Arizona’s New Frontier Moving Our Transportation System into the 21st Century

Arizona PIRG Education Fund Arizona’s New Frontier Moving Our Transportation System into the 21st Century

Arizona PIRG Education Fund Alex Nelson and Diane E. Brown, Arizona PIRG Education Fund Siena Kaplan, Kari Wohlschlegal, and Tony Dutzik, Frontier Group

April 2009 Acknowledgments

The authors wish to thank Kevin Wallace, Transit Program Manager, Maricopa Association of Governments; Representative Steve Farley, Founder of Tucsonians for Sensible Transportation and State Representative of the 28th District; Jason Franz, Phoenix Urban Research Laboratory (PURL) Coordinator, College of Design, Arizona State University; and Teresa Brice, Execu- tive Director, Local Initiatives Support Corporation (LISC) for their review of this report. The authors would also like to thank Tony Dutzik of Frontier Group and Carolyn Kramer for their editorial assistance, and Gene Holmerud; Matthew DoCampo; Hillary Foose, Valley Metro; Sandy Smith, Bullhead Area Transit System (BATS); and Jeff Mielbeck and Sheri Tor- res, Northern Arizona Intergovernmental Public Transportation Authority (NAIPTA) for the information and photographs they provided. The generous financial support of the Rockefeller Foundation and Surdna Foundation made this report possible.

The authors bear responsibility for any factual errors. The recommendations are those of Arizona PIRG Education Fund. The views expressed in this report are those of the authors and do not necessarily reflect the views of our funders or those who provided review.

© 2009 Arizona PIRG Education Fund

With public debate around important issues often dominated by special interests pursuing their own narrow agendas, Arizona PIRG Education Fund offers an independent voice that works on behalf of the public interest. Arizona PIRG Education Fund, a 501(c)(3) organization, works to protect consumers and promote good government. We investigate problems, craft solutions, educate the public, and offer Arizonans meaningful opportunities for civic participation.

Frontier Group conducts independent research and policy analysis to support a cleaner, healthier and more democratic society. Our mission is to inject accurate information and compelling ideas into public policy debates at the local, state and federal levels. www.frontiergroup.org

For more information about Arizona PIRG Education Fund or for additional copies of this report, please visit www.arizonapirg.org.

Cover photos: (top) Valley Metro, Jim Jeffers; (bottom, left to right) Flagstaff Mountain Line bus, NAIPTA; Tempe Orbit shuttle, Matt DoCampo; Bullhead City buses, BATS.

Layout: Harriet Eckstein Graphic Design Table of Contents

Executive Summary 1 Introduction 5 The Case for More and Better Public Transportation in Arizona 6 Travel Trends: More Driving, Rising Transit Ridership 6 The Benefits of Transit in Arizona 11 A Vision for the Future of Public Transportation in Arizona 13 Goals of Transit Investments in Arizona 13 A New Transportation Future for the Sun Corridor 14 Adding Transportation Options Across the State 23 From Vision to Reality: A 21st Century Transit System for Arizona 30 State Policy 30 Federal Government 31 Conclusion 32 Notes 33

Executive Summary

ver the past few decades, Arizona’s to provide all Arizona residents with the population has skyrocketed. This transit options they need. To get there, Opopulation growth has not been we need to start investing now in critical matched by public transportation invest- public transportation projects. ment, and Arizona’s resulting dependence on cars is hurting the state. High and wildly Public transportation helps address fluctuating gas prices add to Arizonans’ Arizona’s economic, transportation and economic woes, traffic congestion wastes energy challenges. valuable time and energy, and our cars and trucks produce pollution that harms • Public transportation pays dividends Arizonans’ health and contributes to global for Arizona residents and our economy. warming. Recently, there has been a surge of sup- o In 2006, public transportation in port for public transportation in Arizona, Arizona saved approximately 5.8 and the subsequent expanded bus service million gallons of oil, saving con- and new Valley Metro light rail have been sumers more than $15 million at a boon to the state and its residents. The the pump. public transit systems in Arizona are begin- ning to relieve congestion, reduce our de- o Public transportation prevented pendence on oil, curb pollution, stimulate almost 3 million hours of traffic the economy, and help to sustain healthy, delay – equivalent to about 68,000 vibrant communities. work weeks – in the Phoenix met- Arizona needs a transportation system ropolitan area in 2006, saving the that meets the needs of the 21st century economy more than $55 million in – one in which public transportation plays wasted time and lost productivity. a much bigger role than it does today. In the Tucson metropolitan area, Arizona should build on the public transit public transportation prevented investments we’ve recently made and work half a million hours of traffic delay,

Executive Summary 1 or 14,000 work weeks, preventing 11 percent more miles each year than over $11 million worth of wasted 15 years ago. money and productivity. • Arizona residents spent about $4.5 o Public transportation is helping to billion more on gasoline in 2006 than reduce global warming pollution in they did in 1998, a product of more Arizona, averting about 7,000 met- miles being driven in less efficient ric tons of carbon dioxide pollution vehicles, coupled with higher gasoline in 2006, the equivalent of taking prices. over 1,100 cars off the road. • Congestion on Arizona roads has • More and more Arizonans are choos- continued to get worse. In 2005, ing to take public transit rather than Phoenix area residents spent about 82 drive. Travel via public transportation million hours in traffic delays, while in Arizona has increased at a faster congestion cost the area’s economy rate than automobile travel since the about $1.7 billion. In the Tucson met- early 1990s – with the number of ropolitan area, travelers spent about passenger miles traveled on transit 17 million hours in congestion, and jumping 76 percent between 1993 and congestion cost about $338 million. 2006. • Transportation is a leading source of • Transit ridership continues to in- global warming pollution in Arizona. crease. In the first eight months of Arizona’s transportation system pro- 2008, ridership on the state’s transit duced 65 percent more carbon dioxide lines jumped 8.8 percent versus the in 2005 than it did in 1990. year before, compared with a 2.9 per- cent drop in vehicle travel. There are dozens of worthy public transit improvements that would give • 74.8 percent of Arizonans still drive to Arizona residents alternatives to the work alone while only 2.1 percent take rising cost of driving, reduce congestion public transportation, meaning that by removing cars from the road, save oil there are plenty of opportunities to and reduce pollution. entice new riders to transit. A comprehensive transit system for Our public transit system has not Arizona would include the following kept up with growing need. Arizona representative projects (not in order of residents drive more miles, spend more priority): on gasoline, experience more conges- tion, and produce more global warming A New Transportation Future for the Sun pollution from transportation than they Corridor did two decades ago. • Starting passenger rail service be- • Vehicle travel on Arizona highways tween Phoenix and Tucson, making increased by approximately 80 percent travel easier between the cities as they between 1992 and 2007. This is due become more and more interdependent. both to a larger population and to more driving per person – the average • Extending the new Valley Metro Arizona resident is also driving about light rail system to Glendale, easing

 Arizona’s New Frontier commutes and providing access to and build transit infrastructure with Glendale’s growing list of entertain- an eye towards future growth. ment facilities and workplaces. • Improving paratransit service in • Extending Valley Metro along I-10 Mesa and elsewhere, providing vital West to Tolleson, expanding travel transportation options for the elderly options between Phoenix and the and disabled. burgeoning West Valley to relieve congestion on I-10. To build a 21st century transit system that will accommodate Arizona’s cur- • Building a commuter rail line rent population and expected enormous between Phoenix and Wickenburg, growth, the state needs a visionary and increasing options for commuters in comprehensive public transportation some of the most quickly growing cit- plan with a stable and long-term source ies in Arizona. of funding. Arizona should do the fol- lowing to address current and future • Extending the Orbit Shuttle Bus transportation needs: to South Tempe, giving neighbor- hoods easy and free connections with • Develop a statewide transportation downtown Tempe, Arizona State plan which ensures that Arizona’s University, and the Valley Metro light public transportation systems meet rail line. the state’s current and future trans- portation needs, and increases inte- • Building and expanding a modern gration between local, regional, and streetcar system in Tucson, help- statewide transportation agencies. ing people get around downtown and spurring investment in local business • Establish a stable, statewide source districts without creating new traffic of funding for public transit that and parking problems. will ensure that the system can meet growing demand. By tying transpor- Adding Transportation Options Across tation funding to local sales taxes, we the State guarantee that public transit will falter just when Arizona needs it the most. • Launching bus service to connect Kingman, Bullhead City, and Lake • Prioritize investments in public transit Havasu, to increase the convenience in plans for state transportation in- of transportation for these rural vestment. towns. • Require that all proposed transporta- • Launching the Mountain Links Bus tion investments be evaluated for their Rapid Transit line in Flagstaff, con- impact on oil dependence and global necting North Arizona University and warming pollution. State government downtown Flagstaff with local shop- buildings should be located, to the ex- ping and residential areas. tent possible, in areas with accessible transit service. And Arizona should • Expanding public transportation in encourage local governments to adopt Yuma, to provide more frequent and land-use plans and zoning reforms flexible service on current bus routes that allow for and encourage compact

Executive Summary 3 development in and around transit resources from highway expansion to stations. transit projects and focusing fed- eral money on strategic goals such as • Urge the U.S. Congress to revamp transportation system efficiency and federal transportation policy when safety, energy conservation, environ- the federal transportation funding law mental improvement, and the creation comes up for reauthorization in 2009. of compact, sustainable communities. Revisions should include shifting

 Arizona’s New Frontier Introduction

rizonans have always been frontier As we’ve built more public transporta- people. We value our freedom and tion over the past decade, many Arizonans Aindependence, and don’t like being have jumped at the opportunity to travel told what to do. This individualism has free from fluctuating gas prices, smog, and defined us, and we’re proud of it. – with Phoenix’s new light rail line – rush But over the last generation, areas that hour traffic. Other Western states are ex- used to be wide open spaces have filled up periencing this as well, with popular new with houses and businesses. Arizona towns commuter rail and light rail lines in cities that were just a dot on the map have turned like Albuquerque and Salt Lake City. into burgeoning cities and our cities have To catch up with our recent growth turned into metropolises. In the blink of and accommodate the future growth we’re an eye, Phoenix has become the nation’s expecting, however, we need to go farther fifth-largest city – we were 10th largest just and build a strong and comprehensive two decades ago. public transit system. Just as Arizonans Against all odds, we’ve built thriving, have surmounted countless obstacles in the booming cities in the midst of the desert. past, now is the time build a transportation But this success has brought us a new system for Arizona’s future. challenge – how to build a transportation This report is the beginning of a road- system that gives us more options, relieves map for a modern public transit system the crushing congestion on our roads, that will keep Arizonans’ transportation and enables us to accommodate future options open, and curb congestion and growth. smog in our cities.

Introduction 5 The Case for More and Better Public Transportation in Arizona

ver the past few decades, Arizona’s Arizona residents with the transit options population has skyrocketed, and they desire. Most Arizonans still don’t have OArizonans have driven more and access to transit, and those who do often more. We’ve become more dependent on find service limited, slow, and unreliable. oil and spent more time in traffic. Our Expanding and improving public trans- dependence on automobiles is increas- portation must be a top priority for public ingly a drain on our economy and our officials in the years ahead. pocketbooks, particularly given the recent volatility in gasoline prices. In many cities, rail and other forms of modern public transportation play an important role in reducing congestion, curbing air pollution, and promoting the Travel Trends: More Driving, creation of lively, compact urban neighbor- Rising Transit Ridership hoods where driving is an option, not a requirement. Arizonans have shown that Automobile Travel they want the benefits of a modern public Arizona residents drive far more than they transportation system. With fluctuating did several decades ago – both in terms of gas prices and growing awareness of the total miles and miles per person – leading dangers of global warming, ridership on to more congestion, greater dependence existing public transit has risen dramati- on oil, and increased emissions of global cally in the past few years, and people in warming pollution. Maricopa County have voted for two large Almost 63 billion miles were traveled public transit expansions since 2000. on Arizona roads in 2007 – up from just Arizona is moving in the right direc- 35 billion miles in 1992. While most of tion with the new Valley Metro light rail the increase is due to population growth, in Phoenix and expanded bus service in a the average Arizona resident is also driving number of cities. Still, there’s a lot more about 11 percent more miles each year than that Arizona can and should do to provide 15 years ago. (See Figure 1).

 Arizona’s New Frontier Figure 1. Per Capita Vehicle Miles Traveled, Arizona1

11000

10000

9000 Per Capita Vehicle Miles Traveled

8000 1990 1995 2000 2005 2010

Created with Print2PDF. To remove this line, buy a license at: http://www.software602.com/

The increased travel on Arizona economy standards led to a rapid increase highways has led to worsening traffic in vehicle fuel economy nationally.5 The congestion. Residents of the Phoenix improved fleet combined with low gasoline metropolitan area spent approximately prices actually led to a substantial drop in 82 million hours in traffic congestion in the amount of money that Arizona resi- 2005 – a four-fold increase since 1982.2 In dents spent on gasoline between the early the Tucson metropolitan area, travelers 1980s and the late 1990s. In 1997, Arizona spent about 17 million hours in conges- residents were spending almost exactly the tion in 2005, close to a four-fold increase same amount each year on gasoline in infla- from 1982.3 tion-adjusted terms that they had in 1980, Congestion imposes real costs on Arizo- despite a dramatic rise in vehicle travel over na’s economy. Between the cost of wasted that time.6 (See Figure 2). time and wasted fuel, congestion cost the The expectation that the era of cheap Phoenix metropolitan area approximately gasoline would continue, however, led $1.7 billion in 2005 and the Tucson area Arizona residents (as well as public officials approximately $338 million.4 responsible for energy and development Increasing vehicle travel has also helped policy) to make choices that increased lead to a recent increase in the amount of Arizona’s dependence on oil, including money that Arizona residents must spend the proliferation of SUVs on Arizona on fuel. After a spike in fuel expenditures highways. In 1998, passenger cars (as op- in the 1970s during the fuel crisis, new fuel posed to SUVs and other trucks) made up

The Case for More and Better Public Transportation  Figure 2. Inflation-Adjusted Spending on Gasoline, Arizona7

8000

6000

4000

2000 Gasoline Expenditures (Million 2007$)

0 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010

Created with Print2PDF. To remove this line, buy a license at: http://www.software602.com/ 59 percent of all motor vehicles registered Rising vehicle travel – not just in person- in Arizona. By 2006, the percentage of pas- al vehicles but also in the form of increased senger cars had declined to 52 percent. By freight traffic – has also increased Arizona’s the end of that eight-year span, there were emissions of global warming pollution. In 27 percent more cars registered in Arizona, 2005, Arizona’s transportation network but 254 percent more SUVs.8 Nationally, emitted 65 percent more carbon dioxide the sudden increase in SUVs actually led than in 1990. Moreover, global warming to a slight drop in average fuel economy emissions from the transportation sector by 2006.9 increased more than emissions from any As a result, when gasoline prices started other sector during that period.11 to spike in 2004, Arizona families were hit hard and many were left with few good Public Transportation alternatives. In 2006, Arizona residents While Arizonans are driving more miles spent more than twice as much on gasoline than in the past, they are also taking more as they did a decade before, costing Ari- trips on public transportation. Between zona families an estimated $4.5 billion in 1991 and 2007, the number of passen- additional annual costs in 2006 compared ger-miles traveled annually on public with 1998.10 transportation in Arizona increased by 63 The sudden spikes and drops over the percent.12 This increase has been due both past few decades have shown us that our to increased ridership on existing services, reliance on cars for transportation makes and ridership growing quickly on new Arizona families vulnerable to wild fluctua- services that were introduced during this tions in gas prices. time period.13

 Arizona’s New Frontier Transit ridership has been rising over than driving. Among Arizona commuters, the past 15 years with increases in service for example, 75 percent drive to work by and increasing gas prices. Between 2002 themselves, compared to just 2.1 percent and 2007, transit ridership in Arizona who take transit.18 (See Figure 5). increased by 48 percent.15 Over the first The lack of options means that Phoenix eight months of 2008, transit ridership in and Tucson residents take far fewer transit Arizona was up by 9 percent over the year trips each year than people in similar cities. before.16 Over the same period, vehicle People in Seattle take three times as many travel declined by 3 percent.17 Most of transit trips, and people in Las Vegas, Den- the increase in transit ridership is in bus ver, and Salt Lake City take about twice service in the Phoenix and Tucson metro- as many public transit trips as residents of politan areas. At a time of rising gasoline Phoenix and Tucson. (See Figure 6). prices, Arizona’s transit systems provided Providing more and better public an important alternative for thousands of transportation options would allow more travelers. Arizona residents to choose transit – re- But while transit ridership is on the ducing congestion, curbing pollution, rise, too many Arizona residents still find and minimizing Arizona’s dependence themselves without good options other on oil.

Figure 3. Passenger-Miles Traveled via Transit, Arizona14

400

350

300

250

200

150

100 Passenger Miles (Millions)

50

0 1990 1995 2000 2005 2010

Created with Print2PDF. To remove this line, buy a license at: http://www.software602.com/

The Case for More and Better Public Transportation 9 Figure 4. Year-Over-Year Change in Transit Ridership vs. Vehicle Miles Traveled, Change from January-August 2007 to January-August 2008

10.0% Transit Ridership 8.8%

8.0%

6.0%

4.0%

2.0%

Percentage Change 0.0%

-2.0% Car and Truck Vehicle Miles -4.0% Traveled -2.9%

Created with Print2PDF. To remove this line, buy a license at: http://www.software602.com/

Figure 5. Means of Travel to Work in Arizona, 200719

Other Work at Home Walk 2.5% 4.8% 2.2% Public Transportation 2.1%

Carpool 13.5%

Drive Alone 74.8%

10 Arizona’s New Frontier

Created with Print2PDF. To remove this line, buy a license at: http://www.software602.com/ Figure 6. Total unlinked passenger trips on public transit in cities similar to Phoenix and Tucson in 200620

70

60

50

40

30

20 Millions of Transit Trips

10

0 Seattle Las Vegas Denver Salt Lake Tucson Phoenix City

Created with Print2PDF. To remove this line, buy a license at: http://www.software602.com/ work weeks – in the Phoenix metropolitan The Benefits of Transit area in 2005, saving the economy more in Arizona than $55 million in wasted fuel, time and Public transportation provides a wide productivity. In the Tucson metropolitan range of benefits to Arizona – saving oil, area, public transportation prevented half reducing congestion, and reducing emis- a million hours of traffic delay, or 14,000 sions of global warming pollution, while work weeks, saving over $11 million of serving as an important economic asset wasted money and productivity.22 for the state. In addition, public transportation is In 2006, public transportation in Ari- helping to reduce global warming pollution zona saved approximately 5.8 million gal- in Arizona, averting almost 7,000 metric lons of oil that would have otherwise been tons of carbon dioxide pollution in 2006.23 burned in vehicles, saving consumers more This is the equivalent of taking over 1,100 than $15 million at the pump, based on cars off the road.24 an average gasoline price in 2006 of $2.68 Public transportation provides a host per gallon.21 of other important, if difficult to quantify, Public transportation also plays an im- benefits. Transit provides a source of mo- portant role in reducing traffic congestion. bility to the elderly, children, disabled and A 2007 study by the Texas Transportation others who cannot afford a car or choose Institute estimated that public transporta- not to drive. Investments in transit have tion prevented almost 3 million hours of helped spark the economic revitalization traffic delay – equivalent to about 68,000 of areas around transit stations, helping

The Case for More and Better Public Transportation 11 to create vibrant communities that are count on transit to get where they need to less dependent on the automobile – a big go. And even those of us who don’t take advantage for economic development in an transit every day can rely on it in a pinch era of higher fuel prices. Transit can also – when gasoline prices are high or when increase property values in areas accessible we don’t have the use of a car. to stations. Transit riders are free from the In short, public transportation is a vital responsibilities of driving, meaning that resource for Arizona – one that will become they can use their time to read, chat, catch even more important in a world of unstable up on the day’s news or, in an increasing oil prices and increased concern about con- number of transit vehicles, use wireless gestion and global warming. Investing in Internet to check e-mail or do important transit can build on this important public work. asset and position Arizona for even greater Every day, residents across Arizona benefits in the years to come.

12 Arizona’s New Frontier A Vision for the Future of Public Transportation in Arizona

or decades in Arizona, whenever a Salt Lake City. transportation problem emerged, This report lists 10 projects that symbol- Fthere was only one response: more ize the types of investments Arizona must roads. make in its public transportation system. It Over the past decade, however, Arizo- is not an exhaustive list of projects, nor are nans have come to realize that the state the projects listed here in order of prior- needs a balanced transportation system ity. Rather, these projects were chosen to – one in which residents have access to highlight the broad range of transit services a range of transportation options. Since that can help move Arizona in the future 2000, Arizona cities and counties – with – from passenger rail to dial-a-ride services support from voters – have added new for the disabled – and the broad range of public transportation services at a break- Arizona communities that can benefit from neck pace. And Arizonans are using those a focus on transit. services, as demonstrated by the new re- cords for transit ridership that are set on a yearly basis. Yet, in comparison to other fast-growing states in the West, Arizona has a long way to go, and is at risk of being left behind. Goals of Transit Investments Other western cities such as Denver and in Arizona Salt Lake City are moving aggressively Any transit investment strategy for Arizona toward expansions of their light rail transit should have a blueprint to guide it—a set systems and the addition of new com- of goals that the state wishes to achieve. muter rail service. In 2006, the Tucson While some efforts toward such a vision area ranked 34th and the Phoenix-Mesa have been made at the state and local lev- area ranked 37th in the nation for transit els, it is important that decision-makers trips per capita, behind other Western cit- articulate overall objectives for investments ies such as Las Vegas, Reno, Denver and in transit.

A Vision for the Future 13 The state should set a target of complet- population.25 All of Arizona has experi- ing investments by 2030 at the latest that enced enormous growth over the past few would achieve the following goals: decades, but a large segment of the growth has been in the area around and connecting 1) Complete a world-class transit system Phoenix and Tucson, also known as the in the Phoenix and Tucson metropoli- Sun Corridor – out of the ten cities that tan areas, with commuter rail lines grew the most between 2000 and 2008, all linking suburbs with employment are in this corridor.26 centers, light rail transit lines serving Some of the towns in the Sun Cor- every major corridor in the region, ridor have seen explosions in population and efficient bus and local transit ser- in the past decade, which are expected to vices. continue. El Mirage’s population is more than four times what it was in 2000, in- 2) Ensure that residents of all Arizona creasing from about 7,000 to over 30,000.27 cities have access to transit as an op- Surprise has grown from 30,000 people to tion in addition to driving. over 100,000, and expects its population to increase to over 400,000 by 2030. 28 3) Integrate transit and land-use plan- In fact, the entire Sun Corridor is ex- ning wherever transit projects exist. pected to continue growing quickly over Use principles of transit-oriented de- the next few decades, increasing from 4.5 velopment, including making sure that million residents in 2000 to 7.4 million in roads around transit stations are bik- 2025.29 While some population growth able and walkable, to combat sprawl projections may be inflated due to the and create a healthier future for housing bubble, there is little doubt that Arizona’s communities and economy. Arizona’s towns and cities will continue to grow over the next few decades.30 4) Develop long-distance options besides The public transit systems of Phoenix automobile travel. Use passenger rail and Tucson are starting to catch up to their to connect cities within Arizona. population growth, with bus service im- provements over the last five years and the Achieving these goals will create an Ari- new Valley Metro light rail. However, this zona that is more economically vibrant, less new service is only the tip of the iceberg dependent on oil, less impacted by traffic compared to the transit projects needed on the roadways, and capable of meeting to provide Sun Corridor residents with the transportation challenges of the 21st convenient transportation options that will century. minimize congestion and keep travel costs low as these towns grow. The following public transportation projects are examples of the transit expan- sions that will be necessary to manage our current transportation needs, and allow the A New Transportation Sun Corridor to stay healthy and livable as Future for the Sun Corridor the cities grow. Phoenix and Tucson are the most populous cities in Arizona, representing the center Rail Service Between Phoenix of economic development in the state. The and Tucson two cities account for 85 percent of all jobs For years, Phoenix and Tucson have grown in Arizona and 75 percent of the state’s in virtual isolation of one another due to

14 Arizona’s New Frontier Figure 7. Populated areas in Arizona in 2000 and projected for 205031

Much of the growth in Arizona over the next 40 years will in the Sun Corridor (denoted by the curved line) – around Phoenix and Tucson and between the two cities.

their physical separation. Recent popula- metropolitan areas of the state is essential tion growth and economic development, for the economy, growth and development however, have forced the metro areas to of the state.”33 become more interdependent, with con- The construction of public transpor- nections developing between businesses, tation within the Sun Corridor, which universities, and residents. Today, many encompasses Phoenix and Tucson, is neces- consider the Phoenix-Tucson area to be a sary for both economic and growth con- “megapolitan” area, or a region that com- siderations. Phoenix and Tucson account bines two or more metropolitan areas into for 85 percent of all jobs in Arizona and a single economic unit. 75 percent of the state’s population.34 Each Recognizing the growth potential in day, an average of 11,400 vehicles make the Phoenix and Tucson areas, a 1993 Joint the trip between Phoenix and Tucson; by Legislative Study Committee ranked a 2050, that number is projected to grow to potential passenger line between the two 37,000.35 The large projected population cities as the highest of 39 rail options in growth for the Sun Corridor will further the state.32 Today, construction of this magnify the economic strength of the area rail line has become critical to the future and its demands on current transportation economic well-being of the state. As one infrastructure. Arizona Department of Transportation Despite the escalating importance of report notes, “Maintaining convenient and travel between these two areas, however, uncongested travel between the two major travelers have few options for getting from

A Vision for the Future 15 one city to the other. The only forms of be matched by state and local funds. The transport connecting the two metro areas money will allow Arizona Department of are a freight line, Interstate 10, Greyhound Transportation to conduct an Environ- and airport buses, and air travel. mental Impact Statement (EIS) that will After examining numerous options, examine improvements at many of the 150 Arizona officials have determined that a grade crossings. The EIS is the first step in passenger rail line would best satisfy these the construction process for a rail project. economic and growth considerations. Upon completion of the EIS, the rail ser- In its 1998 feasibility study, the Arizona vice will ready for implementation.40 Department of Transportation considered Ultimately, it is time for Arizona’s trans- various transportation options for the Sun portation infrastructure to meet the needs Corridor, ranging from the widening of of the 21st Century. In order for the state I-10 to the construction of a high-speed to progress economically, it is essential train. The study determined that the best for its two largest cities to be connected option for the state would be to construct a by more than a four-lane highway. The high-speed passenger rail in an incremental construction of a passenger rail between fashion. Under this option, the govern- the two locales is the most efficient way to ment would initially make upgrades to the transport people in the corridor. existing rail lines to allow for passenger trains. Over time, as ridership develops Phoenix Light Rail System and funding becomes available, the lines Extension to Glendale would be upgraded for high-speed travel. In December 2008, Valley Metro opened This construction schedule would allow the first light rail line in Arizona, with the region to quickly take advantage of a 20-mile starter line traveling through the benefits of passenger rail, while laying Phoenix, Tempe and Mesa. The line gives the foundation for more advanced rail in Phoenix-area residents more transporta- the future.36 tion options, allowing students to quickly The construction of this modern rail reach Arizona State University’s (ASU) system is expected to cost $600 million.37 downtown campus and providing tourists This rail system is projected to transport easy access to and from the Sky Harbor 1.2 million passengers each year, signifi- International Airport. Metro predicted an cantly reducing the strain on I-10.38 The average ridership of 26,000 people per day passenger rail line would also improve for the first year of operation. However, in economic productivity by reducing the its first months, the line has far surpassed travel time between the two urban areas. these expectations, averaging 30,617 riders Even simple improvements to the current per day.41 As the system becomes more es- rail line, such as straightening the tracks, tablished, an even larger number of people would allow the trains to operate at 100 are expected to take to the rails. Addition- mph speeds, greatly decreasing the amount ally, the line has begun to revitalize certain of time lost during transit. Additionally, a communities as businesses seek to move passenger rail system would allow people closer to the system. Metro estimates that without other transportation options to since 2004, $7.4 billion has been dedicated easily travel between the two cities.39 to construction and businesses along the Due to the projected benefits of a com- rail line.42 muter rail, Arizona has begun an in-depth Building upon the success of the starter study of the project’s feasibility. The Fed- line, transportation officials are now plan- eral Railroad Administration has awarded ning an extension of the rail line to Glen- the state a million dollar grant that will dale. Glendale is home to many popular

16 Arizona’s New Frontier attractions, such as the Westgate City Center, one of the largest commercial real estate developments in North America, the state-of-the-art University of Phoenix Stadium, home of the Cardinals, and the Jobing.com Arena, one of the best concert venues and sports arenas in the United States.43 These attractions are integral to the development of Glendale as they generate tax revenue and create thousands of jobs. Glendale is also the fourth largest in- corporated city in Arizona, with almost 250,000 residents, and with the exploding The new Valley Metro light rail, linking Phoenix, Tempe and population in areas surrounding the city, Mesa, has been very popular and is making traveling more the city has experienced growing pains. convenient to downtown areas, Arizona State University, and Average travel times between Glendale the Sky Harbor International Airport. The planned extensions and other cities in the Phoenix suburbs of the starter line will be critical in reducing traffic and smog have increased over the past two decades. in communities surrounding Phoenix. Photo credit: Matthew Driving to Phoenix in 2007 took about DoCampo. 25 percent longer than it did in 1986.44 A 2001 study of traffic conditions in the northwest Phoenix area found that dur- vehicles on the road and relieve growing ing rush hour, most of the main roads in congestion. Glendale that lead to downtown Phoenix Glendale officials are also hoping to were congested enough to slow traffic, capture some of the economic growth that often to a halt.45 Phoenix has experienced due to the light The extension of Valley Metro light rail. The $7.4 billion in construction activ- rail will be a significant step forward in ity around the Phoenix rail has more than combating these growing pains, helping surpassed the initial $1.4 billion capital in- outside residents reach Glendale’s attrac- vestment.49 By extending the line to Glen- tions more easily and making commutes dale, there will be more opportunities for between Glendale and Phoenix easier. The investments in businesses and residences extension will travel from Phoenix west- that will benefit from easy rail access. bound to Glendale, and it is scheduled for The Glendale extension is clearly a completion in 2017.46 The line will be 10 smart investment for Arizona. Its construc- miles long with stations placed less than a tion will ensure that Glendale is develop- mile apart. The entire project is expected ing in a smart and efficient way, while also to cost $430 million, with approximately providing an economic benefit to the local $9 million in yearly operating costs.47 The economies. Officials should even attempt to project will be funded through transporta- hasten the construction of the line. tion tax measures that have been approved by residents of Glendale and Phoenix. The I-10 West Light Rail Extension Maricopa Association of Governments The West Valley area has been the center of predicts that the transit line will attract much of the population growth in Arizona 7,226 passengers each day, for a yearly over the past decade. For proof, you only total of 2,637,490.48 Such high ridership need to take a drive along I-10. Commut- will significantly reduce the number of ers traveling from the new communities

A Vision for the Future 17 in quickly growing cities like Avondale, trains will stop at the stations every 5 to 10 Goodyear, and Buckeye sit in backed up minutes, which will ensure that passengers traffic as they approach Phoenix every do not have to wait long periods.54 Each car morning and when they leave the city in will have the ability to carry between 175 the evening. to 200 passengers, or 526 to 600 per train.55 I-10 West is the main route into the city The entire project is expected to cost $400 for much of the West Valley. Each day, million to build, with $10 million in yearly 250,000 to 550,000 people travel along operating costs.56 I-10, and travel time has increased 35 per- The I-10 West extension will address cent due to this high demand. Frequent many concerns in the region by providing accidents along the highway exacerbate quick and efficient transportation between these delays.50 The Maricopa Association Phoenix, the West Valley, and surrounding of Governments (MAG) has identified communities. Project planners predict a numerous bottlenecks along I-10, and the daily ridership of approximately 13,800.57 Arizona Department of Transportation This high ridership will reduce the number has promised to widen the highway by of vehicles on I-10. Traffic engineers have 2012. MAG notes, however, that widening noted that even a small reduction in cars the highway will be insufficient because on a freeway can have a large impact on of the pace of population growth and the congestion.58 limitations on expansion in certain areas.51 Bringing the Valley Metro light rail to A new express bus route on I-10 has been the West Valley will make life easier for very successful, with more than 900 riders commuters and other I-10 travelers, in ad- a day. But with the heavy travel on this road dition to reducing smog in the communi- the bus cannot meet the demand for better ties I-10 passes through, especially as this public transit.52 area continues to grow. The need for this The planned extension of the Valley transit line is already keenly felt, and Mari- Metro light rail line along the I-10 West copa County and the state should work to corridor will help prevent this traffic con- build the extension as soon as possible. gestion from increasing as these areas con- tinue to grow, and will give commuters an easier and cheaper option for getting into Grand Avenue Commuter the city every day. It will also help people in Rail Line Between Phoenix and the West Valley access Sky Harbor Airport Wickenburg and government facilities downtown. Vot- Phoenix is one of only four of the 15 ers approved this extension in November largest metropolitan areas in the coun- 2004, and the project is expected to be try without a commuter rail service.60 operational by 2019. With the pressures Many smaller cities also have commuter of growth already felt and much more rail lines – the New Mexico Rail Runner expected over the next ten years, the West Express opened in Albuquerque in 2006, Valley would benefit from faster comple- and Salt Lake City just opened its first tion of this important project. FrontRunner line last year. The I-10 West extension will begin with In these cities, people living in towns a connection to the Valley Metro starter far from the downtown areas where they line in downtown Phoenix and continue work can take the train from a station near westward down the median of I-10 until their home instead of driving in every day, it reaches the 79th Avenue park-and-ride relieving traffic on crowded highways and area.53 Stations will be located less than saving commuters money. One Rail Run- one mile apart, and during peak periods ner commuter in Albuquerque said that his

18 Arizona’s New Frontier family of six was able to pare down to one would give people who live in the outlying car when the commuter line opened, and communities convenient access to a variety saved enough money in 2008 to pay for a of centers of employment, shopping and family vacation.61 culture in Tempe, Mesa and downtown Phoenix commuters could soon see Phoenix. Such access is important given fu- the same benefits with the commuter rail ture demographic trends. Officials expect system MAG has been developing. One population growth to occur most rapidly in line would follow Grand Avenue from the outer areas of the state where affordable downtown Phoenix with stops in Glendale, housing is being built, such as in Peoria and Peoria, El Mirage, and Surprise before Surprise. However, the majority of employ- ending in Wickenburg. ment growth will occur in the central areas, Combined with the expanding Valley such as Phoenix. The construction of a Metro light rail system, the commuter rail commuter rail line would allow residents

Transit-Oriented Development

or decades, transit-oriented development (TOD) has been used to create thriving Furban and suburban corridors in cities. Its basic idea is both simple and sensible: mixed-use zoning around a major transit station encourages compact, walkable development that is good for people, businesses and the environment alike. Arizona State University’s Urban Planning Studio worked with the City of Phoe- nix, the Valley Metro light rail, and local business owners and citizens to look at opportunities to encourage TOD along Phoenix’s Camelback Corridor, especially within a half mile radius around three new Valley Metro light rail stations. This area includes three historic neighborhoods, a number of schools, Uptown Plaza, and Camelback Village Square. Students found that Phoenix could encourage TOD in the Camelback Corridor by changing zoning to make it easy for businesses to locate near residential areas so that there are more stores and restaurants that people can walk to; making walking more attractive by creating more public spaces, planting trees for shade, landscaping along sidewalks, installing benches, and slowing car traffic; encouraging denser development nearer to the transit stations grading down to lower density to buffer neighborhoods; and connecting expanded bike paths so that it’s possible to bike continuously on safe routes to important destinations.59 One key thing Arizona cities can do to encourage transit-oriented development is to make sure that city streets are friendly to bikers and walkers, especially around transit stations. Thousands of commuters bring their bicycles on Phoenix area buses every year, and this is expected to carry over to the light rail, especially since Valley Metro has done a good job of making it easy to bring bicycles on the new trains. To complement this feature on both trains and buses, roads should have bike lanes that are safe and well-marked, biker safety should be considered when building and marking light rail tracks, and all stations should be equipped with ample bike racks. This will make it possible for more commuters to use the light rail lines, by making it easy to bike to work from the closest station when it’s too far to walk.

A Vision for the Future 19 of the outlying communities to reach the the beginning until ridership develops. central employment areas more easily. This In 2003, MAG calculated that an entire is particularly important since Arizona has commuter rail would cost $736 million, seen vast amounts of residential develop- but the first phase would likely only cost ment in distant, car-dependent areas – areas $290 million.65 whose residents have suffered from higher Maricopa County, the state, and local gasoline prices. The long-term stability governments should move forward quickly and health of some of these communities to build a modern commuter rail system may well depend on providing efficient new for Phoenix, to provide the transportation transportation options. options that can benefit a city of Phoenix’s Commuter rail has other advantages as size. This will save time and money for the well. It would promise a better commute residents and workers in the burgeoning than personal vehicles by offering high- towns of the Northwest Valley, as well as speed travel, operating on a schedule, and relieving traffic pressure and putting the not having to compete with automobile Northwest Valley on the right track to traffic.62 In addition to serving commuters manage the further growth expected over to downtown Phoenix, the line would also the next few decades. help bring people from Phoenix and the East Valley to the entertainment centers in Glendale and Peoria, helping to spur Extending the Orbit Shuttle Bus economic development in these areas. to South Tempe MAG predicts that the rail will attract In December 2008, after more than a de- 4,900 riders each day in its initial phases, cade of anticipation and amid great fanfare, before eventually reaching a daily average light rail transit finally arrived in Tempe. of 16,100.63 This number of passengers In its first months in operation, the Val- would ease congestion along Grand Av- ley Metro light rail line has proven to be enue, a key transportation link between wildly popular, providing quick, clean and Phoenix and the Northwest Valley, as efficient transportation between locations well as on other local roads and highways. in Tempe, Phoenix and Mesa. Transportation officials note that if the rail But a less-heralded transit innovation could attract 2,000 riders during a peak has also made a big splash in Tempe: the hour, it would reduce auto congestion by an “Orbit” neighborhood circulator shuttle amount equivalent to one highway lane.64 buses that began serving the community The Burlington Northern Santa Fe in 2007. The five Orbit routes – named (BNSF) railroad currently runs freight Mercury, Venus, Earth, Mars and Jupiter trains along Grand Avenue. With up- – provide free, frequent service that links grades, the tracks could be used to provide residents of several Tempe neighborhoods commuter rail service as well. The project with key destinations such as downtown was first considered by MAG in its 2003 Tempe, Arizona State University, Tempe transit study, but MAG has only recently Marketplace, and now the Valley Metro commissioned a more in-depth study of light rail. the project’s feasibility. Currently, MAG The Orbit looks and feels different from intends to build a second main track along traditional transit buses. Orbit mini-buses the BNSF corridor while also construct- resemble airport shuttle vans, come every ing stations, signals and sidings to allow 15 minutes, and are free. Free service trains to pass one another. The rail would reduces the time and hassle involved in probably be built in an incremental fash- collecting fares, ensuring that service is ion by offering only limited services in quick and convenient. In some residential

20 Arizona’s New Frontier neighborhoods, Orbit buses make only “flag stops” – stopping only at places where riders wish to disembark or new riders wave at the approaching bus. Neighborhood circulator buses such as the Orbit are becoming an important tran- sit option in a small but growing number of cities, including Phoenix and Scotts- dale. Transit system planners have long struggled with how to solve what is called the “last mile” problem. Many would-be transit riders have a transit line that runs most of the way between their home and The free Orbit buses in Tempe link neighborhoods with destination, but no good way to get to or downtown Tempe, Arizona State University, the Tempe from the transit stop itself. The transit stop Marketplace, and the Valley Metro light rail. Photo credit: may be just outside of walking distance. In Matthew DoCampo. the case of some suburban office parks and subdivisions without sidewalks, walking to a nearby bus stop may be dangerous or the Arizona State campus, and all five now otherwise difficult. Or, in Arizona’s cli- include connections to the Valley Metro mate, walking long distances in the searing light rail. summer sun to catch a bus may simply be The Orbit system has quickly amassed too much for a person to bear. impressive ridership. Prior to the launch Neighborhood circulators address the of light rail, the Orbit accounted for 19 last mile problem by using relatively small percent of Tempe’s total transit ridership, transit vehicles to bring residents to tran- with more than 190,000 riders using the sit stations or other nearby attractions. service in April 2008 alone.67 According to A resident of one of Tempe’s residential an analysis by the city of Tempe, the Orbit neighborhoods can feel confident leaving service eliminated an estimated 1.3 million his car at home, knowing that an Orbit bus automobile miles traveled from Tempe’s will come along every 15 minutes to carry streets between July 2007 and April 2008 him to the light rail station or a destination – easing traffic congestion and curbing pol- within Tempe. lution.68 The Orbit is likely to make an even The Orbit system has its roots in the more important contribution now that the Neighborhood Flash service, which began light rail system is up and running. serving Tempe in 2001. The Neighbor- The Orbit has also proven to be ex- hood Flash linked downtown and the tremely popular. Surveys of residents Arizona State campus with the Escalante along the recently added Jupiter route, for and Fifth Street neighborhoods. By 2006, example, found that 86 to 98 percent of area the service was drawing more than 775,000 residents support the service.69 riders per year.66 The success of the Orbit system has led In 2007, the city of Tempe rebranded Tempe officials to consider several options the neighborhood circulator system and to expand and enhance service. One option created four routes – two of them covering is to extend Orbit service to 1 a.m. each territory once covered by the Neighbor- night from the current closing time of 10 hood Flash and two additional routes. (A p.m. Tempe is also considering various op- fifth route was added in 2008.) Four of the tions for realigning Orbit routes in order five routes connect with downtown and to maximize ridership, as well as extending

A Vision for the Future 21 one or more routes to carry residents to the Modern Streetcars for Tucson Tempe Center for the Arts.70 In Tucson, as in most American cit- One of the most important potential ies, streetcars were once a key form of improvements, however, would be to ex- transportation, carrying people between tend Orbit service to South Tempe. Cur- work, home, shopping, school and other rently, all five Orbit lines operate north destinations. The electric streetcar era in of U.S. Highway 60. Extending Orbit Tucson began around the turn of the 20th service to South Tempe would improve century and ended in 1930, when the city area residents’ ability to access the Valley opted to replace the streetcars with buses.72 Metro light rail system and destinations in Most American cities soon followed suit in downtown Tempe. abandoning streetcars. Valley Metro is in the midst of a long- Tucson residents can still get a taste of term study of the potential to extend high- the old-time streetcar era by riding the capacity transit service to South Tempe and Old Pueblo Trolley, a volunteer-run roll- Chandler, with a target of having the new ing transportation museum which operates service available around 2015.71 Clearly, historic trolley cars through the 4th Avenue South Tempe would benefit from a light business district and along University rail extension or other high-capacity transit Boulevard on Friday nights and week- service. Until this extension is built, South ends. Launched in 1993, the Old Pueblo Tempe could also benefit from the kinds of Trolley provides an attractive amenity for frequent, convenient and free connections visitors and residents alike, and also gives that the Orbit system has been delivering to Tucson residents a taste of the benefits of northern Tempe for nearly two years. Once rail transit. there is more high-capacity transit in the Now, Tucson is preparing to embark area, the Orbit will continue to be useful as on a new streetcar era, with the construc- a complement to the new transit line. The tion of a modern streetcar line that will free circulator bus service that Orbit offers link downtown, the convention center, should also be expanded in other parts of government offices and the University of the Phoenix and Tucson metropolitan Arizona with the wealth of cultural and areas and the rest of the state. recreational opportunities Tucson has to

The planned modern streetcar line in Tucson will make it easy for residents, students and visitors to get around downtown Tucson. Image credit: Tucson Department of Transportation.

22 Arizona’s New Frontier offer. The four-mile-long route will begin on local roads. There is already a shortfall at the proposed new University of Arizona of approximately 3,000 parking spaces in Science Center at Rio Nuevo west of I-10 downtown Tucson and with continued and end up near the Arizona Health Sci- growth in the number of students at the ences Center, passing through downtown University of Arizona and workers at the and the 4th Avenue business district and Arizona Health Sciences Center, parking alongside the campus of the university. and local street capacity will continue to Streetcars play a different role in the be a challenge.74 The streetcar can reduce transportation system than commuter rail, students’ need to bring cars to campus and light rail or buses. Instead of carrying large can provide a transportation alternative numbers of people to a particular desti- for workers and visitors seeking to move nation, streetcars help people get around around downtown Tucson without a car. in densely developed urban areas. A city Pima County citizens voted to provide worker downtown, for example, might take the local share of funding for the $162 mil- the streetcar to dinner along 4th Avenue, a lion project in the Regional Transportation convention visitor might use it to get to and Authority vote in May 2006. However, the from his hotel, and a University of Arizona federal government, in late 2008, opted student might decide that she can leave her to provide only $25 million of the antici- car at home because the streetcar will take pated $75 million in federal funds for the her most places she might need to go. project.75 Transit advocates have long criti- The streetcar acts as a draw to the busi- cized the Federal Transit Administration’s nesses along its route, helping to encourage funding evaluations for undervaluing the investment along the corridor without benefits of rail transit.76 Tucson officials creating more automobile traffic. Modern are working to find other federal sources streetcars in other American cities have a of funding for the project.77 proven track record of spurring investment The Tucson streetcar project has the in urban business districts and helping to potential to pump new life into downtown alleviate the parking and congestion prob- Tucson, promote sustainable development lems that come with more intensive devel- by reducing vehicle trips, and address ex- opment. Portland, Oregon, for example, isting parking and congestion challenges. launched its modern streetcar in 2001, in The city, along with state and federal of- part as a means to spur redevelopment in ficials, should work to ensure that the proj- one city neighborhood. Not only has rid- ect receives the funding needed to begin ership on the streetcar line been triple the service, on schedule, by the end of 2011. original projection, but the streetcar has also helped fuel a renaissance in downtown Portland. Approximately $3.5 billion has been invested in real estate development Adding Transportation within two blocks of the streetcar line – including the construction of 10,000 new Options Across the State housing units.73 Although most population and employ- For Tucson, one of the major motiva- ment in Arizona is centered around Phoe- tions for building the streetcar is to facili- nix and Tucson, Arizonans in smaller cities tate the growth of institutions such as the and rural areas also have a need for better University of Arizona and promote down- public transit options. Bus and shuttle town redevelopment without creating the systems help people rely less on their cars, need for tens of thousands of new parking relieving congestion and pollution as well spaces or sparking increased congestion as saving Arizonans money. There are

A Vision for the Future 23 also many people, such as many elderly of these fledgling transit systems are still or handicapped individuals, who rely on limited, have large gaps in service, and do public transit because they have no other not yet meet current demand. option. Providing ways for these popula- Arizona should work with local govern- tions to get around is essential, whether in ments to ensure that all Arizonans have the city or in more rural areas. the public transit options they need. The In addition, many of these areas are following projects would be a good place growing rapidly, and population is expected to start, and represent the sorts of service to increase over the next few decades, possi- improvement that would help build well- bly even faster than in the Sun Corridor as planned cities with strong public transit space becomes limited in the major cities. systems across the state. It will serve these towns well to look ahead and plan the infrastructure they’ll need to prepare for future growth. Establishing Kingman-Bullhead City-Lake public transit systems that can accom- Havasu City Bus Connection modate new residents and provide more Public transportation is often associated options will be vital in planning healthy, with big cities. But in many rural Arizona livable cities as population grows. Strong communities, transit plays a vital role in public transit systems can also be used to linking people with employment, educa- encourage more compact growth. tion, medical care and critical public ser- Many cities outside the Sun Corridor vices. Transit is particularly important for are doing exactly this, and have been laying those who cannot always drive – the young, the groundwork for public transit systems the elderly, the disabled and those who can- that can provide residents with the options not afford the expense of owning a car. they need now, as well as providing a good Rural transit providers across Arizona starting place for larger systems as commu- offer valuable services, but there is large nities grow. At this point, however, many unmet need. According to a 2008 study, current rural transit services in Arizona meet only 18 percent of existing demand and that figure could dip to 13 percent in 2013 as population grows if no new services are initiated.78 The communities of Kingman, Bull- head City and Lake Havasu City in Mohave County exemplify both the im- portance of rural transit and some of the ways in which existing rural transit service often falls short. Each of the three communities has limited fixed- or flexible-route transit ser- vice, along with dial-a-ride service for the elderly and infirm. Between July 2005 and Local bus systems such as the Bullhead Area Transit System June 2006, more than 317,000 passenger (BATS) help rural Arizonans travel from their homes to work, trips were taken on transit services in the downtown areas, schools, doctors’ offices and shopping centers three communities.79 without having to rely on cars, which is especially important High-quality transit service has come when gas prices rise. Photo credit: BATS. to the area only recently. Bullhead Area Transit System (BATS) launched its service

24 Arizona’s New Frontier in 2000, while Havasu Area Transit (HAT) moved in 2006 from a purely dial-a-ride system to one that incorporates regularly scheduled buses along fixed routes.80 King- man Area Regional Transit (KART) began service in 2003, and tripled the number of bus stops it served between 2005 and 2007.81 Transit service was particularly im- portant during the rapid spike in gasoline prices that ended with the economic crisis in late 2008. Ridership on Kingman’s KART service, for example, increased 12 percent between fiscal year 07-08 and fiscal year 08-09.82 Bullhead City’s BATS system The Mountain Line in Flagstaff makes it pos- saw an 18 percent ridership increase in the sible to travel around Flagstaff without a car, third quarter of 2008 alone.83 from neighborhoods and Northern Arizona But while existing transit agencies pro- University to downtown Flagstaff, Flagstaff vide important services within each of the Mall, parks and trails, and other important three communities, there are currently no destinations. Photo credit: Northern Arizona transit lines that run between the cities. Intergovernmental Public Transportation Au- For example, a resident of Bullhead City thority (NAIPTA) looking to go to Kingman for a medical appointment or to Lake Havasu City for likely lead to further increases in ridership work currently does not have the option of in the years to come. using regularly scheduled transit service. Given the success of local transit service Transit service among the three cit- in western Arizona, it is a good time to ies is also important because of Mohave expand those services to include intercity County’s rapid population growth. The connections between Kingman, Bullhead county’s population has more than doubled City and Lake Havasu City. since 1990 and increased by 26 percent Arizona should work to expand access between 2000 and 2007.84 As of early 2008, to rural transit services generally – and more than 100,000 units of housing were establish a bus connection between King- planned in master-planned communities in man, Lake Havasu City and Bullhead City the county.85 The state of Arizona, mean- specifically – in order to make the benefits while, projects that the county’s population of transit service available to more rural will increase by more than 120,000 more residents. residents by 2030.86 A recent study projected that more Mountain Links Line in Flagstaff than 80,000 riders each year would use Flagstaff is a vibrant town that is popu- bus services that connected Kingman, lated year-round by permanent residents, Bullhead City and Lake Havasu City. The students, and tourists. For years, Flagstaff study projected 50,000 one-way trips per has attempted to balance the pressures year between Kingman and Bullhead City, of development against protection of its 22,000 trips between Lake Havasu City unique culture and natural landscapes. and Kingman, and 8,600 trips between Central to this policy is the use of public Lake Havasu City and Bullhead City.87 transit, which reduces vehicular use and Projected increases in population would pollution.

A Vision for the Future 25 Public transit in the city of Flagstaff is Mountain Links is a joint project of the provided by the Mountain Line system, Northern Arizona Intergovernmental Pub- featuring a fixed-route bus network that lic Transportation Authority (NAIPTA), serves downtown Flagstaff. It was founded NAU, and the City of Flagstaff. It would three years after the creation of the Flag- connect the NAU campus to downtown staff Metropolitan Planning Organization Flagstaff with bus services and provide in 1996. Before that time, Pine County a seamless connection to the Mountain Transit was the only public transportation Line system.91 The line would begin at a option. This system primarily catered to local shopping and residential center to social service needs, such as medical trans- the southwest of campus, continue onto portation, and offered only three fixed bus campus, and then go north into down- routes. After Flagstaff was recognized as town Flagstaff. The line would run for 5.8 an urban area, however, the city began to miles, with 1.3 miles of dedicated lanes, receive federal and state funds for transit and it would enjoy preferential treatment planning. This led to the transformation at traffic signals and 24 new bus stations.92 of Pine County Transit into the Mountain The program will also feature the pur- Line system.88 chase of eight hybrid-electric buses that Though the Mountain Line system offer 40 percent better fuel efficiency than has provided efficient transportation to conventional buses, and are 50 percent residents for years, the service remains less quieter.93 These buses will run every 10 to than ideal. The main impediment has been 15 minutes.94 a lack of coordination between the city The entire project will cost $10.4 mil- and Northern Arizona University (NAU), lion. The program has already received which provides its own on-campus busing. $6.2 million from the Federal Transit Despite the number of people who travel Administration through the “Small Starts” between the city and campus daily, the two grant program. NAU and the City of busing systems have not been integrated. Flagstaff intend to share the remaining 20 Additionally, many of the buses in commis- percent of project costs. Flagstaff voters sion operate too infrequently to be a viable have already approved a ballot measure to option for some travelers. Experts maintain pay for the off-campus costs of operating that riders are wiling to wait no more than the route, while NAU intends to cover the 15 minutes. However Mountain Line buses on-campus service. Currently, NAIPTA, run only every half hour.89 the City of Flagstaff, and NAU are pursu- Due to these concerns, many people ing funds for the capital construction of the continue to rely on their personal vehicles on-campus transitway through economic for transportation, which is exacerbating recovery legislation. Northern Arizona University’s parking Mountain Links would provide a viable shortage. Parking on the campus has transportation option to many residents already become extremely competitive, of Flagstaff. The high frequency service and often the only spots available are in coupled with reduced travel times would the distant commuter lots. The university entice many travelers to choose the bus predicts that in a few years, even these lots service. Additionally, improved connec- will not be available.90 tions between the city and campus would The Mountain Links Bus Rapid Tran- allow many students to take the bus to class, sit (BRT) program, recently approved by which would alleviate some of the parking voters, would significantly improve transit pressure at NAU. Due to these advantages, services by addressing many of these cur- the program is expected to average 4,150 rent problems. weekday riders.95 University officials hope

26 Arizona’s New Frontier that ridership on the Mountain Line and long-distance routes connecting Yuma to Mountain Links services will increase to San Luis as well as to the Foothills region one million within five years.96 and the outlying town of Wellton.103 YCAT also provides dial-a-ride service for the Expanded Public Transportation disabled. in Yuma YCAT buses serve a wide variety of Yuma, like many Arizona cities, is experi- users, including shoppers going to the encing growing pains. Yuma Palms Regional Center and students The population of Yuma County attending Arizona Western College. And nearly doubled between 1990 and 2007, YCAT buses have proven to be an increas- with 94,000 new residents settling in the ingly popular transportation option. Rid- county.97 While the city of Yuma itself has ership on YCAT increased by 16 percent accounted for a large share of that growth, for the period of January through August adding 40,000 new residents since 1990, 2008, compared to the same period of the population growth in some outlying ar- previous year. In August 2008, more than eas of Yuma County has been even more 26,000 rides were taken on YCAT buses rapid.98 San Luis, located on the Mexican – an all-time record for a single month.104 border, has seen its population grow six- However, there is still room for transit fold since 1990.99 And in the Fortuna Foot- service to grow in the Yuma area. Bus hills, located east of Yuma along Interstate service, while fairly extensive, is also infre- 8, more than 7,000 new residential units quent – most routes run only once an hour, have been added since 2000 alone.100 while the route from Yuma to Wellton Analysts expect that rapid growth to through the Foothills region runs only continue in the years to come, with the four times a day.105 The main bus loops in population of Yuma County increasing by downtown Yuma run in only one direction, another 130,000 residents by 2030.101 with only one location for timed transfers Among the results has been an increase between lines, meaning that YCAT is in- in traffic congestion in rapidly growing ar- convenient for many trips. eas of the county, as well as new demand for With more resources and investment, transportation alternatives within Yuma Yuma could provide more frequent and and between Yuma and outlying areas. flexible service on its existing bus lines, The rising number of elderly residents, in better amenities for would-be transit rid- particular, could create new demands for ers, and expanded service to outlying areas. alternatives to driving in the years to come. More importantly, Yuma could begin to In the fast-growing Foothills region, for build the transit infrastructure that will be example, 65 percent of all residents draw needed to meet the region’s future trans- income from Social Security. In Yuma portation needs. County as a whole, more than one out of three residents receive Social Security.102 The arrival of public transportation in Improved Paratransit Service in Yuma in 1999 came just in time to begin Mesa and Elsewhere addressing the area’s growing transpor- For most Arizonans, investing in public tation challenges. Yuma County Area transit is seen as a way to get cars off Transit (YCAT) launched fixed-route bus the road, ease congestion, provide new service in 2000 and now provides service transportation options, and help the en- on seven routes, including several that vironment. For the elderly and disabled, serve Yuma itself, one that connects the however, transit is a critical lifeline – often city to the Cocopah Indian Tribe, and two the only way to get to medical appointments,

A Vision for the Future 27 to go shopping, or to complete other neces- to a broader swath of the public than just sary daily tasks. those certified as eligible for paratransit Regularly scheduled buses and light rail service under the ADA. In Phoenix, for service play a useful role in transporting example, dial-a-ride service is provided to the elderly and disabled, but for many, the ADA-eligible customers, as well as seniors act of walking to a bus stop or boarding over 65 and persons with disabilities who a transit vehicle is difficult or impossible. may not be eligible under the ADA.108 As a result, Arizona transit agencies offer Similar levels of service are available in “dial-a-ride” paratransit service, through several of the communities served by East which an elderly or disabled resident can Valley Dial-a-Ride. schedule door-to-door transportation. In 2006, however, Mesa ended dial- In the Phoenix metropolitan area, each a-ride service for elderly and disabled individual city is responsible for providing residents who were not certified as eligible dial-a ride service. Some cities opt to pro- under ADA as a way to cut costs. More re- vide the service themselves, while others cently, Mesa proposed eliminating service have banded together to provide service on for ADA-certified customers who live be- a regional level. East Valley Dial-a-Ride, yond three-quarters of a mile from a transit for example, serves the communities of line – a move that would have eliminated Mesa, Chandler, Gilbert, Scottsdale and service for approximately six percent of the Tempe. In fiscal year 2007, East Valley city’s residents.109 Dial-a-Ride accommodated nearly 230,000 Mesa does provide other programs that trips.106 offer transportation options to the elderly While dial-a-ride service in the East in lieu of dial-a-ride service. Mesa is one Valley is provided regionally, each city of several communities participating in decides which residents are eligible to re- the Coupons for Cabs program, through ceive the service. The federal Americans which seniors with disabilities can receive with Disabilities Act (ADA) requires that vouchers for cab rides entitling them to a 75 paratransit service be provided to certain percent discount on the fare.110 Mesa also disabled individuals living within three- offers a mileage reimbursement program quarters of a mile of a transit line and that for friends and relatives who volunteer the service be available at all the times the to drive seniors or persons with disabili- transit service is in operation. Specifically, ties.111 the ADA requires that service be provided While these programs help some elderly to people with physical or mental disabili- residents get where they need to go, the ties who: demand for dial-a-ride and similar services – among both the elderly and the disabled • Are unable to board a regular transit – is likely to only increase over time. In- vehicle. deed, a 2008 study by Valley Metro found that the East Valley area had the greatest • Wish to take transit at a time when gap between potential demand and current handicapped-accessible vehicles are ridership for dial-a-ride service.112 unavailable over the entire route. Providing adequate levels of service to seniors and the disabled is just one of the • Are unable to travel to or from a tran- challenges facing dial-a-ride service in the sit stop.107 Phoenix region. Another is the disjointed nature of dial-a-ride service in the region, Historically, most Phoenix-area munici- which creates particular problems for palities have provided paratransit service people traveling from one service area to

28 Arizona’s New Frontier another. Because dial-a-ride service can that they were very dissatisfied with the only operate within the communities in transfer process.114 its service area (and sometimes a small For Mesa and communities like it, pro- buffer zone in neighboring communities) viding citywide dial-a-ride service to those a traveler seeking to use dial-a-ride to get who need it – including not only those en- from one service area to another must titled to it under the ADA but also seniors transfer. A disabled person traveling from and those with disabilities – is a critical Mesa to Tucson, for example, must take an part of ensuring that all residents of the East Valley Dial-a-Ride van to a transfer community are able to lead full, healthy location, disembark, and then wait for a and productive lives. Other complementary Phoenix Dial-a-Ride van to complete her services, such as taxi coupons and mileage trip. Often, customers must wait for long reimbursement programs, are beneficial periods of time for the transfer to occur and may be a less-costly way to provide – in Maricopa County, 60 percent of dial- service to a segment of the population, a-ride transfers took more than 15 minutes, but are unlikely to be a full substitute for according to a 2008 report by Valley Metro paratransit service. While Mesa should and the Regional Public Transportation avoid further cutbacks to its dial-a-ride Authority, while 13 percent took more service and restore service to seniors, all than an hour.113 For disabled travelers, long Phoenix-area cities should consider ways waits, alone and far from home can be diffi- to work together to provide paratransit cult. In a survey of East Valley Dial-a-Ride service that is better, more convenient and customers in Mesa, 24 percent reported more cost-effective for all.

A Vision for the Future 29 From Vision to Reality: A 21st Century Transit System for Arizona

rizona must make sound investments institutions have a role to play in achieving in public transportation if it hopes to the goal of a 21st century transit system for Aremain competitive in the 21st cen- Arizona. tury – a time that looks increasingly likely to be one of volatile oil prices, heightened concern about global warming, and grow- ing congestion problems. State officials must recognize public transit’s central State Policy importance in addressing these issues. The Arizona must expand public transportation state must develop forward-thinking plans options to meet growing demand and en- to ensure that Arizona has rail and bus sys- courage Arizona residents to choose public tems that not only serve current demand, transportation by ensuring the quality and but anticipate and guide future growth so efficiency of transit service. To make that that transit can serve the needs of a larger happen, Arizona must ensure that existing portion of Arizona’s population. transit services have the funding they need To make this happen, Arizona’s transit to serve Arizonans’ transportation needs. systems must have funding that they can In order to develop our transportation rely on. More than that, however, the state system intelligently and efficiently, Ari- needs a coordinated vision for the future of zona must develop a statewide transporta- public transit in Arizona. The state should tion plan which ensures that all levels of develop a long-range, strategic plan for government are working together to meet transit investments in Arizona, identify the Arizona’s growing public transportation price tag of completing that plan, and then demands. work to obtain the necessary resources to The projects described above are impor- get the job done. tant not just for the people living directly Many levels of government and other around them, but as part of a larger, growing

30 Arizona’s New Frontier system of public transportation which al- • It should have the capacity to provide lows residents across the state to travel to increasing revenue as population grows more and farther flung destinations with- and demands for service increase. out needing to rely on cars. A statewide plan is necessary to ensure that Arizona’s • It should encourage behaviors that public transportation systems are maximiz- contribute to Arizona’s quality of life ing opportunities to connect and increase and discourage those that do not. Arizonans’ options, as well as increasing integration between local, regional, and • It should ensure that fares remain rea- statewide transportation agencies. sonable, thereby acting as an incentive Arizona’s statewide transportation plan for Arizonans to make the most of our must also have a stable, long-term funding investment in transit infrastructure. source so that our public transit systems are reliable and remain in a state of good When planning future investments in repair. Currently, Arizona’s transit systems the state’s transportation network, Arizona are largely dependent on a sole source of should prioritize investments in public funding: local option sales taxes. When the transportation, with state and federal economy is in recession, sales tax revenues dollars used to finance transit improve- dip, leaving transit systems in a precarious ments. situation. Ironically, recessions are pre- The state should align other public cisely the times when public transportation policies with a 21st century vision for is most valuable – providing a low-cost transportation that is less dependent on transportation option to Arizonans. Rais- automobiles and can take full advantage ing transit fares and cutting service only of improved public transit. Arizona should add to the pain Arizona families experience require that all proposed transportation amid the economic downturn. investments be evaluated for their impact Arizona must find a stable source of on oil dependence and global warming pol- funding for public transit that will ensure lution. State government buildings should that the transportation system can always be located, to the extent possible, in areas meet the growing demand. States across with accessible transit service. And Arizona the country use a variety of funding sources should encourage local governments to for transit, ranging from levies on vehicles adopt land-use plans and zoning reforms and fuels to toll revenue to general state that allow for and encourage compact de- funds and other dedicated sources. Some velopment in and around transit stations. states encourage investment from private sector institutions that benefit from transit service or find ways to recapture some of the increase in property values that result when transit lines are extended to a com- Federal Government munity. The main federal transportation fund- Regardless of the exact formula for tran- ing law – the Safe, Accountable, Flexible, sit funding that takes shape in Arizona, it Efficient Transportation Equity Act: A should follow several principles: Legacy for Users (SAFETEA-LU) – is due for reauthorization by Congress in 2009. • It should provide stable, predictable It is possible that the coming reauthoriza- funding during times of both eco- tion will be the most sweeping reform of nomic boom and recession. federal transportation policy in nearly two

From Vision to Reality 31 decades. The Congressional Budget Office Conclusion projects that the portion of the federal highway trust fund that pays for highway Arizona has experienced enormous growth projects will run out of money sometime over the past few decades, and we are finally during fiscal year 2009, with the public in the process of building a public trans- transit portion of the account scheduled portation system to match our needs. The to run out of money soon thereafter.115 transit network we have built so far has America’s aging transportation network already decreased congestion and saved is increasingly in need of costly repairs. consumers money. It has been increas- Meanwhile, amid fluctuating gasoline ingly valuable as gasoline prices fluctuate, prices, Americans are now experiencing economic pressures make transportation the downside of the highway-centered costs a growing burden for families, and investment policies of the last few decades, concern deepens over the threat of global which leave too many Americans with few warming. transportation choices. In short, the status Arizona must develop a long-term vision quo cannot continue. for our transportation investments – espe- Arizona officials should campaign for cially in an era when high gasoline prices, a new federal transportation funding law increased concern about the environment that makes a large investment in needed and continuing congestion all argue for improvements to transit systems and in- investment in clean, efficient transporta- tercity rail, while focusing federal highway tion options. This long-term vision must investment on the need to maintain and go hand-in-hand with long-term, stable repair existing infrastructure. Federal funding. However, obtaining money for money should be used in a targeted and transportation improvements is only half strategic way to encourage transportation the battle – the state also needs a visionary, investments that minimize oil dependence, forward-looking plan for investing that congestion, pollution and sprawl, and money in ways that create and sustain a encourage the development of compact, safe, affordable and extensive transporta- livable communities where driving is an tion system for the 21st century. option, not a requirement. The projects listed in this report should Such a dramatic shift would benefit make up the core of Arizona’s transit “to- Arizona by providing additional resources do” list over the coming years. Completing for needed transit projects – including these projects, and developing a vision that some that have sat on the drawing board takes us beyond them toward a coordinated for decades. In addition to pushing for new statewide public transportation system, federal transportation priorities, Arizona will allow us to meet the transportation should also work aggressively through challenges we face today, and put Arizona existing avenues to obtain federal funding on the right track to meet the challenges for transit infrastructure projects. of tomorrow.

32 Arizona’s New Frontier Notes

1 Based on 1992-2007 vehicle-miles 6 Based on state gasoline expenditure data for traveled estimates from U.S. Department 1970 through 2006 from U.S. Department of of Transportation, Federal Highway Energy, Energy Information Administration, Administration, Highway Statistics series of State Energy Data 2006: Expenditures, 28 reports, Historical Summary to 1995 and November 2008, adjusted for inflation based annual reports from 1996 to 2006; 2007 on U.S. Department of Commerce, Bureau of vehicle-miles traveled estimates from U.S. Economic Analysis, National Income and Product Department of Transportation, Federal Accounts Table, Table 1.1.9: Implicit Price Deflators Highway Administration, Traffic Volume for Gross Domestic Product, 29 May 2008. Trends series of reports, February 2007 to 7 Ibid. January 2008; 1990s population estimates from U.S. Census Bureau, Time Series of Arizona 8 U.S. Department of Transportation, Federal Intercensal Population Estimates by County: Highway Administration, Highway Statistics April 1, 1990, to April 1, 2000, 17 April 2002; reports, years 1998 and 2006. 2000s population estimates from U.S. Census 9 See note 5. Bureau, Annual Population Estimates, Estimated Components of Population Change and Rates of the 10 Estimate is in 2007 dollars, see note 6 for Components of Population Change for the United calculation methodology. States and States: April 1, 2000, to July 1, 2007, 1 11 U.S. Environmental Protection Agency, July 2007. State CO2 Emissions from Fossil Fuel Combustion, 2 David Schrank and Tim Lomax, Texas 1990-2005, downloaded from www.epa. Transportation Institute, The 2007 Urban gov/climatechange/emissions/downloads/ Mobility Report, September 2007. CO2FFC_2005.pdf, 25 January 2009. 3 Ibid. 12 U.S. Department of Transportation, Federal Transit Administration, National Transit 4 Ibid. Database, with data through 2007, downloaded 5 Robert Heavenrich, Advanced Technology from www.ndtprogram.gov/ntdprogram/data, Division, Office of Transportation and Air 25 January 2009. Note: this figure includes only Quality, U.S. Environmental Protection transit agencies that report to the National Agency, Light-Duty Automotive Technology and Transit Database. Figures for private transit Fuel Economy Trends: 1975 Through 2006, July providers were excluded, as was data for transit 2006, downloaded from www.epa.gov/otaq/ agencies whose reporting was inconsistent. cert/mpg/fetrends/420r06011.pdf, 8 December 13 Ibid. 2008.

Notes 33 14 Ibid. 29 America 2050, Arizona Sun Corridor, 15 Ibid. accessed 23 February 2009, www.america2050. org/arizona_sun_corridor.html. 16 U.S. Department of Transportation, Federal 30 Catherine Reagor, “Arizona’s Population Transit Administration, National Transit Projections Were Off Due to Housing Boom,” Database: Monthly Module Adjusted Data Release, downloaded from www.ndtprogram.gov/ The Arizona Republic, 25 June 2008. ntdprogram/data, 25 January 2009. 31 Morrison Institute for Public Policy, 17 U.S. Department of Transportation, Federal Arizona State University, Megapolitan: Arizona’s , May 2008. Highway Administration, Traffic Volume Trends Sun Corridor series of reports, February 2007 to September 32 Arizona Department of Transportation, 2007 and February 2008 to September 2008. Arizona High Speed Rail Feasibility Study, April 1998. 18 U.S. Census Bureau, 2007 American Community Survey 1-Year Estimates: Means of 33 Ibid. Transportation to Work: Workers 16 Years and 34 Ibid. Over, downloaded from www.census.gov, 25 January 2009. 35 MAG Management Committee, Maricopa Association of Governments, Transportation 19 Ibid. Planning Update (powerpoint presentation), 9 April 20 U.S. Department of Transportation, 2008. Federal Transit Administration, National 36 Federal Railroad Administration, US : , downloaded Transit Database Top Transit Cities Department of Transportation, Capital from www.ntdprogram.com/ntdprogram/data. Assistance to States – Intercity Passenger Rail htm, 27 January 2009. Service Program, September 2008. 21 Arizona PIRG Education Fund, A Better 37 Ibid. Way to Go: Meeting America’s 21st Century Transportation Challenges with Modern Public 38 Ibid. Transit, March 2008. 39 Barber, D.A. “All Aboard? Talk About 22 See note 2. Commuter Train Between Tucson and Phoenix Gains New Life,” Tucson Weekly, 20 February 23 See note 21. 2003. 24 U.S. Environmental Protection Agency, 40 Federal Railroad Administration, US “Greenhouse Gas Equivalencies Calculator,” Department of Transportation, Capital updated 17 February 2009. Available at www. Assistance to States – Intercity Passenger Rail epa.gov/cleanrgy/energy-resources/calculator. Service Program, September 2008. html. 41 “METRO Ridership Off to a Positive Start 25 Arizona Department of Transportation, (press release),” Valley Metro, 18 February 2009. Arizona High Speed Rail Feasibility Study, April 1998. 42 Dianna M Nanez, “Light Rail Brings Re- newed Vigor To Older Tempe Neighborhoods,” 26 Population Statistics Unit, Arizona AZCentral.com, 28 February 2009. Department of Commerce, Population Change – 2000 Census to July 1, 2008 Estimate, for 43 “Glendale Avenue and Loop 101 Corridor Arizona, Counties and Incorporated Places, 12 Facts” (fact sheet), Glendale AZ, downloaded December 2008. from www.glendaleaz.com/planning/ documents/101factsheet2-8-07.pdf, accessed 9 27 Population Statistics Unit, Arizona March 2009. Department of Commerce, “July 1, 2008 Population Estimates For Arizona, Counties 44 Maricopa Association of Governments, And Incorporated Places Ranked By Percent 2008 Annual Report on the Status of the Change: 2000-2008,” 12 December 2008. Implementation of Proposition 400, October 2008. 28 Past growth: See note 27; projected growth: 45 Maricopa Association of Governments, Surprise, Arizona Community Development Northwest Area Transportation Study: Final Department, General Plan 2030: One City, Many Report, September 2003. Choices, Adopted by Mayor and Council on 24 46 Valley Metro, Glendale, 2008, downloaded July 2008. from www.valleymetro.org/metro_light_rail/ future_extensions/glendale/.

34 Arizona’s New Frontier 47 Maricopa Association of Governments, 68 Ibid. High-Capacity Transit Study: Final Report, 30 69 Ibid. June 2003. 70 Ibid. 48 Ibid. 71 Valley Metro, Tempe South, downloaded 49 Dianna M Nanez, “Light Rail Brings Re- from www.valleymetro.org/metro_light_rail/ newed Vigor To Older Tempe Neighborhoods,” future_extensions/tempe/, 18 February 2009. AZCentral.com, 28 February 2009. 72 Old Pueblo Trolley, OPT History, 50 Rick Simonetta, “Light Rail Update downloaded from www.oldpueblotrolley.org/ (powerpoint presentation),” Valley Metro, 9 July OPThist.htm, 12 February 2009. 2008. 73 Portland Office of Transportation and 51 “Bottleneck Issues Addressed in New Portland Streetcar, Inc., Portland Streetcar Regional Transportation Plan,” Maricopa Development Oriented Transit, April 2008. Association of Governments, 19 February 2004. 74 HDR, S.R. Beard & Associates, Tucson 52 Valley Metro, I-90 West Alternatives Urban Corridor: Environmental Assessment and Analysis/Environmental Impact Statement Section 4(f) Evaluation: Final, prepared for City Scoping Brochure, downloaded from www. of Tucson, August 2008. valleymetro.org/metro_light_rail/downloads/ lr_publications/category/brochures/, 12 March 75 Garry Duffy, “City to Get Just $25M of 2009. $75M Federal Grant it Expected for Streetcar,” Tucson Citizen, 12 December 2008. 53 See note 50. 76 Ibid. 54 See note 47. 77 Associated Press, “Tucson Looks for 55 Valley Metro, (fact sheet), I-10 West Update Modern Streetcar Funding,” AZCentral.com, 2 downloaded from www.valleymetro.org/ March 2009. images/uploads/lightrail_future_ext_uploads/ I-10_West_Update_English.pdf, September 78 Cambridge Systematics, Arizona Rural 2008. Transit Needs Study: Final Report, prepared for the Arizona Department of Transportation, 56 See note 47. May 2008. 57 Ibid. 79 RAE Consultants, Inc., Western Arizona 58 Sean Holstege, “Light Rail May Come Regional Transportation Coordination Plan, Early to West Valley,” AZ Republic, 30 prepared for the Western Arizona Council of November 2006. Governments, April 2007. 59 Introductory Urban Planning Studio, 80 See note 78. School of Planning, Arizona State University, 81 City of Kingman, Kingman Area Regional Phoenix Camelback Corridor: Transit-Oriented Transit (PowerPoint presentation), downloaded Development, December 2007. from kart.cityofkingman.gov/docs/kart.pdf, 12 60 See note 21. February 2009. 61 Mid-Region Council of Governments, Rail 82 Ibid. Runner Mail, Spring 2008. 83 American Public Transportation 62 Maricopa Association of Government, Association, APTA Transit Ridership Report: Commuter Rail Strategic Plan, March 2008. Third Quarter 2008, downloaded from www. 63 See note 47. apta.com/research/stats/ridership/riderep/ documents/08q3rep.pdf, 12 February 2009. 64 See note 62. 84 U.S. Census Bureau, Population Finder: 65 See note 47. Mohave County, Arizona, downloaded from 66 City of Tempe, Report on Neighborhood factfinder.census.gov, 12 February 2009. Circulator Program Expansion For Neighborhoods 85 Parsons Brinckerhoff, Statewide North of U.S. 60, 28 June 2007. Transportation Planning Framework: Western 67 City of Tempe, Orbit Neighborhood Circulator Arizona Regional Framework Study, Working Program: Implementation and Evaluation Report, Paper #2: Existing and Future Conditions, June 2008. prepared for the Arizona Department of Transportation, April 2008.

Notes 35 86 Arizona Department of Transportation, 103 Parsons Brinckerhoff, Statewide Mohave County – Estimated Population and Transportation Planning Framework: Western Employment Density (draft), 3 September 2008. Arizona Regional Framework Study, Working 87 Diana Parker, “Report Finds Need for Paper #2: Existing and Future Conditions, prepared for Arizona Department of Tri-City Bus System,” Today’s News Herald, 8 January 2009. Transportation, April 2008. 88 Edward J. Christopher, “Flagstaff 104 U.S. Department of Transportation, Metropolitan Planning Organization Case Federal Transit Administration, National Transit Database Monthly Module Adjusted Study” (draft), EdTheFed.com, downloaded from www.edthefed.com/casestudies/flagstaff.pdf, Data Release, downloaded from 204.68.195.57/ accessed 8 March 2009. ntdprogram/pubs/MonthlyData/MONTHLY_ ADJUSTED_DATA_10_6_2008.exe, 18 89 “First-Rate Bus System Won’t Happen on February 2009. its Own,” Arizona Transit Association, 19 May 2006. 105 Yuma County Area Transit, Schedule, downloaded from www.ycat.org/SCHEDULE. 90 Northern Arizona University, Classified html, 18 February 2009. Staff Advisory Council General Meeting Minutes, 10 September 2008. 106 Valley Metro/Regional Public Transportation Authority, Regional Paratransit 91 Northern Arizona Intergovernmental Study Final Report, 27 June 2008. Public Transportation Authority, New Report 107 EG&G Dynatrend, Shows Mountain Links a Smart Move (press Draft Americans With release), 5 February 2009. Disabilities Act (ADA) Paratransit Eligibility Manual, prepared for the Volpe National 92 Federal Transit Administration, Mountain Transportation Systems Center, September Links BRT, November 2007, accessed 2 March 1993. 2009, www.fta.dot.gov/documents/AZ_ Flagstaff_Mountain_Links_BRT.doc. 108 City of Phoenix, Phoenix Dial-a- Ride, downloaded form phoenix.gov/ 93 Blaine Hubbard, “Public Transportation PUBLICTRANSIT/dialride.html, 6 March Irks Flagstaff Riders,” Jack Central, 3 April 2009. 2008. 109 Sonu Munshi, “Council to Hear Plan to 94 “Mountain Line in Line to Receive $6.2 Limit Dial-a-Ride Service,” East Valley Tribune, Million Grant,” Arizona Transit Association, 6 2 December 2008. February 2008. 110 Valley Metro, East Valley Ride Choice: 95 See note 92. Coupon for Cabs, downloaded from www. 96 Northern Arizona University, Classified valleymetro.org/valley_metro/dial_a_ride/ Staff Advisory Council General Meeting coupons_for_cabs/, 6 March 2009. Minutes, 10 September 2008. 111 Valley Metro, East Valley Ride Choice: Mesa 97 Arizona Department of Commerce, San Mileage Reimbursement Program, downloaded Luis Community Profile, 2008. from www.valleymetro.org/valley_metro/ dial_a_ride/mesa_mileage_reimbursement_ 98 Arizona Department of Commerce, Yuma program/, 6 March 2009. Community Profile, 2008. 112 See note 106. 99 See note 97. 113 Ibid. 100 Arizona Department of Commerce, Wellton Community Profile, 2008. 114 Ibid. 101 Building a Quality Arizona, Yuma County 115 William W. Millar, American Public – Estimated Population and Employment Density, 3 Transportation Association, On Public Trans- September 2008. portation Funding for Fiscal Year 2009: Testimony Before the Subcommittee on Transportation and 102 Andrew Fangman, Yuma County Housing and Urban Development, and Related Department of Development Services, Foothills Agencies of the U.S. House Committee On Appro- Planning Area Background Study, November 2006. priations, 16 April 2008.

36 Arizona’s New Frontier