Surprise General Plan 2035: Foundation for the Future

Roadway Systems E l e m e n t

INTRODUCTION The purpose of the Roadway Systems Element is to plan a sufficient roadway network for the future that will support multiple modes of transportation, including travel by private automobile, public transit, walking, bicycling and neighborhood electric vehicles. This system includes all levels of roadway from freeways to local streets.

DISCUSSION Avenue. Roadways of Regional Significance are established at McDOT so as to prioritize Surprise’s Roadway Accessibility & their importance and linkage to the regional Mobility in the Regional Context arterial network. These roadways then are Located approximately 45 minutes from also receive higher recognition and priority downtown Phoenix, US-60/Grand Avenue and when evaluation of regional improvements by the Loop-303 freeway serve as the largest MAG and McDOT. high capacity roadways that connect the city of Surprise to the Maricopa County region. A 2010 US 60 Access Management Plan Surprises location at the northwestern edge of Study conducted by MAG recommends an the Phoenix metropolitan area and Arizona Parkway section for the entire prominence of the US-60/Grand Avenue corridor length along with access corridor make it a gateway for travelers management guidelines. The widened median coming to and from Las Vegas and north of Jomax Road accommodates the Wickenburg and is an Interim Segment of the future White Tanks Freeway. The ultimate CANAMEX Trade Route under the North facility will comprise one trumpet interchange, American Free Trade Agreement (NAFTA). four diverging diamond interchanges (DDI), two single point urban interchanges (SPUI) The existing roadway network within the and 13 indirect left turn intersections. developed areas of Surprise primarily consists Currently, MAG is in the process of of the one-mile arterial roadway grid system completing the US-60/Grand Avenue Corridor typical of the Phoenix metropolitan area. With Optimization and Access Management Plan the exception of a few isolated roadways with and System Study (COMPASS), which is topographical constraints or other physical evaluating an overall vision for the corridor. It obstructions, future planned roadways in will establish an access management system Surprise will also follow the one-mile arterial and improve traffic operations by reducing rail roadway grid pattern. conflicts along the corridor.

There are currently five Roads of Regional The Loop 303’s connection between I-10 and Significance identified by Maricopa County I-17 provides an invaluable transportation DOT within or immediately adjacent to the corridor that will not only enhance the mobility Surprise Municipal Planning Area. These of people and goods to and from Surprise and roadways include; Loop 303, US-60/Grand the region, but also support employment Avenue, Bell Road, Dysart Road, and Olive growth and economic development CHAPTER 3: TRANSPORTATION 1 Roadway Systems E l e m e n t opportunities in Surprise. Regional services Transportation Framework Study (Figure 3.2), such as automobile dealerships have already to serve the future growth and development of been constructed at the Loop 303 and the region. The White Tanks Freeway is a Waddell Road and a future mixture of high planned long term freeway, yet to commit or intensity commercial uses are planned in the identify a permanent funding source, will Prasada planned community along Loop 303. provide east to west regional connectivity from the planned Hassaympa Freeway (possible I-11 While US-60 and Loop 303 are important corridor) in Buckeye to existing Loop 303 facilities to promote regional connectivity, east freeway in Surprise. As Figure 3.1 illustrates, to west mobility is challenged with the existing within the Surprise planning area, the proposed roadway infrastructure in Surprise. Bell Road freeway corridor runs approximately north of the is also a primary community gateway. It is current Jomax Road alignment, until its heavily traveled by Surprise residents and intersection with Loop 303 freeway. Sun City residents that travel east to regional employment and commercial retail centers in Peoria and Glendale. With the exception of Figure 3.1 Grand Avenue (running diagonally from southeast to northwest), Bell Road current serves as the sole east-west high capacity roadway with the only bridge crossing of the Agua Fria River. The only other bridge crossings of the Agua Fria River are Grand Avenue and the Loop 303, neither facilitating a direct east-west connection along the traditional grid pattern.

The lack of vehicular roadway connections to the east is a constraint that can limit employment growth in Surprise and increases the congestion of Bell Road within Surprise and adjacent communities. A large percentage of residents who commute to jobs east of the city put stress on the performance and capacity of Bell Road and Grand Avenue, particularly during the morning and afternoon peak periods. As jobs are created in Surprise, the reduction in commute patterns will also reduce stress onto the overall performance of the arterial and collector network in Surprise.

With respect to planned long term accessibility and mobility in the region, the White Tanks Freeway has been identified by MAG, in the 2007 Interstate 10/Hassayampa Valley

Surprise General Plan 2035: Foundation for the Future 2 Surprise General Plan 2035: Foundation for the Future

Influence of Previous and Ongoing Studies There are a number of important local and regional transportation planning studies that have influenced the planning and design of existing and planned roadways in Surprise over the last several years. Some refinements to Roadway Circulation Framework map were made in conjunction with the planning process, but the foundation of the Roadway Circulation Plan was made based influences and recommendations identified in the studies identified below. Additional transportation studies associated with transit, commuter rail and bike and pedestrians are identified and discussed in the Transit and Alternative Modes Elements. Table 3.1: Previous and Ongoing Studies Study (Year), Purpose Findings/Key Points Author

The36T study provides a clear  US36T -60/Grand Avenue will connect with several vision for the corridor key high-capacity, region serving facilities. development to guide the actions of the various agencies  Access36T to US-60/Grand Avenue must reflect the in the corridor. facility’s role in regional and state travel, which demands traffic operational concepts that maintain safety and capacity as growth The36T study recommends an US36T -60/Grand Ave. Access Arizona Parkway section for the progresses. Management Plan: entire corridor length along with  US36T -60/Grand Avenue, in combination with US- SR36T -303L/Estrella Freeway access management to SR-74 (2010) 93 north of Wickenburg, is an Interim Segment guidelines. of the CANAMEXT Trade Route under the North American Free Trade Agreement (NAFTA).

The36T ultimate facility will  Future36T BNSF operations potentially will impact comprise one trumpet traffic operations and truck traffic levels in the interchange, four diverging Study Corridor. diamond interchanges (DDI),  The36T presence of the parallel BNSF corridor will two single point urban interchanges (SPUI) and 13 affect options for a future regional arterial grid indirect left turn intersections. system.

 There36T are 19 roadway improvements ranging in cost from $1.6 million to $22.8 million.

The36T study identifies multimodal  There36T are 15 intersection improvements transportation needs for an area North36T Peoria Traffic Study ranging from operations only to $1.2 million in approximately bounded by the (2014) costs. Agua Fria River, 67th Avenue, Union Hills Drive and the West  There36T are seven transit improvements ranging Wing Parkway. in annual cost from $189,000 to $275,000 plus one Park-and-ride lot estimated at $6 million.

 There36T are 10 non-motorized improvements ranging in cost from $50,000 to $1.5 million.

 It36T is more important to extend Valley Metro services into Peoria than to develop purely local The36T study addresses smarter circulator services. growth with short-term and mid

36T Peoria36T Multi-modal  It is important to provide full rather than to long-term improvements for Transportation Study (2011) limited service. local transit service, high

Nelson/Nygaard  36T capacity transit, an Old Town Peoria Dial-A-Ride service needs to be

Transit Center and bus stop maintained. improvements.  Bus36T stop facilities should be improved.

 An36T Old Town Transit Center should be developed at the 83rd/Peoria/Grand CHAPTER 3: TRANSPORTATION 3 Roadway Systems E l e m e n t

Table 3.1: Previous and Ongoing Studies Study (Year), Purpose Findings/Key Points Author intersection.

 Projected36T population and employment levels and densities for the foreseeable future will not support High Capacity Transit.

 The36T plan defines roadway functional The36T purpose is to maintain the classification for urban and rural roads. capacity or roadways while  The36T plan defines access management strategies

Access36T Management Plan, promoting safety and bicycle for driveways and intersections, number of Draft (2014) Surprise and pedestrian access by access points, auxiliary lanes and internal site reducing the number of conflict

points along the roadway circulation. facility.  The36T plan defines bicycle and pedestrian access and mobility and shared use paths for bicycle and pedestrian access.

Maricopa36T County Department of Transportation (MCDOT) Planning Studies

 163rd36T Avenue Corridor Improvement Study

 El36T Mirage Road Corridor

Improvement Study  Many36T of the studies recommend a preferred or

 Jackrabbit36T Trail Parkway feasible roadway alignment for potential Corridor Improvement MCDOT36T conducted corridor Arizona Parkway facilities. studies for numerous current Study  The36T Arizona Parkway is a six to eight-lane and future roadways within and  Jomax36T Road East roadway with a wide median in a 200-foot adjacent to the Surprise Corridor Improvement right-of-way that employs indirect left turn Metropolitan Planning Area. Study Many of the studies were intersections and median u-turn features.

36T  Patton-Jomax Corridor 36T derived from the Interstate 10-  Most experts agree that the Arizona Parkway Improvement Study Hassayampa Valley Roadway achieves greater vehicular capacities at

Sun36T Valley Parkway Corridor  Framework Study. reasonable travel speeds in a safer manner Improvement Study when compared to the conventional principle  Turner36T Parkway Corridor arterial roadway. Feasibility Study

 State36T Route 74 Access Management Study

 Deer36T Valley Parkway Feasibility Study

 Dove36T Valley Parkway Feasibility Study

The36T framework provides an  Scenario36T II assumes the existing transit understanding of the region’s revenues sources and services continue transit needs and deficiencies MAG36T Regional Transit through 2030. with the goal of identifying high-

Framework (2010) 36T leverage transit investments  Scenario II expands funding to $11.05 billion that can attract a significant that is consistent with peer regions in 2006. number of new passengers This addresses many service deficiencies. Surprise General Plan 2035: Foundation for the Future 4 Surprise General Plan 2035: Foundation for the Future

Table 3.1: Previous and Ongoing Studies Study (Year), Purpose Findings/Key Points Author

while improving existing transit  Scenario36T III expands funding to $21.46 billion service. that is a leader among peers and is four times the existing level. Among other service enhancements, it develops a more comprehensive network of higher speed transit. The project established a transportation framework The study develops a multi- that: modal transportation network  Identifies a network of freeways, parkways and for the build-out population and arterials

Interstate36T 10 – Hassayampa employment in the study area th  Recommends a new arterial facility entitled the Valley Roadway Framework bounded by Loop 303, 459P P “Arizona Parkway” for providing a higher Study (2007) Ave, the Gila River and SR 74. capacity and safer roadway Figure36T 3.2 The 3,000,000 person population is derived from the  Includes recommendations for transit more than 100 entitled master- connections planned communities.  Provides a transportation planning framework for making land use decisions

 Freeway/Highway36T projects include Loop 303 and an interchange at Bell Road and Grand Avenue and an interchange at El Mirage Rd and This36T is the fourth update of the 2003 RTP. The RTP is the Loop 303.

basis for programming of  Arterial36T street projects include R.O.W. regional transportation funds for preservation for Jomax Rd and El Mirage Rd 203536T Regional regional transportation services improvements between Grand Ave and Bell Transportation Plan (2014) in the freeway life cycle Road. MAG

program (FLCP), the arterial life  Transit36T projects local bus, regional super grid cycle program (ALCP) and the bus and regional Express/LINK bus service on transit life cycle program select routes in Surprise. (TLCP).  Improvements36T are funded by a combination of federal, regional transportation sales tax and local revenue sources. The project goals are to:

 Create36T an overall vision for the corridor

 Enhance36T economic US-60/Grand Avenue development, maintain  The study evaluates Grand Avenue from Loop Corridor Optimization and accessibility, improve traffic 303 and Interstate 10, is in process. Draft Access Management Plan, operations and reduce documents are currently unavailable at the and System Study highway and rail conflicts. time of this writing. (COMPASS) (in process)  Establish36T an access management system

 Develop36T guidelines for signage, landscaping and aesthetic treatments

Functional Classification System

CHAPTER 3: TRANSPORTATION 5 Roadway Systems E l e m e n t

Roadways are typically characterized by their operational, access management, and physical characteristics called “functional classifications”. The Roadway Functional Classification Plan shown in Figure 3.3 depicts the classification of each roadway type under “build-out” conditions within for Surprise Planning Area. Typical roadway cross sections can be found in the city’s engineering design manual as the cross section details can be modified from time to time.

The following categories are included in the Functional Classification System for the Surprise Roadway Systems Plan: Table 3.2: Functional Classification System Target Through Roadway Type Description Operatin Lanes g Speed Freeways and highways are divided facilities that are designed to carry large volumes of high-speed traffic and serve long, regional trips. Freeways have full access control (highways do not); with entry and exit restricted to grade-separated traffic Freeway/Highway interchanges. A freeway is typically 4 to 8 through lanes that 4 or more 45-65 mph can accommodate 160,000 to 200,000 vehicles per day. All roadways classified as freeways are portions of the State Highway System and are under the jurisdiction of the Arizona Department of Transportation (ADOT). Parkways are, by design, an enhanced arterial roadway which utilizes a distinct indirect left-turn intersection configuration. This intersection treatment prohibits left turns at major cross-street intersections and controls intersection traffic movements with two-phased traffic signal control. The improved functionality increases capacity while maintaining local access. As such, Parkways can accommodate up to 85,000 vehicles per day and acceptable level of service. The standards for a Parkway are based on the “Design Guideline Recommendations for the Arizona Parkway” adopted by the Maricopa County Department of Transportation. Parkway 6 lanes 45 mph

Major arterials are designed to move high volumes of traffic over substantial distances, but may also provide direct access Major Arterial to adjacent properties. In the Valley, arterial streets are 6 lanes 45 mph usually located on one-mile section lines and intersections are at-grade Surprise General Plan 2035: Foundation for the Future 6 Surprise General Plan 2035: Foundation for the Future

Table 3.2: Functional Classification System Target Through Roadway Type Description Operatin Lanes g Speed

Minor arterials are similar to major arterials but with somewhat Minor Arterial lower design requirements. 4 lanes 35-45 mph

Collector streets are designed to carry lower traffic volumes for shorter distances while providing direct access to commercial land uses. Commercial Collector streets serve as a land access Commercial function by receiving traffic from arterial roadways and distributing it to commercial business driveways and vice versa. 2-4 lanes 25-35 mph Collector Two through lanes with striped bike lane and detached sidewalk is a typical design. Commercial collector roadways may be increased to 4 lane roadways to accommodate high volume land use trip generators. Residential Collector roadways are designed to carry lower traffic volumes for shorter distances while providing direct access to residential communities. These roadways typically Residential receive traffic from adjacent arterial roadways and distribute 25 – 35 traffic to local streets within a residential community. The 2 lanes Collector Residential Collector is intended to promote all modes of mph mobility by offering striped bike lanes and large detached sidewalks separated from the roadway with generous landscape designs.

Local streets provide access directly to local property and are not designed to accommodate through traffic. Two lanes is the usual width. Since collector and local roadways are usually Local Street developed as part of planned communities to support specific 2 lanes 25 mph land uses and site plan configurations, these roadways are not shown on the Transportation Map on page 94

The Roadway Functional Classification Plan for Surprise relies upon a series of Parkways to efficiently serve as high capacity corridors. The majority of the proposed parkway locations were originally identified in the Interstate 10/Hassayampa Valley Transportation Framework Study (Figure 3.2). Those parkway location recommendations (with a few subtle alignment adjustments and modifications) are essentially intact and represented in the Roadway Functional Classification Plan. Proposed north-south parkway corridors are163rd Avenue, 187th Avenue, portions of 211th Avenue, Wild Rose Parkway and Turner Parkway (northwest planning area). Sun Valley Parkway, Deer Valley/Pinnacle Peak Parkway, and Dove Valley/Lone Mountain Road are proposed parkways to serve high capacity east-west mobility in Surprise.

The Roadway Functional Classification Plan has fewer 6-lane major arterial roadways than previously identified. The inclusion of parkways into the overall roadway functional classification plan increases vehicle carrying capacities of these corridors thereby reducing the operational and performance stresses on adjacent arterial roadways. Adhering to strong access

CHAPTER 3: TRANSPORTATION 7 Roadway Systems E l e m e n t management policies on major arterial roadways will increase the operational performance of these facilities which in turn will create an opportunity for additional 4-lane minor arterial roadways along added section line roadways. Figure 3.2: Interstate 10/Hassayampa Valley Transportation Framework Study

Table 3.3 below shows a breakdown of the total length of existing and planned roadways by type under build out condition in Surprise. Table 3.3 Length Roadway Type Miles Percent Freeway/Highway 34.7 8.58% Parkway 82.03 20.29% Major Arterial 113.84 28.16% Minor Arterial 173.63 42.96% TOTAL 404.2 100%

Surprise General Plan 2035: Foundation for the Future 8 Surprise General Plan 2035: Foundation for the Future

Scenic Corridors circumnavigates. The view angles away from The Roadway Functional Classification Plan the mountains are also dramatic. The Scenic identifies four Scenic Corridors. The Scenic Corridor designation is designed to preserve Corridor is a special overlay designation these mountain views and suggest designed to protect and enhance the byway's development practices that limit intrinsic qualities and character that define encroachment into hillsides and maintain their scenic corridor. The four Scenic broad viewsheds as reasonably as possible. Corridors are; Sun Valley Parkway, Carefree Highway, Castle Hot Springs Road and Olive Carefree Highway/State Route 74 also Avenue. Specific urban design character maintains a Scenic Roadway designation. guidelines are recommended to be developed Recognizing the inherent beauty of the for each Scenic Corridor, extending ¼ mile surrounding area, Maricopa County from the centerline of each roadway. The completed the State Route 74 Scenic Corridor Scenic Corridor designation is intended to: Management Guidelines in 2000. Cities are encouraged to follow suit and the City of  Preserve the native vegetation and unique Peoria has established guidelines to mirror visual characteristics of the corridor the corridor and Surprise is designating this  Encourage buildings and other structures facility as a Scenic Corridor. The Scenic to adapt to the terrain in placement and Corridor for Carefree Highway will also have appearance, avoiding excessive cuts and to consider a planned overhead electric fills. transmission line along the roadway corridor.

 Encourage the use of open space buffers Castle Hot Springs Road is a unique rural separating the roadway from buildings roadway Scenic Corridor designation.  Encourage the use of southwestern Maricopa County completed the Castle Hot architectural styles that reflect the Springs Scenic Corridor Guidelines in 2000. character of the Sonoran Desert These guidelines assume that the historic pattern of urban growth and development will  Maintain the natural state of washes at continue in Maricopa County. The Castle Hot necessary crossings Springs Scenic Corridor is consistent with  Encourage plant species and densities to other scenic corridors in Maricopa County that be consistent with the surrounding were established ahead of urban growth and landscape character of the specific development. This roadway serves a natural location gateway to the Bradshaw-Harquahala BLM recreation and management areas located to  Encourage the use of muted or low level the north of Surprise. lighting to help minimize nighttime glare

 Encourage signage design that is context Olive Avenue, much like Carefree Highway sensitive and Castle Hot Springs Road, also was Sun Valley Parkway has been functionally identified by Maricopa County as a scenic designated as a “Parkway.” The roadway also roadway in 2000. Olive Avenue serves as the experiences significant recreational bicycle primary roadway access to White Tanks use. The City of Buckeye, Maricopa County Regional Park. The Surprise Municipal and the City of Surprise all recognize that this Planning Area has now expanded by two roadway showcases the White Tank Mountain square miles that includes frontage on Olive Regional Park, which the roadway Avenue from 187th Avenue to 203rd Avenue.

CHAPTER 3: TRANSPORTATION 9 Roadway Systems E l e m e n t

Designated Truck Routes & the Movement second bridge crossing is constructed. A of Goods & Freight future Olive Avenue crossing of the Agua Fria Virtually all of Surprise’s goods are imported River will promote a more efficient east-west from outside the region. The movement of movement of trucks originating from the freight and goods in Surprise and the region is Skyline Business Park and reduce the supported by an integrated intermodal freight dependency on an already-overcrowded Bell infrastructure consisting of trucks on Road. Truck route standards within the City of roadways, rail and railroads. Commercial Surprise adhere to all current Arizona goods movement must be optimized to Department of Transportation standards for maintain and improve the region’s economic length and weight. competitiveness while minimizing potential negative impacts to the transportation system Freight Rail Service: Freight rail service is and neighborhoods. operated by the Burlington Northern Santa Fe (BNSF) railroad along the US-60 corridor. The overall intermodal freight system and Freight service within this corridor is focused infrastructure is owned and operated by public in the areas of auto trans-load service, agencies and private businesses. While the lumber, fly ash, cement and local freight system is intended to support the goods service. The Alternative Modes Element movement/freight requirements for the City of provides a more in depth discussion on rail Surprise and the region, it is important to also service in Surprise. note that this infrastructure also supports Surprise’s role in the nation’s supply chain Roadway Level of Service and business trade. The arterial street system forms the backbone of the City’s multi-modal transportation Trucks: The majority of goods in the Surprise system. As illustrated below in the Complete region are transported by trucks using state Streets section, a street is more than curb, and federal highways with access provided by gutter, and pavement built to serve the private truck routes along regional arterials. In the automobile. The street right of way is often Surprise region, US-60, Loop-303 and SR-74 shared by several different transportation are major truck corridors. These serve both modes including automobiles, trucks, buses, local as well as regional trade. There are four bicycles and pedestrians. Improvements to arterial roadways that also serve as the street system must balance the needs of designated truck routes in Surprise. Bell all modes. The street system provides access Road, Dysart Road, Cactus Road (from to activity centers, supports new Litchfield Rd. to Dysart Rd. only) and Peoria development, and provides for recreational Avenue (from Litchfield Rd. to Dysart Road travel. While widening streets adds capacity only) are designated truck routes to facilitate to the system, it cannot eliminate congestion. the movement of goods primarily from the The modern street system provides a Skyway Business park to the Loop-303 and combination of integrated components that Loop-101 freeways. While the designation of can work together to maximize mobility and Bell Road as a truck route is not ideal, manage congestion. because Bell Road maintains the only bridge over the Agua Fria River to the east, there are A street is a fundamental part of what makes no other alternatives for a truck route until a up a neighborhood’s culture and can simply Surprise General Plan 2035: Foundation for the Future 10 Surprise General Plan 2035: Foundation for the Future act as a conduit for vehicles in some contexts, utilized to determine the efficiency of existing or take on aspects of the surrounding place in and future roadway and intersection others. The street cross-section includes the operations. Level of service provides a sidewalk and store frontage areas of the road comparative measure of the congestion and edge as well, greatly impacting the feel of a travel conditions and is reported in levels “A community. Therefore, the plan for future through F,” with “A” representing the best improvements of Surprise roadways must representing free flow conditions and “F” take the context of the adjacent area and the representing breakdown conditions that prime use of the road into consideration. includes driver discomfort. LOS on roadway Conversely, land development proposals segments, as shown in Table 3.4 in the must be integrated with the street. context typical daily vehicular volumes, is defined as follows: The City street system is comprised of section line and mid-section line streets that form a LOS A: Free flowing conditions. The grid network that is the backbone of the operation of vehicles is virtually unaffected by transportation system. The grid system the presence of other vehicles and operations provides convenient square-mile units when are constrained only by the geometric considering design options for private features of the roadway and driver developments or public improvements. This preferences. square-mile unit should be considered as a whole whenever planning and designing LOS B: Indicative of free flow, but the improvements anywhere within that unit. The presence of other vehicles begins to have a network includes streets that have two, four, noticeable impact on speeds and freedom to six or eight through lanes, a striped center maneuver. two-way left turn lane, or raised medians, and various configurations at the major LOS C: Represents a range in which the intersections. The City Transportation influence of traffic density on operations Department maintains a very comprehensive becomes marked. The ability to maneuver traffic counting program on its major streets. within the traffic stream and to select an Daily traffic counts are conducted every year. operating speed is now clearly affected by the The 24-hour volumes are published in map presence of other vehicles. form annually by the Traffic Engineering Division and Transportation Planning. LOS D: Borders on unstable flow. Speeds Detailed 15-min count data is also available and ability to maneuver are severely restricted through the Traffic Engineering Division. because of traffic congestion.

The City also uses Level of Service (LOS) to LOS E: Operations are at or near capacity analyze road conditions. Levels of Service and are quite unstable. (LOS) is a roadway “grading scale” initiated by the 1965 Highway Capacity Manual LOS F: Represents forced or breakdown flow. (HCM), used to describe traffic operations and is used to explain the quality of traffic The City of Surprise strives to achieve a level operations in a broader, less technical sense of service “C” “D” or better on all roadways. for consumption by general public and elected Any roadway where the level of service falls officials. to a level of service “E” or “F” is considered congested and requires review for The LOS level of service (LOS) concept is improvements. Where feasible, capacity CHAPTER 3: TRANSPORTATION 11 Roadway Systems E l e m e n t improvements or other remedial actions are Table 3.4 – Service Volumes and LOS usually recommended if # of the level of service is Roadway Type Travel LOS A LOS B LOS C LOS D LOS E worse than “C”. “D.” Lanes

For the 2012 Trans- 4 47,940 55,930 63,920 71,910 79,900 portation Plan update 6 73,980 86,310 98,640 110,970 123,300 the City worked with the Freeways Maricopa Association of 8 100,080 116,760 133,440 150,120 166,800 Governments (MAG) to conduct a Citywide LOS 10 126,180 147,210 168,240 189,270 210,300 analysis. Based on 4 29,280 34,160 39,040 43,920 48,800 methodology used by Limited Access MAG, the majority of 6 43,740 51,030 58,320 65,610 72,900 intersections in Surprise Parkway currently operate at LOS 8 57,960 67,620 77,280 86,940 96,600 B or C. It needs to be 5 30,480 35,560 40,640 45,720 50,800 understood that LOS is Major Arterial only one aspect of 6 36,480 42,560 48,640 54,720 60,800 looking at streets and potential future improve- 3 12,960 15,120 17,280 19,440 21,600 ments. Minor Arterial 4 21,540 25,130 28,720 32,310 35,900

The city of Surprise has 2 5,100 5,950 6,800 7,650 8,500 goal of achieving a LOS C on major arterial road- Major Collector 3 8,520 9,940 11,360 12,780 14,200 ways and parkways but will accept a LOS D. 4 10,560 12,320 14,080 15,840 17,600 This is a common Minor Collector 2 3,360 3,920 4,480 5,040 5,600 approach taken by many communities nationally, Local Street 2 1,200 1,400 1,600 1,800 2,000 but Surprise will strive to Source: City of Peoria TIA Criteria; McDOT Roadway Design Manual maintain the LOS C or and parkways. better on each of Surprise’s major arterials

Connecting gaps and improving safety in the A street system can be defined by the overall network are of primary importance, function of individual streets both from an along with travel times if possible. access and mobility standpoint. Generally, the Additionally, improvements can be triggered higher the functional class, the higher the by adjacent developments. Finally, improve- level of mobility and the less direct access. ments may be made due to a need to balance Conversely, the lower the functional class, the the travel modes by using Complete Streets lower the level of mobility and the more direct Methods. access. A freeway is considered the highest Surprise General Plan 2035: Foundation for the Future 12 Surprise General Plan 2035: Foundation for the Future functional class since it provides good vehicle emissions and fuel use; and often regional mobility and only has access at traffic increase property values in the areas they interchanges. Local streets are considered serve. the lowest functional class because the primary purpose is local access. Arterial On March 11, 2010, the U.S. Secretary of streets primarily serve through traffic; Transportation issued a Policy Statement on however, they also have local access at Bicycle and Pedestrian Accommodation. This driveways and intersecting streets. Collector policy states that walking and bicycling shall streets fall between local and arterial streets. be considered equal to other transportation As the name suggests, they are meant to act modes, and encourages states, local as collecting conduits for local streets and governments, professional associations, provide a link to arterials. community organizations, public transportation agencies, and other Collector streets within a square mile provide government agencies to adopt similar policy an opportunity to reduce the dependency on statements. arterial streets and allow alternative con- nections to adjacent sections, communities, The Complete Streets concepts within the and commercial corners. Additionally, mid- Transit-Oriented Development Strategic Plan section access between communities is and the Transit Feasibility Study that were desired by cyclists in some cases as these accepted by Surprise City Council, are roads have lower speeds and generally feel intended to work toward the implementation of safer. a Complete Streets planning process. The Maricopa Association of Governments (MAG) Complete Streets is the regional planning agency and they produced a Complete Streets Guide in 2011. The notion of a “complete street” is to ensure The MAG Complete Streets Guide is a that the design and construction of new resource containing strategies and goals, and roadways and retro-fitting of existing presents a planning process which can be roadways ensures that facilities for bicycles, utilized to implement Complete Streets within pedestrians, and transit are recognized as a community. integral to a properly designed and functioning street. “Complete Streets” as The City will work toward the development of defined by the National Complete Street Complete Streets design guidelines that Coalition, is “a transportation policy and accommodate and balance the needs of all design approach that requires streets to be users of the transportation network. The planned, designed, operated, and maintained design guidelines will consider such features to enable safe, convenient and comfortable as street and intersection design, retrofitting travel and access for users of all ages and existing roadways, accommodating people abilities regardless of their mode of with disabilities, pedestrian access and transportation”. crossings, transit accommodations, bikeway design and bicycle facilities, street “Complete streets” embraces the notion that furnishings, sidewalks and pedestrian all modes of travels are equally as important walkways, striping, streetscapes and to mobility, health, and safety as a vehicular streetscape ecosystems, lighting, and travel lane. Walking and bicycling foster safer, landscaping and the placement of street more livable, family-friendly communities; canopies. Other features for consideration promote physical activity and health; reduce within the framework of formal guidelines CHAPTER 3: TRANSPORTATION 13 Roadway Systems E l e m e n t include traffic calming measures, connectivity distance commuters. The current park and between adjacent land uses, street networks ride facility, located on Bell Road east of and classifications, the interaction between Grand Avenue provides for inter-modal future light rail transit extensions and other service. The predominant modal interchange modes, and Context Sensitive Design as it is between the private automobile and transit, pertains to Complete Streets. but also includes modal changes between transit and bicycle, pedestrian, carpool, The City of Surprise embraces the “complete vanpool, or drop-and-ride modes as well. streets” policy in patterning design Maricopa County government found that components presented in the MAG Complete vanpool subsidies helped achieve trip Streets Guide for the planning and design of reduction ordinance goals but was also an new or retrofitted streets in Surprise. While efficient and cost effective way to reduce the City intends to pattern the development of single occupant vehicle use. Transit service future corridors upon the recommended offered at the facility includes the Route 571 planning methodology of the MAG Complete Express Bus between Surprise and downtown Streets Guide, the City specifically envisions a Phoenix. There is a rising demand for local process that is necessary in order to additional park and ride facilities in Surprise. establish a long-term Complete Streets The changing needs of the public and the planning process. The development of an surrounding environment reaffirm the need to overall process will ultimately lead to approach park and ride facilities with an eye Complete Street Standards and Guidelines for innovation and optimization. being considered in all future reconstruction projects and new street construction projects Managing Parking Supply that occur in Surprise. While the City can A balance should be achieved between utilize guidance offered in the MAG Complete parking policies, travel behavior, development Streets Guide, the City also intends to density, development cost and urban design. develop its own long term process and In most developments in Surprise there is an procedures (and perhaps guidelines or oversupply of parking, and it is provided at no standards) for the evaluation, design and direct cost to the tenants or their employees. prioritization of investment choices for Measures need to be taken to discourage complete streets projects in Surprise. oversupply of parking while still providing adequate parking that is not too expensive in Parking order to maintain retail and employment centers. On-street parking in residential areas As travel and parking needs have increased, near employment and commercial sites there has been recognition of the constant should also strike a balance between need to better manage transportation and providing for resident parking and pro- viding parking facilities. Parking requirements in overflow commercial and employee parking. Surprise are set out in the Zoning Ordinance and Engineering Design Guidelines by the Parking Facility Design type and size of use. Structured parking allows development Trends densities and site designs that support good transit service and alternative modes, There is rising demand for parking for long Surprise General Plan 2035: Foundation for the Future 14 Surprise General Plan 2035: Foundation for the Future although it is more expensive than surface classification to the next level to handle a parking to build. Structured parking will greater intensity. minimize the amount of valuable land needed for travel and parking purposes. Neighborhood commercial, and large scale retail destinations are expected to be more Character Area Land Uses & Roadway intense uses. These uses may take access to Compatibility (in progress) lower classified roadways if access may be taken directly from a neighborhood or As described throughout the General Plan collector street that intersects the arterial at a 2035, the character area land use planning controlled intersection. This would be approach places emphasis upon the urban dependent on the development having good form and character of an area, not the internal circulation and providing access prescriptive land use of each development points at the appropriate arterial access parcel. The Neighborhood Character Areas spacing. may consist of rural, suburban or urban neighborhoods. Compatibility and transition The Character Area approach then puts a procedures and guidelines help shape the greater degree of emphasis on the need for integration and buffering of various the city to more frequently evaluate the development types. For example, the performance of roadways compared against a Commerce & Business Character Area continually updated “scorecard” of new locations could include a blend of mixed used growth. While it is likely that the predominant commercial and residential, regional shopping residential land use pattern will consist of centers or a medical campus. The question of suburban densities (3-5 dwelling units per their individual appropriateness will hinge acre), a mixture of densities can maximize the upon how these uses fit into the character of opportunity for non-vehicular forms of the area in which they are proposed. transportation within the development. This will maximize the level of internalized activity The City has a section line and mid-section and minimize the impact on surrounding line system of surface streets that form the neighborhoods. In either case, the Character grid network which creates one square mile Area approach puts added emphasis on the development patterns throughout the majority city to conduct more frequent performance of Surprise’s planning area. When applying measurements of roadways and off street the Character Area land use approach, the systems than under the traditional planning intent is to fit developments and roads methods. The Implementation Element in together by ensuring that the activity creating Chapter 6 provides more detail on the need to trips are located on a roadway designed to conduct roadway count studies and travel handle the impact. It also strives to make time studies on a regular basis. efficient use of public investment by not overcrowding or underutilizing roadways. In order to provide a snapshot of the impact of Because the precise future land use certain typical land uses upon Surprise’s surrounding of a given intersection is not roadways, Table 3.5 is provided to specifically defined, it places a greater need in demonstrate these effects. The Institute for forecasting necessary roadway capacity to Traffic Transportation Engineers Trip accommodate vehicle trips generated. When generation Manual offers guidance on trip considering the flexibility within the Character generation levels for many different land use Area land use approach it would be types and is referenced and utilized in the acceptable to upgrade the roadway creation of Table 3.5. CHAPTER 3: TRANSPORTATION 15 Roadway Systems E l e m e n t

GOALS AND POLICIES Table 3.5: Average Daily Trips by Land Use Types The goal and policy statements for the Average Daily Roadway Systems Element serve as the Land Use Type Vehicle Trips Generated City’s policy guide for the expansion, design Single Family Residential Home 10 and prioritization of investment choices for 200 unit apartment complex 1,330 roadways in Surprise. The goals and policy Condominium/Townhouse (300 1,000 statements reflect the culmination of collective vehicles) inputs received from stakeholders, citizens, Assisted Living Facility (150 beds) 410 Fast Food restaurant – 3000 Sq. ft. elected officials, City staff as well as the re- 1,490 with Drive thru validation of select goals and policies from the Convenience Market (2,000 sq. ft.) 1,500 2013 Surprise General Plan update process. Hotel (200 rooms) 1,785 Grocery Store – 50,000 sq. ft. 5,100 Warehouse (350 employees) 1,360 Goal 1: Integrated Decisions Office Park (1,500 employees) 5,250 Community Park (50 acres) 80 Develop a complete and connected system of Elementary School (650 students) 840 roadways. Church (20,000 sq. ft. on a Sunday) 735 Policies

1. The City will maintain the Surprise Table 3.5: Average Daily Trips by Land Use Types transportation system to serve current and Average Daily future needs and protect the investment in Land Use Type Vehicle Trips the City’s roadways. Generated 2. Design roadways to support planned and 210 - Single Family Residential Home 10 existing land uses to achieve a LOS C or 220 - 200 unit apartment complex 1464 greater and maintain no less than a LOS D 254 - Assisted Living Facility (150 on major arterial and parkways. 390 beds) 3. Prioritize opportunities to restore and 934 - Fast Food restaurant – 3000 Sq. 1413 ft. with Drive thru reconnect the street grid. 851 - Convenience Market (2,000 sq. 1525 4. Partner with land owners and developers ft.) to seek to add capacity and identify a 310 - Hotel (200 rooms) 1672 second point of arterial roadway access 850 - Grocery Store – 50,000 sq. ft. 5339 north of Grand Avenue and east of 163rd Avenue. 150 - Warehouse (350 employees) 1768 5. Provide for future transportation corridors 750 - Office Park (1,500 employees) 5310 by identifying and preserving adequate 411 - Public Community Park (50 right-of- ways during the planning and 39 acres) development processes, in advance of 520 - Elementary School (650 1230 development occurring. students) 560 - Church (20,000 sq. ft. on a 550 6. The City continually find efficient means to Sunday) transport truck traffic in a manner that 210 - Single Family Residential Home 10 minimizes the impacts upon residential th th and pedestrian oriented land uses. Source: ITE Trip Generation Report, 8P P 10P P Edition

Surprise General Plan 2035: Foundation for the Future 16 Surprise General Plan 2035: Foundation for the Future

7. Require the use collector roadways or under the Character Area land use frontage roads for warehouse and planning approach. distribution uses land uses along the Loop 303 corridor in order to promote the segregation of truck trips from automobile Goal 2: Complete Streets

trips. Provide roadways that are “complete streets” 8. Collaborate with ADOT, MAG and McDOT that cater to enhancing multi-modal to identify likely routes for over-sized, over- accessibility. weight vehicles. Policies 9. Partner with McDOT to accept the recommendations of the Capacity Study to 1. Adopt a Complete Streets Plan and Policy promote the expansion of capacity of document that provides specific direction roadways such as El Mirage Road and for the planning and implementation of Sun Valley Parkway that provide regional complete street elements for Surprise connection to and from Surprise and have roadways. The City shall utilize guidance experienced significant increases in form the MAG Complete Streets Guide in average daily vehicle trips over the past the preparation of this document. several years. 2. Encourage a pilot program to evaluate and 10. Regularly conduct (every two years) assess functionality of a complete street customer satisfaction surveys to determine design and assess future potential areas in need of improvement to opportunities for existing streets to supplement and support findings from bi- transition to complete streets. annual traffic counts and LOS analyses of 3. The City of Surprise shall require roadways in Surprise. developers to design and construct 11. Maintain strong access management pedestrian and bicycle connections to policies for incoming development internally and externally link residential accessing major arterials and parkways. uses to nearby commercial uses, schools, The extent feasible, promote internalized parks, transit stops and adjacent driveways for limiting driveway access neighborhoods. onto major arterials to enhance the 4. Evaluate and prioritize existing roadways operations and capacity of these roadways that are minor arterials or greater for in order to reduce the need to expand retrofitting to a complete street. Greenway system capacity in the future. Road is a high priority candidate. Evaluate 12. Strive to improve traffic flow by completing and prioritize and cost benefit analysis missing and incomplete links in the arterial should be utilized to target roadways that network in Surprise. provide the greatest connection between existing neighborhoods and employment 13. Plan for the one mile spacing of arterial and other activity centers. roadways in Surprise to the extent possible. 5. Continue to update the City’s adopted standard roadway cross-sections to 14. Conduct roadway count studies and travel embrace the complete street concepts to time studies on a more frequent and enhance multi-modal mobility when regular basis to assist the city with the goal designing new streets or improving of keeping the rate of travel time increases existing streets throughout the Surprise below the growth rate of traffic volumes CHAPTER 3: TRANSPORTATION 17 Roadway Systems E l e m e n t

planning area. timeframe complimentary to development proximate to these areas. 6. Update to the Gap Study should commence in the near future to re-fresh 4. Identify and prioritize freight infrastructure the city’s priorities and investment choices projects that are needed to maintain for closing multimodal infrastructure gaps mobility and enhance the City’s (and 7. Prepare an off-street systems mobility plan regions) economic competitiveness. that investigates and recommends non- 5. Collaborate with ADOT, MAG, FHWA and motorized mobility network along the newly McDOT to preserve a 350-foot right‐of‐way recognized greenway system. This plan for the future White Tanks Freeway and should provide for a safe, alternate mode planned parkways as designated in the of transportation to motor vehicular trips Roadway Systems Element. using sidewalks, greenways, trails of all 6. Continue to collaborate with MAG to sorts, other pedestrian linkages can make leverage funding opportunities for the the City more walkable to and from construction of planned parkway facilities. existing and planned neighborhoods and Added emphasis may be placed on employment centers. parkways if support for additional freeway facilities is lacking. Goal 3: Access 7. Ensure that the local transportation system is fully and effectively connected to the Improve transportation access to, from, and regional transportation system. within Surprise. 8. The City shall support construction of Policies regional freeways providing improved 1. The City shall continue to seek access between Surprise and the region. collaboration with ADOT and the City of 9. Maximize the effective use of roadway Peoria to prioritize the need to establish a capacity by managing access to arterials, partial interchange on the Loop 303 at and assuring a high level of cross access Litchfield Road. be- tween adjacent developments 2. Collaborate with the City of Peoria, 10. Utilize new technologies such as Intelligent MCDOT, ADOT for the coordination and Transportation Systems (ITS) to maximize extension of Jomax Road from US60 to the capacity and efficiency of the Happy Valley Road, and for a future traffic transportation system. interchange with the Loop 303. 11. Continue to coordinate and cooperate with 3. Continue to collaborate with MAG, McDOT regional agencies and adjacent and the City of Peoria to continually communities to assure continuity of emphasize the need for additional east- roadway, transit and alternative modes of west major arterial roadway bridge travel across jurisdictional boundaries. crossings of the Agua Fria River to support anticipated growth. Potential bridge crossings at Olive Avenue, Happy Valley Goal 4: Funding Road and Lone Mountain Road are preferred crossings to service growth at a Leverage regional partnerships, land owner

Surprise General Plan 2035: Foundation for the Future 18 Surprise General Plan 2035: Foundation for the Future support, and cost effective financing maintenance of priority needs in order to mechanisms to secure fair and sufficient extend the lifespan of critical roadway funding for the transportation system in infrastructure. Surprise. 8. Continue to apply for all applicable state and federal grants to develop and maintain Policies 1. Investigate alternative funding options for the transportation system in Surprise. the design, construction, operation and 9. Explore additional opportunities to work maintenance of transportation facilities and with adjacent communities, Flood Control services in Surprise. District of Maricopa County, Maricopa 2. Continue to develop and maintain strategic County and the Maricopa Association of partnerships with Arizona Department of Governments to ensure bicycle and Transportation, Maricopa County pedestrian network continuity across Department of Transportation, the jurisdictional boundaries. Maricopa Association of Governments, the Regional Public Transit Association, and Goal 5: Roadway Designs adjacent jurisdictions for regional projects and services that benefit Surprise. Promote roadway designs, operations, and 3. Continually update the CIP for priority aesthetics that support the Character Areas roadway projects to make investment they serve. choices that assist in the construction of roadway facilities that support employment Policies growth areas and residential growth areas 1. The City of Surprise shall require that identified in the Growth Area Element. newly proposed developments 4. Collaborate with existing properties with demonstrate that there are adequate approved PAD’s to equitably evaluate the services and facilities, or plans to provide adjustments in the Functional the necessary services and facilities, to Classification Plan to make adjustments to serve the development during the approved PADs that will accommodate development approval process. modifications to proposed alignments and 2. Maintain the traditional grid street pattern right-of-ways widths. where it currently exists, reconnect it 5. Invite and encourage the use of CIP where possible. When improving older budgets to leverage the development of streets in neighborhoods, maintain original recommended greenway trails as a street widths and curb radii. mechanism to encourage investment in 3. The City of Surprise shall initiate and/or existing communities that in turn spurs require development applicants to prepare redevelopment and revitalization of these and update master plans and strategic areas. plans as needed to prepare for 6. Update and implement the Capital infrastructure needs and financial Improvement Plan and evaluate its resources to serve growth. projects using the goals and policies within 4. Strive to integrate land use and roadway the General Plan and City Council compatibility decisions per suggested Strategic Action Plan. measures outlined in the Implementation 7. The City put an enhanced emphasis on Element of General Plan. developing and maintaining a robust 5. Revise subdivision regulations to include pavement preservation system that connectivity standards and guidelines that earmarks annual CIP dollars towards the require greater street connectivity, and CHAPTER 3: TRANSPORTATION 19 Roadway Systems E l e m e n t

provide allowances for pedestrian and neighborhoods. bicycle connections when street 13. Strive to protect neighborhoods and the connectivity cannot be made. environment from adverse effects of 6. Within Scenic Land Overlay and Scenic transportation facilities and services. Roadway Corridor areas, the City promote 14. Promote the design well landscaped roadway designs that preserve natural streets, with low water usage plants, to features, steep slopes, and when help improve the community aesthetics. appropriate, views, low ambient light 15. Establish a process for existing intrusion, and low noise. neighborhoods to request traffic calming, 7. The City continue to utilize the MAG including how to evaluate the request, roadway construction standards and select the appropriate type of calming specifications. treatment, and fund recommendations. 8. Partner with BNSF railroad to identify a

comprehensive intermodal transportation network to serve the daily needs of this future facility. An internal collector roadway that promotes truck traffic while segregating truck trips from adjacent planned residential communities is a priority. Partner with ADOT to identify coordinated access management and turning movements onto US 60. 9. Install truck route signage on Bell Road and Dysart Road and segments of Cactus Road and Peoria Avenue to identify truck routes in the City. 10. Encourage land use patterns that reduce the amount of external travel by developing neighborhoods where mixed use centers and services are easily accessible from residences. 11. Prepare a Scenic Roadway Corridors overlay district and/or design guidelines to require the design and construction of Scenic Corridor roadways that embrace the terrain and scenic quality in the roadway design, landscaping, lighting and building development standards for properties located within these corridors. 12. Ensure the physical location and design of transportation facilities are done in a fashion which is environmentally sensitive to our desert, mountains, scenic corridors, open spaces and

Surprise General Plan 2035: Foundation for the Future 20 Surprise General Plan 2035: Foundation for the Future

Figure 3.3: Roadway Functional Classification Plan

CHAPTER 3: TRANSPORTATION 21