71 Hardy Road to Magee Road 70.00
7115 CMP Culvert 76.41 Hardy Road to Magee Road 70.00
4731 RCB Culvert 76.68 Calle Concordia to Hardy Road 70.00
6755 RCB Culvert 77.13 Calle Concordia to Hardy Road 70.00
6756 RCB Culvert 78.37 El Conquistador Way to Linda Vista Boulevard 70.00 Yes, in six-lane widening.
6757 RCB Culvert 78.80 Pusch View Lane to El Conquistador Way 70.00 Yes, in six-lane widening.
4732 RCB Culvert 78.90 Pusch View Lane to El Conquistador Way 70.00 Yes, in six-lane widening.
6812 RCB Culvert 79.82 Hanley Boulevard to La Reserve Drive 65.00 Yes, in six-lane widening.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Final Report Page 4-12
Access Control Investment Options
The procedure to develop an access management concept for the SR 77 corridor, involved
dividing the roadway into urban, suburban, and rural segments based on the level of access
control compatible with existing and future adjacent land uses. Exhibit 4-8 presents the current
and proposed access conditions. Characteristics include the type of section (urban, suburban,
and rural), adjacent land use, signal spacing, an access management strategy or the roadway
segment, and driveway density. Access management strategies have been categorized into a
��comprehensive strategy” and “retrofit strategies”.
A comprehensive access management strategy blends land use and high level access
management techniques to minimize the impacts of adjacent property on traffic operations and
safety on SR 77. The characteristics of this strategy include:
• A multi-lane divided highway with a median.
• Long uniform signal spacing or grade-separated interchanges.
• Median openings between traffic signals or interchanges.
• Low driveway density.
Retrofit access strategies are techniques that are applied to existing roadway sections and
retrofit techniques can be applied to mitigate the adverse effects of unregulated access. A key
retrofit strategy is consolidation of driveways.
Exhibit 4-9 shows the locations of the Level 1 and Level 2 access management segments along
the corridor. Other segments were included in a given level to form a consistent larger segment.
It is recommended that these segments be studied in detail to develop specific access
management design concepts for each segment based on the proposed access characteristics
provided in Exhibit 4-8.
Wildlife Corridor Improvements
Based on input during the Technical Advisory Committee field review and other information, a
need exists for a grade-separated wildlife crossing to recognize an existing wildlife corridor
connecting Cañada del Oro and Big Wash. Suggestions have been made for this crossing to be
located approximately 1-1/2 miles north of the Catalina State Park entrance, near the Cañada
del Oro Wash crossing, and other locations using State Trust land. During road improvements
in this general area, a wildlife crossing should be implemented.
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Final Report Page 4-13
Exhibit 4-7
ITS IMPROVEMENTS
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-14
Exhibit 4-8
PROPOSED CORRIDOR ACCESS MANAGEMENT CONCEPT
SR 77 – I-10 TO ORACLE
Current Access Conditions Proposed Access Characteristics
Segment
Length
(miles) Land Use
Driveway
Density
Signals per
Mile
Type of
A. Segment
Future
Land Use
Access
Management
Strategy
Driveway
Density(1)
Signal
Spacing
I-10 to Oracle Road 1.4 Urban Mixed
Commercial/
Industrial/Hotel
High 3.6
(>1/4 mile)
Urban In-fill
Redevelop
Mixed Use
Retrofit Moderate 1/4 mile
Miracle Mile to River
Road
1.8 Commercial High 3.9
(1/4 mile)
Urban Commercial Retrofit
Comprehensive
Moderate 1/4 mile
River Road to Ina Road 4.6 Commercial Moderate 1.6
(>1/2 mile)
Suburban Commercial Retrofit
Comprehensive
Low to
Moderate
1.5 mile
GSI @ River,
Orange Grove
& Ina
Ina Road to El
Conquistador Way
2.6 Commercial/
Multifamily
Low 1.9
(1/2 mile)
Suburban Redevelopment
on southern end.
Planned
Developments
on northern end
Comprehensive Low 1/2 mile
El Conquistador Way to
Golder Ranch Drive
7.3 Residential Very Low 1.0
(1 mile)
Suburban Large
developments
Comprehensive Low 1 mile
Golder Ranch Drive to
Pinto Lane
1.9 Low Density
Residential
Moderate 0.5
(2 mile)
Urban In-fill
Commercial
Retrofit Low to
Moderate
1 mile
Pinto Lane to
Saddlebrook Boulevard
1.2 Very Low
Density
Residential
Low to
Very Low
0.8
(1 mile)
Urban Mixed Use New
Development
Comprehensive Low 1 mile
Saddlebrook Boulevard to
End of Corridor
14.5 Very Low
Density
Residential
Very Low N.A. Rural New Residential
Development
Comprehensive Low 2.0 miles –
Redesign SR
79/SR 77
Intersection
1. Driveway densities: Very low – less than 10 access points per mile; Low – greater than 10 and less than 20 access points per mile; Moderate – greater
than 20 and less than 40 access points per mile; High – greater than 40 access points per mile
SR 77/Oracle Road Multimodal Corridor Profile Study May 2007
Executive Summary Page 4-15
Exhibit 4-9
LOCATION OF LEVEL 1 AND LEVEL 2 ACCESS MANAGEMENT SEGMENTS