Pinal County Transit Feasibility Study. Briefing Book

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1 Pinal County Transit Feasibility Study Briefing Book October 2010

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3 Introduction Situated in the heart of the rapidly-growing Sun Corridor, Pinal County s population is expected to increase from 362,000 to approximately one million residents by To prepare for such rapid growth, Pinal County completed the Pinal County Comprehensive Plan (Comp Plan) in The Comp Plan is a landmark document that steers the county on a course of action to plan for future growth, preserve the quality of life and promote sustainability. Transportation and circulation are central elements of growth planning and therefore are an important part of the Comp Plan. Modern, well planned and sustainable communities strive to incorporate well-balanced transportation systems comprised of several elements: roadways, buses, rail, vanpools, volunteer driver programs, and walking and bicycle paths. It is the combined use of all these multimodal transportation elements that make it easier to travel and sustain growth while reducing traffic congestion, improving air quality and decreasing fossil fuel consumption. Background In 2006, Pinal County conducted a Small Area Transportation Study. The study, in part, found that there was demand for public transit and recommended that this form of transportation be further explored. The Pinal County Transit Feasibility Study was launched in December 2008 to further study demand for public transit, and if demand was sufficient, to explore ways to create, administer and sustain a regional transit system. The Transit Study covered these major areas: Existing Conditions; Existing Transit Services; Population Forecasting and Demand Modeling; Proposed Transit Route Options; Study of Governance; Public Participation. Thirty three Stakeholder Interviews were conducted with 64 key individuals from communities throughout Pinal County to solicit interest and concerns regarding public transit. Two major themes emerged from talking with key community leadership and the study s advisory committee, which were the need for: 1. Connectivity between communities. 2. Standardization of local community transit systems. P I N A L C O U N T Y

4 What Will Our Growth Look Like? Between 2000 and 2007, Pinal County s incorporated areas grew by 66%. The largest growth occurred in Casa Grande, Apache Junction, Maricopa and Florence. During the same period, unincorporated areas of Pinal County grew by 105%. San Tan Valley has become the county s largest community and the fastest-growing, with a population of approximately 80,000. The City of Maricopa, which had fewer than 700 residents in 2000 is now the county s fourth largest community. Casa Grande, Apache Junction, Eloy and Florence will grow to medium size cities that will also become regional employment centers. Undeveloped areas between Apache Junction and San Tan Valley will be developed. Most of the western half of the county between the Gila River Indian Community to the north and the Tohono O Odham Indian Community to the south will be developed and largely centered around Casa Grande and Eloy. The City of Maricopa will continue to grow. Travel will continue to be highly oriented toward Maricopa County, but also with higher levels of travel to Casa Grande. In general, there will be an arc of development around the eastern and southern sides of the Gila River Indian Community and along I-10 between Casa Grande and Eloy. The eastern part of the county will grow at a slower pace. However, substantial transit needs exist primarily for medical care. Special consideration should be given to this area, which has an important need for transit, but which lacks the population density normally desired in an efficient transit model. Pinal County Land Use Plan 2P I N A L C O U N T Y 2

5 Future Travel Flows Generally, much employment travel today leaves Pinal County. In the future, as the county s economic base grows, there will be substantial growth in travel both within and into Pinal County. The largest travel flow will be between Apache Junction and Maricopa County. Today, travel moves from Apache Junction toward Maricopa County by a ratio of two to one. In the future, the ratio will fall to approximately four to three, meaning that more travel will be from Maricopa County toward Apache Junction. The amount of travel from Maricopa to Maricopa County will more than double to 76,000 trips. The amount of travel from Maricopa to Casa Grande will quintuple to 76,000 as the economic and employment base in this area grows. Travel originating from Florence and the San Tan Valley toward Maricopa County will more than triple from 25,000 trips per day to 85,000. Travel originating from Maricopa County toward these locations will quadruple from 10,000 trips per day to 41,000. The amount of travel between Casa Grande and Maricopa County will increase from 17,000 trips per day to 52,000. Casa Grande will experience an increase in travel from Maricopa County, but not as much increase as communities located further north Travel Flows: All Trip Types The brown arrows represent trip counts between counties. The green arrows represent trips originating and terminating within Pinal County. P I N A L C O U N T Y

6 What Types of Services are Possible? Transit can be provided in a number of ways depending upon travel volumes and the operating environment. In the short-term, bus services, volunteer driver, and carpooling and vanpooling programs will be most appropriate. Over the longer-term, as Pinal County grows, higher volume services may also be needed. Transit Facilities Transit Centers Park and Ride Lots Commuter Rail Light Rail Typical Characteristics Acts as the region s major transit focal point and the hub for local and regional services. Provides access to major trunk bus services, and provide staging areas for carpools, vanpools, and SLUG commuting. Provides fast, limited stop service, generally to and from major downtown areas. Often operates on freight rail lines. Provides rail service that operates in on-street and exclusive right-of-way environments. Example Transit Modes Bus Rapid Transit Express Bus Fixed-Route Bus Area-based Flex Route Provides rail-like service in high volume transit corridors; typically has exclusive rights-of-ways/exclusive bus lanes, transit prioritiy at signals, limited stops, enhanced stop/station facilities, and unique identity. Fast, limited-stop commuter-oriented service. Often provide no off-peak service or only limited off-peak service. Most common type of bus service; effective in a wide variety of settings. Provides curb-to-curb service within a defined geographic area adn to adn from a specific point, such as a transit hub for connections to regional services. Volunteer Driver Carpools Vanpools Provides service to targeted populations (for example, seniors and/or persons with disabilities) using volunteer drivers who provide their own vehicles. Drivers are reimbursed for mileage but not for labor. Provides a travel alternative that is less expensive than driving and often more convenient than taking transit. Provides similar options as carpools, but for larger groups of travelers. Subsidized vans are often provided, which reduces user costs. 4P I N A L C O U N T Y 4

7 Pinal County Transit Feasibility Study Briefing Book Potential Short-Term Transit Improvements Over the short-term, it is likely that growth will be slower than the growth that occurred between 2000 and Potential short-term improvements should be oriented toward the current population and planning should be done for moderate growth. Short-Term improvements include: Transit Centers at key locations, around which transit services could be focused. Park and Ride lots along key bus routes (that could also be used as staging areas for vanpools and carpools). Express service from Maricopa, Casa Grande, San Tan Valley and Apache Junction to downtown Phoenix with connections to light rail and Sky Harbor International Potential Short-Term Improvements Airport. Arterial BRT Service between Apache Junction and the end of the Metro Rail Line (using existing Valley Metro Link BRT corridor). Regional routes between Florence and Casa Grande via Coolidge and Central Arizona College, between Maricopa and Casa Grande and part time service between Arizona City and Casa Grande via Eloy and Toltec. Local circulator service within Apache Junction, Casa Grande and Coolidge. P I N A L C O U N T Y 5 5

8 Potential Long-Term Transit Improvements By 2025, Pinal County s population will grow to approximately one million. As the county grows, many areas will change significantly, thereby creating significantly more demand for transit service. In most cases, the services to be provided in 2025 would be in addition to the services implemented in the short-term. In some cases, services or facilities could be replaced by other services or facilities. For example, a park and ride lot used in the short term could potentially be replaced by a transit center when volumes increase. Potential Long-Term Improvements 6P I N A L C O U N T Y 6

9 How Could We Accomplish All This? One of the challenges in creating an effective regional transit system in a rapidly growing area is to first develop an institutional structure under which this can be done. Throughout Arizona and the country, transit service is provided by many different types of organizations that use a wide variety of governance structures: County and city operated transit systems where transit is provided as a departmental function governed by county board or city council. Regional Transportation Authorities or Transit Authorities that operate independently of the governments of the areas they serve. (although usually with board level representation from those governments) Joint Power Organizations (JPOs) created by multiple governments agencies to provide service using the powers of the member governments, and that are governed by representatives appointed by the member governments. Provision of service through intergovernmental agreements, where the agreements are approved by the governing boards of the participating parties. What is the Best Approach for Pinal County? Today, Pinal County s transit needs are still relatively limited, but are growing. The county s long-term transit needs will be much greater and different from its short-term transit needs. As the recession has illustrated, Pinal County s growth will not be linear, but will both slow and accelerate, depending on economic and other conditions. Growth will not occur at the same rate throughout the county. Some communities may grow rapidly, while others grow moderately. Then the reverse can occur where moderate growth communities become rapid growth communities. This implies the need for flexibility in a transit system. Pinal County will need an approach that is flexible and can evolve as needs change. Of all the governance options available, a Joint Powers Organization (JPO) appears to offer the best balance of effectiveness and flexibility, plus the ability to start small and adjust and expand as needs grow. P I N A L C O U N T Y

10 What is a Joint Powers Organization (JPO)? A JPO is a nonprofit corporation comprised of local governments that is created for a specific purpose, in this case to create and operate a transit system. It requires no public vote and does not have any taxing authority. A JPO would not create any new tax. An example of a JPO in Arizona is the Metro Light Rail. A JPO would be designed to: 1. Foster collaboration between the county, cities, and Indian Communities 2. Set and drive transportation policy 3. Develop, implement and provide transit service for member organizations. 4. Program transit projects 5. Develop financial plans to fund and implement 6. Receive and administer transit funding 7. Ensure appropriate financial contributions from involved parties. Who Will Pay for a Transit System? To develop transit, local sources of funding will be needed to leverage available state and federal funding. Pinal County s existing transportation excise tax revenue could potentially be used to fund transit or to provide local matching funds to qualify for funding from the Federal Transit Administration. However, this might require a local election to expand it from exclusive roadway use to roadway and transit use. The existing transportation excise tax revenue is currently distributed to the communities in the county. If a JPO form of transit administration is selected, the communities will continue to receive the same amount of transportation excise tax revenue and would pay the JPO for the type and level of service they desire. 8P I N A L C O U N T Y 8

11 Conclusions Moderate demand exists today for transit in Pinal County. Demand will grow rapidly between now and 2025 due to rapid population growth. A well-balanced multimodal transportation system is needed to move the public while minimizing roadway congestion, protecting air quality and minimizing fossil fuel consumption. A multimodal transportation system includes a network of transit systems that includes local circulators in each community, connected by a regional commuter system, using transit centers at key locations. A Joint Powers Organization, governed by a board of representatives from all participating communities appears to be the best option to unify the regional transit effort while allowing flexibility as the county grows. Participating communities pay only for the type and level of service they need, using existing transportation tax revenue. As needs change, communities may opt out of the JPO, or other communities can join after JPO formation. Planning for a well-balanced multimodal transportation system is a key strategy in preparing for growth and sustaining prosperity in Pinal County. P I N A L C O U N T Y

12 David R. Maestas, MPA Project Manager Pinal County Transit Feasibility Study Pinal County Public Works Kathy Borquez Special Projects Manager Pinal County Public Works P I N A L C O U N T Y 10