Final Report - Pima Association of Governments

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High Capacity Transit System Plan - Final Report June 2009 HCT Implementation Strategy Road, dedicated lanes could be installed within the existing right‐of‐way; however, this also would have a high cost. Implementation of effective transit preferential treatments such as TSP may be difficult considering the heavy traffic volumes that this roadway carries, particularly during peak commute periods. As a state highway, ADOT will require that a detailed engineering study be performed at each proposed transit stop location. On segments that have a posted speed limit above 45 mph, ADOT prohibits bus pullouts at transit stops. Another challenge for implementation of BRT on this corridor is the low population and employment density along this corridor, particularly north of River Road. This low density applies to current conditions as well as projected 2040 densities. With these low densities, it may be difficult to generate the transit demand throughout the day that will support BRT service. Implementation Plan • Monitor existing express bus service that connects Oro Valley with Tucson Mall and downtown Tucson. As demand increases—including off‐peak demand—reassess the viability of providing a BRT service on Oracle Road. Expansion of express bus service may be a more cost‐effective option. • Preserve right‐of‐way north of Ina Road, extending to Pinal County, for future dedicated HCT lanes. • Ensure that new development and redevelopment in the interim is “transit‐ready.” (See Section 9.0.) 8.3.4 Campbell Avenue/Kino Parkway Proposed HCT Service The proposed long‐term HCT service on Campbell Avenue includes both streetcar (Tucson Mall to Speedway Boulevard) and BRT (UA to TIA) service. Streetcar Service The proposed streetcar line would function as an extension of the currently planned Tucson Modern Streetcar, which is due to begin operation in 2011/2012 and connects downtown Tucson with UA and the Arizona Health Sciences Center. The Tucson Modern Streetcar terminates at the Arizona Health Sciences Center just north of Speedway Boulevard on Helen Street and will be “stubbed out” to allow for such an extension north on Campbell Avenue. A potential route extension to the Tucson Mall was included in Section 6.0. The purpose of this streetcar service is to provide circulation and support economic development in an area where population and employment densities, as well as land use, offer promise for TOD. The spacing of stops would typically be 1/4‐mile and no more than 1/2‐mile. TSP would be required. BRT Service 172
High Capacity Transit System Plan - Final Report June 2009 HCT Implementation Strategy BRT service would extend from UA to TIA. It would share a station at the university with the Broadway Boulevard BRT route to allow easy transfers. Placement of a park‐and‐ride lot adjacent to the university station would provide a central location for travelers destined for TIA; management of long‐term parking would be required. Stops would be spaced one mile or farther apart, and TSP will be required. Existing and Programmed/Planned Transit Service Fixed‐route bus service is currently provided along Campbell Avenue, but no express bus service currently exists. Route 15 has a weekday ridership of approximately 1,800 passengers. The route, which runs between the Tohono Tadai Transit Center and Reid Park with a primary stop at UA, travels on Campbell Avenue from Roger Road to just south of 22nd Street. South of 22nd Street, there is no continuous transit service. Route 15 service during both weekdays and weekends was recently extended. No additional transit service within the corridor is currently planned or programmed. HCT Implementation Constraints Running an extension of the streetcar between the Health Sciences Center and Tucson Mall along Campbell Avenue could be problematic considering the lack of right‐of‐way to add dedicated HCT lanes and the heavy traffic volumes that the roadway carries. Widening Campbell Avenue would be cost‐prohibitive. If streetcar runs in the general purpose lanes, the forecasted level of service on Campbell Avenue suggests that the streetcar will experience delays from general purpose traffic and may have an adverse impact on general purpose traffic as well. Unless dedicated streetcar right‐of‐way can be provided, implementation of this route will be difficult. Implementation of BRT service between UA and TIA is essentially unconstrained, assuming that BRT would run in general purpose lanes. An additional constraint is existing corridor ridership not being high enough for Very Small Starts eligibility. Implementation Plan • The success of the initial phase of the Tucson Modern Streetcar, measured by ridership as well as resulting redevelopment, will determine the viability of an extension between UA and Tucson Mall. To qualify for Very Small Starts funding, BRT should benefit at least 3,000 riders. • As transit demand between UA and TIA increases, implementation of express bus should be considered prior to BRT. • Ensure that new development and redevelopment in the interim is “transit‐ready.” (See Section 9.0.) 173
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Final Report - Pima Association of Governments

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