City of San Luis small area transportation study

              City Of San Luis
Small Area Transportation Study
FINAL REPORT
August 2009
Prepared By: and
Prepared For:
The City of San Luis & Arizona Department of Transportation
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Final Report
TABLE OF CONTENTS
Page
1. INTRODUCTION................................................................................................................. 1
BACKGROUND..................................................................................................................... 1
STUDY PROCESS................................................................................................................... 2
STUDY AREA......................................................................................................................... 3
PUBLIC INVOLVEMENT.....................................................................................................4
SUMMARY OF FINDINGS .................................................................................................. 5
RECOMMENDATIONS........................................................................................................6
2. EXISTING LAND USE AND SOCIOECONOMIC CONDITIONS........................... 9
LAND USE .............................................................................................................................. 9
SOCIOECONOMIC CONDITIONS ....................................................................................9
ENVIRONMENTAL JUSTICE REVIEW (TITLE VI)....................................................... 12
ENVIRONMENTAL AND CULTURAL RESOURCES OVERVIEW........................... 17
3. EXISTING TRANSPORTATION CONDITIONS ....................................................... 20
MAJOR ROADWAYS .........................................................................................................20
CRASH DATA...................................................................................................................... 24
EXISTING ROADWAY TRAFFIC AND PERFORMANCE CONDITIONS................ 28
MULTIMODAL INVENTORY...........................................................................................33
4. FUTURE LAND USE AND SOCIOECONOMIC CONDITIONS ............................ 39
FUTURE LAND USE CHARACTERISITCS..................................................................... 39
5. FUTURE TRANSPORTATION CONDITIONS........................................................... 44
EVALUATION OF ROADWAY DEFICIENCIES AND NEEDS................................... 44
EVALUATION OF TRANSIT DEFICIENCIES AND NEEDS....................................... 48
TRANSPORTATION ISSUES............................................................................................... 53
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TABLE OF CONTENTS (Continued)
Page
6. MULTIMODAL TRANSPORTATION PLAN.............................................................. 58
BASE FUTURE ROADWAY NETWORK......................................................................... 58
ALTERNATIVE NETWORKS ANALYSIS....................................................................... 60
ALTERNATIVE NETWORKS COMPARISON ............................................................... 64
ROADWAY AND MULTIMODAL RECOMMENDATIONS....................................... 66
ROADWAY RECOMMENDATIONS...............................................................................66
TRANSIT FUTURE DEMAND ANALYSIS ..................................................................... 71
TRANSIT RECOMMENDATIONS ...................................................................................73
BUCYCLES AND PEDESTRIANS FACILITY RECOMMNEDATIONS ..................... 76
7. IMPLEMENTATION PLAN AND FUNDING SOURCES......................................... 79
IMPLEMENTATION PLAN............................................................................................... 79
FUNDING SOURCES..........................................................................................................81
8. ACCESS MANAGEMENT................................................................................................ 89
ACCESS MANAGEMENT OVERVIEW........................................................................... 89
BENEFIT OF ACCESS MANAGEMENT.......................................................................... 90
CURRENT ACCESS MANAGEMENT CONDITIONS.................................................. 91
ACCESS MANAGEMENT GUIDELINES........................................................................ 93
RECOMMENDATIONS......................................................................................................95
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LIST OF TABLES
Page
1.1 SHORT-TERM RECOMMENDATIONS......................................................................6
1.2 MID-TERM RECOMMNEDATIONS............................................................................6
1.3 LONG-TERM RECOMMENDATIONS........................................................................7
2.1 POPULATION GROWTH..............................................................................................10
2.2 MAJOR EMPLOYERS.....................................................................................................11
2.3 MINORITY, AGE 65 AND OLDER, MOBILITY LIMITED, AND
BELOW POVERTY POPULATION .............................................................................12
2.4 BORDER CROSSING ACTIVITIES ............................................................................19
3.1 CRASH SUMMARY (ADOT ALISS CRASH DATABASE)....................................26
3.2 CRASHES – PREDOMINANT VIOLATION TYPE (ADOT ALISS
CRASH DATABASE).......................................................................................................26
3.3 2008 TRAFFIC COUNTS.................................................................................................29
3.4 YCAT YELLOW LINE TOTAL MONTHLY RIDERSHIP........................................34
4.1 POPULATION & HOUSING UNITS COMPARISON............................................40
5.1 CURRENT TRANSIT DEPENDENT SUBSETS IN SAN LUIS..............................48
5.2 SAN LUIS TRAVEL MODE TO WORK STATISTICS ............................................49
5.3 AVERAGE TRAVEL TIME TO WORK AND AVERAGE
COMMUTER VEHICLE OCCUPANCY......................................................................49
5.4 TRANSPORTATION ISSUES.......................................................................................54
6.1 TRAFFIC VOLUMES COMPARISON ........................................................................64
6.2 VMT AND VHT COMPARISON.................................................................................65
6.3 AVERAGE NETWORK SPEED COMPARISON ......................................................65
6.4 2030 ROADWAY IMPROVEMENTS...........................................................................66
6.5 TRAFFIC VOLUME THRESHOLDS BY ROADWAY FUNCTIONAL
CLASSIFICATION...............................................................................................69
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LIST OF TABLES (Continued)
Page
6.6 POPULATION GROWTH AND TRANSIT DEMAND FORECAST...................72
7.1 SHORT-TERM RECOMMENDATIONS BY MODE ..............................................79
7.2 MID-TERM RECOMMENDATIONS BY MODE ....................................................79
7.3 LONG-TERM RECOMMENDATIONS BY MODE.................................................80
7.4 CONSTRUCTION COST BY UNIT ............................................................................80
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LIST OF FIGURES
Page
1.1 STUDY PROCESS..............................................................................................................2
1.2 STUDY AREA ....................................................................................................................3
1.3 MULTIMODAL RECOMMENDATIONS MAP .........................................................8
2.1 LAND OWNERSHIP.......................................................................................................10
2.2 MAJOR ACTIVITY CENTERS......................................................................................11
2.3 TOTAL POPULATION DENSITY................................................................................14
2.4 MINORITY POPULATION DENSITY........................................................................15
2.5 AGE 65 AND OLDER POPULATION DENSITY......................................................15
2.6 MOBILITY LIMITED POPULATION DENSITY AGE 16-64..................................16
2.7 BELOW POVERTY POPULATION DENSITY ..........................................................16
2.8 NATURAL ENVIRONMENT OVERVIEW................................................................18
2.9 ENVIRONMENTAL CONCERNS ...............................................................................18
3.1 2008 NUMBER OF LANES .............................................................................................21
3.2 2008 FUNCTIONAL CLASSIFICATION ....................................................................21
3.3 2008 POSTED SPEED ......................................................................................................22
3.4 2008 PAVEMENT CONDITION...................................................................................22
3.5 2008 PEDESTRIAN SIDEWALKS ................................................................................23
3.6 2008 ON STREET PARKING.........................................................................................23
3.7 CRASH SUMMARY........................................................................................................25
3.8 CRASHES PER LOCATIONS........................................................................................27
3.9 FATAL CRASH LOCATIONS.......................................................................................27
3.10 2008 SAN LUIS TAZ AND NETWORK.......................................................................28
3.11 ILLUSTRATION OF LOS A THRU LOS F..................................................................31
3.12 2008 DAILY TRAFFIC VOLUMES AND ROADWAY LOS.....................................32
4.1 POPULATION & HOUSING UNITS – Y2008, Y2015, Y2020, & Y2030 .................41
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LIST OF FIGURES (Continued)
Page
4.2 YEAR 2015 DWELLING UNITS BY TAZ ....................................................................41
4.3 YEAR 2020 DWELLING UNITS BY TAZ ....................................................................42
4.4 YEAR 2030 DWELLING UNITS BY TAZ ....................................................................42
4.5 Y2008, Y2015, Y2020, & Y2030 LAND USE BREAKDOWN......................................43
5.1 YEAR 2015 DAILY TRAFFIC VOLUMES AND ROADWAY LOS ........................45
5.2 YEAR 2020 DAILY TRAFFIC VOLUMES AND ROADWAY LOS ........................43
5.3 YEAR 2030 DAILY TRAFFIC VOLUMES AND ROADWAY LOS ........................46
5.4 TRANSPORTATION ISSUES.......................................................................................57
6.1 2030 BASE FUTURE NETWORK - NUMBER OF LANES.......................................58
6.2 2030 BASE FUTURE NETWORK - FUNCTIONAL CLASSIFICATION ..............59
6.3 2030 BASE FUTURE NETWORK - DAILY TRAFFIC VOLUMES AND
ROADWAY LOS ..............................................................................................................60
6.4 ALTERNATIVE 1 - NUMBER OF LANES ..................................................................61
6.5 ALTERNATIVE 1 - FORECASTED VOLUMES AND LOS ....................................62
6.6 ALTERNATIVE 2 - NUMBER OF LANES ..................................................................63
6.7 ALTERNATIVE 2 - FORECASTED VOLUMES AND LOS ....................................63
6.8 2030 ROADWAY PLAN - NUMBER OF LANES.......................................................67
6.9 2030 ROADWAY PLAN- DAILY TRAFFIC VOLUMES AND
ROADWAY LOS ..............................................................................................................68
8.1 ACCESS VS MOBILITY .................................................................................................89
8.2 DOWNTOWN EXISTING ACCESS POINTS MAIN ST., 1ST AVE.,
2ND AVE...........................................................................................................................92
8.3 TURN RADIUS.................................................................................................................94
8.4 DOWNTOWN ACCESS MANAGEMENT RECOMMENDATIONS...................96
8.5 CONCEPTUAL MAIN STREET CROSS-SECTION.................................................98
8.6 CONCEPTUAL COMMERCIAL CORE CROSS-SECTION ...................................99
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San Luis Small Area Transportation Study
San Luis Small Area Transportation Study
1. INTRODUCTION
The purpose of the study was to develop a multimodal transportation plan that outlines
the City’s transportation priority projects. The transportation plan created a path to
help the City achieve its vision and goals for a future transportation system in a manner
that is closely aligned with the lifestyle and the values of the community. Additionally,
it will address the City of San Luis mobility needs for the future population, commercial
growth, the transportation needs due to the opening of the new San Luis commercial
Port of Entry, and the reconfiguration of the original San Luis Port of Entry I. The City
of San Luis Small Area Transportation Study (SATS) is a joint effort of the City of San
Luis and Arizona Department of Transportation (ADOT).
This chapter presents the background information; the study area and study process,
and finishes with the summaries of findings and recommendations. Chapters 2 and 3
identify the current socioeconomic and transportation conditions, while chapters 5 and
6 depict the future socioeconomic growth, the resulting transportation conditions, and
the recommended multimodal transportation plan. Chapter 7 outlines the
implementation plan and presents a variety of funding sources available to the City for
the realization of the improvements. Chapter 8 presents an access management
evaluation and guideline for the future.
BACKGROUND
The City of San Luis, Arizona is located in the Southwest corner of the state
immediately adjacent to both Mexico and California. It was established in 1930 with the
opening of the U.S. San Luis Port of Entry to its sister city of San Luis Rio Colorado,
Sonora, Mexico, which today has an estimated population of over 250,000 inhabitants.
Since its incorporation in 1979, it has experienced tremendous growth making it one of
the fastest growing communities in Yuma County.
San Luis is approximately twenty miles from the City of Yuma, which offers a large
shopping center, regional medical facilities, the regional airport and all the amenities of
modern living. It is approximately 190 miles from San Diego, CA, and 75 miles from El
Golfo de Santa Clara, Sonora, Mexico that offers recreational driving, sailing,
swimming, and a variety of restaurants, and sun and sea along the pristine Sonoran
Gold Coast.
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San Luis Small Area Transportation Study
San Luis Small Area Transportation Study
STUDY PROCESS
The study was guided by a Technical Advisory Committee (TAC) that included
representatives from the City of San Luis, ADOT, Yuma County, General Service
Administration (GSA), Custom and Border Protection (CBP), Department of Homeland
Security (DHS), Greater Yuma Port Authority (GYPA), Yuma Metropolitan Planning
Organization (YMPO), Federal Highway Administration (FHWA), and Greater Yuma
Economic Development Corporation (GYEDC). The role of the TAC was to provide
technical guidance, support, advice, suggestions, recommendations, and to perform
document reviews and provide input throughout the study process.
The study process is illustrated in Figure 1.1. For the future growth condition, the City
of San Luis Adopted 2002 General Plan was used as the primary guiding tool.
FIGURE 1.1: STUDY PROCESS
Inventory Current Conditions
For All Travel Modes Forecast Future Conditions
Identify Deficiencies Forecast Future Needs
Present to Stakeholders and Public - Seek Input
Identify and Analyze Solutions
Recommend a Staged (Short, Mid, Long) Transportation
Improvement Plan
Present to Stakeholders and Public - Seek Input
TECHNICAL ADVISORY COMMITTEE
TOWN OF SAN LUIS
Final Implementation Plan
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San Luis Small Area Transportation Study
San Luis Small Area Transportation Study
STUDY AREA
The City planning area was considered the study area for this study. It encompasses
the current incorporated boundaries, areas of future anticipated annexation, and areas
of influence. The planning area is approximately 60 square miles and is depicted in
Figure 1.2. It is bounded by county 19th to the north, Avenue B to the east, and the
US/Mexico border to the south and the west.
FIGURE 1.2: STUDY AREA
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PUBLIC INVOLVEMENT
As the study process showed, two set of public meetings were held during the study.
The first public meeting was held at the City of San Luis City Hall on February 25, 2009.
The current and future conditions were presented to the public. Representative from
the City, ADOT Engineering District, ADOT Multimodal Planning Division (MPD),
ADOT CCP, and the general public attended. Concerns were voiced regarding the
“turn-back” of SR 95 to the City and the County at the completion of SR 195. In
particular, how the road will be maintained to the current standards. Also the public
was interested in the effect of the port of entry reconfiguration on the local streets.
The second public meeting was held on June 25, 2009 at the City of San Luis City Hall to
present the draft multimodal transportation plan. Representative from the City, ADOT
district, ADOT MPD, ADOT CCP, and the general public attended. No particular
comments were made by the public, just requests for clarifications of the improvements
effects on the overall system performance.
Coordination also occurred with the City of San Luis Rio Colorado, Mexico and the
State of Sonora, with two meetings one on each side of the border. The first meeting
was held in July 2008 to collect information regarding the forecasted growth, both in
population and employment, envisioned by the City of San Luis Rio Colorado. The
second meeting, held on March 11, 2009, was a bi-national stakeholder meeting where
the project status and findings were presented to the representatives from Mexico at the
jurisdiction and State level.
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SUMMARY OF FINDINGS
􀂃􈍔 The current roadway system functions at a level of service C and above for an
average day with Juan Sanchez Boulevard and US 95 carrying the largest volume
of traffic.
􀂃􈍃 Currently, weekend traffic creates queue on US 95 southbound.
􀂃􈍃 Currently, pedestrians do not have a safe crossing location to access Main Street
from the land port of entry.
􀂃􈍃 Currently, there is poor access management along Main Street.
􀂃􈍎 No parking facility is available for people who would like to walk across the
border from the US.
􀂃􈍔 The study area is projected to grow to an estimated 60,900 people by 2030 from
the 2008 estimated population of 26,200.
􀂃􈍔 The largest employment sectors will be government and industrial with a less
aggressive increase in the commercial/retail sector.
􀂃􈍍 Most of the industrial growth will be concentrated along Avenue E and the new
commercial land port of entry.
􀂃􈍓 San Luis Rio Colorado will grow to approximately 1, 000, 000 inhabitants by
2030.
􀂃􈍔 The new port of entry configuration will increase congestion on City local streets,
primarily 1st and 2nd Avenue.
􀂃􈍔 The added pedestrian and vehicular traffic will also degrade the downtown
circulation.
􀂃􈍓 Several segments of Juan Sanchez Blvd west of SR 195 are forecasted to reach
LOS E and F.
􀂃􈍔 There is a need for an alternate emergency route to Juan Sanchez Blvd to connect
the two land ports of entry.
􀂃􈍉 Improvement to the current regional transit services, as well as establishing a
local circulator will be needed by 2030.
􀂃􈍁 Aggressive access management techniques will help maintain acceptable levels
of service as traffic increases.
􀂃􈍁 A bi-national study is needed to address the future recreational traffic using the
San Luis POE to reach the Mexican coast using the newly open costal highway in
Mexico.
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RECOMMENDATIONS
Summary of Multimodal Recommendations
Upon review of the study findings, the following summary for short-, mid-, and long-term
improvements by travel mode is presented in Tables 1.1 to 1.3 respectively, while
Figure 1.3 provides a pictorial representation of the study recommendations in its
entirety.
TABLE 1.1 SHORT-TERM RECOMMENDATIONS BY MODE
SHORT-TERM RECOMMENDATIONS
Roadway Name Action Transit Bicycle & Pedestrian
Co 22nd Construct 2 lanes
from 9th Ave to 10th
Avenue
Organize a transit
advisory committee
Improve side walks
Conduct downtown
circulation study
Designate a city
transportation
Coordinator
Review and research bicycle users
travel patterns
Conduct bi-national
study for Southbound
traffic on US 95
Implement transit
oriented development
policies
Conduct a parking
structure location
feasibility study
TABLE 1.2 MID-TERM RECOMMENDATIONS BY MODE
MID-TERM RECOMMENDATIONS
Roadway Transit Bicycle & Pedestrian
Juan Sanchez Blvd Widen to 5 lanes
from US 95 to 10th
Ave
Develop a
transportation demand
management program
Study the feasibility to install
bicycle lane on Main Street
New Roadway Construct 2 lanes
from 8th Avenue to
Avenue F
Review ridership on
YCAT and request
increase in service
frequency
Study feasibility of pedestrian
signal crossing locations and
devices
6th Avenue Construct 2 lanes
from Union Street to
County 22nd Street
Study feasibility for bicycle and
pedestrian amenities such as
landscaping for shade
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TABLE 1.3 LONG-TERM RECOMMENDATIONS BY MODE
LONG-TERM RECOMMENDATIONS
Roadway Transit Bicycle & Pedestrian
Juan Sanchez Blvd Widen to 5 lanes from
10th Avenue to
Avenue E
Develop a San
Luis transit
Center
Implement studies findings
9th Avenue ** Construct 2 lanes from
Co 19th to SR 195
New Roadway Construct 2 lanes from
6th Avenue to Avenue
E
Avenue E Widen to a 4 lanes
parkway
Avenue E ** Construct 2 lanes from
SR 195 to Co. 19th
Street
County 22nd Street Construct 2 lanes from
10th Avenue to
Avenue E1/2
Archibald Street and First
Avenue
Convert Archibald
Street and First
Avenue to one-way
couplet from C Street
to Urtuzuastegui St
** Project identified in the 2006-2029 YMPO Regional Transportation Plan
Summary of Access Management Recommendations
􀂃􈍐 Policies
􀂃􈍄 Develop an access management plan
􀂃􈍉 Implement access management ordinance for access to land uses
􀂃􈍒 Roadway Improvements
􀂃􈍉 Implement access management improvements recommended for the
downtown core area
􀂃􈍃 Consolidate driveways opening
􀂃􈍃 Create share access points
􀂃􈍉 Install right and left turn bays at major intersections
􀂃􈍉 Install continuous landscape median on major roadways
􀂃􈍃 Conduct sight distance, turn radius, and driveway length evaluation
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FIGURE 1.3 MULTIMODAL RECOMMENDATIONS MAP
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2. EXISTING LAND USE AND SOCIOECONOMIC CONDITIONS
LAND USE
Medium Density Residential land uses make-up the largest current residential land use
classification in the study area. Low Density Residential areas are located within the
urban areas of San Luis as well as areas adjacent to developed areas of the city.
Retail trade, agriculture, and manufacturing form a large portion of the local economy.
Another significant segment is the light industry located on both sides of the
U.S./Mexico border. A new 40 acre privately owned industrial park and 40 acre
commercial area are currently under construction in north San Luis along Highway 95.
The retail land uses in the urban area are located along the major transportation
corridors as well as key intersections, including areas along US Hwy 95, Juan Sanchez
Blvd and within the downtown areas. However, agriculture is still the predominant
industry in San Luis and surrounding areas.
The planning boundary covers an area of approximately 60 square miles, owned mostly
by the Bureau of Reclamation and private landowners. Figure 2.1 displays the land use
ownership allocation in the study area. The City of San Luis Adopted 2002 General
Plan was used as the primary guiding tool.
SOCIOECONOMIC CONDITIONS
Socioeconomic data is the primary input for the travel demand modeling process.
Travel demand models are used to estimate current traffic volumes and forecast future
traffic volumes on roadways throughout the study area. In the travel model,
socioeconomic data is inventoried for each Traffic Analysis Zone (TAZ). TAZs are
geographic subdivisions of the study area bounded by roads, political boundaries,
natural and man-made geographical constraints (rivers, washes etc.). For the YMPO
model used in this study, the inventory includes population, housing units, and various
types of commercial land use categories.
The 2008 population was estimated at 26,154 inhabitants a 70.7% increase from the
Census 2000 population of 15, 322. Table 2.1 shows the population growth trend. The
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study area has approximately 6,050 housing units a ratio of 4.32 people per housing
unit, well above the statewide average of 2.64 people per housing unit.
FIGURE 2.1: LAND OWNERSHIP
TABLE 2.1: POPULATION GROWTH
POPULATION
2000 2008
GROWTH RATE
PER YEAR
City of San Luis 15,322 26,157 8.84%
Arizona 5,130,632 6,629,455 3.65%
Source: US Census 2000 (includes prison population), Arizona Department of Economic Security 2008,
University of Arizona
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FIGURE 2.2: MAJOR ACTIVITY CENTERS
Although employment data was not used for the modeling effort, Table 2.2 lists the
major employers in the area and an inventory of the major economic activity centers is
shown in Figure 2.2. No employment data was available for the agricultural sector.
TABLE 2.2: MAJOR EMPLOYERS
MAJOR EMPLOYERS EMPLOYEES
ACT Call Center 700
Arizona State Prison 653
Gadsden Unified School District 448
Wal-Mart 270
City of San Luis 230
Bashas 85
San Luis Detention Facility Development Corp. 80
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ENVIRONMENTAL JUSTICE REVIEW (TITLE VI)
This section presents information on specific population segments including minorities,
age, sex, mobility-limited, and below poverty level. Title VI of the Civil Rights Act of
1964 and related statutes ensure that individuals are not discriminated against based on
race, color, national origin, age, sex, or disability. Executive Order 12898 on
Environmental Justice dictates that any programs, policies, or activities to be
implemented are not to have disproportionately high adverse human health and
environmental effects on minority populations.
Thus, in relation to this study, transportation improvements should not adversely
impact such groups disproportionately. In addition to assuring that these policies are
adhered to, a variety of possible alternatives should be developed and considered in
order to make sure all groups are fairly represented in the amount and type of
transportation services provided.
Population Density
According to Census 2000 the City of San Luis population, not including prison
population, within the planning boundary was 13,126 which was slightly higher than
the City’s population, as display in Table 2.3.
Figure 2.3 displays population densities for the planning boundary. It was observed
that the higher population densities occur with the City limits in two locations, as
shown in Figure 2.3. The first area enclosed by Los Oros St, Avenue J, Sality Canal
(borders the west and southern portion) while the second area is within Juan Sanchez
Blvd, Avenue H ½, Urtuzuastegui St, and US 95.
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TABLE 2.3: MINORITY, AGE 65 AND OLDER, MOBILITY LIMITED, AND BELOW
POVERTY POPULATION
CITY OF
SAN LUIS
PLANNING
BOUNDARY
YUMA
COUNTY
Census 2000 Population 13,050 13,126 160,026
Minority Population 12,913 12,977 89,070
Hispanic or Latino 12,870 12,933 80,772
Black or African American 1 1 3,136
American Indian and Alaska Native 15 15 1,819
Asian 11 11 1,362
Native Hawaiian and Other Pacific Islander 2 2 132
Some Other Race 0 0 131
2 or More Race 14 15 1,718
Age 65 and Over Population 603 609 26,456
Mobility Limited Population (Age 16-64) 1,231 1,324 18,942
Population in Poverty 4,503 4,645 29,670
Source: U.S. Census Bureau (2000)
Note: 1) Analysis was conducted using the San Luis City boundary as of 2008.
2) Table does not include Prison Population.
Minority Population
Minorities accounted for 98.9% of the planning boundary’s population which is in
contrast to the Yuma County 50%. Hispanics represent the highest minority population
group in San Luis, as presented in Table 2.3.
Similar to the population densities, higher concentration of minorities occurred in two
locations as displayed in Figure 2.4:
• The area enclosed by Los Oros St, Avenue J, Sality Canal (borders the west and
southern portion)
• The area within Juan Sanchez Blvd, Avenue H ½, Urtuzuastegui St, and US 95.
Population Age 65 and Older
The population aged 65 and older in planning boundary was less than 700 people in the
year 2000, which is approximately 5% of the population. Figure 2.5 displays the Age 65
and older population densities for the planning boundary. It was observed that the
higher concentration of the elderly population occurs in same two locations as the
population and minority densities
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Mobility Limited Population Density
Of the planning boundary’s total population, 1,324 or roughly 10% were mobility
limited which is slightly below the statewide average of 11.6%. Mobility limited
population densities are presented in Figure 2.6. It was observed that the highest
density occurs west of US 95 between Los Oros St and Juan Sanchez Blvd.
Below Poverty Population Density
According to Census 2000, 4,645 individuals were living below the poverty level in the
study area, which represents 35% of the population. When compared to the statewide
average of 13.6%, below poverty population in San Luis is over two times higher.
Figure 2.7 displays the below poverty population densities for the planning boundary.
It was observed that the highest concentration is west of US 95 between Los Oros St and
Juan Sanchez Blvd.
FIGURE 2.3: TOTAL POPULATION DENSITY
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FIGURE 2.4: MINORITY POPULATION DENSITY
FIGURE 2.5: AGE 65 AND OLDER POPULATION DENSITY
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FIGURE 2.6: MOBILITY LIMITED POPULATION DENSITY AGE 16-64
FIGURE 2.7: BELOW POVERTY POPULATION DENSITY
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ENVIRONMENTAL AND CULTURAL RESOURCES OVERVIEW
Natural Environmental Overview
The City of San Luis is situated on the western edge of the Yuma Mesa, at an average
elevation of 140 feet above sea level. It is approximately 60 feet above the Yuma Valley
which consists of windblown sand, and is fairly flat with little topographic relief.
Recent expansion has taken the community to the north and west, which includes areas
of the Colorado River’s Yuma Valley.
The planning area encompasses a distinct habitat type and supports many species of
desert animals, both indigenous and migratory. Wildlife species that inhabit the area
primarily are Coyote, Kit Fox, Desert Cottontail Rabbit, Collard Lizard, Desert Iguana,
Western Whiptail, Western Banded Gecko, Gila Monster, Sidewinder, Kangaroo Rat,
Desert Tortoise, Gambel’s Quail, Burrowing Owl, Turkey Vulture, and wild dogs. In
addition, the Pacific flyway for migrating birds, ducks, geese, and predator species
bisects the area. These migrating birds utilize the agricultural fields and citrus groves in
the region for resting and grazing.
The planning area lies within the Lower Colorado River Subdivision of the Sonoran
Desert and is composed of sandy plains containing micro-dunes. The vegetation cover
consists of Big Galleta Grass (hilaria rigida), Creosote Bush (larrea tridentata), and White
Bursage (ambrosia dumosa). Figure 2.8 depicts the general vegetation family locations
with in the study area.
Areas of Concern
Leaking underground storage tanks are located near US 95 and D Street and near the
border as shown in Figure 2.9. Non leaking underground storage tanks are located
near the intersection of US 95 with C Street and B Street, and along 1st Avenue near B
and C Street. These locations require periodic monitoring.
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FIGURE 2.8: NATURAL ENVIRONMENT OVERVIEW
FIGURE 2.9: ENVIRONMENTAL CONCERNS
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San Luis Land Port of Entry (LPOE) I
An integral part of the City of San Luis landscape is the Port of Entry to its sister city
San Luis Rio Colorado, with a population of approximately 250,000 inhabitants and a
growing maquiladoras industry. Commercial activities are abundant on either side of
the border creating mobility challenges for both communities. During peak periods and
weekends the traffic along US 95 is very substantial creating long delays and backups
on US 95 with a continuing long line of mixed POV, Freight, and buses backed up at
times to the City boundary. The local traffic and pedestrians compete for access to the
local businesses and turns into existing roads causing even greater problems.
Pedestrian activity is intense on the border for both commerce and employment.
During the peak periods, pedestrians often have to wait approximately two hours to be
processed. Additionally, the agricultural labor force to support the agricultural
industry in Yuma County is predominantly from Mexico, hence transportation to and
from the work sites impact San Luis transportation infrastructures.
Truck traffic at the port of entry for 2007 was approximately 170 trucks per day carrying
all types of goods. Table 2.4 summarized the border crossing activities for the year 2000
through 2007 for different travel modes.
TABLE 2.4: BORDER CROSSING ACTIVITIES
Year Trucks
Loaded
Truck
Containers
Empty
Truck
Containers
Buses Bus
Passengers
Personal
Vehicles
Passengers
Personal
Vehicles
Pedestrians
2000 40,348 18,924 11,379 38 1,039 2,597,835 7,068,111 2,824,562
2001 40,032 20,753 17,314 35 912 2,596,180 6,446,175 3,170,259
2002 37,671 20,766 16,715 102 1,149 3,306,378 7,879,970 2,968,278
2003 37,975 19,859 17,504 38 829 3,189,867 6,836,544 2,625,907
2004 41,184 22,613 17,413 74 836 3,755,829 7,356,431 2,316,812
2005 45,898 24,061 20,659 83 1,256 3,472,277 6,690,613 2,227,807
2006 45,851 23,967 20,218 96 1,838 2,703,263 5,206,664 2,669,311
2007 42,716 21,081 20,910 53 1,758 2,481,013 4,712,950 2,939,684
SOURCE: U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation
Statistics, Border Crossing/Entry Data; based on data from U.S. Department of Homeland Security, Customs and Border Protection,
OMR database.
San Luis Small Area Transportation Study Page 20
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3. EXISTING TRANSPORTATION CONDITIONS
MAJOR ROADWAYS
US 95
US 95 is an ADOT owned four-lane divided facility and is the major regional facility
connecting the City with the rest of Yuma County jurisdictions. It is the designated
truck route in the study area and is the most traveled road in the transportation system
Juan Sanchez Boulevard
Juan Sanchez Boulevard is the next most traveled facility. It is a two-lane road with the
exception of the portion from 8th Avenue to 10th Avenue. Currently, the facility is the
main access to the Arizona State Prison Complex located at Avenue B and County 23rd.
Roadway Number of Lanes, Functional Classification, and Posted Speeds
The major east-west facilities are County 22nd and Urtuzuastegui Street and are both
two-lane roadways. The major north-south facilities serving the community are 4th
Avenue, 8th Avenue and 10th Avenue. Figure 3.1 displays the 2008 number of lanes for
the roadway system.
Functional Classification is the grouping of roads, streets, and highways in a hierarchy
based on the type of highway service they provide. Streets and highways do not operate
independently. They are part of an interconnected network, and each one performs a
service in moving traffic throughout the system. The roadway functional classification
used in the study was taken from the general plan circulation element and is shown in
Figure 3.2, while Figure 3.3 displays the roadway posted speeds. The majority of the
local roadways have a speed of 25 mph, while the major traveled road show a speed of
35 mph in the urbanized area and between 50 mph and 65 mph in the rural areas.
Others Roadway Characteristics
Only US 95 had pavement condition rating available and are shown in Figure 3.4.
However, most of the local streets are paved and a cursory field review showed the
facilities to have a rating of adequate for their functional classification. For this study,
an inventory of sidewalks and available on-street parking in the down town area was
performed and is displayed in Figure 3.5 and Figure 3.6 respectively.
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FIGURE 3.1: 2008 NUMBER OF LANES
FIGURE 3.2: 2008 FUNCTIONAL CLASSIFICATIONS
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FIGURE 3.3: 2008 POSTED SPEED
FIGURE 3.4: 2008 PAVEMENT CONDITIONS
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FIGURE 3.5: 2008 PEDESTRIAN SIDEWALKS
FIGURE 3.6: 2008 ON STREET PARKING
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CRASH DATA
Crash analysis was conducted for major roadways in the study area to identify high
accident locations, trends, patterns, and predominant crash reasons. All accidents in the
area between January 2002 and December 2007 were obtained from ADOT’s ALISS
(Accident Location Identification Surveillance System) accident database. A total of 332
crashes occurred in the study area over the five year period and are summarized by
year in Table 3.1. Figure 3.7 shows a breakdown of accidents by intersection type, first
harmful definition, collision manner, and injury severity.
Figure 3.8 displays the crash locations and Figure 3.9 displays the fatal accident
locations based on ADOT ALISS crash database. Table 3.2 summarizes the
predominant violation types for the crashes obtained from ADOT ALISS crash
database.
Failing to yield the right-of-way, speeding, and inattention were the major causes for
the crashes in the study area which resulted in a total of 9 fatalities for the 5 years
period. The year 2006 had the highest number of crashes with a total of 137, while 2007
had the lowest count of 16.
County 19th and US 95 are the two major roadways in the study area with the highest
number of crashes in particular at the intersection of County 19th and Avenue B.
The majority of the crashes were intersection related, involving another vehicle, with no
injuries. The predominant collision manners were: single vehicle, angle, and rear-end.
However, it is worth noting that 27 percent of the crashes in the study area were with
pedestrians.
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FIGURE 3.7: CRASH SUMMARY
Intersection Related
43.67%
No Relationship
45.48%
Alley Intersection
0.30%
Driveway Access
10.54%
Collision with other
Motor Vehicle
71.69%
Collision with
Pedestrian
2.71%
Collision with Pedal
Cyclist
2.11%
Collision with Fixed
Object
9.94%
Overturning
9.34%
Other
4.22%
Angle
22.59%
Backing
5.12%
Head-On
2.11%
Left Turn
3.31%
Other
5.72%
Rear-End
20.48%
Sideswipe (opposite)
1.51%
Sideswipe (same)
7.83%
Single Vehicle
29.52%
U-turn
1.81%
Incapacitating Injury
Accident
5.96%
Unknown
9.27%
Fatal Accident
2.32%
Non-Incapacitating
Injury Accident
11.92%
Possible Injury
Accident
11.92%
No Injury Accident
58.61%
INJURY SEVERITY
INTERSECTION TYPE FIRST HARM DEFINITION
COLLISON MANNER
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Final Report
TABLE 3.1: CRASH SUMMARY (ADOT ALISS CRASH DATABASE)
YEAR NO INJURY WITH INJURY FATALITY TOTAL
2002 28 25 4 57
2003 5 20 1 26
2004 7 34 1 42
2005 5 48 1 54
2006 80 56 1 137
2007 3 12 1 16
TOTAL 128 195 9 332
TABLE 3.2: CRASHES – PREDOMINANT VIOLATION TYPE (ADOT ALISS
CRASH DATABASE)
VIOLATION TYPE CRASHES PERCENTAGE
Failed to Yield Right-Of-Way 57 17.17%
Speed Too Fast for Conditions 48 14.46%
Inattention 46 13.86%
Other 41 12.35%
Unknown 36 10.84%
No Improper Driving 19 5.72%
Followed Too Closely 18 5.42%
Made Improper Turn 17 5.12%
Drove in Opposing Traffic Lane 11 3.31%
Exceeded Lawful Speed 11 3.31%
Other Unsafe Passing 8 2.41%
Ran Stop Sign 9 2.71%
Disregarded Traffic Signal 5 1.51%
Unsafe Lane Change 5 1.51%
Knowingly Operated with Faulty or Missing
Equipment 1 0.30%
Total 332 100.00%
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FIGURE 3.8: CRASHES PER LOCATION
FIGURE 3.9: FATAL CRASH LOCATIONS
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EXISTING ROADWAY TRAFFIC AND PERFORMANCE CONDITIONS
To evaluate the traffic conditions on all the roadways in the study area, the YMPO
regional travel demand model was refined to include additional traffic analysis zones
(TAZ) and roadway network. Figure 3.10 displays the TAZ structure and the 2008
model network.
FIGURE 3.10: 2008 SAN LUIS TAZ AND NETWORK
Traffic Counts
Traffic counts were obtained from the YMPO for the winter 2008 time frame, were
adjusted to annual average condition and were used to validate the travel demand
model results. Table 3.3 summarizes the results by roadway and location. The highest
traffic volumes were on US 95 from the border to the study area boundaries with a
range from 20,200 to 14, 200 vehicles per day. Juan Sanchez Blvd. followed second with
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Final Report
volumes ranging from 8,900 to 12, 800 vehicles per day with the highest volume
occurring between 1st and 4th Avenue.
TABLE 3.3: 2008 TRAFFIC COUNTS
ROAD LOCATION COUNT
US 95 North of Los Oros Street 14,700
US 95 North of Juan Sanchez Boulevard 20,200
US 95 South of Juan Sanchez Boulevard 18,200
US 95 North of B Street 16,200
US 95 At the border 14,200
Urtuzuastegui Street West of 1st Avenue 1,500
Urtuzuastegui Street East of 1st Avenue 3,900
Urtuzuastegui Street West of 8th Avenue 3,400
Urtuzuastegui Street East of 9th Avenue 1,100
Juan Sanchez Boulevard West of US 95 5,700
Juan Sanchez Boulevard East of US 95 11,300
Juan Sanchez Boulevard West of 1st Avenue 12,600
Juan Sanchez Boulevard East of 4th Avenue 12,800
Juan Sanchez Boulevard West of 8th Avenue 10,800
Juan Sanchez Boulevard West of 10th Avenue 8,900
B Street East of 7th Avenue 1,300
C Street West of 1st Avenue 3,100
D Street West of US 95 10,100
Los Oros Street West of US 95 2,400
1st Avenue North of Urtuzuastegui Street 5,000
2nd Avenue North of Urtuzuastegui Street 1,000
4th Avenue North of Juan Sanchez Boulevard 3,400
6th Avenue South of Juan Sanchez Boulevard 4,300
7th Avenue North of Avenue B 500
8th Avenue North of Juan Sanchez Boulevard 5,600
8th Avenue South of Juan Sanchez Boulevard 7,100
8th Avenue South of B Street 2,200
9h Avenue South of Juan Sanchez Boulevard 1,100
10th Avenue North of Juan Sanchez Boulevard 6,000
10th Avenue South of Juan Sanchez Boulevard 3,900
10th Avenue North of Urtuzuastegui Street 1,900
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Final Report
Level of Service (LOS)
Roadway performance is measured in terms of Level of Service. For a planning level
analysis, the level of service is determined based on the range of the ratio of traffic
volume on the road to the capacity of the road. Capacity of the road is the function of
the number of lanes, functional classification, speed, and roadway geometrics. Level of
Service (LOS) of a road segment can range from LOS A to LOS F. Highway Capacity
Manual characterizes LOS as:
LOS A: Best, free flow operations (on uninterrupted flow facilities) and very low
delay (on interrupted flow facilities). Freedom to select desired speeds and to
maneuver within traffic is extremely high.
LOS B: Flow is stable, but presence of other users is noticeable. Freedom to select
desired speeds is relatively unaffected, but there is a slight decline in the freedom
to maneuver within traffic.
LOS C: Flow is stable, but the operation of users is becoming affected by the
presence of other users. Maneuvering within traffic requires substantial vigilance
on the part of the user.
LOS D: High density but stable flow. Speed and freedom to maneuver are
severely restricted. The driver is experiencing a generally poor level of comfort
and convenience.
LOS E: Flow is at or near capacity. All speeds are reduced to a low, but relatively
uniform value. Freedom to maneuver within traffic is extremely difficult.
Comfort and convenience levels are extremely poor.
LOS F: Worse, facility has failed, or a breakdown has occurred.
Figure 3.11 is a pictorial representation of LOS A thru F. Figure 3.12 illustrates the
current Level of Service for roadways for the San Luis study area. As the figure shows
most roads are functioning at an acceptable level of service, with the exception of US 95
near the border and 1st Avenue near D Street.
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FIGURE 3.11: ILLUSTRATION OF LOS A THRU LOS F
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Draft Final Report Final Report
FIGURE 3.12: 2008 DAILY TRAFFIC VOLUMES AND ROADWAY LEVEL OF SERVICE (LOS)
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MULTIMODAL INVENTORY
Existing Transit Services
The City of San Luis has one public transit agency providing one fixed route service line
to the City for the general public and half a dozen specialized nonprofit providers
serving eligible clients in San Luis.
Yuma County Area Transit (YCAT)
Yuma County Area Transit (YCAT) is the largest public transit provider for the Yuma
Region, including the City of San Luis. YCAT is a public transit service operating a
fixed route transit service and a dial-a-ride ADA Para transit service for elderly and
disabled persons. YCAT is was established by the Yuma Metropolitan Organization
(YMPO) which is the regional organizational agency providing multimodal
transportation planning and public transportation services for the City of San Luis and
neighboring areas within Yuma County. Besides the City of San Luis, YMPO’s
jurisdictional coverage includes other cities in the region including the cities of Yuma
and Somerton, the Town of Wellton, the Cocopah Indian Tribe, Yuma County, and the
Winterhaven, California urbanized area (YMPO non-voting member).
Fixed Route Service
In February 2004, YMPO took over Valley Transit, which was a fixed route service for
the City of Yuma, and changed its name to Yuma County Area Transit (YCAT). Since
then, YCAT has expanded transportation opportunities for residents in the YMPO
planning area by expanding the service area to include service to San Luis, Somerton
and Wellton. YCAT’s ridership has increased from an average of 9,100 passengers per
month to an average of 29,000 passengers per month. Currently, YCAT’s fixed route
system includes six routes: three circular one-way routes; a center-city route; two long
distance routes (Yuma-San Luis and Yuma-Wellton); and two short-distance routes
serving the Cocopah Indian Tribe. Of the six YCAT routes, the Yellow Line is the only
line that connects San Luis to the rest of Yuma. The Yellow Line runs from 6 AM to 8
PM for a total service span of fourteen hours or thirteen trips per day with each round
trip traversing a distance of about 50 miles. The frequency of service is about one bus
per hour.
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San Luis Small Area Transportation Study
Fares for the fixed route system are $1.50 for the in-town routes and $2.50 to $3.50 for
the longer routes. Ridership on the fixed route system averaged 21,303 people per
month in 2008. According to the Rural Transit Needs Study, Somerton and San Luis in
Yuma County have Section 5307 urbanized area service, but not local Section 5311
service.
Actual total ridership for YCAT from October 2007 to October 2008 was 348,000 total
trips. YCAT provided monthly Yellow Line ridership counts for the period from
November 2008 to January 2009 as well as average monthly ridership for the entire
YCAT system for 2008. As shown in Table 3.4, the Yellow Line is the most heavily
utilized route in the entire system. Averaging 13,755 passenger trips per month, the
Yellow Line ridership is about 47% of the entire YCAT average monthly ridership of
29,000 riders.
TABLE 3.4: YCAT YELLOW LINE (SAN LUIS - YUMA)
TOTAL MONTHLY RIDERSHIP
MONTH NORTHBOUND SOUTHBOUND TOTAL
November 2008 6,908 6,320 13,228
December 2008 6,447 7,592 14,039
January 2009 5,970 8,028 13,998
Yellow Average 6,442 7,313 13,755
YCAT Average 29,000
Dial-A-Ride Service
YMPO’s dial-a-ride service operates throughout Yuma County, including the City of
Yuma, San Luis, Somerton, Gadsden, Foothills, and Wellton. Service operates Monday
through Saturday, from 5 a.m. to 7 p.m. The service is provided for Yuma County
residents who are 60 years and older; or those of any age who are disabled. Dial-a-ride
riders must have an identification card indicating that they qualify for the service.
Although reservations are required 24 hours in advance of the desired trip, the
popularity of the service means that trips are often booked more than a day in advance.
It serves seniors and persons with disabilities. Currently, fares for Dial-A-Ride service
are $4 within the City area and $15 in outlying areas. According to the 2006-2029
Regional Transportation plan, ridership on the Para transit system ranges from 4,300-
5,000 rides per month, and the FY2007 operating budget for Para transit service is
$483,000.
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Client-Oriented Transportation Providers
In addition to YCAT’s ADA accessible Para transit service providing public
transportation for mobility limited persons, several other nonprofit agencies also
provide specialized client-oriented services that supplement the specialized public
transportation needs in the San Luis area. Below is a description of the major providers.
Saguaro Foundation
Saguaro Foundation is a nonprofit human services organization serving clients in Yuma
County. Saguaro Transportation Services is the transportation arm of the Foundation.
Saguaro Transportation provides transportation to its own clients and provides
transportation under contract to other organizations. Service contracts include: several
contracts with the Department of Economic Security (DES), including Vocational
Rehabilitation, Family Services, Developmental Disabilities; Arizona Health Cost
Containment System (AHCCCS) for Medicaid transportation; the United Way; and the
Arizona Department of Corrections for transportation for prison visitors.
City of San Luis
The City of San Luis provides transportation services for seniors in the San Luis area.
Service is provided five hours a day, five days a week. San Luis has also started its own
taxi-transit service, which provides seniors with vouchers that pay for 80% of the cost of
a taxi trip. The taxi-transit program does not require a reservation, which makes the
program very attractive to seniors.
The EXCEL Group
The EXCEL Group provides transportation based on medical necessity for the elderly
and disabled adult customers who are diagnosed as Seriously Mentally Ill (SMI),
and/or have physical disability and are eligible for Title XIX services under the Arizona
Health Care Cost Containment System (AHCCCS). They provide this service for all SMI
consumers in Yuma and La Paz County, Monday – Friday 5:00 am to 7:00 pm and
Saturdays from 5:00 am to 9:00 pm. They also work closely with several other mental
health providers in the Yuma metropolitan area, providing transportation for children,
adults and seniors with mental illness and physical disabilities.
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Catholic Community Services in Western Arizona (CCSWA)
The Catholic Community Services of Western Arizona (CCSWA) is a non-profit
organization that has provided Yuma County residents with a variety of transportation
services over the last forty years. Their operations covers five different transportation
needs which are transport clients to adult day health care centers, to counseling centers
particularly for substance abuse groups, to the Safe House domestic violence shelter,
and to provide meals on wheels.
Regional Center for Border Health
The Regional Center for Border Health, Inc. (RCBH) offers medical transportation
services to residents of Yuma County. RCBH has three trained and certified drivers that
work Monday through Saturday. The hours worked differ depending on scheduled
runs, but services start as early as 3:00 am and as late as 11:00 pm.
Yuma WORC Center
The Yuma WORC (Work, Opportunity, Responsibility, and Confidence) Center, Inc. is a
nonprofit agency that has been servicing the needs of individuals with disabilities
within the Yuma Community since 1973. They provide employment and work training
opportunities such as custodial contracts, bulk mailing services, and confidential
document destruction.
Participating individuals work in locations that are spread throughout Yuma County,
Wellton, San Luis, El Centro, and even Blythe California. Most clients cannot drive and
find it difficult to get transportation. The Center provides transportation to some job
sites on a daily basis.
Comité de Bien Estar (Comite)
In 1991, Comité de Bienestar, Inc. (Comité) launched a public transportation service to
meet the transportation needs of specific subsets of their membership. These subsets
include the following:
• Senior Citizens and the Disabled
• Local youth enrolled in JTPA and educational programs
• Participants of city-sponsored recreation programs
• Youth development programs
• Head Start programs
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San Luis Small Area Transportation Study
• Girls Scouts
• Police Explorers
• Community legal services
• Performing arts and dance groups
Comité is a membership organization, specifically a land development cooperative
founded by farm workers in 1977 and incorporated in 1981, Comité is a non-profit
membership that focuses on helping members build assets and strengthen the whole
community. Comité’s transportation services are funded in part by the Western Arizona
Council of Governments (WACOG) and are only available to members of Comité.
Nation-wide Service Providers
Greyhound
Greyhound is the only national charter bus line available to the residents of San Luis. It
is located 20 miles away in the City of Yuma. Passengers may obtain direct service to
Phoenix and El Centro, California, with continuing or connecting services to many
other destinations. Daily departures occur early in the morning and evening. The
station is open almost every day of the year mostly during day light and early evening
but hours are subject to change without notice.
Amtrak
Intercity rail passenger service is provided by Amtrak. The nearest Amtrak station is
located 20 miles away in the City of Yuma. Amtrak’s Sunset Limited route stops at
Yuma three times a week, connecting San Antonio and Los Angeles. From Yuma, the
next stop to the east is Maricopa, and to the west is Palm Springs, California. The Yuma
Amtrak station offers limited services including partial wheelchair accessibility, an
enclosed waiting area, public restrooms, and public payphones, free short-term
parking, free long-term parking, and a means to call for taxi service.
Yuma International Airport
The nearest airport to San Luis is the Yuma International Airport (YIA), which operates
in conjunction with the United States Marine Corps Air Station (US MCAS). The
commercial air activity through the airport includes two airlines and provides service to
Phoenix and Los Angeles. There are four runways, with two being used primarily for
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San Luis Small Area Transportation Study
military aircraft and two being used primarily for civilian operations. The current
taxiway system at the airport includes full-length parallel taxiways, runway
exit/entrance taxiways, and stub taxiways providing access to landside facilities
(passenger terminal facilities, aircraft storage facilities, aircraft parking aprons, and
support facilities). The passenger terminal building provides five air carrier gate
positions, expanded ticketing, baggage claim, and departure areas, as well as a
mechanized baggage claim system. Besides YIA, the other nearest airports are in
Phoenix, Arizona; Palm Springs, California; and San Diego, California, with San Diego
having the closest proximity of at least 150 miles in distance
Taxi Service
San Luis has several private taxi/van services that operate between the border and the
City of Yuma. One-way trip is approximately $7.00 per person. No statistical data is
available for this service.
San Luis Small Area Transportation Study Page 39
Final Report
4. FUTURE LAND USE AND SOCIOECONOMIC CONDITIONS
The future horizon years for the San Luis Small Area Transportation Study were Year
2015, Year 2020 and Year 2030, which were considered the short-, mid-, and long range
time frames respectively.
FUTURE LAND USE CHARACTERISTICS
The City of San Luis General Plan shows an expansion to the east of the study area
particularly with the establishment of the second border crossing. Low Density
residential land uses will constitute the largest land use classification and will be
located within the urban areas of San Luis as well as areas adjacent to developed areas
of the city. Medium Density residential land uses are generally located in three areas;
along US Hwy 95, west of 10th Avenue and south of County 22nd Street, and near the
intersection of County 24th Street and Avenue F. High Density residential land uses are
generally located within the urban areas of San Luis as well as on either side of US Hwy
95 north of County 20th Street.
Commercial land uses will continue to expand along the major transportation corridors
as well at key intersections. Commercial corridors include urban areas along US Hwy
95, Juan Sanchez Blvd, and Avenue E.
Employment land uses are primarily located to the east of the city of San Luis near the
new San Luis LPOE II, the Rolle Airfield and the State Prison. Office land use occurs in
two locations: to the northwest of County 22nd Street and US Hwy 95 and west of the
Rolle Airfield. Agricultural land uses will remain for areas along the northern
boundary of the planning area north of County 21st Street and east of Avenue C.
In the year 2008, the San Luis Future Land Use Plan was amended to include a revised
land use plan for the lands adjacent to San Luis LPOE II. The amended areas are
generally bounded to the north by County 19th Street, to the south by the international
border, to the east by Avenue F, and to the west by Avenue D. The amended land use
plan also includes a number of new land use classifications, including; Airport
Compatible Mixed Use, Master Plan Community, Mixed Use Activity Center, and Open
Space Conservation/Management Area. Airport Compatible Mixed Use land use is
San Luis Small Area Transportation Study Page 40
Final Report
located east of Rolle Airfield. Master Plan Community land use is generally located
north of County 24th Street and south of Juan Sanchez Blvd. Mixed Use Activity Center
land use is located only in areas adjacent to transportation intersections along both
County 24th Street and Avenue E south of Rolle Airfield. The San Luis LPOE II area is
heavily surrounded by industrial land use.
The character and magnitude of future development in the San Luis planning area is
dependent upon the local and world economy, tourism, the possible development of
San Luis as a winter residential area, and expansion of existing infrastructure.
Population and Housing Units
Based on the land use plans described above, DES population projections for the years
2015, 2020,and 2030, and the City of San Luis staff input , the future population and
housing units were developed Table 4.1 summarizes the population and housing unit
trends from Year 2000 to Year 2030. Figure 4.1 graphically displays the population and
housing unit growth trends. As can be observed, the percent growth rate shows a peak
between 2000 and 2008, due to the economic boom of the past few years, then declines
and maintains a healthy 5.5 to 6 percent yearly growth rate. Figures 4.2-4.4 depict the
housing unit densities by TAZ by horizon year.
San Luis is projected to have approximately 60,900 inhabitants by 2030 a population
increase of 138%, followed by the 131% increase in housing units for the same time
period.
TABLE 4.1: POPULATION & HOUSING UNITS COMPARISON
GROWTH RATE
Y2000 Y2008 Y2015 Y2020 Y2030
Y2008-
2000
Y2015-
2008
Y2020-
2008
Y2030-
2008
Population 15,322 26,157 37,261 46,527 60,902 8.84% 5.31% 5.99% 5.78%
Dwelling
Units 3,018 6,084 8,673 10,835 14,068 12.70% 5.32% 6.01% 5.71%
San Luis Small Area Transportation Study Page 41
Final Report
FIGURE 4.1: POPULATION & HOUSING UNITS – Y2008, Y2015, Y2020, & Y2030
26,157
6,084
37,261
8,673
46,527
10,835
60,902
14,068
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
2008 2015 2020 2030
Population
Total Dwelling Units
FIGURE 4.2: YEAR 2015 DWELLING UNITS BY TAZ
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FIGURE 4.3: YEAR 2020 DWELLING UNITS BY TAZ
FIGURE 4.4: YEAR 2030 DWELLING UNITS BY TAZ
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Future Commercial Land Uses
The San Luis socioeconomic data included commercial land uses by square footage or
acreage. In consultation with the City staff and using the adopted general plan as
guidelines, the commercial land uses estimates were developed for the 2015, 2020, and
2030 time frames. Figure 4.5 displays the summary of the lands use categories for the
various horizon years. The Commercial and Industrial land use categories will be the
dominant economic force in the study area.
FIGURE 4.5: Y2008, Y2015, Y2020, & Y2030 LAND USE BREAKDOWN
Commercial
45%
General Public
23%
Industrial /
Warehouse
28%
Office
4%
Commercial
39%
General Public
19%
Industrial /
Warehouse
38%
Office
4%
Office
5%
Industrial /
Warehouse
38%
Commercial
40%
General Public
17%
General Public
17%
Industrial /
Warehouse
43%
Office
5%
Commercial
35%
YEAR 2030
YEAR 2008 YEAR 2015
YEAR 2020
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5. FUTURE TRANSPORTATION CONDITIONS
EVALUATION OF ROADWAY DEFICIENCIES AND NEEDS
To plan for future capacity and other transportation improvements, it was necessary to
evaluate the performance of current roadway system under future socioeconomic or
growth conditions. However, three modifications were made to the 2008 roadway
network to evaluate the future horizon years:
􀂃􈍔 The addition of San Luis LPOE II and Avenue E to SR 195
􀂃􈍔 The addition of SR 195 from Avenue E to I-8
􀂃􈍔 The reconfiguration of San Luis I with the traffic accessing 1st and 2nd Avenue
from the LPOE to travel north bound.
It was also assumed that by 2015 San Luis LPOE II will allow passenger vehicles. The
revised and refined YMPO model developed for the current conditions was utilized to
accomplish this goal. The system performance was conducted for daily conditions, for
an average week day. Figures 5.1- 5.3 display the estimated traffic volumes and LOS for
horizon year 2015, 2020, and 2030 respectively.
2015
􀂃􈍉 In this horizon year, most of San Luis roadway system performs at LOS C.
􀂃􈍊 Juan Sanchez Blvd begins to show signs of congestion from 2nd Ave. to 10th Ave.
􀂃􈍁 Avenue E from San Luis LPOE II to SR 195 is already showing congestion signs.
􀂃􈌱 1st and 2nd Ave are displaying signs of moderate congestion north of the border
2020
􀂃􈍊 Juan Sanchez Blvd is very highly congested east of 10th Ave. and highly
congested west of 10th Ave.
􀂃􈍕 US 95 begins to display moderate congestion from B Street to Juan Sanchez Blvd.
􀂃􈍁 Avenue E from San Luis LPOE II to SR 195 is highly congested in its entirety.
􀂃􈍁 Avenue B is displaying signs of congestion north of SR 195.
􀂃􈌱 1st and 2nd Ave are displaying signs of moderate congestion north of the border
2030
􀂃􈍊 Juan Sanchez Blvd is very highly congested from US 95 to SR 195
􀂃􈍕 US 95 is congested from Urtuzuastegui Street to Juan Sanchez.
􀂃􈍁 Avenue E from San Luis LPOE II to SR 195 is very highly congested in it entirety
􀂃􈍁 Avenue B is highly congested form SR 195 to County 19th
􀂃􈍃 County 19th is also highly congested from Avenue B to Avenue F
􀂃􈌱 1st and 2nd Ave displaying signs of heavy congestion north of the border
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FIGURE 5.1: YEAR 2015 DAILY TRAFFIC VOLUMES AND ROADWAY LEVEL OF SERVICE (LOS)
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FIGURE 5.2: YEAR 2020 DAILY TRAFFIC VOLUMES AND ROADWAY LEVEL OF SERVICE (LOS)
-
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FIGURE 5.3 YEAR 2030 DAILY TRAFFIC VOLUMES AND ROADWAY LEVEL OF SERVICE (LOS)
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EVALUATION OF TRANSIT DEFICIENCIES AND NEEDS
Potential Transit Dependent Population
The potential transit dependent population of an area generally include persons 65
years of age and older, persons with mobility limitation, and persons considered below
the poverty level. According to the American Community Survey, among people at
least five years old from 2005-2007 in the City of San Luis, 15 percent reported a
disability and 8 percent were considered mobility limited.
Table 5.1 shows the break down and percentages of these population subsets in
comparison to the entire population within San Luis as reported in the 2000 Census
Data. In addition, Table 5.1 shows a side by side comparison San Luis’s demographical
statistics with state and national statistics reported by the 2000 Census. A comparison
shows that San Luis has a disproportionately larger share of these population subsets
than most areas in the nation. In comparison to statewide levels, San Luis has a very
low proportion of elderly (65 years of age and older) and significantly higher
proportions of below poverty and disabled individuals (under 65 years of ages).
TABLE 5.1 CURRENT TRANSIT DEPENDENT SUBSETS IN SAN LUIS
PERCENT OF TOTAL
DEMOGRAPHIC
2000
CENSUS SAN LUIS ARIZONA US
Total Population 15,442
Elderly (Over 65) 613 4.0 % 23.0 % 12.4 %
Below Poverty (Under 65) 4,645 30.1 % 15.0 % 12.4 %
Disabled (Under 65) 1,755 15.1 % 10.0 % 19.3 %
Sources: Arizona Department of Economic Security, 2005 and U.S. Census, 2000.
Cities with higher poverty and higher disability levels tend to have higher public
transportation usage and ride sharing. Indeed, Table 5.1 compares the travel mode to
work statistics of San Luis to the state and to the nation and shows that San Luis
residents are 9 times more likely to take public transit than the state and twice more
likely than the US as a nation. Unfortunately, higher transit usage and carpooling does
not buy San Luis residents shorter commutes. As Table 5.2 shows, even with
significantly higher commuter vehicle occupancy, the average commute time for San
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Luis residents is 10 minutes or 40 percent longer than the average state or national
commute time. This anomaly of higher vehicle occupancy and higher commute times
in a small, low density area is a very strong indicator of the presence of high existing
demand for transit and a tremendous need for public transportation improvements to
reduce commute times and traffic congestion, and to improve air quality and quality of
life.
TABLE 5.2: SAN LUIS TRAVEL MODE TO WORK STATISTICS
SAN LUIS AZ US
TRAVEL MODE PERSONS PERCENT PERCENT PERCENT
Drove alone 1,778 61.9 % 74.1 % 75.7 %
Carpooled 607 21.1 % 15.4 % 12.2 %
Public transportation 303 10.5 % 1.9 % 4.7 %
Bicycle 13 0.5 % 1.0 % 0.4 %
Walk 101 3.5 % 2.6 % 2.9 %
Other means 28 1.0 % 0.9 % 0.7 %
Work at home 43 1.5 % 3.7 % 3.3 %
Total Workers (Age 16+) 2,873
Sources: U.S. Census Bureau, 2000 Census
TABLE 5.3 AVERAGE TRAVEL TIME TO WORK AND AVERAGE COMMUTER
VEHICLE OCCUPANCY
AVERAGE TRAVEL TIME
TO WORK UNIT SAN LUIS AZ US
All Travel Modes Minutes 35 25 26
Public Transportation Minutes 54 45 48
Other Transportation Minutes 32 24 24
Commuter Vehicle Occupancy Workers per
Vehicle
1.18 1.10 1.08
Sources: U.S. Census Bureau, 2000 Census
As an area’s population grows, so does the population of potential transit dependent
persons. Yuma County remains one of the fastest growing areas in the country and a
highly significant portion of the County’s growth is concentrated in the City of San
Luis.
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In addition, the Yuma region has unique seasonal fluctuations in population that can
potentially create a significant strain to the public transportation systems during peak
periods if unprepared. During the height of the Yuma harvesting season, 30,000 to
40,000 Mexican farm workers cross the border each day. During the winter seasons,
“snow birds” or people who normally reside in much colder northern regions of US and
Canada migrate to the Yuma region for a warmer abode.
Current Unmet Needs
The City of San Luis has a few main areas of unmet transportation needs which include
lack of access to jobs, tourism, education and medical services, especially for the general
public. As mentioned in the previous section, the population grew almost 300 % in the
last decade alone. A significant portion of the growth is attributed to the passage of the
North American Free Trade Agreement (NAFTA) agreement between the two countries
which greatly accelerated both population and employment growth in the 1990’s and is
expected to continue into the next decade. However, transportation service provisions
for the City of San Luis had very little growth in the same time period. If the lack of
public transportation services continues to persist, then the growing congestion can
cripple the City and curtail the City’s potential.
Access to Jobs
The area in greatest need of improvement is the lack of public transportation access to
jobs. Originally founded in 1930 with the opening of the International Land Border
Crossing, the City of San Luis was to support the expansion opportunities for border
commerce. Today, the City's economy continues to diversify and expand due to its
close link with that of its Mexican sister city San Luis Rio Colorado, Sonora, located
contiguous to San Luis, Arizona across the border.
The City promotes itself as an excellent site for labor intensive manufacturing and
assembly plants. The agricultural business industry cluster in San Luis includes
activities ranging from research and development to growing and harvesting, to
processing, packaging, and distribution. Currently, at least 64 acres of industrial parks
space are already 100% reserved. Existing San Luis industrial parks are undergoing
expansion and several new industrial parks and commercials areas totaling at least 250
brand new acres are currently under construction. These industrial parks provide
manufacturing, warehousing, and distribution facilities to companies utilizing the $110
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million super Commercial Port of Entry currently under development and some will be
linked to Interstate 8 by the proposed controlled-access Area Service Highway (SR -
195) scheduled to open by September 2009.
In preparation for expected future growth in border commerce, federal and state
agencies are constructing a new Port of Entry facility 5 miles to the east of the existing
port. The new entry is being developed simultaneously on both sides of the border. A
new Area Service Highway (ASH) connecting Mexico to Interstate 8 will be a four-lane,
23 mile controlled-access roadway will alleviate local congestion due to the increased
port traffic. The expressway will be a major facilitator in international commercial trade
and provide direct, un-congested access to Interstate 8 for truck traffic. With the
opening of the new port, the existing San Luis Port of Entry will be altered and
upgraded to exclusively handle non-commercial entries. All of the renovation and new
facilities at the existing San Luis Port of Entry are expected to be in operation by 2012.
The Greater Yuma Economic Development Corporation reported that more than $200
million is currently being invested in infrastructure improvements to the area so that
San Luis can position itself to be a logistical hub for the region.
In addition, due to the presence of the border crossing, the San Luis Detention Facility
Development Corporation, a subsidiary of the City, opened the San Luis Detention
Facility in 2007 to hold detainees, primarily for violations of immigration laws, from
local federal authorities. The detention facility employs approximately 80 full-time
employees.
Besides the economic influence of the border crossing, the City’s economy is also
influenced by prison needs of the state and the defense needs of the federal
government. The Arizona State Prison Complex - Yuma (ASPC-Yuma) is located in the
City of San Luis, housing an average of 2,279 convicted male felons, and employs about
755 full-time employees.
In terms of the defense industry, two military complexes are housed near the City of
San Luis. One complex is the Marine Corps Air Station (MCAS), Yuma, which is said to
be the busiest air station in the Marine Corps and the third busiest in the Naval Service.
The other complex is the U.S. Army's Yuma Proving Ground (YPG), which is one of the
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largest military installations in the world. The Yuma Proving Ground facilities are
about 45 miles to the north of the City of San Luis with workers commuting from the
San Luis-Yuma area. Of all the government organizations in the county, YPG is the
single largest employer of civilians in the area and one of the largest consumers of local
goods and services.
Access to Tourism
Tourism is a major industry for San Luis and Yuma County, generating more than $450
million for Yuma County's economy. Yuma County itself is well known for tourism,
due to its mild weather, beautiful desert canyons, and close proximity to the beaches at
the Gulf of Mexico. During the winter, the area experiences an influx of seasonal
visitors and international shoppers that increases the county's population to over
200,000, positively impacting the entire economy. Many of these tourists will travel
through San Luis in order to cross the border to neighboring attractions in Mexico
adding extra burden and congestion to the City’s transportation infrastructure.
Access to Medical Care Facilities and Education Campuses
Access to medical care facilities and education campuses via public transportation is
limited and sometimes at great distance and inconvenience. There are no medical
facilities available in San Luis. The nearest medical care facility is the Yuma Regional
Medical Center which is about 17 miles San Luis. The next closest facility is 23 miles
away at the PHS Indian Health Service Hospital in Winterhaven, California. The next
nearest facility after that is the El Centro Regional Medical Center which is about 58
miles and also in California.
Four higher education institutions, Arizona Western College (AWC), Northern Arizona
University, The University of Arizona, and University of Phoenix, have established
campuses in Yuma County. Arizona Western College is Yuma County’s primary
higher education institution one main campus in the City of Yuma and eight branch
campuses scattered throughout the County including a branch campus in the City of
San Luis. AWC’s total enrollment is almost 13,000 students with over 4,300 full time
student equivalents. The other three universities have their main campuses elsewhere
in the state but have opened branch campuses to serve the educational needs of Yuma
County residents. Currently, YCAT offers monthly passes to students at discount rates.
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TRANSPORTATION ISSUES
Based on inventory and analysis of existing and future conditions, transportation
system deficiencies and issues were identified. These issues and deficiencies formed the
basis for the development of the long range transportation plan.
Table 5.4 lists deficiencies and issues based on the existing and future conditions
analysis, while Figure 5.4 displays the major transportation issues founded in the study
area.
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TABLE 5.4 TRANSPORTATION ISSUES
ISSUE TYPE LOCATION FROM TO DESCRIPTION
County 19th St Avenue I Avenue G Number of crashes - high
US 95 US Border Juan Sanchez Blvd Number of crashes - high
County 19th St at Avenue G Number of crashes - high
County 19th St at Avenue B Number of crashes - high
Safety – Crashes
Existing
US 95 at B St Number of crashes - high
Main St US Border Juan Sanchez Blvd Street Parking
Downtown Lack of continuous sidewalk
Downtown Lack of traffic signals
Safety - Roadway/Intersection Geometric
Existing
Downtown Narrow roadway and lack of pavement striping
1st Avenue C St D St Severe congestion
1st Avenue B St C St Moderate congestion
US 95 Urtuzuastegui St Juan Sanchez Blvd Moderate congestion
Juan Sanchez 1st Avenue 8th Avenue Moderate congestion
Juan Sanchez Avenue G Avenue B Moderate congestion
D St US 95 1st Ave Moderate congestion
Congestion - Year 2008
Urtuzuastegui St San Luis Plaza Dr US 95 Moderate congestion
US 95 Urtuzuastegui St Juan Sanchez Blvd Moderate congestion
Juan Sanchez US 95 Avenue F Severe to Moderate congestion
Avenue B Juan Sanchez Blvd County 19 St Moderate congestion
B St US 95 1st Avenue Moderate congestion
D St US 95 1st Avenue Moderate congestion
Urtuzuastegui St San Luis Plaza Dr 1st Avenue Moderate congestion
Urtuzuastegui St 2nd Avenue 4th Avenue Moderate congestion
Avenue E Juan Sanchez Blvd US Border Severe to Moderate congestion
1st Avenue Urtuzuastegui St B St Moderate congestion
Congestion - Year 2015
1st Avenue D St Juan Sanchez Blvd Moderate congestion
US 95 Urtuzuastegui St MP 1 Moderate congestion
Juan Sanchez US 95 Avenue B Severe to Moderate congestion
Avenue B Juan Sanchez Blvd County 19 St Moderate congestion
Congestion - Year 2020
County 19th St US 95 Avenue B Moderate congestion
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TABLE 5.4 TRANSPORTATION ISSUES (CONTINUED)
ISSUE TYPE LOCATION FROM TO DESCRIPTION
B St US 95 2nd Avenue Moderate congestion
C St US 95 1st Avenue Moderate congestion
D St US 95 1st Avenue Severe congestion
Urtuzuastegui St San Luis Plaza Dr 1st Avenue Moderate congestion
Urtuzuastegui St 2nd Avenue 4th Avenue Moderate congestion
Avenue E Juan Sanchez Blvd US Border Severe congestion
1st Avenue Urtuzuastegui St B St Moderate congestion
1st Avenue D St Juan Sanchez Blvd Moderate congestion
Union St Juan Sanchez Blvd Black Street Moderate congestion
Congestion - Year 2020 (continued)
Avenue F Juan Sanchez Blvd County 23 1/2 St Moderate congestion
US 95 US Border County 19 St Moderate congestion
Juan Sanchez US 95 Avenue B Severe to Moderate congestion
Avenue B Juan Sanchez Blvd County 19 St Severe congestion
County 19th St US 95 Avenue B Severe to Moderate congestion
B St US 95 4th Dr Severe to Moderate congestion
C St US 95 4th Avenue Severe to Moderate congestion
D St US 95 4th Avenue Severe congestion
Urtuzuastegui St San Luis Plaza Dr 1st Avenue Severe to Moderate congestion
Urtuzuastegui St 2nd Avenue 4th Avenue Severe congestion
Avenue E Juan Sanchez Blvd (SR 195) US Border Severe congestion
1st Avenue Urtuzuastegui St Juan Sanchez Blvd Moderate congestion
2nd Avenue Urtuzuastegui St B St Moderate congestion
Union St Babbitt Ln Black Street Moderate congestion
Avenue F Juan Sanchez Blvd County 23 1/2 St Severe congestion
County 22nd St US 95 4th Avenue Moderate congestion
Congestion - Year 2030
Juan Sanchez Blvd (SR 195) Avenue E Avenue B Moderate congestion
Pavement Condition System wide Pave remaining unpaved roads
Access Management Downtown Develop access management standards
and plan
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TABLE 5.4 TRANSPORTATION ISSUES (CONTINUED)
ISSUE TYPE LOCATION FROM TO DESCRIPTION
Transit System wide Improve region wide transit and develop
internal transit facilities
Parking Downtown Provide parking for visitors who wants to walk
to Mexico
Pedestrian, Bicycle, & Sidewalk System wide Develop pedestrian, bicycle, and sidewalk plan
System wide Provide pedestrian crossings
Regional Connectivity System wide Improve regional connectivity
Emergency Evacuation Routes System wide Develop emergency evacuation route plan
Local Roads Circulation System wide No East-West Connectivity
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FIGURE 5.4: TRANSPORTATION ISSUES
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6. MULTIMODAL TRANSPORTATION PLAN
BASE FUTURE ROADWAY NETWORK
The study identified transportation issues based on the modified no- build scenario
(inclusion of SR 195 and the new land port of entry on Avenue E), which provided a
starting point for the development of future potential alternatives. The transportation
analysis was performed considering roadways that are planned in the study area. A
“Base Future” network is defined as the roadway network resulting from the approved
and/or planned improvements that have received strong support and are scheduled to
be realized. For the San Luis area, Avenue E is ultimately classified as a four-lanes
parkway, Juan Sanchez Blvd is strongly considered to be widened to 5 lanes from US 95
to Avenue E. Figure 6.1 and 6.2 depict the number of lanes and the functional
classification respectively for the base future network for the San Luis Study.
FIGURE 6.1 2030 BASE FUTURE NETWORK - NUMBER OF LANES
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FIGURE 6.2 2030 BASE FUTURE NETWORK - FUNCTIONAL CLASSIFICATION
Using the base future network and the 2030 socioeconomic data, a new model run was
conducted to ascertain the performance of the system compared to the no- build
scenario. Figure 6.3 depicts the results. As can be noticed, the widening of Juan
Sanchez improved the facility to a LOS of E from Avenue E to 10th Avenue and Avenue
E has improved almost in its entirety to LOS C and D, except for a small portion south
of SR 195.
However, congestion remains in the downtown area especially on Urtuzuastegui Street,
B Street west of US 95, and on First and Second Avenue north of Urtuzuastegui Street.
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FIGURE 6.3 2030 BASE FUTURE NETWORK –
DAILY TRAFFIC VOLUMES AND ROADWAY LEVEL OF SERVICE (LOS)
ALTERNATIVE NETWORKS ANALYSIS
To address the remaining mobility issues still present, two roadway alternatives were
formulated: Alternative 1 and Alternative 2.
Alternative 1
Alternative 1 network, shown in figure 6.4, is comprised of the base future network and
the addition of a 2 lane collector road from Avenue F to 10th Avenue along the Co. 24th
street alignment and the continuation of 6th Avenue along the border with Mexico to
Co. 24th ½ alignment , then eastward to Avenue E. These new facilities were thought
of as potential traffic relievers for Juan Sanchez Blvd from the border traffic using the
two land ports of entry as well as potential safety routes in case Juan Sanchez Blvd is
temporarily closed, for the southern portion of the study area.
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FIGURE 6.4 ALTERNATIVE 1 - NUMBER OF LANES
Results
As Figure 6.5 shows LOS on Juan Sanchez Boulevard improves in various sections with
a corresponding decrease in traffic volume. Avenue E also shows a better level of
service. However, in the downtown area, Urtuzuastegui Street and B Street between US
95 and First Avenue, and First Avenue north of the border, display signs of congestion.
It is important to note that the two new facilities are classified as urban collectors with
an average speed of 35 mph. If a different facility type with higher speed is used, a
decrease in traffic on Juan Sanchez Boulevard can be expected.
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FIGURE 6.5 ALTERNATIVE 1 - DAILY TRAFFIC VOLUMES AND ROADWAY
LEVEL OF SERVICE (LOS)
Alternative 2
Alternative two network, shown in Figure 6.6, is comprised of Alternative 1 with one-way
roadways in the downtown area. Archibald Street southbound and First Avenue
northbound form a one-way couplet to address the traffic flow generated by the border
activities. In addition, Urtuzuastegui Street, B Street, and C Street are converted into
one-way facilities.
Results
Figure 6.7 displays Alternative 2 forecasted volumes and LOS, with improved
downtown circulation based on the preliminary one-way configuration. It is also worth
noticing that Juan Sanchez Blvd from 10th Avenue to Avenue F is between LOS D and
LOS E.
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FIGURE 6.6 ALTERNATIVE 2 - NUMBER OF LANES
FIGURE 6.7 ALTERNATIVE 2 - DAILY TRAFFIC VOLUMES AND ROADWAY
LEVEL OF SERVICE (LOS)
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ALTERNATIVE NETWORKS COMPARISON
Traffic volumes comparisons, shown in Table 6.1, vehicles-miles-traveled (VMT),
vehicles-hours-traveled (VHT), and average network speed are the criteria used in this
study to compare the alternative networks and to evaluate their performance.
TABLE 6.1 TRAFFIC VOLUMES COMPARISON
ROAD LOCATION 2030 BASE ALT 1 ALT 2
US 95 North of Los Oros Street 25,738 24,884 25,045
US 95 North of Juan Sanchez Boulevard 28,658 27,781 27,917
US 95 South of Juan Sanchez Boulevard 22,880 22,097 21,700
US 95 North of B Street 23,462 22,550 22,784
US 95 At the border 14,340 14,340 14,340
Urtuzuastegui Street West of 1st Avenue 8,000 8,351 9,919
Urtuzuastegui Street East of 1st Avenue 1,835 2,693 4,752
Juan Sanchez Boulevard West of US 95 5,945 5,698 5,820
Juan Sanchez Boulevard East of US 95 19,240 18,218 18,665
Juan Sanchez Boulevard West of 1st Avenue 19,426 18,413 18,870
Juan Sanchez Boulevard East of 4th Avenue 24,847 23,204 23,371
Juan Sanchez Boulevard West of 8th Avenue 26,667 24,616 24,811
Juan Sanchez Boulevard West of 10th Avenue 28,172 25,752 25,886
C Street West of 1st Avenue 2,077 2,770 2,989
D Street East of US 95 3,092 3,953 4,330
1st Avenue North of Urtuzuastegui Street 3,316 3,599 3,481
2nd Avenue North of Urtuzuastegui Street 2,153 2,598 2,862
6th Avenue South of Juan Sanchez Boulevard 5,213 5,968 5,978
8th Avenue North of Juan Sanchez Boulevard 7,350 7,903 7,934
10th Avenue North of Juan Sanchez Boulevard 8,327 8,482 8,475
Avenue B North of SR 195 14,592 15,460 15,338
Co 22nd Street East of US 95 8,746 8,096 8,267
SR 195 East of Avenue E 13,880 14,085 14,183
As can be observed from the table above, a traffic flow decrease is occurring along Juan
Sanchez Blvd as well as on US 95 between the 2030 Base scenario and Alternative 1 and
Alternative 2. Table 6.2 and Table 6.3 display the VMT and VHT comparison and the
average network speed respectively for each scenario.
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TABLE 6.2 VMT AND VHT COMPARISON
2030 NO BUILD 2030 BASE
ALTERNATIVE
1
ALTERNATIVE
FUNCTIONAL 2
CLASSIFICATION VMT VHT VMT VHT VMT VHT VMT VHT
TOTAL 673,638 42,492 674,685 18,334 677,987 17,291 680,400 17,378
TABLE 6.3 AVERAGE NETWORK SPEED COMPARISON
SCENARIO AVERAGE SPEED
2030 No-Build 15.85
2030 Base 36.78
Alternative 1 39.21
Alternative 2 39.23
The typical trend when evaluating alternatives is to observe an increase in the total
VMT and at the same time a decrease in the total VHT. This pattern usually yields an
increase in the average network speed, which translates in improved mobility for the
particular roadway system. For the scenarios tested in this study, the VMT shows a
slight increase between the 2030 No-Build and either of the alternatives scenarios, but
the VHT shows a substantial decrease between the two scenarios. This is also
confirmed by the increase of the average network speed from approximately 16 mph to
39 mph. Hence, the roadway improvements presented in the alternative scenarios
address the majority of the identified LOS issues presented in working paper 1. It must
also be mentioned that this level of analysis is for planning purposes and not for
operational purposes, and more refined roadway details could yield better system
performance.
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ROADWAY AND MULTIMODAL RECOMMENDATIONS
ROADWAY RECOMMENDATIONS
Upon review of the analysis performed above the proposed roadway plan includes the
improvements detailed in Table 6.4. The extension of County 22nd to Avenue E ½ is in
response to the lack of alternate routes north of Juan Sanchez Blvd in case of its closure
due to accident or security reasons. Additionally, the City of Somerton has recently
expressed the desire to move the extension of Avenue E north of SR 195 from the
Avenue E ½ alignments to the Avenue D ½ or Avenue D alignment. Since no official
decision has been made at this time, this study will use the adopted YMPO alignment
for the recommendations. It is foreseen that the forecasted traffic in the study area will
be minimally affected if the alignment is changed in the future.
TABLE 6.4 2030 ROADWAY IMPOVEMENTS
ROADWAY FROM TO ACTION
Juan Sanchez Boulevard US 95 Avenue E
Widen to 4 lanes with a center
left turn lane
6th Avenue Union Street County 22nd Street Construct 2 lanes
9th Avenue ** County 22nd Street County 19th Street Construct 2 lanes
Co. 22nd Street 9th Avenue 10th Avenue Construct 2 lanes
New Roadway 8th Avenue Avenue F
Construct 2 lanes on County 24th
Street alignment
New Roadway 6th Avenue Avenue E
Construct 2 lanes along the
border then use County 24th ½
Street alignment to Avenue E
Avenue E ** SR 195 County 19th Street
Construct 2 lanes along Avenue
D alignment
Avenue E San Luis PO II SR 195 Widen to 4 lanes expressway
County 22nd 10th Avenue Avenue E ½
Construct 2 lanes (potential east-west
safety route connection
north of Juan Sanchez Blvd )
** Project identified in the 2006-2029 YMPO Regional Transportation Plan
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Figure 6.8 depicts the proposed roadway plan number of lanes, while Figure 6.9 shows
the resulting daily traffic volumes and roadway LOS. As can be observed the LOS for
all roadways is LOS D or above, improving mobility when compared with the no-build
scenario, with the exception of some segments of County 19, at the northern boundary
of the study area, where the roadway is functioning at LOS E.
FIGURE 6.8 2030 ROADWAY PLAN - NUMBER OF LANES
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FIGURE 6.9 2030 ROADWAY PLAN - FORECASTED VOLUMES AND LOS
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Functional Classification System
San Luis has a very well defined roadway classification guidelines and roadway
characteristics specifications included into the circulation element of the City’s General
Plan. Eligibility for federal funding to maintain the roadways is dependent upon
meeting the FHWA functional classification standards. Often, jurisdictional roadways
functional classification does not reflect the criteria set by FHWA. Currently in San
Luis, the federally functional classified roads are: US 95 as principal arterial; Juan
Sanchez as minor arterial; 4th, 6th; 8th; 10th, and Urtuzuastegui Street as collectors.
It is recommended, as growth occurs, to monitor the traffic volumes on the various
facilities as an indicator of potential roadway upgrade to reflect its functionality.
Table 6.5 displays volumes thresholds by roadway classification used in Maricopa
County as general guidelines. However, traffic volumes are not sufficient to determine
a change in roadway functional classification, which should also include a traffic
analysis indicating the desired LOS.
TABLE 6.5 TRAFFIC VOLUME THRESHOLDS BY ROADWAY
FUNCTIONAL CLASSIFICATION
Urban Roadway Planning Level Traffic
Road Classification ADT / Lane No Thru Lanes 2-Way ADT Range
Local 350 2 50 - 1,500
Minor Collector 2,500 2 500 - 5,000
Major Collector 3,500 2 600 - 8,500
Minor Arterial 5,500 4 5,000 - 35,000
Principal Arterial 7,500 6 30,000 - 60,000
Rural Roadway Planning Level Traffic
Road Classification ADT / Lane No Thru Lanes 2-Way ADT Range
Local 500 2 50 - 1,500
Minor Collector 3,000 2 800 - 5,000
Major Collector 4,000 2 1,000 - 8,500
Minor Arterial 9,000 4 5,000 - 35,000
Principal Arterial 10,000 4 10,000 - 40,000
The facility upgrade should be driven by the area development whenever possible.
Also very important is the paving of local roadways to improve mobility.
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Regional Connections
The significance of the completion of SR 195 and the widening of Juan Sanchez
Boulevard, not only affects San Luis, but the regional travel as well. Also the
connection of Avenue E to County 19th, and 9th Avenue along the Avenue H ½
alignment, as per the YMPO regional plan, helps redistribute the traffic otherwise
overloading Avenue B and US 95 respectively. It is worth mentioning that often
travelers prefer to travel a longer route if there is a perceived travel time saving. Such
an example would be the route from San Luis to Yuma Palms shopping center via SR
195/I-8 instead of US 95. It is quite impossible at this level of analysis to quantify such
trips, but local empirical knowledge suggests that maybe there would be more trips
than the ones forecasted by the travel demand model.
Down Town Circulation
Due to the particular nature of San Luis downtown, which serves a land port of entry
and the thriving business community, this study recommends a detailed operational
circulation study to identify the optimum roadway configurations to accommodate all
interests.
Recreational Travel
San Luis currently experiences long delays along US 95 during the weekend due to the
trips exchanged between the U.S. and the recreational areas in Baja California, Mexico.
The long-awaited Coastal Highway connecting Puerto Peñasco to El Golfo officially
opened on December 17, 2008, so the travel time from Puerto Peñasco to Yuma is 2.5
hours and from El Centro to Yuma is approximately 1 hour. Other less known
recreational destinations are now available to US visitors and travel between the two
countries is projected to increase in the future. Hence, a bi-national study is
recommended to identify potential transportation improvements on both sides of the
border to address future travel demand.
Parking
To address the current daily parking needs of people arriving in San Luis and crossing
the border on foot, the City should consider a parking structure near the port of entry to
facilitate pedestrian border crossing.
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TRANSIT FUTURE DEMAND ANALYSIS
In discussing current and potential transit demand forecasts, there are two caveats to
note. One, the potential demand forecast cannot be expected to represent actual
expected ridership. Two, there are many different methods available for transit
demand forecasting and no one method can truly claim accuracy, each has its own
errors. However, forecasts with these methods can be relied upon since passenger
revenues make up a small part of a transit system’s total budget (10-25%), making the
cost of an error in demand estimates even smaller. Most large errors in estimating
revenue have a relatively small impact on overall finances. If ridership is
underestimated, additional resources may be acquired to respond to demand. Thus, the
impact of the degree of uncertainty is low enough that the projections in this report can
be relied upon to show the level of need for local and regional transit service in San
Luis.
With that said, three transit demand forecasting models were used in this study to
estimate the future transit demand. The first model is the Arkansas Public
Transportation Needs Assessment (APTNA) model, which was recently used by the
State of Arizona in the Arizona Rural Transit Needs Study (RTNS). The APTNA
method projects transit demand using the following trip rates (i.e., one-way passenger
trips per year): 6.79 trips for elderly persons age 60 and over; 4.49 trips for persons with
disabilities under age 60; and 20.50 trips for persons living in poverty under age 60.
The other two models are commonly used by many agencies to estimate the potential
high point of transit demand given the sheer amount of certain transit dependent
populations, regardless of realistic barriers in choosing to use public transportation.
The first of these two models is the Peterson and Smith Regression Model, which is
based on observing correlations of ridership on existing transit systems with the
number of two “target” population groups, elderly persons aged 65 and over, and non-elderly
low-income populations with disabilities. These two population groups
typically generate approximately 80 percent of the total transit demand.
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.6Peterson and Smith Transit Demand =
[12*(Elderly Pop) +19*(Non-Elderly Low Income Pop)] / 0.8*0.77
The second of these two models is the Elderly and Disabled Transit Trip Factors Model.
These rates were developed based on research done in rural areas regarding the
frequency of transit ridership among the elderly and disabled.
Elderly and Disabled Transit Demand =
[(0.03 trips/day * Elderly Pop) + (0.26 trips/day * DISABLED POP)] * 260 days
Table 6 shows the published transit demand projections of the RTNS model and the
calculated transit demand after applying the other two models with the same
population inputs from RTNS. According to RTNS, the unmet transit needs of San Luis
will go from 166,000 annual trips in 2005 to 226,800 annual trips in 2015. These
predictions are very close to the actual ridership counts reported for the YCAT Yellow
line from October 2007 to October 2008 is 156,000. Note that the actual ridership listed
in Table 6.6 is only the annual ridership for the fixed route Yellow Line serving San
Luis. It does not include the paratransit ridership of YCAT or any other client oriented
transit provider, which is a large component of total transit demand. Therefore, the
published RTNS estimated transit demand prediction for San Luis might be too low.
TABLE 6.6 POPULATION GROWTH AND TRANSIT DEMAND FORECAST
2005 2015
Population
Elderly (Above Age 60) 26,471 37,994
Disabled (Below Age 60) 8,077 10,105
Poverty (Below Age 60) 20,618 25,793
Annual Trip Demand
Actual Ridership in 2008 156,000 -
RTNS Model 166,000 226,800
Peterson & Smith Model 682,792 910,520
Elderly & Disabled Model 752,479 979,451
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TRANSIT RECOMMENDATIONS
This study has found that current fixed route and supplemental client-oriented
transportation services offered are insufficient in serving a population with a rather
high transit mode share and a current and growing unmet need for transportation
access to jobs. This section recommends five main actions to help improve the public
transportation system. These actions are:
􀂃􈍏 Organize a Transit Advisory Committee
􀂃􈍄 Designate a City Transportation Coordinator
􀂃􈍉 Implement Transit Oriented Development Policies
􀂃􈍄 Develop a Transportation Demand Management Program
􀂃􈍄 Develop a San Luis Transit Center
The section below outlines these actions by realistic timeframes and provides
descriptions that are more detailed.
Near-Term Actions
The City should take the following near-term steps to be better prepared to respond to
the needs of a rapidly growing area.
Organize a Transit Advisory Committee
The City should consider appointing a volunteer Transit Advisory Committee to assist
the City in identifying and responding to San Luis’s transit-related issues and concerns.
The Transit Advisory Committee, which could be a subcommittee of a Transportation
Advisory Committee, if there is one, and could act as a liaison for transit issues between
the City and the business community, and could also provide input for future transit
actions such as equipment selection, route selections and additions, and transit center
concept and site selection.
One of most crucial roles for the Transit Advisory Committee would be to work closely
with YCAT and YMPO to advise them of needed investments and provide appropriate
feedback. They should monitor the YMPO’s implementation of the 2006-2029 Regional
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Transportation Plan and the development of the next RTP expected to be completed in
2010.
Designate a City Transportation Coordinator
The consultant recommends that the City hire or designate a city transportation
coordinator to develop a rideshare program and serve as a clearinghouse for local and
regional public transportation information. For example, the coordinator can track
changes in area demographics and employment, track the number of citizens requesting
dial-a-ride and/or transit service, and the number of commuters traveling outside the
area. The coordinator can then use this information to keep regional operators of
special needs transit services up to date on the City’s rapidly changing demographics so
that operators will make informed decisions about beginning or increasing service to
the area. The Transit Advisory Committee could assist the City in identifying the
desirable attributes of the coordinator position and work with the coordinator after his
or her selection.
Implement Transit Oriented Development Policies
Since the City is rather young with a lot of space to grow, the City has an opportunity to
encourage more transit-oriented designs in new residential developments, or in
developing commercial corridors, by means of zoning overlays and other methods.
For example, the Town of Oro Valley, north of Tucson, requires that at least half the
parking spaces in a commercial development be located on the side of or behind the
buildings. This requirement reduces the distance that a transit rider must walk across a
parking area after exiting a bus. New residential developments could be required to
adhere to a grid of local and collector streets, with fewer cul-de-sacs, internal loop
roads, and other non-contiguous roadways.
Mixed-use development—buildings two or more stories in height with commercial
space on the ground floor and residential space above—could be permitted or
encouraged in commercial corridors. Such actions increase future transit ridership,
improve transit operating economics, and thus make the provision of transit service
more politically and economically feasible. The City should also identify candidate
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sites for a future transit center and park-and-ride lots and take steps to preserve the
land needed for their use.
Mid-Term Actions
Develop a Transportation Demand Management Program
In the mid-term, developing a Transportation Demand Management Program is
probably the most efficient and most inexpensive way to address San Luis’s high
demand for transportation access to employment and promote further economic
growth. Transportation Demand Management consists of a wide range of programs
and services that enable people to get around without driving alone. Included are
alternative transportation modes such as carpooling, vanpooling, transit, bicycling, and
walking, as well as programs that alleviate traffic and parking problems such as
telecommuting, variable work hours, and parking management.
One way the City can jump start this program is to collaborate with the YMPO to
establish a community ridesharing program, such as vanpools and carpools that would
serve the region. Organized ridesharing can address the needs of those who travel long
distances to work on a regular basis with minimal startup and operational costs.
Enlisting the support of major employers by offering economic incentives to employers
and employees would further create a mutual benefit for the community and the
businesses. As vanpool ridership between San Luis and specific destinations or areas in
the Yuma metropolitan area increases, some vanpools could evolve into commuter bus
service. Concurrent with the implementation of ride-sharing programs, the City should
construct initial park-and-ride facilities for use by the car pools and vanpools.
This TDM program should apply for Section 5316, Job Access Reverse Commute
(JARC). JARC is an FTA program with the purpose of assisting states and localities to
develop new or expanded transportation services that connect welfare recipients and
other low-income persons to jobs and other employment-related services. Job Access
projects are targeted at developing new or expanded transportation services, such as
shuttles, vanpools, new bus routes, connector services to mass transit, and guaranteed
ride home programs for welfare recipients and low-income persons. The Yuma area is
designated by the State of Arizona as one of four mid-sized areas in need of JARC
funding.
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Long-Term Actions
Develop a San Luis Transit Center
In the long-term, the community transit center for which a site has been preserved
should be constructed for use by express bus and shuttle operators, the local bus system
when warranted, and park-and-ride lot for ride sharing. Some new riders to the area
may not be clear on whom they should call. Some type of expanded information
sharing system would be beneficial.
BICYCLE AND PEDESTRIAN FACILITY RECOMMENDATIONS
As a small community, San Luis is by nature well suited to walking and bicycling as
part of everyday trip making. One unique aspect of San Luis is that there is a large
number of daily border crossings made by pedestrians and bicyclist. As a result, the
downtown core and Main Street are prime locations for improving conditions for
bicycling and walking utilizing “Complete Streets” principles.
The Complete Streets movement is the continuation and evolution of decades of effort
aimed at creating multi-modal transportation conditions through the inclusion of
facilities for bicyclist and pedestrians. Complete Streets integrate infrastructure
improvements and provide bicycle- and pedestrian-scaled environments. Typically,
these street improvements offer physical separation to minimize conflicts. Complete
Streets also offer community benefits such as traffic calming through street design, and
minimizing environmental impacts through more comprehensive design processes.
Retrofitting Complete Streets in areas can improve conditions for existing business, and
can attract new businesses within the corridor. Often property values increase, since
land owners are willing to pay a premium to live in communities that are walkable.
Communities throughout the nation are finding that creating human-scaled
environments allows people to safely connect and can lead to the revitalization of a
community.
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Downtown San Luis / Main Street
Downtown San Luis is the commercial core of the community and has significant
traffic, both motorized and non-motorized. One of the main concerns is improving
safety for all modes within the downtown area. To achieve this, it will require the
development of bicycle and pedestrian facilities.
Pedestrian Facilities
Downtown San Luis currently has a good network of sidewalks. The following
enhancement s would further improve walking conditions:
􀂃􈍉 Improved crosswalks
􀂃􈍐 Pedestrian signals at major intersections
􀂃􈍉 Improved curb cuts at crosswalk locations
􀂃􈍐 Pedestrian amenities such as landscaping for shade
􀂃􈍂 Bulb outs or pedestrian refuge areas in appropriate locations
The border crossing currently experiences a large number of daily pedestrian crossings.
These pedestrians currently walk into (and out of) downtown San Luis, across
Urtuzuastegui Street, with little to no separation or safety features between car traffic
and foot traffic. The development of a pedestrian crossing between Main Street and 1st
Avenue would improve the conditions for those crossing the border daily on foot. With
the future implementation of the 1st Avenue and Archibald Street one-way couplet,
consideration could be made to develop the section of Urtuzuastegui Street between
Main and 1st Avenue as a pedestrian only area, with accommodations for the numerous
taxi and bus services.
Bicycle Facilities
The opportunity exists to improve conditions for bicyclist with the focus of border
traffic being moved to 1st Avenue and Archibald Street. Installing bicycle lanes on Main
Street provides accommodation for bicyclist wanting to access downtown as well as to
utilize the border crossing. It is recommended that bicycle lanes be installed as part of
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an overall revitalization of Main Street through downtown, utilizing “complete streets”
concepts.
San Luis Study Area
Improving conditions for bicycling and walking throughout the San Luis study area
should be an ongoing effort as development occurs and roadways are improved. It is
recommended that improvements to Main Street / US 95 (from the border to Co 22nd
Street) and Juan Sanchez Boulevard (from US 95 to 10th Avenue) be implemented
proactively through the addition of bicycle lanes. Bicycle lanes will improve safety
conditions for bicycling and provide access to the major destinations within the study
area. The remainder of the roadways within San Luis are low volume, low speed
facilities that can be used as shared facilities.
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7. IMPLEMENTATION PLAN AND FUNDING SOURCES
IMPLEMENTATION PLAN
Upon review of the of the transportation issues presented in chapter five and in
coordination with the City Project Manager and the ADOT Project Manager, a summary
by short-, mid-, and long-term improvements by travel mode was determined and is
presented in Tables 7.1 to 7.3 respectively. Additionally an estimated planning level
construction cost for the improvements was calculated using a per units cost shown in
Table 7.4, and is displayed in parenthesis under each item in the tables.
TABLE 7.1 SHORT-TERM RECOMMENDATIONS BY MODE
SHORT-TERM RECOMMENDATIONS
Roadway Name Action Transit Bicycle & Pedestrian
Co 22nd Construct 2 lanes
from 9th Ave to 10th
Avenue
($ 840,000.00)
Organize a transit
advisory committee
Improve side walks
Conduct downtown
traffic operational
study
Designate a city
transportation
Coordinator
Review and research bicycle users
travel patterns
Conduct bi-national
study
Implement transit
oriented development
policies
Conduct a parking
structure location
feasibility study
TABLE 7.2 MID-TERM RECOMMENDATIONS BY MODE
MID-TERM RECOMMENDATIONS
Roadway Transit Bicycle & Pedestrian
Juan Sanchez Blvd Widen to 5 lanes
from US 95 to 10th
Ave
($ 18,117,000.00)
Develop a
transportation demand
management program
Study the feasibility to install
bicycle lane on Main Street
New Roadway Construct 2 lanes
from 8th Avenue to
Avenue F
($ 5,600,000.00)
Review ridership on
YCAT and request
increase in service
frequency
Study feasibility of pedestrian
signal crossing locations and
devices
6th Avenue Construct 2 lanes
from Union Street to
County 22nd Street
($ 1,050,000.00)
Study feasibility for bicycle and
pedestrian amenities such as
landscaping for shade
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TABLE 7.3 LONG-TERM RECOMMENDATIONS BY MODE
LONG-TERM RECOMMENDATIONS
Roadway Transit Bicycle & Pedestrian
Juan Sanchez Blvd Widen to 5 lanes from 10th
Avenue to Avenue E
($ 29,700,000.00)
Develop a San
Luis transit Center
Implement studies findings
9th Avenue ** Construct 2 lanes from Co
19th to SR 195
New Roadway Construct 2 lanes from 6th
Avenue to Avenue E
($ 11,200,000.00)
Avenue E Widen to a 4 lanes parkway
($ 18,640,000.00)
Avenue E ** Construct 2 lanes from SR
195 to Co. 19th Street
County 22nd Street Construct 2 lanes from 10th
Avenue to Avenue E1/2
($ 7,000,000.00)
Archibald Street and
First Avenue ****
Convert Archibald Street
and First Avenue to one-way
couplet from C Street
to Urtuzuastegui Street
($ 10,000.00)
** Project identified in the 2006-2029 YMPO Regional Transportation Plan
**** The conversion assumes only fog seal, stripping, and signage.
TABLE 7.4 CONSTRUCTION COSTS BY UNIT
IMPROVEMENTS UNIT COST (2008 Dollars)
New construction Lane mile $3,300,000
Reconstruction Lane mile $ 5, 800,000
Signal $300,000
Bridge (2 lanes) 1000 ft $7,500,000
Convert 2-way road to one-way
road
Lane mile $20,000
Construction (Collector Rd) Lane mile $1,400,000
Construction (Local Rd) Lane mile $700,000
Paving (Unpaved road) Lane mile $500,000
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FUNDING SOURCES
Funding is vital to ensure successful implementation of transportation projects. This
section will detail the current transportation funding situation for the San Luis study
area and discuss potential revenue sources for future projects.
SAN LUIS EXISTING TRANSPORTATION FUNDING
Transportation improvements within the San Luis study area are currently funded
through a few primary sources, which include the following:
• Highway User Revenue Fund (HURF), $2,093,903 allocation to San Luis in 2008.
HURF is the funding source for most local projects. HURF funds are derived from fuel taxes,
vehicle license tax, registration fees and other miscellaneous fees. HURF funds are restricted
to highway purposes.
• Local Transportation Assistance Funds (LTAF), $37,979 allocated to San Luis in 2008.
Local Transportation Assistance Funds are generated by a legislated maximum of $23 million
from the State Lottery, which is distributed on a population basis directly to cities and
counties for the purposes of implementing local transportation programs. LTAF (I) funds can
be used for any transportation purpose.
• Surface Transportation Program (STP), $5,000,000 allocated for the new Port of Entry
in year 2012
The Surface Transportation Program provides States and localities with flexible funding for
projects on any Federal-aid highway, including the National Highway System, bridge projects
on any public road, transit capital projects, and intracity and intercity bus terminals and
facilities.
FUNDING OPPORTUNITIES TO CONSIDER IN THE SHORT-TERM
Some short-term funding opportunities were identified that may be applicable to the
San Luis region. In fact, submittals for 2009 funds are due this summer and this fall.
However, these programs may be available in the future as well depending on results of
federal budgeting.
Increasing Seat Belt Use among Recent Hispanic Immigrants is a grant opportunity that
is due July 16, 2009. The City is eligible for grant funding and there are no match
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requirements. The objective of the grant is to examine the “attitudes, beliefs, and
perceptions about seat belt use among newly-arrived Hispanic immigrants.”
Contact: Vincent Lynch 202-366-3339 vincent.lynch@dot.gov
The Performance and Registration Information Systems Management (PRISM) FY2009
is a grant opportunity that is due September 25, 2009. Since the state is eligible, this
could be a potential partnering effort, and no matching funds are required. “The
PRISM enables states to link Federal motor carrier safety information systems with state
commercial registration and licensing systems….The clearinghouse and repository may
include information on the safety fitness of each of the motor carriers and
registrants…and other information about driver safety performance.”
Contact: Suzanne Cotty 202-493-0804 suzanne.cotty@dot.gov
FUNDING OPPORTUNITIES TO CONSIDER IN THE LONGER-TERM
LOCAL
Development Impact Fees can be realized for transportation projects through impact
fees or development requirements for targeted projects or areas. The amount of the
assessment needs to be in direct proportion to the magnitude of the need created by the
project. Developer Agreements can also be used as a tool to collect revenue for
capturing the off-site impacts to the community.
Hotel Bed Tax is traditionally a percent sales tax added to the hotel room charge. It is
collected by the hotel, paid to the state with their other sales tax returns, and refunded
to the local jurisdiction by the state of Arizona.
Sales Tax for transportation improvements is another viable funding source. A number
of jurisdictions throughout Arizona have successfully implemented Sales Tax
specifically for transportation. This tax should be regional in nature and could be used
for both motorized and non-motorized improvements.
Gas Tax is an increase in the gasoline tax, initiated and assessed at the County level,
including incorporated cities and towns. Currently, counties are not enabled under
existing legislation to increase the gas tax.
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Developer Exactions require developers to construct off-site facilities necessary to serve
their development. Improvements to roadways and intersections can be exacted from
developers, for example. This method is often used with developer impact fees.
Improvement or Road Districts can be established in designated areas under Arizona
Revised Statutes Title 48. These types of districts can be used to undertake a variety of
improvements, including roadway widening and paving, but come with certain
restrictions on creation and implementation of the district. The improvement costs are
shared on a fair and equitable basis, and are usually supported by residents and
property owners within the district.
Yuma County operates over 200 improvement districts (ID) of various types. The vast
majority of these ID’s are for water delivery or irrigation water purposes. ID’s for road
improvements are for County roads only. The county does not participate financially
but does provide support services, and the costs for these services are allocated to each
district.
STATE
Vehicle License Tax (VLT) is based on the assessed value of a vehicle and is paid yearly.
The revenue from this tax is distributed to local jurisdictions via the HURF. Arizona
charges a Vehicle License Tax (VLT) in lieu of a personal property tax on vehicles. The
VLT is based on an assessed value of 60% of the manufacturer’s base retail price
reduced by 16.25% for each year since the vehicle was first registered in Arizona.
Safety Enforcement and Transportation Infrastructure Fund provides revenue for
enforcement and maintenance within twenty-five miles of the Arizona/Mexico border.
Arizona Mexico Border Agreements. According to the Arizona Executive Budget
Summary for fiscal years 2010 and 2011, “the Recommendation continues for FY 2010
the same $600,000 funding amount from the Safety Enforcement and Transportation
Infrastructure Fund that the Legislature approved in FY 2008 to enable the Department
to enter into agreements with and provide funding to the Arizona‐Mexico Commission,
Department of Homeland Security, and Arizona International Development Authority.”
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Local Transportation Assistance Fund LTAF, and LTAF II are distributed to local
jurisdictions based on population for use on transit and transportation purposes. LTAF
(II) was intended to augment LTAF (I) with a maximum of $18 million statewide from
the Vehicle License Tax (VLT) and excess Powerball monies.
FEDERAL
Coordinated Border Infrastructure Program (SAFETEA-LU)
The Coordinated Border Infrastructure Program (CBI) is a formula grant program
whose purpose is to improve the safe movement of motor vehicles at and across our
Nation's borders with Canada and Mexico. Under the Safe, Accountable, Flexible,
Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), a total of $833
million ($210 million for 2009) is authorized in the program to be distributed by formula
to states. This program replaces the Coordinated Border Infrastructure Program (CBI
program) in the previous transportation authorization, the Transportation Equity Act
for the 21st Century (TEA-21). More information can be found at the FHWA website
(http://www.fhwa.dot.gov/planning/cbipintro.htm). The current contact person for
Guidance on the Coordinated Border Infrastructure Program is Roger Petzold
(roger.petzold@dot.gov).
Surface Transportation Program (STP) are federal funds used for a variety of roadway
improvements and operations. Specifically, the Metropolitan Planning Program (MPP)
provides financial assistance, through the states, to MPOs to support the costs of
preparing long-range transportation plans and financially feasible transit improvement
projects. MPP assistance should be used to conduct balanced and comprehensive
intermodal transportation planning and technical studies for the movement of people
and goods in the metropolitan area. STP funds are programmed through the YMPO.
Transportation Enhancement funds provide funding for bicycle, pedestrian, historic
and beautification projects. The program was developed to enhance surface
transportation activities by developing projects that go beyond what transportation
departments typically do. All projects must be surface transportation-related.
Eligibility requirements are screened through the program application process and
validated by ADOT staff and the Transportation Enhancement Review Committee
(TERC). Applications are considered yearly under this program through the YMPO.
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2009 Border Enforcement Grants ensure motor carriers operating commercial motor
vehicles entering the United States from a foreign country are in compliance with
commercial vehicle safety standards and regulations, financial responsibility
regulations and registration requirements of the United States, and to ensure drivers of
those vehicles are qualified and properly licensed to operate the commercial motor
vehicle. If funds remain available after all applications received by November 1, 2008
have been processed, additional applications will be accepted through August 31, 2009,
and considered for funding. This grant opportunity should be considered for future
fiscal years, if it is included as part of the future federal budgets.
Freight Rail Security Grant Program (FRSGP) Total Funding Available in FY 2009:
$15,000,000 will fund security training for frontline employees, the completion of
vulnerability assessments, the development of security plans within the freight rail
industry and GPS tracking systems for railroad cars transporting toxic inhalation
materials (TIH).
Eligible applicants are divided into groups based on the types of projects they can apply
for: Class I, II and III railroad carriers, and owners of railroad cars transporting TIH.
Eligible railroad carriers may ONLY request funding for security awareness, emergency
response training for railroad frontline, employees and the completion of vulnerability
assessments and security plans. Applications for these programs were due January 13,
2009. This grant opportunity should be considered for future fiscal years, if it is
included as part of the future federal budgets.
Port Security Grant Program (PSGP) Total Funding Available in FY 2009: $388,600,000
provides grant funding to port areas for the protection of critical port infrastructure
from terrorism. PSGP funds are primarily intended to assist ports in enhancing
maritime domain awareness, enhancing risk management capabilities to prevent,
detect, respond to, and recover from attacks involving improvised explosive devices
(IEDs), weapons of mass destruction (WMDs) and other non-conventional weapons, as
well as training and exercises and Transportation Worker Identification Credential
(TWIC) implementation. The Port of Entry for San Luis is not identified in Group I or II
for eligibility; however an application could be filed under Group III “All Other Port
Areas” status. Applications for these programs were due January 13, 2009. This grant
opportunity should be considered for future fiscal years, if it is included as part of the
future federal budgets.
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Trucking Security Program (TSP) Total Funding Available in FY 2009: $7,772,000
provides funding to eligible applicants to implement security improvement measures
and policies deemed valuable by the Departme