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Farmington Metropolitan Planning Organization Metropolitan Transportation Plan Adopted April 22, 2005 Manuel Padron & Associates Souder, Miller & Associates Farmington Metropolitan Planning Organization Metropolitan Transportation Plan Manuel Padron & Associates Souder, Miller & Associates lsa associates, inc. Farmington Metropolitan Planning Organization Metropolitan Plan Transportation Metropolitan Transportation Plan ---PAGE BREAK--- ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN I -ANUEL 0ADRON !SSOCIATES 3OUDER -ILLER !SSOCIATES -ETROPOLITAN 4RANSPORTATION 0LAN 0HWURSROLWDQ 3ODQ 0HWURSROLWDQ 3ODQ ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN II !CKNOWLEDGEMENTS &ARMINGTON -0/ 3TAFF #HARITY &ECHTER n -0/ 0LANNER *OE $ELMAGORI n !SSOCIATE 0LANNER 0OLICY #OMMITTEE #OUNCILMAN 4RAVIS /LBERT #HAIR #ITY OF "LOOMlELD #OUNCILMAN 4OMMY 2OBERTS 6ICE #HAIR #ITY OF &ARMINGTON #OMMISSIONER *IM 2UBOW #ITY OF !ZTEC -AYOR "ILL 3TANDLEY #ITY OF &ARMINGTON #OMMISSIONER *IM (ENDERSON 3AN *UAN #OUNTY -0/ 4ECHNICAL #OMMITTEE -IKE 3ULLIVAN #HAIR #ITY OF &ARMINGTON 2OD (UNT 6ICE #HAIR #ITY OF &ARMINGTON #RAIG -URRAY 2OBERT !NDERSON #ITY OF !ZTEC #URTIS ,YNCH #ITY OF "LOOMlELD $AVE +ECK 3AN *UAN #OUNTY &ARMINGTON -0/ -ETROPOLITAN 4RANSPORTATION 0LAN #ITIZENS !CTION #OMMITTEE -ELISSA ,ANE &ARMINGTON #HAMBER 3ALLY "URBRIDGE !ZTEC #HAMBER 3HERRY 'ALLOWAY "LOOMlELD #HAMBER ,INDA 3ILLERS 3AN *UAN #ENTER FOR )NDEPENDENCE %RIC "RUCE 6ELO DE !NIMAS "ICYCLE #LUB "ILLY (UISH &ARMINGTON 3CHOOL $ISTRICT 6IC 3UTTON &ARMINGTON 3CHOOL $ISTRICT 3TEVE $UNN -ERRION /IL AND 'AS $ALE .ELSON 3AN *UAN "OARD OF 2EALTORS -ARTHA "RADLEY 3AN *UAN "OARD OF 2EALTORS #HIEF -IKE (EAL !ZTEC 0OLICE #HIEF -IKE "URRIDGE &ARMINGTON 0OLICE -ARGARET -C$ANIEL 3AN *UAN %CONOMIC $EVELOPMENT 3ERVICES 2ON 'RAY 7ASTE -ANAGEMENT +EITH !SHMORE 6ELO DE !NIMAS "ICYCLE #LUB #ITY OF &ARMINGTON 3TEVE +REST 4RAFlC %NGINEERING !DMINISTRATOR !LEX #UNNINGHAM !SSOCIATE 0LANNER #ITY OF "LOOMlELD "OB #AMPBELL #ITY -ANAGER .EW -EXICO $EPARTMENT OF 4RANSPORTATION 0HIL 'ALLEGOS 4ECHNICAL 3UPPORT %NGINEER FOR $ISTRICT 2AY -ATTHEW n 0LANNER -0/ ,IAISON &EDERAL (IGHWAY !DMINISTRATION *OSEPH -AESTAS 0LANNING 0ROGRAM -ANAGEMENT %NGINEER .ORTHWEST .EW -EXICO #OUNCIL OF 'OVERNMENTS "OB 2ICHARDS !SSOCIATE 0LANNER #ONSULTANT 4EAM ,3! !SSOCIATES )NC 2AY ! -OE 3EAN -C!TEE -ICHAEL (ALLOCK 3OLOMON 2AVI 0ALAKURTHY %LISSA 0ALMER %RIS +LEIN *ESSICA +RAMER -ANUEL 0ADRON !SSOCIATES 3MITH -YUNG n 4RANSIT 0LANNER 3OUDER -ILLER !SSOCIATES "OB -ETZLER ---PAGE BREAK--- III 4ABLE OF #ONTENTS 0LAN !PPROVAL 0ROCESS 0LAN %LEMENTS 2EQUIRED AND $ESIRED 4RANSPORTATION 3YSTEM $ECISION 3TEP )SSUES#ONCERNS $ECISION 3TEP !LTERNATIVES !NALYSIS $ECISION 3TEP 2ECOMMENDED 0LAN -ISSION 3TATEMENT 'OALS /BJECTIVES %MPLOYMENT 4RAVEL 0ATTERNS -ETROPOLITAN 4RANSPORTATION 0LAN 2ECOMMENDED 0LAN 2OADWAY $ESIGN )MPLEMENTATION !LTERNATIVES !NALYSIS 2ECOMMENDED 0LAN )MPLEMENTATION 2ECOMMENDED 0LAN )MPLEMENTATION )MPLEMENTATION !IR 4RANSIT #OSTS "ICYCLE AND 0EDESTRIAN #OSTS )MPLEMENTATION ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN IV 3UPPLEMENTAL )NFORMATION ,IST OF &IGURES &IGURE 3AN *UAN #OUNTY 0OPULATION 'ROWTH &IGURE 3AN *UAN #OUNTY 0OPULATION 'ROWTH &IGURE !LTERNATIVES 2ECOMMENDED FOR 6ISION 0LAN AND 2ANKING 4ABLE ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH )NTRODUCTION ,OCATED WITHIN THE 3AN *UAN 2IVER 6ALLEY THE &ARMINGTON .EW -EXICO REGION HAS A RICH HISTORY DIVERSE POPULA TION AND VIBRANT COMMUNITY SERVES AS THE CULTURAL AND ECONOMIC CENTER OF THE FOUR CORNERS REGION OF .EW -EXICO #OLORADO 5TAH AND !RIZONA *UST OVER A YEAR AGO THE &ARMINGTON -ETROPOLITAN 0LAN NING /RGANIZATION &-0/ CAME INTO BEING 4HE &-0/ WAS CREATED THROUGH A JOINT POWERS AGREEMENT WITH 3AN *UAN #OUNTY AND THE CITIES OF !ZTEC "LOOMlELD AND &ARMINGTON TO ASSUME THE TRANSPORTATION PLAN NING RESPONSIBILITIES FOR THE AREA &ORMAL DESIGNATION OF THE -0/ WAS MADE BY THE 3TATE OF .EW -EXICO IN !PRIL THE &-0/ HAS ACCESS TO FEDERAL PLANNING FUNDS FORMAL RECOGNITION AS THE COORDINATING AGENCY FOR TRANSPORTATION PLANNING IN THE AREA AND THE RESPONSIBILITY TO ENSURE A hCOMPREHENSIVE COORDINATED AND CONTINUINGv TRANSPORTATION PLANNING PROCESS 4O ACCOMMODATE THE FUTURE GROWTH OF THE REGION TRANSPORTATION SERVICES AND INFRASTRUCTURE ARE DEVEL OPED AND IMPLEMENTED THROUGH THE REGIONAL TRANSPOR TATION PLANNING PROCESS CARRIED OUT BY THE &ARMINGTON -ETROPOLITAN 0LANNING /RGANIZATION 4HIS DOCUMENT IS A PRODUCT OF THAT PROCESS 4HE &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN IS THE LONG RANGE TRANSPORTATION PLAN FOR THE URBANIZED REGION THAT INCLUDES THE #ITIES OF !ZTEC "LOOMlELD AND &ARMINGTON AS WELL AS PARTS OF 3AN *UAN #OUNTY 4HE 0LAN IDENTIlES FUTURE TRANSPORTATION INVESTMENTS FOR ALL MODES OF TRANSPORTATION !LTHOUGH THE REGIONS MOBILITY CONTINUES TO BE DOMINATED BY THE AUTOMO BILE OTHER MODES SUCH AS PUBLIC TRANSIT PEDESTRIAN AND BICYCLE TRANSPORTATION ARE BECOMING INCREASINGLY IMPORTANT MEANS OF TRAVEL AND ARE ADDRESSED BY THE 0LAN !VIATION TRAVEL AND FREIGHT MOVEMENT ARE ALSO IN CLUDED IN THE PLANNING PROCESS BUT TO A LESSER EXTENT SUCH THE &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN IDENTIlES SPECIlC SERVICES AND PROJECTS FOR EACH MODE OF TRAVEL THAT WILL BE NECESSARY TO MEET THE TRANSPORTATION NEEDS OF THE REGION THROUGH 3IMILAR TO VIRTUALLY EVERY COMMUNITY ACROSS THE NATION ANTICIPATED REVENUES ARE NOT SUFlCIENT TO FUND ALL OF 3OME OF THE QUESTIONS ANSWERED IN THE 0LAN INCLUDE s 7HERE IS FUTURE GROWTH LIKELY TO OCCUR s 7HAT TRANSPORTATION IMPROVEMENTS ARE NEEDED TO SERVE THAT GROWTH s 7HAT ROADS WILL BE DEVELOPED AS MAJOR CORRIDORS s 7HAT ARE THE BEST WAYS FOR THE -0/ TO MEET FUTURE TRANSPORTATION IMPROVEMENTS s (OW DO WE PRIORITIZE AND PAY FOR THESE TRANSPORTATION IMPROVEMENTS 4HE TRANSPORTATION PLAN IS FOR THE YEAR AND WILL INCLUDE PRIORITIZATION OF IMPROVEMENTS FOR SHORT TERM YEARS NEAR TERM YEARS AND LONG TERM YEARS HORIZONS 7HAT +EY )SSUES DOES THIS 0LAN !DDRESS ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN )NTRODUCTION THE TRANSPORTATION NEEDS 4HEREFORE PROJECTS HAVE BEEN PRIORITIZED FOR IMPLEMENTATION SO THAT THE 0LAN CAN RESPOND TO lNANCIAL CONSTRAINTS REQUIRED BY LAW 0LANNING #ONTEXT 2ELATED 0LANS 4HE &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN -40 IS THE lRST AND MOST RECENT TRANSPORTATION PLAN FOR THE &ARMINGTON ,IKE MANY PLANNING DOCU MENTS IT INCORPORATES AND BUILDS UPON THE CONCEPTS AND RECOMMENDATIONS FROM PREVIOUS EFFORTS 7HILE THE -0/ IS NEW TRANSPORTATION PLANNING IN THE REGION IS NOT .UMEROUS PLANS AND STUDIES ARE UNDERWAY OR HAVE BEEN COMPLETED BY THE CITIES IN THE REGION AS WELL AS THE .EW -EXICO $EPARTMENT OF 4RANSPORTATION 3OME OF THE PLANS STUDIES AND PROJECTS RELATED TO THE DEVEL OPMENT AND IMPLEMENTATION OF THE -40 INCLUDE &ARMINGTON TO !ZTEC 4HE .EW -EXICO $EPARTMENT OF 4RANSPORTATION .-$/4 HAS lNISHED 0HASE ! OF THIS STUDY AND IS CURRENTLY EVALUATING DIFFER ENT ALTERNATIVES AS PART OF 0HASE " 4RAFlC #OUNTING 0ROGRAM 4RAFlC COUNTS WITHIN THE URBANIZED AREA ARE NOW THE RESPONSIBILITY OF THE -0/ %VERY YEAR ABOUT ONE THIRD OF THE SECTIONS WILL BE COUNTED AND THE RESULTS SUBMITTED TO THE .EW -EXICO $EPARTMENT OF 4RANSPORTATION !ZTEC -AIN 3TREET 0ROJECT 4HE #ITY OF !ZTEC IS CUR RENTLY PLANNING AND DESIGNING RENOVATIONS FOR -AIN 3TREET 53 FROM 2IO 'RANDE TO THE INTERSECTION OF 53 .- 53 FROM &ARMINGTON TO "LOOMlELD 4HE .EW -EXICO $EPARTMENT OF 4RANSPORTATION RECENTLY COM PLETED 0HASE FOR THIS PROJECT TO RECONSTRUCT FROM &ARMINGTON TO "LOOMlELD AS A LANE URBAN ARTERIAL WITH SOME LIMITED ACCESS CONTROL 4HE NEXT STEP WILL BE TO FUND AND PROGRAM THE ESTIMATED MILLION IN IMPROVEMENTS !ZTEC 5RBAN 3ECTION 4HE .EW -EXICO $EPARTMENT OF 4RANSPORTATION AND #ITY OF !ZTEC IS CUR RENTLY EXAMINING SAFETY AND MOBILITY IMPROVEMENTS ON .- FROM ,IGHT 0LANT 2OAD TO .AVAJO $AM 2OAD 4HE PROJECT INCLUDES INTERSECTION IMPROVEMENTS ROADWAY TYPICAL CROSS SECTIONS ACCESS MANAGEMENT RIGHT OF WAY BRIDGE REPLACEMENTS AND SIGNED IMPROVEMENTS 2ED !PPLE 4RANSIT 4HE 2ED !PPLE 4RANSIT 3YSTEM HAS BEEN BREAKING RECORDS IN THE NUMBER OF PASSENGERS IT CARRIES !T THE END OF /CTOBER THE SYSTEM REVISED SEVERAL ROUTES AND EXPANDED SERVICE /VERALL RIDERSHIP IN !PRIL WAS HIGHER THAN THE SAME TIME THE PREVIOUS YEAR -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO $AM -0/ "OUNDARY 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES #/5.49 &ARMINGTON -0/ 3 % . 7 AMAM ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN )NTRODUCTION 3TUDY !REA REQUIRES THAT -0/S DEVELOP TRANSPORTATION PLANS FOR THE URBAN AREA AND UNINCORPORATED AREAS UNDER THEIR JURISDICTION WHICH ARE EXPECTED TO BECOME URBANIZED DURING THE n YEAR PLANNING PERIOD 4HE -0/ HAS JURISDICTION FOR TRANSPORTATION PLANNING EFFORTS OVER AN AREA DESIGNATED AS THE -ETROPOLITAN 0LANNING !REA "OUNDARY -0!" 4HE -0/ HAS DElNED THIS AREA TO INCLUDE &ARMINGTON !ZTEC AND "LOOMlELD AS WELL AS PARTS OF UNINCORPORATED 3AN *UAN #OUNTY &IGURE IDENTIlES THE STUDY AREA BOUNDARY 0LAN !PPROVAL 0ROCESS 4HE -ETROPOLITAN 4RANSPORTATION 0LAN WAS DEVELOPED THROUGH AN OPEN AND DELIBERATIVE PLANNING PROCESS COMPLYING WITH ALL APPROPRIATE GOVERNMENT REGULATIONS 4HE DEVELOPMENT OF THE -40 INCLUDED FOUR COMPONENTS 4HE lRST COMPONENT INCLUDED THE ENHANCEMENT OF THE #ITY OF &ARMINGTONS TRAVEL DEMAND COMPUTER MODEL AND EXPANSION OF THAT MODEL TO THE BORDERS OF THE -0/ 4HE SECOND COMPONENT INCLUDED THE DEVELOPMENT OF TRANSPORTATION ALTERNATIVES AND A REVIEW OF THE REGIONS VARIOUS MODAL SYSTEMS 4HE THIRD COMPONENT INCLUDED THE IDENTIlCATION OF ROADWAY AND ALTERNATIVE MODE ALTERNATIVES TESTING OF ALTERNATIVES AND THE DEVELOP MENT OF THE DRAFT -40 DOCUMENT ! FOURTH COMPONENT INCLUDES THE ADOPTION OF THE -40 &INAL APPROVAL OF THE DOCUMENT WILL INCLUDE REVIEW BY THE STAFF AND PRESENTATION TO THE 4ECHNICAL #OMMITTEE #ITIZEN !CTION #OMMITTEE AND THE 0OLICY #OMMITTEE /NCE THAT REVIEW IS COMPLETED A lNAL PUBLIC HEARING WILL BE HELD TO SEEK PUBLIC REVIEW AND COMMENT 4HE DOCUMENT WILL ALSO BE MADE AVAILABLE TO THE PUBLIC AT LOCAL LIBRARIES !FTER APPROVAL IT WILL BE PRESENTED TO THE GOVERNING BODIES OF THE CITIES OF !ZTEC "LOOMlELD AND &ARMINGTON 3IMULTANEOUSLY IT WILL BE RECEIVED BY THE .EW -EXICO $EPARTMENT OF 4RANSPORTATION THE &EDERAL (IGHWAY !DMINISTRATION AND THE &EDERAL 4RANSIT !DMINISTRATION 0LAN %LEMENTS 2EQUIRED AND $ESIRED 3EVERAL LAWS REGULATIONS STATUTES CODES AND OTHER DOCU MENTS AT THE LOCAL STATE AND FEDERAL LEVELS AFFECT THE DEVELOPMENT OF THE -40 BY SPECIFYING REQUIREMENTS TO BE CONSIDERED IN THE PLANNING PROCESS OR TO BE CONTAINED IN THE -40 4HESE INCLUDE THE 4RANSPORTATION %QUITY !CT FOR THE ST #ENTURY 4%! EXISTING AND PROPOSED METROPOLITAN PLANNING REGULATIONS MANAGE MENT AND MONITORING SYSTEM REGULATIONS %XECUTIVE /RDER ON %NVIRONMENTAL *USTICE THE !MERICANS WITH $ISABILITIES !CT AND A VARIETY OF OTHERS THESE THE 4RANSPORTATION %QUITY !CT FOR THE ST #ENTURY PROVIDES THE PRIMARY AUTHORITATIVE DIRECTION ON THE DEVELOPMENT OF THE -40 /N *UNE #ON GRESS ENACTED THE 4%! AS 0UBLIC ,AW AUTHORIZES THE FEDERAL SURFACE TRANSPORTATION PROGRAMS FOR HIGHWAY AND TRANSIT SYSTEMS FOR THE SIX YEAR PERIOD FROM TO CONTINUES AND ENHANCES THE FEDERAL PROGRAMS AND PRIORITIES ESTABLISHED IN THE PREVIOUS )NTERMODAL 3URFACE 4RANSPORTATION %FlCIENCY !CT OF )34%! !MONG THE MANY ENVIRONMENTAL FUNDING INFRASTRUC TURE MODAL SAFETY AND OTHER TRANSPORTATION RELATED PRO VISIONS OF THE LEGISLATION SPECIlES THAT -0/S DEVELOP TRANSPORTATION PLANS IN COOPERATION WITH THE 3TATE AND PUBLIC TRANSIT OPERATORS THAT hPROVIDE FOR THE DEVELOPMENT AND INTEGRATED MANAGEMENT AND OPERA TION OF TRANSPORTATION SYSTEMS AND FACILITIESTHAT WILL FUNCTION AS AN INTERMODAL TRANSPORTATION SYSTEM FOR THE METROPOLITAN AREAv 7ITH THIS LANGUAGE #ONGRESS HAS CONTINUED ITS PRIORITIES OF INTERMODALISM INTERGOV ERNMENTAL AND PUBICPRIVATE PARTNERSHIPS AND SYSTEM DEVELOPMENT AND MANAGEMENT THAT ORIGINATED IN )34%! &URTHER THE PROCESS FOR DEVELOPING TRANSPORTATION PLANS SHALL PROVIDE FOR CONSIDERATION OF ALL MODES AND 4HE 4RANSPORTATION %QUITY !CT FOR THE ST #ENTURY 4%! FEDERAL LEGISLATION RECOGNIZES THAT TRANSPORTATION INVEST MENTS IMPACT A COMMUNITYS ECONOMY ENVIRONMENT AND QUALITY OF LIFE SUCH IT STATES THAT THE PLANNING PROCESS hSHALL PROVIDE FOR CONSIDERATION OF PROJECTS AND STRATEGIES THAT WILL s SUPPORT THE ECONOMIC VITALITY OF THE METROPOLITAN AREA ESPECIALLY BY ENABLING GLOBAL COMPETITIVENESS PRODUCTIVITY AND EFlCIENCY s INCREASE THE SAFETY AND SECURITY OF THE TRANSPORTATION SYSTEM FOR MOTORIZED AND NON MOTORIZED USERS s INCREASE THE ACCESSIBILITY AND MOBILITY OPTIONS AVAILABLE TO PEOPLE AND FREIGHT s PROTECT AND ENHANCE THE ENVIRONMENT PROMOTE ENERGY CONSERVATION AND IMPROVE QUALITY OF LIFE s ENHANCE THE INTEGRATION AND CONNECTIVITY OF THE TRANSPORTATION SYSTEM ACROSS AND BETWEEN MODES FOR PEOPLE AND FREIGHT s PROMOTE EFlCIENT SYSTEM MANAGEMENT AND OPERATION AND EMPHASIZE THE PRESERVATION OF THE EXISTING TRANSPORTATION SYSTEMv ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN )NTRODUCTION SHALL BE CONTINUING COOPERATIVE AND COMPREHENSIVE TO THE DEGREE APPROPRIATE 0ROJECT ,ISTINGS IDENTIlES SEVERAL CATEGORIES OF PROJECTS THAT ARE TO BE INCLUDED FOR IMPLEMENTATION OVER THE LIFE OF A TRANSPORTATION PLAN 4HEY ARE s BICYCLE AND PEDESTRIAN FACILITIES s TRANSPORTATION ENHANCEMENT ACTIVITIES s STRATEGIES FOR MANAGING THE TRANSPORTATION SYSTEM AND s CAPITAL INVESTMENTS AND OTHER MEASURES TO PRESERVE THE EXISTING TRANSPORTATION SYSTEM ! DESCRIPTION OF ALL PROPOSED IMPROVEMENTS IN SUFlCIENT DETAIL TO DEVELOP COST ESTIMATES SHOULD ACCOMPANY THE PROJECT LISTINGS &INANCIAL 0LAN SPECIlES THAT AVAILABLE REVENUES FOR IMPLEMEN TATION OF TRANSPORTATION IMPROVEMENTS OVER THE LIFE OF THE -ETROPOLITAN 4RANSPORTATION 0LAN MUST BE DEVEL OPED THROUGH A COOPERATIVE EFFORT BETWEEN THE -0/ 3TATE AND TRANSIT OPERATORS 4HE COST ESTIMATES FOR THE PROJECTS STRATEGIES AND OTHER TRANSPORTATION IMPROVE MENTS CONTAINED IN THE -40 MUST BE CONSTRAINED TO THE FORECASTS OF AVAILABLE REVENUES 7HEN THIS REQUIREMENT WAS ENACTED OVER YEARS AGO MANY COMMUNITIES AROUND THE COUNTRY READILY EMBRACED THE lNANCIAL CONSTRAINT PHILOSOPHY )N THIS MANNER TRANS PORTATION PLANS TRANSFORMED FROM A WISH LIST OF PROJECTS THAT COULD NOT BE IMPLEMENTED TO MEANINGFUL PLANS WITH SPECIlC IDENTIlABLE TRANSPORTATION IMPROVEMENTS &ORECAST 0ERIOD A MINIMUM A TRANSPORTATION PLAN MUST BE COM PRISED OF A YEAR PLANNING HORIZON AND BE UPDATED EVERY lVE YEARS !FTER ITS APPROVAL THE -0/ IS ALLOWED TO MAKE SUBSTANTIAL CHANGES TO THE -40 DURING THE lVE YEAR WINDOW BUT THE YEAR FORECAST PERIOD MUST BE MAINTAINED 4HEREFORE THE &ARMINGTON -0/ INCOR PORATES AN APPROXIMATELY YEAR PLANNING HORIZON IN ORDER TO RETAIN THE ABILITY TO MODIFY THE -40 SIMILAR TO OTHER PROGRESSIVE COMMUNITIES 0UBLIC )NVOLVEMENT 0ROCESS 0UBLIC INVOLVEMENT IS A HIGH PRIORITY IN THE TRANSPORTATION PLANNING PROCESS AND IN THE DEVELOPMENT OF THE -40 4HE &ARMINGTON -0/S PUBLIC INVOLVEMENT PROCEDURES REmECT THE REGIONS APPROACH TO PUBLIC INVOLVEMENT 4HIS PROCESS PROVIDES COMPLETE INFORMATION TIMELY PUBLIC NOTICE AND FULL PUBLIC ACCESS ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH GROWTH RATE &ARMINGTON GREW BY PER YEAR AND THE POPULATION OF "LOOMlELD GREW BY AN AVERAGE OF OVER PER YEAR /VERALL THE POPULATION OF 3AN *UAN #OUNTY MORE THAN DOUBLED BETWEEN AND INCREASING FROM TO ALMOST 4HE POPULATION IN 3AN *UAN #OUNTY REMAINED FAIRLY CONSTANT BETWEEN AND (OWEVER DURING THE S THE POPULATION OF 3AN *UAN #OUNTY EXPERI ENCED ITS HIGHEST GROWTH RATE IN RECENT TIMES GROWING AT AN ANNUAL AVERAGE GROWTH RATE OF 3INCE 4HE lRST STEP IN DEVELOPING A TRANSPORTATION PLAN IS TO UNDERSTAND THE EXISTING ECONOMIC LAND USE SOCIAL AND TRANSPORTATION CONDITIONS OF THE REGION 5NDERSTANDING THE TRENDS AND CHANGES THAT MADE THE REGION WHAT IT IS TODAY IS ESSENTIAL BEFORE DEVELOPING FORECASTS OF FUTURE CONDITIONS ,AND 5SE AND 3OCIOECONOMIC #HARCTERISTICS 4HE SOCIOECONOMIC CHARACTERISTICS THAT MAKE UP THE &ARMINGTON -0/ AREA PROVIDE INSIGHT INTO THE REGIONS TRANSPORTATION REQUIREMENTS !CTIVITIES THAT OCCUR IN EACH OF THE VARIOUS LAND USES FORM THE BASIS OF TRIP MAKING OR TRAVEL DEMAND !REAS OF RESIDENTIAL LAND USES GENERATE TRAVEL BY PRODUCING TRIPS THROUGH THE ACTIVITIES OCCURRING IN THESE LOCATIONS %MPLOYMENT AREAS GENERATE TRAVEL BY ATTRACTING TRIPS 4HE TRAVEL THAT OCCURS BETWEEN TRIP GENERATORS TAKES PLACE ON ONE OF THE TRANSPORTATION MODES AVAILABLE TO THE TRAVELER !C CURATE ESTIMATES OF DEMOGRAPHIC DATA ARE IMPERATIVE TO UNDERSTANDING CURRENT CONDITIONS AND FORECASTING TRAVEL IN THE FUTURE 4HEREFORE POPULATION AND HOUSEHOLDS ARE KEY ITEMS FOR THE TRANSPORTATION PLANNING PROCESS 0OPULATION 53 #ENSUS ESTIMATES OF POPULATION AND HOUSEHOLDS DEMONSTRATE STEADY GROWTH IN THE REGION OVER THE PAST SEVERAL DECADES 3INCE 3AN *UAN #OUNTY AND THE CITIES WITHIN IT HAVE GROWN CONSIDERABLY 7HILE THE COUNTRY AS A WHOLE ONLY EXPERIENCED AN AVERAGE ANNUAL POPULATION GROWTH RATE OF BETWEEN AND .EW -EXICO SAW AN ANNUAL AVERAGE GROWTH RATE OF AND 3AN *UAN #OUNTY GREW BY AN AVERAGE OF PER YEAR 4HE POPULATION OF !ZTEC INCREASED AT A SIMILAR RATE TO THE NATION AS A WHOLE WITH A ANNUAL 7HEREAS 3AN *UAN #OUNTY AND THE -0/ REGION HAVE EXPERIENCED SIGNIlCANT GROWTH IN POPULATION AND JOBS THERE HAS NOT BEEN A SIMILAR GROWTH IN FUNDING AND CONSTRUCTION OF NEW TRANSPORTATION IMPROVEMENTS 5NDERSTANDING THAT GROWTH WILL CONTINUE AT A SIGNIlCANT RATE WITH CONTINUED lSCAL LIMITATIONS REQUIRES THAT STRATEGIC INVESTMENTS BE MADE IN OUR TRANSPORTATION SYSTEM 7HAT DOES ALL THIS MEAN 9EAR 0OPULATION &ARMINGTON 2EMAINDER OF 3AN *UAN #OUNTY "LOOMFIELD !ZTEC 2EMAINDER OF &ARMINGTON -0/ !REA ESTIMATE ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN %XISTING #ONDITIONS THE GROWTH HAS TAPERED OFF TO SOME DEGREE AVERAGING PER YEAR BETWEEN AND AS SEEN IN lGURE 4HE POPULATION GROWTH IN THE CITIES WITHIN THE HAVE EXPERIENCED SIMILAR GROWTH PATTERNS AS THE #OUNTY AS A WHOLE 4HOUGH THE CITIES SHARE OF THE COUNTY POPULATION HAS DECREASED SOMEWHAT SINCE !ZTEC "LOOMlELD AND &ARMINGTON STILL ACCOUNT FOR APPROXIMATELY HALF OF THE #OUNTYS %MPLOYMENT SHOWN IN lGURE #OUNTY WIDE EMPLOYMENT HAS ALSO INCREASED CONSIDERABLY OVER THE LAST DECADE %MPLOYMENT GROWTH IN 3AN *UAN #OUNTY HAS BEEN COMPARABLE WITH THE POPULATION GROWTH IN THE #OUNTY "ETWEEN AND EMPLOYMENT IN 3AN *UAN #OUNTY INCREASED FROM ALMOST TO OVER A ANNUAL AVERAGE GROWTH RATE 4HIS EXCEEDED BOTH .EW -EXICOS AND THE 5NITED 3TATES AVERAGE ANNUAL JOB GROWTH RATES OVER THE SAME TIME PERIOD OF AND RESPECTIVELY 4RANSPORTATION 3YSTEM -ANY PEOPLE ENVISION THE TRANSPORTATION SYSTEM AS THE NETWORK OF STREETS AND HIGHWAYS THAT ALLOW FOR AUTOMOBILE AND TRUCK TRAVEL WITHIN TO AND THROUGH THE REGION )N REALITY ROADS MAKE UP ONLY ONE COMPONENT OF THE TRANSPORTATION SYSTEM ALBEIT AN IMPORTANT ONE 4RANSIT SERVICE BICYCLE FACILITIES AND PEDESTRIAN INFRA STRUCTURE ARE ESSENTIAL TO A WELL BALANCED MULTI MODAL TRANSPORTATION SYSTEM 2AILROAD CORRIDORS AIRPORTS AND INTERMODAL TRUCK TERMINALS ARE ALSO CRITICAL ELEMENTS %VEN TRAFlC SIGNALS AND STOP SIGNS ARE PART OF THE TRANS PORTATION SYSTEM 3AN *UAN #OUNTY %MPLOYMENT 'ROWTH 6DQ-XDQ&RXQW\(PSOR\PHQW 9EAR %MPLOYMENT ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN %XISTING #ONDITIONS 2OADWAY .ETWORK 2OADWAYS MAKE UP THE BACKBONE OF THE TRANSPORTA TION SYSTEM #ARS AND TRUCKS USE THE ROADWAY SYSTEM FOR MOBILITY 4RANSIT BUSES UTILIZE ROADS FOR THEIR ROUTES "ICYCLISTS OFTEN TRAVEL DIRECTLY ON ROADS ESPECIALLY IN CORRIDORS WITH DELINEATED BIKE LANES OR DESIGNATED BIKE ROUTES %VEN PEDESTRIANS UTILIZE SIDEWALKS THAT ARE OFTEN CONSTRUCTED IN ROADWAY RIGHTS OF WAY 4HE MOST EFFECTIVE ROADS CALLED MULTI MODAL CORRIDORS OFTEN AC COMMODATE ALL OF THESE TRAVEL MODES 4HE ROADWAY NETWORK IS BASED ON A RANGE OF DIFFERENT TYPES OF FACILITIES WITH VARYING CHARACTERISTICS THAT WHEN COMBINED MAKE UP THE ROADWAY SYSTEM 4HESE FACILITIES RANGE FROM STATE HIGHWAYS WHICH SERVE HIGH SPEED LONGER DISTANCE TRIPS TO LOCAL STREETS THAT ARE DE 4RAFlC AND #ONGESTION %XISTING DAILY TRAFlC VOLUMES AND CONGESTION LEVELS FOR THE &ARMINGTON -0/ ARE PRESENTED IN lGURE ! COMPREHENSIVE DAILY TRAFlC COUNT EFFORT WAS CONDUCTED BY THE FOR THE -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO 'DP 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ( 1 : 6 ,EGEND #ONGESTION ,EVEL #ONGESTING OR #ONGESTED 5NCONGESTED 4RAFFIC 6OLUME #ONGESTION LEVELS FOR THE &ARMINGTON ROADWAYS ARE ALSO DEPICTED IN THE &ARMINGTON -0/ %XISTING 4RAFlC AND #ON #ORRIDORS THAT GENERALLY OPERATE IN FREE mOW CONDITIONS WHERE THE DRIVER TENDS TO BE ABLE TO TRAVEL WITHOUT UNDUE DELAY EXCEPT FOR TYPICAL TRAFlC CONTROL OPERATIONS SUCH AS STOP SIGNS OR TRAFlC SIGNALS $URING THE PEAK HOUR THERE MIGHT BE SOME DELAY AT A CONTROLLED INTERSECTION BUT GENERALLY THE DRIVER CAN GET THROUGH THE INTERSECTION WITHIN ONE CYCLE OF THE TRAFlC SIGNAL s 4HESE CORRIDORS ARE ROADWAYS WHERE THE DRIVER CAN GENERALLY TRAVEL IN FREE mOW CONDITIONS DURING THE OFF PEAK HOURS BUT MIGHT EXPERIENCE HAVING TO WAIT MORE THAN ONE CYCLE AT A SIGNALIZED INTERSECTION DURING THE PEAK HOURS "ECAUSE THESE CORRIDORS HAVE EXISTING TRAFlC VOLUMES APPROACHING CAPACITY THERE CAN BE SIGNIlCANT VARIATIONS IN CONGESTION FROM DAY TO DAY mUCTUATING BETWEEN ACCEPTABLE TO CONGESTED 4HE CONGESTED CORRIDORS WITHIN THE &ARMINGTON -0/ ARE THOSE ROADWAYS WHERE TRAFlC VOLUMES HAVE EITHER REACHED OR EXCEEDED THE FACILITYS CAPACITY TO ACCOMMODATE THESE VOLUMES 4HESE FACILITIES EXPERIENCE DAILY CONGESTION DELAYS WHERE IT IS NOT UNCOMMON THAT A DRIVER MIGHT HAVE TO WAIT TWO OR MORE SIGNAL CYCLES TO GET THROUGH THE INTERSECTION $EFINITION OF #ONGESTION ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN %XISTING #ONDITIONS 4O COMPLEMENT THE -0/ COUNTS ADDITIONAL DAILY TRAFlC COUNTS WERE RECEIVED FROM THE THE .EW -EXICO $EPART MENT OF 4RANSPORTATION 4HESE CURRENT DAILY TRAFlC COUNTS ARE PRESENTED GRAPHICALLY IN lGURE 4HE RELATIVE TRAFlC VOLUMES ARE PRESENTED BY DIFFERENT BAND WIDTHS WHERE THE WIDER THE BAND THE GREATER THE NUMBER OF VEHICLES COUNTED !S WOULD BE EXPECTED TRAFlC VOLUMES ARE GREATEST IN THE MORE URBANIZED AREAS 4RAFlC VOLUMES ARE ALSO HIGH BETWEEN &ARMINGTON AND THE CITIES OF !ZTEC AND "LOOMlELD )N GENERAL THE ROAD WAYS OPERATE AT ACCEPTABLE CONGESTION LEVELS EXCEPT FOR A FEW NOTABLE EXCEPTIONS 4HESE INCLUDE 53 SOUTHEAST OF &ARMINGTON .- IN &ARMINGTON 53 WEST OF &ARMINGTON AND 0I×ON (ILLS "OULEVARD IN &ARMINGTON 4RANSIT 4HE TRANSIT SERVICE WITHIN THE &ARMINGTON -0/ AREA IS CURRENTLY PROVIDED BY 2ED !PPLE 4RANSIT SHOWN IN lGURE 4HE 2ED !PPLE 4RANSIT 3YSTEM OPERATES A MODEST TRANSIT NETWORK CONSISTING OF lVE lXED ROUTES 4HE TWO LARGEST ROUTES THE 2ED ,INE AND 'REEN ,INE OPERATE AS ONE WAY CIRCULATORS COVERING THE NORTHERN AND SOUTHERN PARTS OF &ARMINGTON 4HE 2ED ,INE OPERATES IN A COUN TERCLOCKWISE DIRECTION WHILE THE 'REEN ,INE OPERATES IN CLOCKWISE DIRECTION EVERY HOUR 4HE ROUTES OVERLAP AT TWO STOPS ALONG TH 3TREET ! THIRD ROUTE CALLED THE %XPRESS OPERATES EVERY MINUTES FROM /RCHARD 0LAZA TO THE !NIMAS 6ALLEY -ALL )T OFFERS LOCAL SERVICE TO THE RETAIL BUSINESSES FOUND ALONG -AIN 3TREET 4RANSIT SERVICE IS ALSO PROVIDED FROM THE OUTLYING CITIES TO &ARMINGTON 4HE "RONCO 2OUTE RUNS THREE TIMES A DAY AND PROVIDES SERVICE FROM +IRTLAND 4HE 4IGER 2OUTE -AIN "LOOMFIELD -AIN ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS 0I×ON (ILLS -AIN !ZTEC "LANCO $AM ).3%4 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND 4RANSIT 3TOPS 'REEN ,INE %XPRESS 2OUTE "RONCOTIGER 2ED ,INE 4RANSIT #ENTER % . 7 3 "UTLER 3OUTHSIDE 2IVER #OLLEGE !PACHE TH 0I×ON (ILLS TH $USTIN -URRAY -AIN 4WO IMPORTANT VARIABLES WHICH DElNE ROADWAY FUNCTION ARE MOBILITY AND ACCESS &REEWAYS HAVE FULL ACCESS CONTROL THAT ALLOW VEHICLES TO ENTER AND EXIT ONLY AT INTERCHANGE RAMPS SINCE MO BILITY IS THE PRIMARY FUNCTION OF A FREEWAY ,OCAL STREETS ON THE OTHER HAND HAVE NUMEROUS DRIVEWAYS AND CONNECTIONS BECAUSE THEIR PRIMARY FUNCTION IS TO PROVIDE LOCAL ACCESS TO BUSINESSES AND RESIDENCES /FTEN WHEN CONGESTION OCCURS ON AN ARTERIAL STREET IT IS DUE TO AN IMBALANCE BETWEEN THE STREETS INTENDED FUNCTION AND THE AMOUNT OF ACCESS THAT EXISTS ALONG THE CORRIDOR )N THESE CASES ACCESS IS NOT WELL CONTROLLED WITH THE RESULT BEING NUMEROUS OPPORTUNITIES FOR VEHICLES TO TURN IN AND OUT OF DRIVEWAYS TO ACCESS LOCAL LAND USES 4HESE MOVEMENTS CONmICT WITH AND IMPEDE THE mOW OF THROUGH TRAFlC CREATING ADDITIONAL CONGESTION 2OADWAY &UNCTION -OBILITY AND !CCESS ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN %XISTING #ONDITIONS ALSO RUNS THREE TIMES A DAY FROM !ZTEC &INALLY 2ED !PPLE 4RANSIT OPERATES $IAL A 2IDE DEMAND RESPONSIVE SERVICE THROUGHOUT THE &ARMINGTON CITY LIMITS DURING lXED ROUTE BUS OPERATION 4HE EXISTING lXED ROUTE TRANSIT SERVICE SERVES ALMOST WEEKDAY RIDERS PER YEAR WITH AVERAGE WEEKDAY RIDERS 4HE $IAL A 2IDE SERVICE SERVES OVER RIDERS PER YEAR "ICYCLE #ORRIDORS )NCREASED BICYCLING IN A COMMUNITY HAS POSITIVE EFFECTS ON AIR QUALITY PHYSICAL HEALTH AND WHEN USED EXTENSIVELY TRAFlC CONGESTION 4HE &ARMINGTON RECOGNIZES A LACK OF BICYCLE CORRIDORS WITHIN THE REGION #URRENTLY THE PRIMARY MEANS OF TRAVELING BY BICYCLE IS ALMOST ALONG ROADWAYS )T SHOULD BE NOTED HOWEVER THAT THE #ITY OF &ARMINGTON HAS ESTABLISHED A #ITYWIDE "ICYCLE 0LAN AND ARE IMPLEMENTING PORTIONS OF THAT PLAN AS OPPORTUNITIES BECOME AVAILABLE -ANY JURISDICTIONS ELSE WHERE IN THE 5NITED 3TATES HAVE ELECTED TO RESTRIPE THEIR TRAVEL LANES TO PERMIT SPACE FOR ADJACENT BIKE LANES OR TO WIDEN SHOULDERS ALONG NON URBAN ROADS 4HIS IS TYPICALLY DONE AT THE TIME OF RESURFACING OR RECONSTRUCTION BUT IN SOME CASES CAN ONLY BE ACCOMPLISHED DURING MAJOR RECONSTRUCTION DUE TO EXISTING GEOMETRIC AND PHYSICAL CONSTRAINTS EG DITCHES !S CAN BE SEEN IN lGURE BICYCLE FACILITIES IN THE -0/ REGION ARE FAIRLY LIMITED 4HIS LACK OF BICYCLE FACILITIES IS EVIDENCED IN THE NUMBER OF NON MOTORIZED COMMUTERS IN THE REGION !CCORDING TO #ENSUS DATA ONLY OF WORKERS IN 3AN *UAN #OUNTY WALKED OR BICYCLED TO WORK 4HIS IS LOWER THAN THE STATEWIDE AND NATIONAL AVERAGES BOTH APPROXIMATELY #URRENTLY THE -0/ TOGETHER WITH THE CITIES AND LOCAL GROUPS ARE WORKING TO DESIGNATE MORE BICYCLE CORRIDORS AND MAKE BICYCLE FACILITY IMPROVE MENTS WHERE POSSIBLE 0EDESTRIAN &ACILITIES 7ALKING IS ANOTHER FORM OF NON MOTORIZED TRANSPORTA TION THAT PROVIDES HEALTH BENElTS ENHANCES AIR QUALITY AND CAN REDUCE TRAFlC CONGESTION ADDITION IT IS SIGNIlCANTLY CHEAPER THAN OTHER TRANSPORTATION MODES 7ALKING IS OFTEN A PRIMARY FORM OF TRANSPORTATION FOR CHILDREN THE ELDERLY AND THOSE WHO CANNOT AFFORD OTHER TRANSPORTATION MODES )N THEIR REPORT #REATING A (EALTHY %NVIRONMENT 4HE )MPACT OF THE "UILT %NVIRONMENT ON 0UBLIC (EALTH #ENTER FOR $ISEASE #ONTROL AND 0REVEN TION 3PRAWLWATCH #LEARING (OUSE 2ICHARD * *ACKSON AND #HRIS +OCHITITZKY -30 EXPLORE THE RELATIONSHIPS BETWEEN HUMAN BEHAVIOR THE PHYSICAL AND BUILT ENVIRONMENTS AND PUBLIC HEALTH 4HEY SUGGEST THAT hTWO OF THE MAIN REASONS FOR NOT EXERCISING ARE LACK OF STRUCTURES OR FACILITIES AND FEARS ABOUT SAFETYv 4HEY ARGUE THAT hIT IS DISHONEST TO TELL OUR CITIZENS TO WALK JOG OR BICYCLE WHEN THERE IS NO SAFE OR WELCOMING PLACE TO PURSUE THESE @LIFE SAVING ACTIVITIESv AND hLAND -AIN "LOOMFIELD -AIN ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS 0I×ON (ILLS -AIN !ZTEC "LANCO $AM ).3%4 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND % . 7 3 "UTLER 3OUTHSIDE 2IVER -AIN #OLLEGE !PACHE TH 0I×ON (ILLS TH $USTIN -URRAY -AIN "ROWNING /D3ODWD5LYHU 6DQ-XDQ5LYHU ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN %XISTING #ONDITIONS USE DECISIONS ARE JUST AS MUCH PUBLIC HEALTH DECISIONS AS ARE DECISIONS ABOUT FOOD PREPARATIONv 3IDEWALKS PROVIDE SAFE PASSAGE FOR PEDESTRIANS BY CREAT ING A RIGHT OF WAY THAT IS SEPARATE FROM VEHICULAR TRAFlC 4HEY ARE PARTICULARLY IMPORTANT IN TO AND FROM ACTIVITY AREAS AROUND THE REGION SUCH AS IN THE DOWNTOWNS SHOP PING DISTRICTS SCHOOLS RECREATION CENTERS GOVERNMENT BUILDINGS AND COLLEGE CAMPUSES 3IDEWALKS ENCOURAGE PEDESTRIAN ACTIVITY WHICH IS A DElNING ELEMENT OF COM MUNITY AND NEIGHBORHOOD IDENTITY 'OOD PEDESTRIAN CONNECTIONS ARE IMPERATIVE FOR TRANSIT SERVICE BECAUSE ALL TRANSIT TRIPS BEGIN AND END WITH A PEDESTRIAN TRIP ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH 0UBLIC INVOLVEMENT IS AN IMPORTANT COMPONENT OF ANY COMMUNITY BASED TRANSPORTATION PLAN SUCH AS THE -ET ROPOLITAN 4RANSPORTATION 0LAN .OT ONLY IS IT REQUIRED BY FEDERAL LEGISLATION BUT GOOD PUBLIC PARTICIPATION ALLOWS PLANNERS TO IDENTIFY AND UNDERSTAND ASPECTS OF THE TRANSPORTATION SYSTEM DIRECTLY FROM THE USERS THE GENERAL PUBLIC 4HE PUBLIC INVOLVEMENT PROGRAM PRO VIDED A NUMBER OF WAYS THE PUBLIC COULD PARTICIPATE IN THE -40 PROCESS 4HIS PROCESS WAS INTEGRATED INTO THE OVERALL WORK PROGRAM WHICH CAN GENERALLY BE DIVIDED INTO FOUR WORK EFFORTS EACH WITH ITS OWN SET OF DECISION POINTS AND COMMUNITY INVOLVEMENT #OMMUNITY )NVOLVEMENT )N ORDER TO COLLECT A WIDE RANGE OF INPUT FROM VARIOUS STAKE HOLDERS #ITIZEN !CTION #OMMITTEE WAS FORMED 4HIS COMMITTEE MET THROUGHOUT THE PROCESS AND PROVIDED INPUT ON ISSUES AND CONCERNS PROJECT ALTERNATIVES AND PROJECT EVALUATION 4HE #ITIZENS !CTION #OMMITTEE WAS INSTRUMENTAL TO THE DEVELOP MENT OF THE PLAN -EMBERS OF THE COMMITTEE AND ORGANIZATIONS THEY REPRESENTED ARE INCLUDED IN THE ACKNOWLEDGEMENT PAGE AT THE BEGINNING OF THE REPORT #ITIZENS !CTION #OMMITTEE 'HFHPEHU 'HFHPEHU )HEUXDU\ 6XPPHU )DOO:LQWHUU 6SULQJ :KDWLVWKH3UHIHUUHG3ODQ"+RZFDQLWEHLPSURYHG" 7UDYHO 3DWWHUQV &RVWV &RQFHUQV ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN #OMMUNITY )NVOLVEMENT $ECISION 3TEP 0ROJECT )NITIATION'OALS 4HE lRST MAJOR WORK EFFORT ESTABLISHED THE VISION AND GOALS OF THE -ETROPOLITAN 4RANSPORTATION 0LAN 4HE VISION AND GOALS FORM THE FRAMEWORK FOR GUIDING THE PLAN AND EVALUATING ALTERNATIVES FOR THE REGION 4HE VISION AND GOALS WERE DEVELOPED THROUGH A COLLABORATIVE PROCESS INCLUDING POLICY AND TECHNICAL COMMITTEES AS WELL AS MEMBERS OF THE PUBLIC 3PECIlC TASKS WERE TO s $EVELOP A PUBLIC INVOLVEMENT PROGRAM TO ENGAGE -0/ RESIDENTS AND STAKEHOLDERS s %STABLISH A VISION MISSION STATEMENT AND GOALS FOR THE -0/ AND THE -ETROPOLITAN 4RANSPORTATION 0LAN $ECISION 3TEP WAS COMPLETED IN *ULY ,3! PROVIDED A PRESENTATION OF THE PLAN SCHEDULE AND WORK EFFORT AND LED THE DISCUSSION TO DEVELOP THE PLANS GOALS AND OBJECTIVES 4HESE GOALS AND OBJECTIVES ARE EXTREMELY IMPORTANT AS THEY PROVIDE THE FRAMEWORK FOR GUIDING THE PLAN AND EVALUATING ALTERNATIVES FOR THE REGION $ECISION 3TEP )SSUES#ONCERNS/BJECTIVES $ECISION 3TEP IDENTIlED ALL ISSUES AND CONCERNS THAT MIGHT AFFECT PLAN DEVELOPMENT 3PECIlC TASKS WERE TO s $EVELOP LONG RANGE POPULATION AND EMPLOYMENT FORECASTS FOR THE -0/ AREA s $OCUMENT CURRENT DAILY TRAFlC VOLUMES AND CORRIDOR ARTERIAL LEVELS OF SERVICE AND s $EVELOP AND CALIBRATE AN -0/ TRAVEL DEMAND FORECAST MODEL FOR DEVELOPING AND EVALUATING LAND USE AND TRANSPORTATION ALTERNATIVES $ECISION 3TEP WAS COMPLETED IN 3EPTEMBER 2ESULTS WERE PRESENTED TO THE PUBLIC THROUGH A SERIES OF PUBLIC OPEN HOUSES AND WORKSHOPS WHERE THE PUBLIC WAS GIVEN AN OPPORTUNITY TO PROVIDE INPUT ON WHAT THEY BELIEVED WERE KEY ISSUES AND CONCERNS $ECISION 3TEP !LTERNATIVES !NALYSIS WIDE RANGE OF TRANSPORTATION IMPROVEMENT ALTERNA TIVES WERE DEVELOPED TO ADDRESS SHORT INTERIM AND LONG TERM TRAFlC GROWTH 4HEY WERE BASED ON PUBLIC INPUT FROM $ECISION 3TEP -0/ APPROVED SOCIOECO NOMIC DATA FORECASTS AND TECHNICAL ASSESSMENTS 4HE EMPHASIS OF $ECISION 3TEP WAS NOT TO DEVELOP A SINGLE SCENARIO BUT TO DEVELOP AND ANALYZE A MENU 05",)# 7/2+3(/03 7ORKSHOPS WERE HELD IN LOCATIONS IN &ARMINGTON !ZTEC AND "LOOMlELD %ACH WORKSHOP INCLUDED A GENERAL OPEN HOUSE FOR PARTICIPANTS TO VIEW MATERIALS AND TALK TO PROJECT TEAM MEMBERS AND A STRUCTURED PROCESS FOR HEARING PUBLIC COMMENTS 4HE SCHEDULE INCLUDED $ECISION 3TEP 4HURSDAY #ITY OF &ARMINGTON -UNICIPAL "UILDING $ECISION 3TEP -ONDAY !UGUST "LOOMlELD #ITY (ALL 4UESDAY !UGUST &ARMINGTON #IVIC #ENTER 4UESDAY !UGUST !ZTEC #ITY (ALL s 7EDNESDAY 3EPTEMBER 3AN *UAN #OLLEGE IN &ARMINGTON $ECISION 3TEP 4UESDAY $ECEMBER 3AN *UAN #OLLEGE IN &ARMINGTON 7EDNESDAY $ECEMBER "LOOMlELD #ITY (ALL 4HURSDAY $ECEMBER !ZTEC #ITY (ALL 3ATURDAY $ECEMBER !NIMAS 6ALLEY -ALL $ECISION 3TEP 4UESDAY &EBRUARY "LOOMlELD #ITY (ALL 7EDNESDAY &EBRUARY !ZTEC #ITY (ALL 4HURSDAY &EBRUARY 3AN *UAN #OLLEGE IN &ARMINGTON ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN #OMMUNITY )NVOLVEMENT OF ALTERNATIVES THAT THE MIGHT USE TO ADDRESS THEIR TRANSPORTATION NEEDS )N ESSENCE THIS MENU RE SPONDED TO THE hWHAT IFv TYPE QUESTIONS THAT OFTEN ARISE REGARDING HOW WIDE SHOULD THE CORRIDORS BE PLANNED FOR INITIAL DISCUSSIONS ON PRIORITIZING AND PHASING AND HOW MUCH WILL THE VARIOUS ALTERNATIVES COST 4HE DRAFT TECHNICAL WORK FOR THIS $ECISION 3TEP WAS PRESENTED IN A SECOND SERIES OF PUBLIC OPEN HOUSES TO SOLICIT PUBLIC INPUT IN $ECEMBER 3EVERAL ADDITIONAL ALTERNATIVES WERE ADDED AND EVALUATED AS A RESULT OF PUBLIC INPUT 3PECIlC TASKS WERE TO s $EVELOP REGIONALLY APPROVED DWELLING UNIT AND EMPLOYMENT FORECASTS s 5PDATE EXISTING CONDITIONS TRAFlC COUNTS AND CONGESTION MAP s &ORECAST TRAVEL PATTERNS AND s )DENTIFY IMPACTS AND BENElTS OF ALTERNATIVES $ECISION 3TEP WAS COMPLETED IN &EBRUARY $ECISION 3TEP 2ECOMMENDED 0LAN 4HE lNAL PHASE REVIEWED THE PROS AND CONS OF EACH ALTERNATIVE AND CREATED A -ETROPOLITAN 4RANSPORTATION 0LAN AND ACCOMPANYING MAP 4HE PLAN AND MAP WERE POSTED ON THE PROJECTS WEBSITE AND PRESENTED TO THE -0/ RESIDENTS AND BUSINESS STAKEHOLDERS FOR INPUT IN PUBLIC VENUES IN &EBRUARY "ASED ON PUBLIC INPUT RElNEMENTS WERE MADE TO THE -40 AND MAP 4HE 0LAN WAS PRESENTED TO THE -0/ 4ECHNICAL #OMMITTEE AND THE #ITIZENS !CTION #OMMITTEE ON &EBRUARY $ECISION 3TEP 0ROJECT )NITIATION'OALS -0/ RESIDENTS WERE INVITED TO THIS lRST STEP IN THE DEVELOPMENT OF THE -40 )NCORPORATING INPUT FROM THE PUBLIC THIS PROCESS DE VELOPED THE VISION MISSION STATEMENT AND GOALS FOR THE -40 4HIS STEP ALSO DEVELOPED A DETAILED PUBLIC INVOLVEMENT PLAN TO CONTINUE THE INVOLVEMENT OF AND ENGAGE THE PUBLIC AND STAKEHOLDERS 4HE PLAN INCLUDES A VARIETY OF METHODS USED TO COMMUNICATE WITH THE PUBLIC INCLUDING PUBLIC WORKSHOPS NEWSLETTERS -40 WEBSITE E MAIL PUBLIC DISPLAYS NEWSPAPER ADVERTISEMENTSINFORMATION ITEMS INFORMATION REPOSITORIES AND COMMENT FORMS IN BOTH ELECTRONIC AND PAPER FORM $ECISION 3TEP )SSUES#ONCERNS/BJECTIVES -0/ RESIDENTS COMMENTED ON THE TYPE OF TRANSPORTATION CHANGES THEY WOULD LIKE TO SEE AS WELL AS WHAT CHANGES THEY WOULD NOT LIKE TO SEE -ANY OF THE COMMENTS RELATED TO THE NEED FOR A COMPLETE MULTI MODAL AND ACCESSIBLE PLAN THAT EMPHASIZED ALTERNATIVE MODES 7ITH RESPECT TO THE PUBLICS VISION FOR THE -0/S TRANSPOR TATION SYSTEM PEOPLE SUGGESTED THE FOLLOWING s -INIMIZE CONGESTION IN &ARMINGTON s )MPROVE AND MAINTAIN EXISTING FACILITIES s %NHANCE MOBILITY AND ACCESSIBILITY FOR EVERYONE s "UILD A MULTI MODAL SYSTEM WITH CONSIDERATION FOR AUTOS AND BIKES AND PEDESTRIAN TRAVEL $ECISION 3TEP !LTERNATIVES !NALYSIS 4HE OBJECTIVES FOR THIS ROUND OF PUBLIC WORKSHOPS WERE TO s #LARIFY THE STATUS OF TRANSPORTATION IMPROVEMENTS THROUGHOUT THE -0/ INCLUDING COMMITTED PROJECTS AND ALTERNATIVES FOR CONSIDERATION IN THE -40 7HAT DID THE PUBLIC SAY s 'IVE THE PUBLIC THE OPPORTUNITY TO MAKE SUGGESTIONS FOR ALTERNATIVES TO BE CONSIDERED FOR INCLUSION IN THE -40 s ,EARN PUBLIC PREFERENCES ON THE ALTERNATIVES FOR CONSIDERATION IN THE -40 ! SUMMARY OF COMMENTS RECEIVED AT THE WORKSHOPS REGARDING THE ALTERNATIVES IS PRESENTED BELOW s 2EDUCE CONGESTION s %NHANCE TRANSIT SYSTEM s )NCREASE NUMBER OF TRAVEL LANES ON MAJOR ROADWAYS AND HIGHWAYS AND s /PERATIONAL IMPROVEMENTS TURN LANES MEDIANS ETC $ECISION 3TEP 4HE 0LAN )N THIS STEP THE PUBLIC WAS GIVEN THE OPPORTUNITY TO PROVIDE INPUT ON THE lNAL -ETROPOLITAN 4RANSPORTATION 0LAN ALTERNATIVES TO AID IN THE RElNEMENT AND PRIORITIZATION OF ROADWAY TRANSIT BICYCLE AND PEDESTRIAN PROJECTS ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN #OMMUNITY )NVOLVEMENT !S PART OF THE 0UBLIC )NVOLVEMENT 0ROGRAM s &ARMINGTON -0/ s -ETROPOLITAN 4RANSPORTATION 0LAN s &!1S s 'ET )NVOLVED s %XISTING #ONDITIONS s %XPECTED 'ROWTH s !LTERNATIVES !NALYSIS s -APS s #ONTACT 5S s /THER ,INKS s 7HATS .EW 4HE WEBSITE WAS DESIGNED TO BE USER FRIENDLY SO THAT THE USER COULD GET THE LEVEL OF INFORMATION DESIRED FROM GENERAL TO DETAILED 4HE WEBSITE WAS ALSO INTERACTIVE AS IT ALLOWED USERS TO ENTER THEIR E MAIL ADDRESS TO BE NOTIl ED OF UPDATES OR CHANGES AND TO PROVIDE COMMENTS AT THE VARIOUS DECISION POINTS 0ARTICIPANTS AT A PUBLIC WORKSHOP 4HE 0LANS INTERACTIVE WEBSITE !DS IN COMMUNITY NEWSPAPERS PUBLICIZED THE PUBLIC MEETINGS 1UESTIONNAIRES AND OTHER OPPORTUNITIES FOR COMMUNITY INPUT 38%/,&,192/9(0(17352*5$0 ---PAGE BREAK--- 6ISION -ISSION AND 'OALS -ETROPOLITAN 4RANSPORTATION 0LAN #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH 6ISION -ISSION AND 'OALS 4HE &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN IS SHAPED WITHIN THE FRAMEWORK OF THE VISION MISSION AND GOALS 4HESE WERE DEVELOPED IN RESPONSE TO THE &EDERAL 'OVERNMENTS 4RANSPORTATION %QUITY !CT FOR THE ST #ENTURY PLANNING FACTORS AND IN PART THROUGH THE EFFORTS OF THE -0/ 4ECHNICAL #OMMITTEE THE -0/ 0OLICY #OMMITTEE -0/ STAFF AND THE GENERAL PUBLIC 6ISION 4HE &ARMINGTON -ETROPOLITAN 0LANNING /RGANIZATION VISION IS FOR A SAFE EFl CIENT AND RELIABLE MULTI MODAL TRANSPORTATION SYSTEM THAT MEETS THE NEEDS OF RESIDENTS AND VISITORS IN THE REGION -ISSION 3TATEMENT 0ROVIDE A FORUM TO DEVELOP AN EFFECTIVE TRANSPORTATION SYSTEM TO MOVE PEOPLE AND GOODS SAFELY ECONOMICALLY AND EFl CIENTLY WHILE MAINTAINING A HIGH QUALITY OF LIFE 'OALS s 3UPPORT THE ECONOMIC VITALITY OF THE &ARMINGTON REGION BY PROVIDING A BALANCED MULTI MODAL TRANSPORTATION SYSTEM THAT MOVES PEOPLE GOODS AND INFORMATION SAFELY ECONOMICALLY AND EFl CIENTLY s &OSTER REGIONAL COORDINATION AND TRANSPORTATION SYSTEM CONTINUITY s $EVELOP AND CONNECT TRANSPORTATION SYSTEMS AND ASSOCIATED FACILITIES INTO A COHESIVE INTEMODAL SYSTEM s -INIMIZE CONGESTION ON THE TRANSPORTATION SYSTEM s 0ROVIDE REASONABLE ACCESS TO SERVICES AND JOBS FOR ALL OF THE REGIONS RESIDENTS REGARDLESS OF AGE INCOME OR DISABILITY s -INIMIZE NEGATIVE ENVIRONMENTAL IMPACTS AND ENHANCE THE ENVIRONMENTAL QUALITY OF THE &ARMINGTON REGION ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN s )DENTIFY AND DEVELOP FUNDING SOURCES ADEQUATE TO BUILD OPERATE AND MAINTAIN THE METROPOLTAN TRANSPORTATION SYSTEM s )DENTIFY AND IMPLEMENT NEW TECHNOLOGY FOR BALANCED MULTI MODAL TRANSPORTATION s $EVELOP A TRANSPORTATION SYSTEM THAT MAINTAINS ANDOR ENHANCES THE EXISTING QUALITY OF LIFE AND WORKS IN CONCERT WITH CULTURAL AND ENVIRON MENTAL RESOURCES AND ADOPTED LOCAL PLANS 6ISION -ISSION AND 'OALS 0URSUANT TO THE 4RANSPORTATION %QUITY !CT FOR THE ST #ENTURY 4%! AN -0/ IS REQUIRED TO CONSIDER SPECIlC FACTORS WITHIN THE -ETROPOLITAN PLANNING PROCESS IN THE DEVELOPMENT OF THEIR ,ONG 2ANGE 4RANSPORTATION 0LANS 4HESE SEVEN STRATEGIES ARE AS FOLLOWS 3UPPORT THE ECONOMIC VITALITY OF THE METROPOLITAN AREA ESPECIALLY BY ENABLING GLOBAL COMPETITIVENESS PRODUCTIVITY AND EFlCIENCY )NCREASE THE SAFETY AND SECURITY OF THE TRANSPORTATION SYSTEM FOR MOTORIZED AND NON MOTORIZED USERS 0ROTECT AND ENHANCE THE ENVIRONMENT PROMOTE ENERGY CONSERVATION AND IMPROVE THE QUALITY OF LIFE %NHANCE THE INTEGRATION AND CONNECTIVITY OF THE TRANSPORTATION SYSTEM ACROSS AND BETWEEN MODES FOR PEOPLE AND FREIGHT 0ROMOTE EFlCIENT SYSTEM MANAGEMENT AND OPERATION AND %MPHASIZE THE PRESERVATION OF THE EXISTING TRANSPORTATION SYSTEM 4HE 4%! 3EVEN 0LANNING &ACTORS WERE CONSIDERED THROUGHOUT THE -ETROPOLITAN 4RANSPORTATION 0LAN PLANNING PROCESS 4HESE FACTORS WERE INTEGRATED WITH THE -0/S GOALS OBJECTIVES AND EVALUATION CRITERIA ---PAGE BREAK--- 6ISION -ISSION AND 'OALS &ARMINGTON -0/ 'OALS AND 4%! 0LANNING &ACTORS &ARMINGTON -0/ 'OALS 0LANNING &ACTORS -ETROPOLITAN 4RANSPORTATION 0LAN %VALUATION #ATEGORIES %CONOMIC 6ITALITY 3AFETY 3ECURITY !CCESSIBILITY -OBILITY #ONGESTION %NVIRONMENT )NTEGRATION #ONNECTIVITY 0RESERVATION %FlCIENCY 4ECHNOLOGY &UNDING #OSTS -ULTI -ODAL ,AND $EVELOPMENT 0OLICIES 3UPPORT THE ECONOMIC VITALITY OF THE &ARMINGTON REGION BY PROVIDING A BALANCED MULTI MODAL TRANSPORTATION SYSTEM THAT MOVES PEOPLE GOODS AND INFORMATION SAFELY ECONOMICALLY AND EFlCIENTLY 8 8 8 8 8 &OSTER REGIONAL COORDINATION AND TRANSPORTATION SYSTEM CONTINUITY $EVELOP AND CONNECT TRANSPORTATION SYSTEMS AND ASSOCIATED FACILITIES INTO A COHESIVE INTERMODAL SYSTEM 8 -INIMIZE CONGESTION ON THE TRANSPORTATION SYSTEM 8 8 8 0ROVIDE REASONABLE ACCESS TO SERVICES AND JOBS FOR ALL OF THE REGIONS RESIDENTS REGARDLESS OF AGE INCOME OR DISABILITY 8 8 8 -INIMIZE NEGATIVE ENVIRONMENTAL IMPACTS AND ENHANCE THE ENVIRONMENTAL QUALITY OF THE &ARMINGTON REGION )DENTIFY AND DEVELOP FUNDING SOURCES ADEQUATE TO BUILD OPERATE AND MAINTAIN THE METROPOLITAN TRANSPORTATION SYSTEM 8 8 )DENTIFY AND IMPLEMENT NEW TECHNOLOGY FOR BALANCED MULTI MODAL TRANSPORTATION 8 8 8 8 8 8 -ETROPOLITAN 4RANSPORTATION 0LAN ---PAGE BREAK--- 6ISION -ISSION AND 'OALS -ETROPOLITAN 4RANSPORTATION 0LAN /BJECTIVES AND %VALUATION #RITERIA 0LANNING &ACTORS -ETROPOLITAN 4RANSPORTATION 0LAN %VALUATION #ATEGORIES /BJECTIVE %VALUATION #RITERIA %CONOMIC 6ITALITY 0ROVIDE ADEQUATE LAND AREA AND ACCESS FOR COMMERCIAL OPPORTUNITIES TO SERVE FUTURE POPULATION GROWTH ')3 ANALYSIS OF COMMERCIAL LAND WITHIN PROXIMITY TO CUSTOMERS AND TRAFlC MODEL AVERAGE COMMERCIAL TRIP LENGTH AND TRAVEL TIME -INIMIZE CONGESTION TO IMPROVE DELIVERY OF GOODS AND SERVICES 3YSTEM WIDE AVERAGE VEHICLE TRAVEL TIME ANDOR AVERAGE TRAVEL SPEED 3AFETY 3ECURITY )MPROVE SYSTEM SAFETY THROUGH IMPROVED LEVELS OF SERVICE AND REDUCED CONGESTION 3YSTEM WIDE LEVEL OF SERVICE AND CONGESTION DELAY -INIMIZE EMERGENCY VEHICLE RESPONSE TIME 3YSTEM WIDE AVERAGE TRAVEL SPEED !CCESSIBILITY -OBILITY #ONGESTION -INIMIZE CONGESTION 6EHICLE -ILES OF 4RAVEL 6-4 BY ARTERIAL TYPE AND LEVEL OF SERVICE -INIMIZE DELAY 3YSTEM WIDE TOTAL TRAVEL TIME MINUS FREE mOW TRAVEL TIME %NVIRONMENT -INIMIZE AIR QUALITY IMPACTS 4OTAL VEHICLE MILES OF TRAVEL ALONG CONGESTED ROADS -INIMIZE IMPACTS TO EXISTING NEIGHBORHOODS 4RAFlC GROWTH AND ROADWAY WIDENING WITHIN EXISTING NEIGHBORHOODS )NTEGRATION #ONNECTIVITY )NCREASE TRANSIT BICYCLE AND PEDESTRIAN CONNECTIONS .UMBER AND LOCATION OF PEDESTRIAN AND BICYCLE CONNECTIONS TO TRANSIT )MPROVE MULTI MODAL STREET DESIGN FOR HIGH ACTIVITY AREAS -ILES OF ARTERIAL STREET ALONG MIXED USE DEVELOPMENT AREAS AND CORRIDORS 0RESERVATION %FlCIENCY 4ECHNOLOGY -AXIMIZE USE OF CURRENT TRANSPORTATION SYSTEM )NCREASED TRAVEL SPEED AND LEVEL OF SERVICE THROUGH 4RANSPORTATION 3YSTEM -ANAGEMENT 43- AND )NTELLIGENT 4RANSPORTATION 3YSTEMS )43 -INIMIZE ACCESS TO ADJACENT DEVELOPMENTS ALONG KEY ARTERIALS TO MAXIMIZE CAPACITY .UMBER OF ACCESS LOCATIONS PER MILE &UNDING #OSTS -INIMIZE TOTAL TRANSPORTATION SYSTEM COSTS 4OTAL IMPROVEMENT COSTS -AXIMIZE TRANSPORTATION SYSTEM PERFORMANCE PER PROJECT COSTS !VERAGE INCREASE IN TRAVEL SPEED OR REDUCTION IN TOTAL SYSTEM DELAY PER DOLLAR OF INVESTMENT -ULTI -ODAL )NCREASE MODE SPLIT 4OTAL NUMBER OF TRANSIT BICYCLE AND PEDESTRIAN TRIPS DIVIDED BY TOTAL PERSON TRIPS )NCREASED MULTI MODAL ACCESSIBILITY 0ERCENT OF TOTAL POPULATION AND EMPLOYMENT WITHIN PROXIMITY OF TRANSIT STOPS BICYCLE NETWORK AND PEDESTRIAN SYSTEM ,AND $EVELOPMENT 0OLICIES 4RANSPORTATION SYSTEM SUPPORTS ADOPTED LOCAL PLANS $EVELOP A TRANSPORTATION SYSTEM THAT IS IN CONCERT WITH ADOPTED LOCAL PLANS ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN &5452% '2/74( 4HE &ARMINGTON -0/ AREA IS EXPECTED TO GROW CONSID ERABLY OVER THE NEXT SEVERAL DECADES 4HROUGH EXTENSIVE COORDINATION WITH THE -0/ AND THE CITIES OF &ARMINGTON !ZTEC "LOOMlELD AND 3AN *UAN #OUNTY SOCIOECONOMIC DATA FORECASTS WERE DEVELOPED FOR THE -0/ AREA AND ALLOCATED TO TRAFlC ANALYSIS ZONES 4RAFlC ANALYSIS ZONES 4!:S ARE SMALL AREAS INTO WHICH DATA IS AGGREGRATED FOR INPUT INTO THE TRAVEL DEMAND MODEL )N URBAN AREAS THESE 4!:S ARE TYPICALLY MADE UP OF SEVERAL BLOCKS AND IN RURAL AREAS THEY CAN BE AS LARGE AS SEVERAL SQUARE MILES 4HESE FORECASTS AND ESTIMATES BUILT UPON EXISTING WORK ALREADY COMPLETED BY THE #ITY OF &ARMINGTON 4HE FORECASTS UTILIZED DATA FROM THE 53 #ENSUS "UREAU THE "UREAU OF "USINESS AND %CONOMIC 2ESEARCH AT THE 5NIVERSITY OF .EW -EXICO THE &ARMINGTON -0/ THE #ITIES OF !ZTEC "LOOMlELD AND &ARMINGTON 3AN *UAN #OLLEGE THE 5NITED 3TATES 'EOLOGICAL 3URVEY AS WELL AS OTHER SOURCES /NCE THE SOCIOECONOMIC DATA FORECAST AND ALLOCATION WERE COMPLETED IT WAS APPROVED BY THE &ARMINGTON -0/ 0OPULATION AND EMPLOYMENT ARE BOTH EXPECTED TO INCREASE BY OVER BETWEEN AND 0OPULATION AND $WELLING 5NITS 4HE POPULATION OF THE &ARMINGTON -0/ IS FORECAST TO GROW BY BETWEEN AND FROM AS SHOWN IN lGURE 4HE #ITY OF &ARMING TON IS EXPECTED TO GROW BY OVER THAT TIME PERIOD FROM 4HE REMAINDER OF THE -0/ AREA IS EXPECTED TO GROW AT AN EVEN GREATER RATE INCREAS ING FROM TO $WELLING UNIT GROWTH IN THE -0/ AREA WILL CLOSELY FOLLOW POPULATION GROWTH INCREASING BY FROM DWELLING UNITS IN TO &IGURE SHOWS THE APPROXIMATE DISTRIBUTION OF FUTURE DWELLING UNITS $WELLING UNITS ARE A USEFUL PROXY FOR POPULATION AND SHOW THE RELATIVE DISTRIBUTION OF THE POPULATION AS WELL IS IMPORTANT TO NOTE THAT THE DOTS SHOWN ON THE MAP ARE BASED ON MUCH MORE GENERAL DATA )N OTHER WORDS THE DOTS DO NOT REPRESENT ACTUAL LOCATIONS OR ACTUAL NUMBERS OF NEW HOUSES OR DEVELOPMENT BUT DO SHOW THE RELATIVE LOCATIONS AND AMOUNT OF GROWTH 9EAR 0OPULATION &ARMINGTON 2EMAINDER OF 3AN *UAN #OUNTY 2EMAINDER OF &ARMINGTON -0/ ! "LOOMFIELD !ZTEC "ETWEEN THE LARGE GROWTH IN INTER CITY TRAVEL IN THE REGION AND THE CONSTRAINTS IMPOSED ON THOSE CORRIDORS BY GEOGRAPHY A LARGE STRAIN WILL BE PLACED ON THE LIMITED NUMBER OF FACILITIES LINKING THE COMMUNITIES IN THE -0/ REGION SUCH AS .- AND 53 &UTURE GROWTH CANNOT BE ACCOMMODATED WITHOUT DETERIORATING THE EXISTING LEVELS OF SERVICE WITHOUT SIGNIlCANT ENHANCEMENTS TO THESE TRANSPORTATION CORRIDORS 7HAT DOES ALL THIS MEAN ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN &UTURE 'ROWTH -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO $AM 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND %XISTING $WELLING 5NITS .EW $WELLING 5NITS % . 7 3 ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN %MPLOYMENT %MPLOYMENT WITHIN THE -0/ AREA IS FORECAST TO GROW BY APPROXIMATELY FROM AS SHOWN IN lGURE -OST OF THE EMPLOYMENT GROWTH WILL TAKE PLACE OUTSIDE OF THE #ITY OF &ARMING TON 4HE #ITY OF &ARMINGTON IS EXPECTED TO GROW BY BETWEEN AND FROM 4HE AREA OF THE -0/ OUTSIDE OF THE #ITY OF &ARMINGTON IS EXPECTED TO GAIN TWICE AS MANY JOBS INCREASING BY FROM JOBS BETWEEN AND &IGURE SHOWS THE APPROXIMATE DISTRIBUTION OF EXIST ING AND FUTURE EMPLOYMENT )T IS IMPORTANT TO NOTE THAT THE DOTS SHOWN ON THE MAP ARE BASED ON MUCH MORE GENERAL DATA )N OTHER WORDS THE DOTS DO NOT REPRESENT ACTUAL LOCATIONS OR ACTUAL NUMBERS OF NEW EMPLOY MENT BUT DO SHOW THE RELATIVE LOCATIONS AND AMOUNT OF GROWTH &UTURE 'ROWTH -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO $AM 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND %XISTING %MPLOYEES .EW %MPLOYEES % . 7 3 %MPLOYMEN &ARMINGTON 2EMAINDER OF 3AN *UAN #OUNTY 2EMAINDER OF &ARMINGTON -0/ "LOOMFIELD !ZTEC 9EAR ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN 4RAVEL 0ATTERNS !S WOULD BE EXPECTED CURRENT TRAVEL BETWEEN THE CITIES WITHIN THE &ARMINGTON -0/ IS PRIMARILY FROM AND TO THE #ITY OF &ARMINGTON 4HE WIDTH OF THE BLUE LINES IN lGURE SHOW THE RELATIVE CURRENT TRAFlC VOLUMES BETWEEN THOSE CITIES 4RAFlC VOLUMES ARE SIMILAR BETWEEN !ZTEC AND &ARMINGTON AND THE +IRTLAND AREA AND &ARMINGTON 4HERE ARE CONSIDERABLY MORE TRIPS MADE BETWEEN "LOOMlELD AND &ARMINGTON AND CONSIDERABLY LESS MADE BETWEEN !ZTEC AND "LOOMlELD 4HE RED OUTER LINES ON THE SAME MAP SHOW THE FORECAST TRAFlC GROWTH BETWEEN THE CITIES BETWEEN AND 4RAVEL BETWEEN THE COMMUNITIES IS EXPECTED TO GROW BY OVER BETWEEN AND EXCEPT BETWEEN +IRTLAND AND &ARMINGTON WHICH IS ONLY EXPECTED TO INCREASE BY APPROXIMATELY 4RAVEL BETWEEN &ARM INGTON AND !ZTEC AND BETWEEN !ZTEC AND "LOOMlELD IS ANTICIPATED TO GROW BY OVER IN EACH CASE 4HE GROWTH OF INTRA AND INTER CITY TRAVEL WAS ALSO ANA LYZED !S CAN BE SEEN IN lGURE MOST OF THE GROWTH IN NUMBER OF TRIPS IN !ZTEC "LOOMlELD AND +IRTLAND ARE IN THE INTER CITY CATEGORY )N OTHER WORDS MOST OF THE NEW TRIPS BEING MADE IN THE OUTLYING COMMUNITIES BETWEEN AND ARE LEAVING THAT COMMUNITY GOING OR COMING FROM SOMEWHERE ELSE 4HE TRIPS WITHIN THE #ITY OF &ARMINGTON AND BETWEEN &ARMINGTON AND ANOTHER COMMUNITY ARE BOTH GROWING CONSIDERABLY OVER THE NEXT TWENTY lVE YEARS &UTURE 'ROWTH -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN TH 2IVER "LANCO $AM 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU -ILES % . 7 3 ,EGEND 4RIPS "ETWEEN !REAS 9EAR !ZTEC "LOOMFIELD &ARMINGTON +IRTLAND #ITY TO #ITY 4RIPS 4RIPS WITHIN A #ITY #ITY TO #ITY 4RIPS 4RIPS WITHIN A #ITY ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 4HE 2OADWAY 0LAN WAS BASED ON TECHNICAL 4RAVEL &ORECASTS UTILIZING A TRAFlC MODEL DEVELOPED FOR THE &ARMINGTON STUDY AREA 4HIS PROCESS BEGAN BY CONDUCTING A 4RAVEL &ORECAST ASSUMING THE EXIST ING CORRIDOR NETWORK 4HIS ANALYSIS THEN PRODUCED A 4RAFlC &ORECAST AND #ONGESTION -AP THAT IDENTI lED PROBLEM AREAS 4HROUGH INCREMENTAL ANALYSIS VARIOUS ALTERNATIVES WERE TESTED AND REVIEWED WITH THE PUBLIC -0/ STAFF AND .-$/4 STAFF 4HE ALTERNATIVES WERE ALSO REVIEWED WITH MEMBERS OF THE &ARMINGTON -0/S 4ECHNICAL #OMMITTEE AND THE #ITIZENS !CTION #OMMITTEE 3EVERAL SOCIOECONOMIC AND BEHAVIORAL CHARACTERISTICS OF THE &ARM INGTON -0/ IN THE PAST DECADE HAVE CAUSED TRAVEL TO INCREASE FASTER THAN POPULATION AND EMPLOYMENT GROWTH &OR EXAMPLE ECONOMIC CONDITIONS HAVE MADE AUTOMOBILE OWNERSHIP AND OPERATION CHEAPER IN RELATIVE TERMS 4HIS ACCOUNTS FOR MORE VEHICLES ON THE ROAD AND MORE TRIPS MADE PER PERSON !CCORDING TO THE 53 #ENSUS A SMALLER PROPORTION OF PEOPLE ARE CARPOOLING IN THAN IN BOTH IN THE 5NITED 3TATES AS A WHOLE TO HOME COMMUTER RELATIONSHIPS WITHIN EACH HOUSEHOLD )N ADDITION MORE PEOPLE ARE OBTAINING DRIVERS LICENSES AND VEHICLES !LL OF THIS LEADS TO MORE TRAFlC ON THE ROADWAY SYSTEM 7HY DOES TRAVEL INCREASE FASTER THAN POPULATION AND EMPLOYMENT GROWTH $EFICIENCIES !NALYSIS 5SING THE TRAVEL DEMAND MODEL FUTURE CONDITIONS ON THE EXISTING ROADWAYS WERE PROJECTED 7ITH SIGNIlCANT GROWTH IN POPULATION AND EMPLOYMENT INCREASED CON GESTION WILL OCCUR IF NO IMPROVEMENTS TO THE &ARMINGTON -0/S TRANSPORTATION SYSTEM ARE MADE &IGURE DEPICTS BOTH FORECASTED DAILY TRAFlC VOLUMES REPRESENTED BY THE WIDTH OF THE LINE AS WELL AS WHETHER THE ROADWAY CORRIDOR IS PROJECTED TO BE CONGESTED RED OR UNCON GESTED GREEN 7ITH THE CURRENT ROADWAY NETWORK .- BETWEEN &ARMINGTON AND !ZTEC AND 53 BETWEEN &ARMINGTON AND "LOOMlELD WILL EXPERIENCE CONGESTION IN AS WILL SEVERAL OTHER ROADS IN THE REGION IS THE CASE IN MANY GROWING COMMUNITIES ACROSS THE NATION THE &ARMINGTON HAS BEEN ADDING POPULATION AND JOBS AT A FASTER RATE THAN IT HAS BEEN ABLE TO IMPROVE THE ROADWAY NETWORK #OMBINED WITH INCREASED TRIP VEHICULAR TRAFlC IS OUTPACING OUR ROADWAY IMPROVEMENT CAPACITY !S A RESULT CONGESTION HAS BEEN BUILDING ON THE REGIONS ROADWAY NETWORK 4HIS TREND IS EXPECTED TO CONTINUE ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO 'DP 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ( 1 : 6 ,EGEND #ONGESTION ,EVEL #ONGESTING 5NCONGESTED 4RAFFIC 6OLUME #ONGESTED ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 4HE FORECASTING OF TRAFlC VOLUMES IS BASED ON THE &ARMINGTON -0/ 4RANSPORTATION -ODEL 4HE DEVELOPMENT OF THIS MODEL WAS A MAJOR WORK EFFORT AS PART OF THE &ARMINGTON -0/ -ETROPOLITAN 4RANSPORTATION 0LAN PROCESS 4HE MODEL UTILIZES THE STATE OF THE ART 6)35- SOFTWARE AND INCLUDES THE ENTIRE &ARMINGTON -0/ PLANNING AREA 4HE MODEL ASSUMES THREE BASIC STEPS AS FOLLOWS 4RIP 'ENERATION "ASED ON EXISTING AND FORECAST SOCIOECONOMIC DATA INCLUDING THE NUMBER OF DWELLING UNITS AND EMPLOYMENT BY CATEGORY THE MODEL ESTIMATES TRIPS BY TRIP TYPE SUCH AS WORK TRIPS SHOPPING TRIPS OR SERVICE TRIPS 4HE SOCIOECONOMIC DATA IS AGGREGATED BY SMALL AREAS REFERRED TO AS 4RAFlC !NALYSIS :ONES 4!:S "Y COMPARING BASE YEAR TRIP GENERATION TO FORECAST TRIP GENERATION ONE CAN SEE THE ESTIMATED GROWTH IN TRIP ACTIVITY WITHIN THE AREA 4RIP $ISTRIBUTION 4HE TRIP DISTRIBUTION PROCESS EXAMINES THE RELATIONSHIP BETWEEN WHERE TRIPS ARE PRODUCED OR GENERATED IN RELATIONSHIP TO WHERE THEY ARE ATTRACTED OR THE DESTINATION END OF THE TRIP !S AN EXAMPLE A (OME "ASED 7ORK 4RIP BEGINS AT THE RESIDENCE AND TRAVELS TO THE PLACE OF WORK 4HIS PROCESS OF DISTRIBUTING TRIPS IS CONDUCTED FOR EACH TRIP TYPE AND FOR EACH TRIP GENERATED THROUGHOUT THE MODELING AREA 4RIP !SSIGNMENT 4HIS IS THE PROCESS WHERE THE TRIP DISTRIBUTION PATTERNS ARE ASSIGNED TO VARIOUS ROUTES BETWEEN WHERE THE TRIP ORIGINATES AND ITS DESTINATION 4HE MODELING SOFTWARE RECOGNIZES THE TRAVEL SPEEDS OF THE REGIONAL NETWORKS TO IDENTIFY THE SHORTEST DISTANCE AND TIME PATHS 4HE MODEL ALSO RECOGNIZES THAT AS THE ROADWAYS lLL UP CONGESTION MIGHT OCCUR AND THAT ALTERNATE ROUTES MIGHT BE MORE ATTRACTIVE FOR ASSIGNMENT 4HE &ARMINGTON -0/ TRAFlC MODEL FORECASTS 0- PEAK HOUR TRAFlC WHICH IS TRADITIONALLY THE WORST CASE 4HE MODELS ACCURACY IS DEVELOPED THROUGH A SOPHISTICATED MODEL CALIBRATION PROCESS WHERE ESTIMATED EXISTING TRIPS BASED ON THE REGIONS CURRENT POPULATION AND EMPLOYMENT CHARACTERISTICS AND THE REGIONS ROADWAY NETWORK ARE COMPARED TO ACTUAL TRAFlC COUNTS 4HE &ARMINGTON -0/ CONDUCTED A VERY EXTENSIVE SET OF THESE GROUND COUNTS WHICH ALLOWED A HIGH DEGREE OF CALIBRATION )N DEVELOPING THE FORECASTS AND TO IDENTIFY POTENTIAL IMPROVEMENTS THE SOCIOECONOMIC DATA WAS lRST ADDED TO THE MODEL AND A FORECAST MODEL RUN CONDUCTED WITH THE CURRENT ROADWAY SYSTEM 4HE MODEL ALGORITHMS ARE DESIGNED TO CALCULATE THE AMOUNT OF CONGESTION THAT LIKELY WILL OCCUR BASED ON THE RELATIONSHIP OF THE CAPACITY OF THE ROADWAY WITH ESTIMATED TRAFlC VOLUMES "ASED ON THE FORECASTS WITH THE EXISTING ROADWAY NETWORK REGIONAL DElCIENCIES AND NEEDS WERE IDENTIlED )N REVIEW OF THE VARIOUS DElCIENCIES AND NEEDS A WIDE RANGE OF IMPROVEMENTS WERE TESTED TO DETERMINE WHICH IMPROVEMENTS BEST ADDRESSED FUTURE CONDITIONS 4HE MODEL IS DESIGNED TO PROVIDE PERFORMANCE SUMMARIES OF EACH IMPROVEMENT SUCH AS THE INCREASE OR DECREASE OF VEHICLE MILES OF TRAVEL CONGESTION AND THE MAGNITUDE OF DELAY 5SING THE MODEL VARIOUS IMPROVEMENTS COULD BE COMPARED TO ONE ANOTHER TO DETERMINE WHICH IMPROVEMENT BEST ADDRESSED THE REGIONS FUTURE NEEDS 4HIS PROCESS ALSO ALLOWED THE ALTERNATIVES TO BE COMPARED TO ONE ANOTHER FOR PRIORITIZING IMPROVEMENTS AND IDENTIFYING WHICH IMPROVEMENTS SHOULD BE DONE EARLY ON IN THE YEAR PLANNING PROCESS THOSE IN THE MIDDLE YEARS AND THOSE AT THE END OF THE PROCESS (OW DO YOU FORECAST TRAFlC VOLUMES AND EVALUATE IMPROVEMENTS ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN !LTERNATIVES !NALYSIS 4HE ALTERNATIVES ANALYSIS EVALUATES FUTURE CONDI TIONS OF THE TRANSPORTATION SYSTEM AND DEVELOPS OPTIONS TO HELP ADDRESS POTENTIAL DEl CIENCIES 4HROUGH COORDINATION WITH LOCAL GOVERNMENTS THE &ARMINGTON -0/ 4ECHNICAL #OMMITTEE AND THE PROJECTS #ITIZENS !CTION #OMMITTEE THE .EW -EXICO $EPARTMENT OF 4RANSPORTATION OTHER AGENCIES AND THE PUBLIC TWENTY FOUR ALTERNATIVE ROADWAY IMPROVEMENTS WERE DEVELOPED TO HELP ADDRESS FUTURE CONGESTION 3IX OF THESE ALTERNATIVES WERE NOT RECOMMENDED FOR FURTHER ANALYSIS BECAUSE THE IM PROVEMENT WAS NOT NECCESARY TO ADDRESS CONGESTION 4OGETHER THE EIGHTEEN RECOM MENDED IMPROVEMENTS FORM THE -ETROPOLITAN 4RANSPORTATION 0LAN 6ISION 0LAN &IGURES AND SHOW THE EIGHTEEN ALTERNATIVES RECOMMENDED FOR THE VISION PLAN AS WELL AS THE SIX ALTERNATIVES THAT ARE NOT RECOMMENDED 2/!$7!9 !,4%2.!4)6%3 $%3#2)04)/. &IG ND THE THE ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 2ECOMMENDED .OT 2ECOMMENDED ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO 'DP 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ( 1 : 6 ,EGEND #HANGE IN 4RAFFIC 4RAFFIC $ECREASE 4RAFFIC )NCREASE -AGNITUDE OF #HANGE 4HE TRAVEL DEMAND MODEL ALSO PREDICTS CHANGES IN TRAFlC PATTERNS AS A RESULT OF THE VISION PLAN &IGURE EVIDENCES WHERE TRAFlC VOLUMES WILL DECREASE SHOWN IN BLUE AS A RESULT OF THE VISION PLAN AND WHERE TRAFlC WILL INCREASE SHOWN IN MAGENTA 4HE VAST MAJORITY OF THE INCREASE IN TRAFlC IS PREDICTED TO OCCUR ON FUTURE ROADS OR ROADS WITH SIGNIlCANT UPGRADES 6ISION 0LAN "ASED ON THE INCLUSION OF RECOMMENDED IMPROVE MENTS THE &ARMINGTON -0/ -40 6ISION 0LAN IS PRESENTED IN &IGURE )N ORDER TO PHASE AND PRIORITIZE IMPROVEMENTS EACH ALTERNATIVE WAS EVALUATED AGAINST THE PLANS NINE PROJECT OBJECTIVES AND SEVENTEEN EVALUA TION CRITERIA 4HE INDIVIDUAL OBJECTIVE RANKINGS WERE THEN COMBINED INTO ONE COMPOSITE RANKING ALLOWING THE INDIVIDUAL ALTERNATIVES TO BE PRIORITIZED FOR CONSTRUCTION 4HIS ASSESSMENT IS SHOWN IN lGURE 3EVERAL POSITIVE IMPACTS ARE ASSOCIATED WITH THE -40 2ECOMMENDED 2OADWAY 0LAN AND ARE INCLUDED IN lGURE 4HE PERFROMANCE MEASURES INCLUDE THE AMOUNT OF TRAFlC CONGESTION DELAY COST AND EFFECTIVENESS "ASED ON THE -0/S EVALUATION CRITERIA EACH ALTERNATIVE WAS MEASURED USING THE PROJECTS CRITERIA MEASUREMENTS 4HE MEASUREMENTS WERE CONNECTED TO A LOW TO HIGH RATING FOR EACH OF THE NINE EVALUATION CRITERIA SCORING AND PRIORITIZATION INCLUDED INPUT FROM THE PROJECTS #ITIZENS !CTION #OMMITTEE AND -0/S 4ECHNICAL #OMMITTEE 4HESE SCORINGS WERE ALSO PRESENTED TO THE PUBLIC FOR THEIR INPUT AND COMMENTS (OW ARE THE !LTERNATIVES %VALUATED ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO $AM &ARMINGTON 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU "LOOMFIELD !ZTEC -ILES % . 7 3 ,EGEND &UNCTIONAL #LASSIFICATION 6ISION 0LAN )MPROVEMENT 0RIMARY !RTERIAL -INOR !RTERIAL 2URAL #OLLECTOR 5RBAN #OLLECTOR ,ANES ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO 'DP 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ( 1 : 6 ,EGEND #ONGESTION ,EVEL #ONGESTING 5NCONGESTED 4RAFFIC 6OLUME #ONGESTED "ASED ON A TRAVEL MODEL RUN WHICH ASSUMED THE GROWTH FORECASTS AND THE ROADWAY PROJECTS SELECTED FOR THE VISION PLAN CONGESTION WAS ESTIMATED AND IS PRESENTED IN &IGURE "Y COMPARING lGURE #ONGESTION WITH THE PROPOSED 6ISION 0LAN )MPROVE MENTS TO lGURE #ONGESTION WITH THE %XISTING 3YSTEM ONE CAN SEE THAT TRAFlC CONGESTION IN THE -0/ IS EXPECTED TO BE GREATLY REDUCED IF IMPROVEMENTS IDENTIlED IN THE 6ISION 0LAN ARE CONSTRUCTED 3OME CONGESTION REMAINS ALONG KEY CORRIDORS SUCH AS .- IN EAST &ARMINGTON BUT THE CONSENSUS WAS NOT TO PROPOSE FURTHER WIDENING GIVEN COST AND ENVIRONMENTAL IMPACTS ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 0RINCIPAL !RTERIAL 0RINCIPAL ARTERIALS PERMIT TRAFlC mOW THROUGH THE URBAN AREA AND BETWEEN MAJOR DESTINATIONS 4HEY ARE OF GREAT IMPORTANCE IN THE TRANSPORTATION SYSTEM SINCE THEY CONNECT MAJOR TRAFlC GENERATORS SUCH AS THE CENTRAL BUSINESS DISTRICT TO OTHER MAJOR ACTIVITY CENTERS 0RINCI PAL ARTERIALS CARRY A HIGH PROPORTION OF THE TOTAL URBAN TRAVEL ON A MINIMUM OF ROADWAY MILEAGE 3INCE MOVE MENT NOT NECESSARILY ACCESS IS THE PRIMARY FUNCTION OF PRINCIPAL ARTERIALS ACCESS MANAGEMENT IS ESSENTIAL TO PRESERVE CAPACITY AND ENHANCE SAFETY -EDIANS CAN BE USED TO CONTROL POTENTIAL CONmICT POINTS AND TO SEPARATE OPPOSING TRAFlC MOVEMENTS ,EFT TURN LANES ARE ESSEN TIAL AT INTERSECTIONS TO MAINTAIN MOBILITY FOR THROUGH TRAFlC 2IGHT TURN DECELERATION LANES ARE DESIRABLE AT INTERSECTIONS WITH SIGNIlCANT TURNING ACTIVITY "ROWN ING 0ARKWAY AND 0I×ON (ILLS "OULEVARD ARE EXAMPLES OF PRINCIPAL ARTERIALS -INOR !RTERIAL -INOR ARTERIALS COLLECT AND DISTRIBUTE TRAFlC FROM PRINCIPAL ARTERIALS AND EXPRESSWAYS TO STREETS OF LOWER CLASSIlCATION AND IN SOME CASES ALLOW TRAFlC TO DIRECTLY ACCESS DESTINATIONS 4HEY SERVE SECOND ARY TRAFlC GENERATORS SUCH AS COMMUNITY BUSINESS CENTERS NEIGHBORHOOD SHOPPING CENTERS MULTIFAMILY RESIDENTIAL AREAS AND TRAFlC BETWEEN NEIGHBORHOODS !CCESS TO LAND USE ACTIVITIES IS GENERALLY PERMITTED BUT SHOULD BE CONSOLIDATED SHARED OR LIMITED TO LARGER SCALE USERS "UTLER !VENUE IS AN EXAMPLE OF A MINOR ARTERIAL WITHIN THE -0/ REGION #OLLECTOR 3TREET #OLLECTORS PROVIDE FOR LAND ACCESS AND TRAFlC CIRCULA TION WITHIN AND BETWEEN RESIDENTIAL NEIGHBORHOODS AND COMMERCIAL AND INDUSTRIAL AREAS 4HEY DISTRIBUTE TRAFlC MOVEMENTS FROM THESE AREAS TO THE ARTERIAL 2OADWAY $ESIGN 4HE DESIGN OF INDIVIDUAL ROADWAYS IS BASED LARGELY UPON THE FUNCTIONAL CLASSIlCATION OF THAT ROAD 4HE FUNCTIONAL CLASSIlCATION OF A ROADWAY REmECTS ITS ROLE IN THE REGIONS STREET AND HIGHWAY SYSTEM AND FORMS THE BASIS FOR ACCESS MANAGEMENT CORRIDOR PRESERVATION AND STREET DESIGN GUIDELINES AND STANDARDS 2OADWAY FUNCTION TENDS TO VARY TO SOME DEGREE DEPENDING ON THE AMOUNT OF URBANIZATION IN A PARTICULAR CORRIDOR 4HE DIFFERENCES IN THE NATURE AND INTENSITY OF DEVELOPMENT IN RURAL AND URBAN AREAS WARRANT CORRESPONDING DIFFER ENCES IN URBAN SYSTEM CHARACTERISTICS RELATIVE TO THE RURAL SYSTEMS 4HE ROADWAY FUNCTIONS OF THE FACILITIES ON THE -40 REPRESENT A DESIRED FUNCTION FOR THE YEAR %XISTING ROADWAYS MAY NOT MEET ALL OF THE DESIRED CHARACTERIS TICS DESCRIBED BY THEIR FUNCTION BUT STRATEGIC IMPROVE MENTS CAN SERVE TO FULlLL THE FUTURE VISION OVER TIME !S PROPOSED ROADWAYS ARE PLANNED AND DEVELOPED THE GUIDELINES AND STANDARDS ASSOCIATED WITH THEIR FUNC TION SHOULD BE CONSIDERED TO THE DEGREE PRACTICAL AND APPROPRIATE &UNCTIONAL CLASSIlCATIONS ARE SUMMARIZED AS FOLLOWS 3TATE (IGHWAYS 3TATE HIGHWAYS PERMIT LIMITED AT GRADE INTERSECTIONS AT CROSS STREETS !CCESS MAY BE EITHER FULL OR PARTIAL CONTROL WITH SMALL AMOUNTS OF DIRECT LAND ACCESS 3TATE HIGHWAYS ARE INTENDED TO PROVIDE HIGHER LEVELS OF MOBILITY RATHER THAN LOCAL PROPERTY ACCESS .- BETWEEN &ARMINGTON AND !ZTEC AND 53 BETWEEN &ARMINGTON AND "LOOMlELD ARE EXPECTED TO HAVE HIGH VOLUME AND HIGH SPEED REGIONAL STATE HIGHWAY CHARAC TERISTICS BY THE YEAR /NE OF THE PRIMARY PRODUCTS IN THE DEVELOPMENT OF THE -40 IS THE IDENTIlCATION OF FUTURE ROADWAY FUNCTIONAL CLASSIlCATIONS IMPROVE MENTS IN THE &ARMINGTON -0/ REGION 2ECOGNIZING THE FACT THAT THE REGION MIGHT NOT HAVE SUFlCIENT FUNDING FOR IMPLEMENTING THE RECOMMENDED IMPROVEMENTS IT IS IMPORTANT TO PRESERVED THESE IM PROVEMENTS FROM NEGATIVE IMPACTS OF DEVELOPMENT CHANGING LAND USES AND ENCROACHMENTS SO THAT FUTURE IMPROVEMENTS CAN BE MADE IN AN EFlCIENT MANNER 4HIS IS DONE THROUGH THE ACTIVE PROCESS OF s IDENTIFYING MAJOR CORRIDORS FOR FUTURE ROADWAY IMPROVEMENTS s ACQUIRING NECESSARY RIGHT OF WAY ALONG THESE CORRIDORS AS SOON AS PRACTICAL OR AS PART OF DEVELOPMENT PROPOSALS s ADOPTING ACCESS MANAGEMENT REGULATIONS TO ALLOW APPROPRIATE ACCESS POINT SPACING s IDENTIFYING AND SECURING ACCESS MANAGEMENT STANDARDS FOR AREAS BEYOND THE EXTENT OF EXISTING URBAN DEVELOPMENT AND s REQUIRING BUILDING AND DEVELOPMENT SETBACKS THAT PRESERVE THE RELATIONSHIP BETWEEN THE RIGHT OF WAY AND DEVELOPMENT SO THAT FUTURE ROADWAY IMPROVEMENTS CAN BE ACCOMMODATED ON THE PRIORITY CORRIDORS 4HE FUNCTIONALLY CLASSIlED CORRIDORS IDENTIlED ON THE -40 2OADWAY 0LAN ARE ALL CANDIDATES FOR CORRIDOR PRESERVATION $EPENDING ON THE TYPE OF IMPROVEMENTS IDENTIlED EXISTING RIGHT OF WAY AND FUNCTIONAL CLASSIlCATION CORRIDORS SHOULD BE SO PRESERVED FOR FUTURE USE ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN STREETS #OLLECTORS DO NOT TYPICALLY ACCOMMODATE LONG THROUGH TRIPS AND ARE NOT CONTINUOUS FOR LONG DISTANCES )N AREAS WHERE ARTERIAL STREETS ARE ADEQUATELY SPACED COLLECTOR @STREETS SHOULD PENETRATE BUT NOT NECESSARILY COMPLETELY TRAVERSE THROUGH RESIDENTIAL AREAS )NDIVID UAL ACCESS FROM RESIDENTIAL LOTS SHOULD BE DISCOURAGED PARTICULARLY WHERE BICYCLE LANES OR ROUTES ARE PROVIDED 4HE CROSS SECTION OF A COLLECTOR STREET MAY VARY WIDELY DEPENDING ON THE SCALE AND DENSITY OF ADJACENT LAND USES AND THE DESIRED CHARACTER OF THE LOCAL AREA ,EFT TURN LANES SHOULD BE CONSIDERED ON COLLECTOR STREETS ADJACENT TO NONRESIDENTIAL DEVELOPMENT %XAMPLES OF COLLECTOR STREETS IN THE &ARMINGTON -0/ INCLUDE $USTIN !VENUE &ARMINGTON !VENUE AND 'LADE 2OAD )MPLEMENTATION $EVELOPING AND MAINTAINING A COMPREHENSIVE NETWORK OF STREETS AND HIGHWAYS THAT SUPPORT SAFE AUTOMOBILE TRANSIT BICYCLE AND PEDESTRIAN TRAFlC IS CRITICAL TO IMPROV ING MOBILITY WITHIN THE -0/ /F PARTICULAR CONCERN IS THE DEVELOPMENT OF PERFORMANCE STANDARDS FOR PEDESTRIAN AND BICYCLE MOBILITY THAT CAN BE USED IN COMBINATION WITH VEHICULAR PERFORMANCE TO EVALUATE AND DEVELOP THE -0/S TRANSPORTATION INFRASTRUCTURE 4HESE STANDARDS SHOULD BE COUPLED WITH AN ONGOING PROGRAM OF CON STRUCTING NEW BICYCLE LANES AND SIDEWALKS IN ORDER TO CREATE A TRULY MULTI MODAL STREET AND HIGHWAY SYSTEM ORDER FOR THE &ARMINGTON REGION STREET AND HIGHWAY SYSTEM TO SUPPORT THE MULTI MODAL NEEDS OF THE COMMUNITY AND PROVIDE ACCEPTABLE LEVEL OF SERVICE A NUMBER OF BROAD POLICIES AND ACTIONS ARE NEEDED 4HESE ACTIONS AND POLICIES BUILD ON THE SUCCESSES AND OPPOR TUNITIES OF THE EXISTING SYSTEM AND CAN HELP PREVENT PAST MISTAKES FROM RECURRING 4HEY ARE DESCRIBED BELOW #OORDINATE MODAL ISSUES AMONG THE -0/S 4ECHNICAL #OMMITTEE TO DETERMINE THE MULTI MODAL ENHANCEMENTS APPROPRIATE FOR EACH FUTURE ROADWAY IMPROVEMENT 2/!$7!9 !#4)/. !$/04 !24%2)!, 342%%4 $%3)'. '5)$%,).%3 !DOPT ARTERIAL STREET DESIGN GUIDELINES THAT PROVIDE mEX IBILITY FOR INTEGRATING MULTI MODAL ENHANCEMENTS INTO ROADWAY IMPROVEMENTS SUCH AS MID BLOCK PEDESTRIAN CROSSINGS FAR SIDE TRANSIT STOPS AND TURNOUTS PEDESTRIAN REFUGE ISLANDS PEDESTRIAN CROSSINGS BICYCLE LANES AND ROUTES AND OTHERS -ODIFY THE CURRENT STREET AND INTERSECTION DESIGN STAN DARDS TO PROMOTE A BALANCE FOR TRANSPORTATION MODES #OORDINATE WITH THE .EW -EXICO $EPARTMENT OF 4RANS PORTATION TO REVIEW HIGHWAY STANDARDS FOR FACILITIES WITHIN THE #ITY LIMITS 4HE AND MEMBER JURISDICTIONS SHOULD ESTABLISH UNIFORM ACCESS STANDARDS FOR HIGHWAY ARTERIAL AND COL LECTOR STREETS AND RURAL ROADWAYS $EVELOP ACCESS CONTROL PLANS WHICH DElNE FUTURE POINTS OF ACCESS FOR ALL MAJOR ROADWAY IMPROVEMENTS $EVELOP AN ACCESS MANAGEMENT PHASING PLAN TO ADDRESS CRITICAL CORRIDORS WITH EXISTING ACCESS CONTROL PROBLEMS THAT ARE RESULTING IN CONGESTION AND SAFETY ISSUES 3INCE PRESERVATION OF THE EXISTING TRANSPORTATION SYSTEM IS A CORE ELEMENT OF THE -0/S GOALS FUNDING SHOULD BE MADE AVAILABLE TO IMPLEMENT SOLUTIONS TO EXISTING CORRIDORS WITH ACCESS CONTROL PROBLEMS #OMMIT -0/ FUNDS TO DEVELOP AN ONGOING PROGRAM TO COLLECT INTERSECTION TURN MOVEMENT COUNTS AND PREPARE MULTIPLE SIGNAL TIMING PLANS 3IGNAL TIMING PLANS SHOULD BE UPDATED EVERY lVE YEARS &OR NEW DEVELOPMENTS THAT PROPOSE NEW TRAFlC SIGNALS SIGNAL PROGRESSION ANALYSIS SHOULD BE PERFORMED BASED ON LONG RANGE TRAFlC FORECASTS TO DEMONSTRATE THE IMPACTS OF THE NEW SIGNAL ON TRAFlC mOW ALONG THE IMPACTED STREETS ---PAGE BREAK--- 2OADWAY 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN %STABLISH LEVEL OF SERVICE STANDARDS FOR HIGHWAYS ARTERI ALS COLLECTORS RURAL ROADWAYS AND INTERSECTIONS 0URSUE ADDITIONAL FUNDING SOURCES TO MAINTAIN THE DESIRED LEVEL OF SERVICE ON THE ROADWAY SYSTEM IN ORDER TO MINIMIZE CONGESTION 7HILE THE FOCUS OF THE &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN IS ON NEW AND WIDENED ROADWAYS SAFETY AND MAINTENANCE ARE CRITICAL COMPONENTS OF THE TRANSPORTATION SYSTEM FACT THE FEDERAL GOVERNMENT IDENTIlES SAFETY AND SECURITY AND THE PRESERVATION OF THE EXISTING SYSTEM AS UNDERLYING FOUNDATIONAL PRINCIPLES OF THE TRANSPORTATION PLANNING PROCESS 3AFETY IS OFTEN DIFlCULT TO FULLY CONSIDER IN THE LONG RANGE TRANS PORTATION PLANNING PROCESS 3PECIlC SAFETY CONCERNS NEED TO BE IDENTIlED AND RESOLVED IN A SHORTER TIMEFRAME TO BE EFFECTIVE /N THE OTHER HAND THE -40 SHOULD LAY THE FOUNDATION FOR THE CONSID ERATION OF SAFETY IN EVERY ASPECT OF THE PROVISION OF TRANSPORTATION SERVICES AND INFRASTRUCTURE 7HETHER IT IS SAFE CONNECTIONS BETWEEN NEIGHBORHOODS AND SCHOOLS SAFE AREAS FOR TRANSIT PATRONS TO WAIT FOR THE BUS OR SAFE ROADWAY DESIGNS SAFETY MUST BE THE HIGHEST PRIORITY -AINTENANCE IS ALSO A KEY COMPONENT OF THE TRANSPORTATION SYSTEM !LL ASPECTS OF THE TRANSPORTATION SYSTEM REQUIRE SOME MAINTENANCE INCLUDING PAVEMENT SIGNS STREET MARKINGS BRIDGES BUSES BUS SHELTERS RECREATIONAL PATHS SIDEWALKS CROSSWALKS AND TRAFlC SIGNALS !CCORDING TO THE &EDERAL GOVERNMENT MAINTENANCE OF THE EXISTING SYSTEM SHOULD COME BEFORE CONSIDERATION OF NEW FACILITIES BASED ON THE CONCEPT THAT IF A COMMUNITY CANT KEEP ITS CURRENT SYSTEM IN GOOD SHAPE THERE IS NO REASON TO BELIEVE THAT NEW FACILITIES WILL BE MAINTAINED EITHER 4HE BENElTS OBTAINED FROM THE INITIAL INVESTMENT ARE SIGNIlCANTLY ERODED WHEN THE SYSTEM IS NOT EFFECTIVELY MAINTAINED 3AFETY AND -AINTENANCE ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN 4RANSIT 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 42!.3)4 0,!. 4RANSIT SERVICE WITHIN THE &ARMINGTON AREA IS CURRENTLY PROVIDED BY 2ED !PPLE 4RANSIT 4HIS SYSTEM INCLUDES A LOOP SYSTEM AND ROUTES WITHIN THE #ITY OF &ARMINGTON WITH LIMITED SERVICE TO !ZTEC AND +IRTLAND !S GROWTH IN THE AREA OCCURS INCREASED DEMAND FOR TRANSIT WILL OCCUR 4RANSIT DEMAND WILL ALSO INCREASE OVER THE YEAR PLANNING HORIZON FOR THE SENIOR AND YOUTH POPULATION WHO TYPICALLY HAVE A HIGHER NEED FOR TRANSIT 4RANSIT WILL ALSO BE A FACTOR IN REPLACING AUTO TRIPS ALONG THE PRIMARY ARTERIAL TRAVEL CORRIDORS 4HE CURRENT EXTENT OF 2ED !PPLE 4RANSITS BUS ROUTES ARE SHOWN IN &IGURE 4RANSIT SERVICE WHETHER lXED ROUTE OR DEMAND RESPON SIVE IS INTRICATELY LINKED TO MANY OTHER GOVERNMENTAL AND PLANNING ACTIONS 0ROVIDING lXED ROUTE TRANSIT SERVICE RELIES UPON DIRECT PEDESTRIAN CONNECTIONS BETWEEN BUS STOPS AND ORIGINS AND DESTINATIONS 4RANSIT 2%$ !00,% 42!.3)4 lG ---PAGE BREAK--- 4RANSIT 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN SERVICE REACTS TO THE DENSITY OF DEVELOPMENT WITHIN THE CITY LOCATIONS OF TRANSPORTATION CORRIDORS AND ACTIV ITY CENTERS AND THE DESIGN OF DEVELOPMENTS ALONG THE CORRIDORS AND CENTERS IT SERVES 4RAVEL CORRIDORS AND ACTIVITY CENTERS WITH A MIX OF USES AND A LARGE NUMBER OF TRAVELERS PROVIDE THE DEMAND THAT CAN EFFECTIVELY SUPPORT HIGHER LEVELS OF TRANSIT SERVICE BALANCED MULTI MODAL TRANSPORTATION SYSTEM SOME TIMES REQUIRES SHIFTS IN PUBLIC INVESTMENT GIVEN THE HISTORICAL EMPHASIS ON ROADWAYS AND AUTOMOBILES 4O FACILITATE A HIGHER LEVEL OF TRANSIT SERVICE IN THE REGION NEW DEVELOPMENTS AND LAND USE PATTERNS SHOULD BE PLANNED IN SUCH A WAY AS TO SUPPORT THE NON AUTOMOBILE MODES )N TURN THE DESIGN OF THE #ITYS INFRASTRUCTURE AND ROADWAY SYSTEM MUST CONSIDER ALL TRANSPORTATION MODES INCLUDING TRANSIT -ETHODOLOGY 4WO FUTURE YEAR TRANSIT ALTERNATIVES WERE DEVELOPED FOR THE &ARMINGTON -ETROPOLITAN 0LANNING /RGANIZATIONS -ETROPOLITAN 4RANSPORTATION 0LAN ORDER TO ASSESS WHETHER FUTURE YEAR SERVICE LEVELS WERE REASONABLE AN ESTIMATE WAS MADE OF THE CURRENT SYSTEMS ANNUAL REVENUE BUS HOURS AND ANNUAL REVENUE BUS MILES SINCE THESE DATA WERE NOT AVAILABLE 4HIS BASELINE SERVED AS THE BASIS FOR EVALUATING FUTURE INCREASES IN TRANSIT SERVICE LEVELS )N DEVELOPING THE ALTERNATIVES FORECASTS OF HOUSE HOLDS AND EMPLOYMENT WERE REVIEWED GRAPHICALLY USING GEOGRAPHIC INFORMATION SYSTEMS ')3 4YPICALLY TRANSIT ROUTES FUNCTION BEST IN AREAS WITH HIGHER POPU LATION AND EMPLOYMENT DENSITIES 7HILE THE FORE CASTS OF HOUSEHOLDS SUGGEST THE -0/ AREA WILL GROW BY PERCENT OVER CURRENT CONDITIONS THIS GROWTH IS LIKELY TO OCCUR IN A DISPERSED MANNER )N DEVELOPING THE ROUTES FOR PARTICULAR ATTENTION WAS PAID TO AREAS WITH THE HIGHEST POPULATION AND EMPLOYMENT DENSITIES 4HESE AREAS WERE IDENTIlED AS LOCATIONS WITH THE MOST TRANSIT RIDERSHIP POTENTIAL 4HE CONCEPT FOR THE TWO FUTURE TRANSIT ALTERNATIVES WAS TO REPLACE THE INEFlCIENT ONE WAY LOOP OPERATION OF THE 2ED AND 'REEN ,INES WITH TWO WAY SERVICE ON ALL ROUTES 4HE 2ED AND 'REEN ,INES WERE MAINTAINED WITH ENHANCEMENTS IN THE FUTURE "OARDING AND ALIGHTING DATA WERE REVIEWED TO DETERMINE THE MOST PRODUC TIVE SEGMENTS WAS ALSO IMPORTANT TO RETAIN TRANSIT SERVICE TO IMPORTANT ATTRACTIONS SUCH AS THE 3AN *UAN -EDICAL #ENTER MAJOR EMPLOYMENT CENTERS MULTI FAMILY HOUSING RETAIL AND OTHER SOCIAL SERVICES "ASED ON THIS METHODOLOGY TWO TRANSIT SERVICE OPTIONS WERE DEVELOPED AND EVALUATED 3ERVICE /PTION 3ERVICE /PTION REmECTS A PERCENT INCREASE IN REVENUE SERVICE MILES OVER THE CURRENT SYSTEM 4HIS INCREASE IN SERVICE LEVELS SEEMED REASONABLE AFTER REVIEWING THE FORECAST FOR HOUSEHOLDS 7HILE THE FORECASTS SUGGEST THAT TOTAL HOUSEHOLDS WILL INCREASE BY PERCENT IN THE &ARMINGTON -0/ AREA AN INCREASE OF THIS MAGNITUDE WAS THOUGHT TO BE UNUSUALLY LARGE ! CLOSER LOOK CONlRMED THAT THIS NUMBER WAS BEING SKEWED BY THE LARGER PERCENTAGE INCREASES IN HOUSE HOLDS OUTSIDE OF THE #ITY OF &ARMINGTON 4HIS AREA IS MARKED BY DISPERSED DEVELOPMENT PATTERNS MAKING THIS POPULATION HARDER TO SERVE BY TRANSIT (ENCE THIS OPTIONS PERCENT INCREASE IS CONSIDERED A CONSERVA TIVE ALTERNATIVE THAT ATTEMPTS TO MATCH TRANSIT SERVICE WITH HOUSEHOLD GROWTH WITHIN THE #ITY OF &ARMINGTONS BOUNDARIES 4HE ROUTES HAVE BEEN RESTRUCTURED IN /PTION TO SERVE THE EXISTING TRANSFER CENTER AT /RCHARD 0LAZA LOCATED AT -AIN 3TREET AND &ARMINGTON !VENUE !LL ROUTES WILL START AND END AT THIS TRANSIT CENTER THEREBY ALLOWING TRANSIT RIDERS THE OPPORTUNITY TO TRANSFER TO OTHER ROUTES IN THE SYSTEM /THER TRANSFER LOCATIONS WILL BE AVAILABLE AT THE INTERSECTION OF ANY TWO ROUTES 2ED !PPLE 4RANSIT CUR RENTLY HAS A mEET OF TWO CUTAWAY BUSES AND SIX VANS THAT SERVE EXISTING SERVICE /PTION WOULD REQUIRE THREE NEW VEHICLES TO OPERATE THE EXPANDED SERVICE 4HIS ESTIMATE DOES NOT INCLUDE SPARE VEHICLES WHICH SHOULD REPRESENT TWENTY PERCENT OF THE TOTAL mEET )NCLUDING THE SPARES A TOTAL OF lVE VEHICLES WOULD BE NEEDED FOR THIS OPTION 4HIS ASSUMES A BASE mEET OF lVE VEHICLES THAT ARE USED TO OPERATE THE EXISTING SYSTEM ! ROUTE MAP FOR 4RANSIT 3ERVICE /PTION CAN BE SEEN IN &IGURE "ELOW IS A BRIEF DESCRIPTION OF THE PROPOSED ROUTE AND SERVICE FREQUENCIES -AROON 2OUTE n ,OCAL SERVICE AT A MINUTE FRE QUENCY FROM THE !NIMAS 6ALLEY -ALL TO /RCHARD 0LAZA VIA -AIN 3TREET 4HIS ROUTE SERVES THE RETAIL BUSINESSES ALONG -AIN 3TREET 9ELLOW 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM NORTH OF 3AN *UAN #OLLEGE TO /RCHARD 0LAZA VIA #OLLEGE "OULEVARD TH 3TREET (UTTON !VENUE TH 3TREET AND &ARMINGTON !VENUE 4HE 9ELLOW 2OUTE SERVES THE 3AN *UAN #OLLEGE 3AN *UAN #OLLEGE #AREER #ENTER 4WO OF THE PRIMARY FACTORS AFFECTING RIDERSHIP ON TRANSIT SYSTEMS ARE DENSITY AND SERVICE CHARACTERISTICS (IGHER POPULATION AND EMPLOY MENT DENSITIES WITHIN WALKING DISTANCE TO THE TRANSIT SYSTEM CAN SUPPORT HIGHER TYPE TRANSIT SERVICES 3ERVICE CHARACTERISTICS ARE ALSO AN IMPORTANT CONSIDERATION FOR 2ED !PPLE 4RANSIT (OWEVER MORE SERVICE WILL REQUIRE ADDITIONAL INVESTMENT &URTHERMORE ISSUES SUCH AS PROVIDING hCOVERAGEv VERSUS hPRODUCTIVITYv ROUTE STRATEGIES HAS A SIGNIlCANT IMPACT ON RIDERSHIP AND HOW THE SYSTEM IS PERCEIVED BY THE PUBLIC ---PAGE BREAK--- 4RANSIT 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 3AN *UAN !PARTMENTS #ONQUISTADOR !PARTMENTS AND /RCHARD 0LAZA /RANGE 2OUTE n ,OCAL SERVICE AT A MINUTE FRE QUENCY FROM THE JUNCTION OF !PACHE 3TREET7 -AIN 3TREET TO /RCHARD 0LAZA VIA !PACHE 3TREET -UNICIPAL $RIVE TH 3TREET AND &ARMINGTON !VENUE 4HIS SERVES THE .ORTHGATE !PARTMENTS #ITY (ALL AND THE RETAIL BUSI NESSES ALONG TH 3TREET &USCHIA 2OUTE n ,OCAL SERVICE AT A MINUTE FRE QUENCY FROM 0I×ON (ILLS"UTLER !VENUE TO /RCHARD 0LAZA VIA $USTIN !VENUE TH 3TREET "UTLER !VENUE !PACHE 3TREET /RCHARD !VENUE "ROADWAY 3TREET 3AN *UAN "OULEVARD AND -AIN 3TREET 4HIS ROUTE PROVIDES SERVICE TO 6ILLAGE !PARTMENTS -ESA 3HOPPING #ENTER 3ENIOR #ENTER #IVIC #ENTER 3TATE /FlCE "UILDINGS AND /RCHARD 0LAZA "LACK 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM 7 -AIN 3TREET!PACHE 3TREET TO /RCHARD 0LAZA VIA 7 -AIN 3TREET 4HIS ROUTE IS THE WESTERN COUNTERPART TO THE -AROON 2OUTE )T PROVIDES SERVICE TO .ORTHGATE !PARTMENTS AND BUSINESSES ALONG 7 -AIN 3TREET 'REEN 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM THE 3AN *UAN -EDICAL #ENTER TO /RCHARD 0LAZA VIA /LD "LOOMlELD (IGHWAY #ARLTON !VENUE "LOOMlELD (IGHWAY 3OUTHSIDE 2OAD "ROWNING 0ARKWAY AND -AIN 3TREET 4HIS ROUTE PROVIDES SERVICE TO THE 3AN *UAN -EDICAL #ENTER -ESA 6ILLAGE !PARTMENTS AND /RCHARD 0LAZA 4IGER 2OUTEn ,IMITED SERVICE TRIPS PER DAY FROM !ZTEC TO /RCHARD 0LAZA VIA 3TATE (IGHWAY "RONCO 2OUTEn ,IMITED SERVICE TRIPS PER DAY FROM +IRTLAND TO /RCHARD 0LAZA VIA (IGHWAY AND 7 -AIN 3TREET 3ERVICE /PTION 3ERVICE /PTION REmECTS A PERCENT INCREASE IN SERVICE MILES OVER THE CURRENT SYSTEM 4HE HIGHER LEVEL OF SERVICE IS CONSISTENT WITH THE EXPECTED GROWTH IN HOUSEHOLDS FOR THE ENTIRE &ARMINGTON -0/ AREA 4HE MOST NOTABLE DIFFERENCE BETWEEN /PTION AND /PTION IS THE SHIFTING OF THE TRANSIT CENTER WESTWARD TO ROUGHLY "UTLER !VENUE AND -AIN 3TREET "UTLER 4RANSFER 4HE PURPOSE OF THIS SHIFT WAS TO BRING THE TRANSIT CENTER CLOSER TO THE TRADITIONAL hDOWNTOWNv OF &ARMINGTON ALONG -AIN 3TREET 4HIS LOCATION ALSO MOVES THE TRANSIT CENTER INTO AN AREA WITH GREATER POPULATION AND EM PLOYMENT DENSITIES )N ADDITION THE TRANSIT HUB WOULD BE CLOSER TO THE #ITYS VARIOUS SOCIAL SERVICES -OST OF THE LOCAL ROUTES IN /PTION ALSO HAVE MORE FRE QUENT SERVICE FREQUENCIES 7HILE MUCH OF THE SERVICE -AIN "LOOMFIELD -AIN ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS 0I×ON (ILLS -AIN !ZTEC "LANCO $AM ).3%4 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND 2OUTES &USCHIA 'REEN /RANGE "LACK 9ELLOW -AROON 2EGIONAL 4RANSIT #ENTER % . 7 3 "UTLER 3OUTHSIDE 2IVER #OLLEGE !PACHE TH 0I×ON (ILLS TH $USTIN -URRAY -AIN ---PAGE BREAK--- 4RANSIT 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN IN /PTION IS HOURLY MOST OF THE SERVICE IN /PTION WILL OPERATE WITH MINUTE HEADWAYS THROUGHOUT THE DAY )N ADDITION TO THE 4IGER AND "RONCO ROUTES A NEW "LOOMlELD ,IMITED WILL PROVIDE SERVICE FROM THE #ITY OF "LOOMlELD TO &ARMINGTON 4HIS OPTION WOULD REQUIRE AT LEAST FOUR NEW VEHICLES OVER THE EXISTING NUMBER TO OPERATE )F SPARE VEHICLES ARE DESIRED SIX NEW VEHICLES WOULD BE REQUIRED FOR THIS OPTION 4HE ROUTE SYSTEM IS SHOWN IN &IGURE AND DESCRIBED BELOW "LACK 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM THE !NIMAS 6ALLEY -ALL TO THE "UTLER 4RANSFER 4HIS ROUTE PROVIDES SERVICE TO ALL THE RETAIL BUSINESSES ALONG -AIN 3TREET 9ELLOW 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM ,IONS 4RAIL TO THE "UTLER 4RANSFER VIA #OLLEGE "OULEVARD TH 3TREET 3ULLIVAN !VENUE 6INE !VENUE AND "UTLER !VENUE )T PROVIDES SERVICE TO THE 3AN *UAN #OLLEGE 3AN *UAN #OLLEGE #AREER #ENTER RESIDENTIAL NEIGHBORHOODS AND THE "UTLER 4RANSFER ,IME 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM THE TH 3TREET#LAYTON $RIVE TO THE "UTLER 4RANS FER VIA TH 3TREET $USTIN !VENUE !PACHE 3TREET AND "UTLER 3TREET 4HIS PROVIDES SERVICE TO TH 3TREET RETAIL BUSINESSES AND "UTLER 4RANSFER .AVY 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM 0I×ON (ILLS "OULEVARD$USTIN !VENUE TO THE "UTLER 4RANSFER VIA $USTIN !VENUE TH 3TREET AND "UTLER !VENUE 4HIS ROUTE PROVIDES SERVICE TO 6ILLAGE !PARTMENTS RESIDENTIAL NEIGHBORHOODS -ESA 3HOPPING #ENTER AND THE "UTLER 4RANSFER &USCHIA 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUEN CY FROM 'LADE $RIVETH 3TREET TO THE "UTLER 4RANSFER VIA TH 3TREET -UNICIPAL $RIVE !RRINGTON 3TREET -AIN 3TREET AND "UTLER 3TREET )T PROVIDES SERVICE TO #ITY (ALL 2ETAIL #IVIC #ENTER AND THE "UTLER 4RANSFER #ENTER &OREST 2OUTE n ,OCAL SERVICE AT A MINUTE FREQUENCY FROM 7 -AIN 3TREET!PACHE 3TREET TO THE "UTLER 4RANSFER VIA 7 -AIN 3TREET -URRAY $RIVE #ARLTON !VENUE "LOOM lELD (IGHWAY "ROADWAY 3TREET AND "UTLER !VENUE 4HIS ROUTE PROVIDES SERVICE TO .ORTHGATE !PARTMENTS !MERICAN 0LAZA 3AN *UAN -EDICAL #ENTER -ESA 6ILLAGE !PARTMENTS AND THE "UTLER 4RANSFER #ENTER 4IGER 2OUTE n ,IMITED SERVICE TRIPS PER DAY FROM !ZTEC TO "UTLER 4RANSFER VIA 3TATE (IGHWAY "RONCO 2OUTEn ,IMITED SERVICE TRIPS PER DAY FROM +IRTLAND TO "UTLER 4RANSFER VIA (IGHWAY AND 7 -AIN 3TREET -AIN "LOOMFIELD -AIN ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS 0I×ON (ILLS -AIN !ZTEC "LANCO $AM ).3%4 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND 2OUTES "LACK .AVY &OREST &USCHIA ,IME 9ELLOW 2EGIONAL "LOOMFIELD ,TD /PTION " 4RANSIT #ENTER % . 7 3 "UTLER 3OUTHSIDE 2IVER #OLLEGE !PACHE TH 0I×ON (ILLS TH $USTIN -URRAY -AIN ---PAGE BREAK--- 4RANSIT 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN "LOOMlELD ,TD n ,IMITED SERVICE TRIPS PER DAY FROM "LOOMlELD TO "UTLER 4RANSFER VIA (IGHWAY /PTION " 3ERVICE /PTION " IS VERY SIMILAR TO /PTION /PTION " INCLUDES THE SAME RECOMMENDATIONS AS /PTION IN CLUDING THE RELOCATION OF THE TRANSIT CENTER FROM /RCHARD 0LACE TO "UTLER 4RANSFER AND ADDS LIMITED SERVICE SEVERAL TIMES PER DAY BETWEEN !ZTEC AND "LOOMlELD /PTION " WOULD RESULT IN A INCREASE IN SERVICE MILES OVER THE CURRENT SYSTEM 4HIS OPTION WOULD REQUIRE ONE AD DITIONAL VEHICLE OVER /PTION " OR FROM lVE TO SEVEN VEHICLES MORE THAN THE EXISTING SERVICE DEPENDING ON THE DESIRE FOR SPARES !LTERNATIVES !NALYSIS 2ED !PPLE 4RANSIT CARRIED PASSENGERS ON THEIR lXED ROUTES IN 4HIS ANNUAL lGURE EQUATES TO ABOUT PASSENGERS DURING AN AVERAGE WEEKDAY &UTURE YEAR TRANSIT RIDERSHIP WAS ESTIMATED BASED ON REVENUE HOURS OF SERVICE HOUSEHOLDS WITHIN A HALF MILE OF THE ROUTE AND EMPLOYEES WITHIN A HALF MILE OF THE ROUTE &OR THIS RIDERSHIP MODEL WAS APPLIED TO THE /PTION AND /PTION ALTERNATIVES 5SING THIS METHOD SYSTEM WIDE RIDERSHIP WAS FORECAST TO BE APPROXIMATELY RIDERS DURING AN AVERAGE WEEKDAY FOR /PTION AND RIDERS FOR /PTION 7HEN THESE FORECASTS ARE ANNUALIZED /PTION WOULD CARRY PASSENGERS WHILE /PTION WOULD CARRY PASSENGERS 4HE FORECASTS FOR /PTION AND /PTION WOULD REPRESENT INCREASES OF PERCENT AND PERCENT RESPECTIVELY /PTION " IS ESTIMATED TO ADD ONLY lVE RIDERS PER DAY TO /PTION RIDERS PER YEAR &IGURE PROVIDES A SUMMARY OF THE RIDERSHIP PROJECTIONS FOR THE lXED ROUTE SERVICES 4HE ROUTES IN ALL OF THE OPTIONS ELIMINATE THE ONE WAY LOOP OPERATION OF THE 'REEN AND 2ED ,INES 7HILE A ONE WAY LOOP MAY BE USEFUL FOR CERTAIN APPLICATIONS ROUTES ON INFREQUENT HEADWAYS AND LONG ROUTES REQUIRE SOME PASSENGERS TO HAVE LONG WAIT TIMES AS WELL AS TRAVEL OUT OF DIRECTION 4HE PROPOSED ROUTES FOR BOTH ALTERNATIVES ARE RELATIVELY DIRECT AND OPERATE IN TWO DIRECTIONS /NE POSITIVE CHARACTERISTIC OF THE CURRENT SYSTEM THAT HAS BEEN RETAINED FOR BOTH FUTURE ALTERNATIVES IS THE CENTRAL HUB OR TRANSFER STATION )N /PTION /RCHARD 0LAZA LOCATED APPROXIMATELY AT &ARMINGTON !VENUE AND -AIN 3TREET REMAINS THE MAIN TRANSFER CENTER /PTIONS AND THE LOCATION HAS BEEN SHIFTED WESTWARD TO APPROXIMATELY "UTLER !VENUE AND -AIN 3TREET $EPENDING ON THE AVAILABILITY OF LAND THE LOCATION OF THE TRANSFER CENTER CAN BE MOVED !S MENTIONED EARLIER THE IDEA OF SHIFTING THE TRANSFER CENTER CLOSER TO THE TRADITIONAL &ARMINGTON DOWNTOWN IS TO PROVIDE PEOPLE A MORE PEDESTRIAN FRIENDLY ENVIRON MENT TO ACCESS TRANSIT EITHER BY WALKING OR RIDING THEIR BICYCLES 2ED !PPLE 4RANSIT CURRENTLY PROVIDES ABOUT REVENUE BUS MILES ANNUALLY "OTH ALTERNATIVES WOULD REPRESENT INCREASES IN TRANSIT SERVICE OVER THE BASE NETWORK /PTION WOULD INCREASE BUS MILES BY PERCENT TO /PTION WOULD REPRESENT AN PERCENT INCREASE IN SERVICE OVER /PTION WITH BUS MILES AND /PTION " WOULD INCREASE REVENUE MILES TO .OT SURPRISINGLY /PTIONS AND " ARE FORE CAST TO CARRY MORE RIDERS THAN /PTION WITH /PTION " HAVING THE HIGHEST RIDERSHIP BY A SMALL MARGIN (IGHER RIDERSHIP DOES NOT ALWAYS SUGGEST A SUPERIOR ALTERNATIVE HOWEVER AN EQUALLY IMPORTANT ISSUE IS THE COST OF PRO VIDING A CERTAIN LEVEL OF SERVICE (ENCE THE FORECASTED RIDERSHIP WAS EXAMINED IN LIGHT OF THE POTENTIAL COSTS ASSOCIATED WITH PROVIDING THE PROPOSED SERVICE LEVELS !PPLYING THE CURRENT OPERATING COST PER MILE OF TO THE ANNUAL REVENUE MILES THE ANNUAL COST FOR PROVID ING /PTION SERVICE IN DOLLARS WOULD BE /PTION WOULD COST AND /PTION " WOULD COST 4AKING THE ANNUAL COST AND DIVIDING BY 2IDERSHIP %XISTING /PTION /PTION n !NNUAL 2IDERSHIP !VERAGE 7EEKDAY 2IDERSHIP )NCREASE /VER %XISTING &IXED 2OUTE 3UMMARY %XISTING /PTION /PTION n !NNUAL 2EVENUE -ILES !NNUAL #OST PER MILE /PERATING #OST PER 2IDER 4HIS lGURE WAS PROVIDED BY 2ED !PPLE 4RANSIT FOR ---PAGE BREAK--- 4RANSIT 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN THE ANNUAL RIDERS THAT ARE FORECASTED FOR EACH ALTERNATIVE /PTION HAS THE LOWEST OPERATING COST PER RIDER AT &IGURE BELOW HAS A SUMMARY OF THE COMPARISON 2ECOMMENDED 0LAN 4HE 2ECOMMENDED 4RANSIT 0LAN PROVIDES A LONG TERM VISION ON HOW PUBLIC TRANSPORTATION IN THE -0/ AREA CAN BE ENHANCED AND EXPANDED TO SERVE RESIDENTS IN THE OUTLYING AREAS "ALANCING OVERALL RIDERSHIP AND OPERATING EXPENSES IT IS RECOMMENDED THAT /PTION BE ADOPTED 4HIS OPTION PROVIDES FOR A INCREASE IN DAILY RIDERSHIP OVER /PTION WHILE INCREASING TOTAL OPERATING COSTS OVER /PTION BY ONLY /VERALL THE OPERATING COST PER RIDER OF /PTION IS ALMOST LESS THAN /PTION /PTION " WAS NOT DEEMED A VIABLE ALTERNATIVE DUE TO THE VERY MODEST INCREASE IN RIDERSHIP AND GREATLY INCREASED OPERATING COSTS )MPLEMENTATION 4HERE IS A TRADE OFF RELATIONSHIP IN THE TRANSIT SYSTEM BETWEEN THE NUMBER OF ROUTES THE FREQUENCY OF SERVICE AND THE EXTENT OF SERVICE HOURS !S AN EXAMPLE IF RESOURCES ARE EXPENDED ON INCREASING THE FREQUENCY OF SERVICE OR EXTENDING THE SERVICE HOURS LESS PRODUC TIVE SERVICE ROUTES MIGHT NEED TO BE ELIMINATED AND THOSE RESOURCES REALLOCATED TO THE HIGHER FREQUENCY AND EXTENDED SERVICE HOUR ROUTES 3IMILARLY IF ADDITIONAL ROUTES ARE ADDED FREQUENCY OF SERVICE ANDOR SERVICE HOURS FOR EXISTING ROUTES MIGHT NEED TO BE CUT !S DEVELOPMENT OCCURS AND THE -0/ GROWS SERVICE TO INTENSIlED EXISTING DEVELOPMENT AREAS AND NEWLY DE VELOPED AREAS THE TRADE OFFS BETWEEN NUMBER OF ROUTES FREQUENCY OF SERVICE AND SERVICE HOURS SHOULD BE EXAMINED 4O THE EXTENT POSSIBLE FREQUENCY OF SERVICE SHOULD BE INCREASED ON THE HIGHER DENSITY TRANSIT ROUTE CORRIDORS TO CAPTURE TRIPS THAT MIGHT HAVE TRADITION ALLY USED AUTOMOBILES NEW DEVELOPMENT OCCURS EXTENDED OR NEW SERVICES SHOULD BE CONSIDERED WHEN DENSITIES WARRANT "ECAUSE /PTION PROVIDES SUPERIOR SERVICE AND REDUCED COSTS PER RIDER THAN /PTION THE IMPLEMEN TATION STRATEGY IS BASED ON TRYING TO MOVE TOWARD THE /PTION TRANSIT NETWORK 4HE MOST IMPORTANT PRIORITIES WOULD INVOLVE s 2ELOCATING THE TRANSIT CENTER WESTWARD TO THE VICINITY OF "UTLER !VENUE AND -AIN 3TREET AND s 2ESTRUCTURING THE TWO CURRENT lXED ROUTE ONE DIRECTIONAL LOOPS TO SEVERAL lXED ROUTES OPERAT ING BI DIRECTIONALLY !S A STARTING POINT MINUTE HEADWAYS CAN BE SET FOR ALL OF THE lXED ROUTES /VER TIME AS RIDERSHIP BUILDS AND MORE FUNDING BECOMES AVAILABLE HEADWAYS CAN BE SHORTENED TO MINUTES FOR ROUTES WITH THE HIGHEST PRODUCTIVITY /NCE THESE CORE lXED ROUTE SERVICES ARE ES TABLISHED THE "LOOMlELD ,IMITED SHOULD BE CONSIDERED 4O ENSURE THAT THE MULTI MODAL NEEDS OF THE COMMU NITY ARE MET A NUMBER OF BROAD POLICIES AND ACTIONS ARE NEEDED 4HESE ACTIONS AND POLICIES BUILD ON THE SUCCESSES AND OPPORTUNITIES OF THE EXISTING SYSTEM AND ARE DESCRIBED BELOW -ONITOR AND MODIFY TRANSIT SERVICE IN RESPONSE TO FUTURE GROWTH CHANGES IN DEVELOPMENT PATTERNS AND USERS NEEDS %XAMINE THE POSSIBILITY OF RELOCATING 2ED !PPLES REGIONAL TRANSIT HUB TO A LOCATION WITHIN PROXIMITY OF &ARMINGTONS URBAN CORE $EVELOP PEDESTRIAN ACCESS STANDARDS THAT PROVIDE DIRECT AND CONTINUOUS ACCESS TO TRANSIT STOPS AND SAFE STREET CROSSINGS $EVELOP TRANSIT FRIENDLY ROADWAY IMPROVEMENT STANDARDS THAT ACCOMMODATE AND PROMOTE FAR SIDE INTERSECTION BUS TURNOUTS EFlCIENT TRANSIT OPERATIONS AND RIDER SAFETY AND COMFORT 2EQUIRE TRANSIT FRIENDLY ROADWAY DESIGN IN CONSTRUCTION OF NEW ROADWAYS AND RECONSTRUCTION OF EXISTING ROADWAYS 42!.3)4 !#4)/. $%6%,/0 ! ,/.' 4%2- 42!.3)4 &5.$).' 342!4%'9 %STABLISH A LONG TERM FUNDING COMMITMENT FOR THE EXPANSION OF 2ED !PPLE 4RANSIT TO IMPLEMENT THE PRO POSED 4RANSIT 6ISION 0LAN ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN "ICYCLE 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN ")#9#,% 0,!. 4HE BICYCLE IS A HEALTHY ALTERNATIVE TO THE AUTOMOBILE FOR MANY TRIPS )T CAN ALSO PLAY AN IMPORTANT ROLE IN HELPING THE CITY TO REDUCE CONGESTION IMPROVE AIR QUALITY AND DEVELOP A MORE BALANCED TRANSPORTATION SYSTEM 4HE RECOMMENDATIONS OF THE -ETROPOLITAN 4RANSPORTATION 0LAN PROPOSE IMPROVEMENTS TO EXISTING STREET AND TRAIL FACILITIES AND DEVELOPMENT OF AN EXPANDED SYSTEM OF BICYCLE FRIENDLY ROADS AND TRAILS FOR THE &ARMINGTON -0/S FUTURE !S A VITAL COMPONENT OF THE TRANSPORTATION SYSTEM IN THE REGION BICYCLES PROVIDE BOTH COMMUTER AND RECREATIONAL TRANSPORTATION !LTERNATIVES !NALYSIS &ACILITY NEEDS IDENTIlED IN THE "ICYCLE 0LAN ARE BASED ON GENERAL PRINCIPLES OF SAFE AND CONVENIENT BICYCLING AS WELL AS SPECIlC LOCATION NEEDS FOR VARIOUS SITUATIONS IN THE &ARMINGTON -0/ 4HESE CAN BE SUMMARIZED AS FOLLOWS 3AFETY AND #ONVENIENCE 7HICHEVER ROUTE A CYCLIST MAY CHOOSE OR NEED TO USE THAT ROUTE SHOULD BE AS SAFE AS POSSIBLE FOR BICYCLING )SSUES MAY INCLUDE HAZARDS EG DRAINAGE GRATES OVERHEAD OBSTRUCTIONS ETC LIGHTING VEHICULAR CON mICTS OR CONmICTS WITH OTHER USERS 2OUTES SHOULD ALSO PROVIDE ACCESS TO VARIOUS DESTINATIONS BY A REASONABLY DIRECT MEANS #ONNECTIONS "ETWEEN $ESTINATIONS 4HE TYPICAL CYCLIST REQUIRES SAFE AND CONVENIENT ACCESS TO CONNECT THEIR RESIDENCE WITH SCHOOL EMPLOYMENT OR ENTERTAINMENT AND SHOPPING DESTINATIONS 4HESE LINKAGES MUST PROVIDE SAFE ACCESS ACROSS HIGH VOLUME ARTERIAL STREETS /PTIONS $IFFERENT LEVELS OF CYCLISTS FEEL COMFORTABLE ON DIFFERENT TYPES OF FACILITIES 3OME CYCLISTS HAVE DIFFERENT ACCESS REQUIREMENTS TO VARIOUS LOCATIONS AT VARYING TIMES OF DAY -AXIMUM mEXIBILITY IS IMPORTANT IN ACCESSING ALL PARTS OF THE COMMUNITY 3IGNAGE 4HE BICYCLIST REQUIRES CLEAR AND CONSISTENT SIGNS TO MARK BICYCLE FACILITIES 4HESE SIGNS NOT ONLY ASSIST THE CYCLIST IN CHOOSING THE MOST APPROPRIATE ROUTE BUT ALSO ALERT THE MOTORIST TO THE PRESENCE OF CYCLISTS THEREBY INCREASING SAFETY -APS ORDER TO TRANSMIT THIS INFORMATION TO THE COMMU NITY THE SHOULD DEVELOP A MAP OF EXISTING AND PLANNED BICYCLE ROUTES LANES AND PATHS WHICH WOULD ALSO PROVIDE SAFETY AND RELATED INFORMATION 4HE -0/ SHOULD DISSEMINATE THESE MAPS TO SCHOOLS RECREATION CENTERS LIBRARIES AND OTHER LOCATIONS "ICYCLE 0ARKING "ICYCLE PARKING NEEDS INCLUDE THE FOLLOWING s 4HE DOWNTOWN AREA SHOULD HAVE AN ADEQUATE AMOUNT OF DEDICATED SECURE BICYCLE PARKING s 3AFE AND SECURE BICYCLE PARKING SHOULD BE PROVIDED AS NECESSARY IN #ITY PARKS SPECIALLY WHERE HIGH USE IS ANTICIPATED AT SCHOOLS LIBRARIES RECREATIONAL CENTERS OTHER PUBLIC BUILDINGS ACTIVITY CENTERS AND ALONG ACTIVITY CORRIDORS ---PAGE BREAK--- "ICYCLE 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD -AIN ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS 0I×ON (ILLS -AIN !ZTEC "LANCO $AM ).3%4 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND )DFLOLW\7\SH :LGH6KRXOGHUV %LF\FOH/DQH %LF\FOH5RXWH %LF\FOH3DWK % . 7 3 "UTLER 3OUTHSIDE 2IVER -AIN #OLLEGE !PACHE TH 0I×ON (ILLS TH $USTIN -URRAY -AIN "ROWNING /D3ODWD5LYHU 6DQ-XDQ5LYHU ---PAGE BREAK--- "ICYCLE 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN !NCILLARY &ACILITIES 4O EFFECTIVELY USE THE BICYCLE AS A TRANSPORTATION MODE THE CYCLIST REQUIRES FACILITIES IN ADDITION TO ROUTES AND PARKING #OMMUTER CYCLISTS REQUIRE SHOWERS AND LOCKERS AT THEIR PLACE OF EMPLOYMENT /THER NEEDED ANCILLARY FACILITIES INCLUDE ACCESS TO OTHER PUBLIC TRANSIT MODES BUSES CARPOOLS ETC AND REST AREAS WITH WATER AT SUITABLE INTERVALS OR LOCATIONS 2ECOMMENDED 0LAN #URRENT AND FUTURE BICYCLE FACILITIES IN THE &ARMINGTON -0/ MUST PROVIDE FACILITIES FOR USE BY VARIOUS USERS 4HESE PATHS LANES AND ROUTES SERVE BOTH COMMUTER AND RECREATIONAL BICYCLISTS #OMMUTER CYCLISTS MIGHT USE THEIR BICYCLES DAILY FOR WORK AND SHOPPING TRIPS AND VIEW THEIR BICYCLES AS VEHICLES 2ECREATIONAL BICYCLISTS TEND TO RIDE THEIR BICYCLES ON A MORE OCCASIONAL BASIS SEEK ATTRACTIVE AND SAFE ROUTES AND VIEW THEIR BICYCLES AS RECREATIONAL AND EXERCISE EQUIPMENT 2ECOM MENDED "ICYCLE 0LAN IS PRESENTED IN lGURE 3EVERAL DIFFERENT TYPES OF FACILITIES ARE IDENTIlED WIDE SHOULDERS ALONG 3TATE HIGHWAYS BICYCLE LANES ALONG SELECT URBAN STREETS BICYCLE ROUTE DESIGNATION ALONG SUBURBAN AND RURAL ROADS AND AN OFF STREET BICYCLE PATH SYSTEM 4HE PLAN PRESENTS BOTH A SYSTEM OF REGIONAL RECREATIONAL BICYCLE PATHS AND A SYSTEM OF ON STREET LANES AND ROUTES FOR BICYCLE TRIPS 5SING THE TRAVEL DEMAND MODEL TRIPS OF lVE MILES OR LESS A REASONABLE AND TYPICAL TRIP MADE BY BICYCLE WERE ANALYZED ON ROADS WITHIN THE "ICYCLE 0LAN 0OTENTIAL BICYCLE FACILITIES WERE THEN PRIORITIZED BASED ON THE EXPECTED NUMBER OF THESE hSHORT TRIPSv )N THIS WAY THE FACILITIES MOST LIKELY TO BE USED BY BICYCLISTS RECEIVE A HIGHER PRIORITY THAN OTHER FACILITIES 4HESE PRIORITIES ARE SHOWN IN lGURE -AIN "LOOMFIELD -AIN ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS 0I×ON (ILLS -AIN !ZTEC "LANCO $AM ).3%4 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND +LJK3ULRULW\ /RZ3ULRULW\ % . 7 3 "UTLER 3OUTHSIDE 2IVER -AIN #OLLEGE !PACHE TH 0I×ON (ILLS TH $USTIN -URRAY -AIN "ROWNING /D3ODWD5LYHU 6DQ-XDQ5LYHU ---PAGE BREAK--- "ICYCLE 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN )MPLEMENTATION 4O ENSURE THAT THE MULTI MODAL NEEDS OF THE COMMU NITY ARE MET A NUMBER OF BROAD POLICIES AND ACTIONS ARE NEEDED 4HESE ACTIONS AND POLICIES BUILD ON THE SUCCESSES AND OPPORTUNITIES OF THE EXISTING SYSTEM AND ARE DESCRIBED BELOW 4HESE RECOMMENDATIONS INCLUDE THE FOLLOWING s )NCLUDE BIKE LANES OR ROUTES IN THE DESIGN OF ALL NEW FACILITIES OR MAJOR IMPROVEMENT s %STABLISH A DEDICATED FUNDING PLAN TO IMPLEMENT THE BICYCLE VISION PLAN AND FOR MAINTENANCE OF THESE FACILITIES s 0RIORITIZE AND IMPLEMENT CRITICAL SEGMENTS THAT PROVIDE CONTINUITY FOR THE SYSTEM AND PROVIDE CONNECTIONS TO MAJOR ACTIVITY CENTERS SCHOOLS 3AN *UAN #OLLEGE ETC s %VALUATE THE RECOMMENDED BICYCLE CORRIDORS FOR OPPORTUNITIES TO PROVIDE BICYCLE LANES ROUTES OR TRAILS 3TANDARDS AND GUIDELINES SHOULD BE ADOPTED THAT s $EVELOP MINIMUM BICYCLE STANDARDS AND GUIDE LINES FOR ALL NEW ROADWAYS AND RECONSTRUCTION OF EXISTING ROADWAYS AND s %XPLORE OPPORTUNITIES TO NARROW EXISTING RAVEL LANES IN ORDER TO ACCOMMODATE BIKE LANES s )NCORPORATE PRIVATE DEVELOPMENT STANDARDS BY PROVIDING BICYCLE FACILITIES CONNECTING TO KEY DESTINATIONS SUCH AS SCHOOLS PARKS TRAILS AND ACTIVITY CENTERS 0ROJECT PRIORITIES IN THE REGIONS 4RANSPORTATION )MPROVEMENT 0ROGRAM SHOULD BE ADJUSTED ANNUALLY TO REmECT AVAILABLE FUNDING 4HE -0/ 4ECHNICAL #OM MITTEE SHOULD PRIORITIZE BICYCLE IMPROVEMENTS AND EXPENDITURES ANNUALLYY ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN 0EDESTRIAN 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 7ALKING IS AN ESSENTIAL PART OF OUR DAILY ACTIVITIES WHETHER IT BE TRIPS TO WORK SHOP SCHOOL OR PLAY /FTEN PEDESTRIAN FACILITIES ARE OVERLOOKED OR MERELY ADDED ONTO STREET IMPROVEMENT PROJECTS (OWEVER TO PRESERVE AND ENHANCE THE QUALITY OF LIFE IN THE URBANIZED AREAS OF THE REGION CONSISTENT MAINTENANCE OF THE EXISTING PEDESTRIAN SYSTEM AND ADDITIONAL FACILITIES ARE NEEDED $EVELOPMENT OF A CONTINUOUS EFlCIENT PEDESTRIAN SYSTEM IN THE &ARMINGTON -0/ IS DEPENDENT ON MANY FACTORS MOST NOTABLY s THE LOCATION OF EXISTING AND ANTICIPATED ACTIVITY AREAS AND DISTRICTS s PROGRAMS TO RETROlT ESTABLISHED SECTIONS OF TOWN WITH PEDESTRIAN ORIENTED ACTIVITIES s DESIGN STANDARDS AND REQUIREMENTS FOR NEW DEVELOPMENT s DESIRED PEDESTRIAN LEVELS OF SERVICE s FUNDING FOR PEDESTRIAN IMPROVEMENTS AND s !MERICANS WITH $ISABILITIES !CT !$! REQUIREMENTS 0EDESTRIAN ,EVELS OF 3ERVICE )F THE -0/ DESIRES A MULTI MODAL TRANSPORTATION SYSTEM THEN THERE NEEDS TO BE SOME WAY TO ASSESS CAPITAL AND LAND DEVELOPMENT PROJECTS TO DETERMINE WHETHER THESE IMPROVEMENTS ENHANCE THE PEDESTRIAN EXPERIENCE OR IMPACT PEDESTRIAN MOBILITY .ATIONAL EXAMPLES OF PEDES TRIAN NETWORK PERFORMANCE MEASUREMENTS ARE LIMITED BUT INCLUDE THE #ITY OF &ORT #OLLINS #OLORADO 0EDESTRIAN 0LAN AND THE +ANSAS #ITY -ISSOURI 7ALKABILITY 0LAN &IGURE SHOWS THE RELATIONSHIP BETWEEN THE PEDES TRIAN SYSTEMS LEVEL OF SERVICE AND THE POTENTIAL DEMAND FOR PEDESTRIAN TRAVEL !REAS WITH HIGH POTENTIAL USE AND LOW SERVICE LEVELS SHOULD BE REGARDED AS THE HIGHEST PRIORITIES FOR PEDESTRIAN IMPROVEMENTS $IRECTNESS $ISTANCE IS CRITICAL TO THE WALKING TRIP !S AN EXAMPLE RESEARCH HAS CLOSELY CORRELATED TRANSIT USE TO DISTANCE .O MATTER HOW MANY BUSES MAY RUN UP AND DOWN AN ARTERIAL RIDERSHIP WILL BE LOW UNLESS THE PEDESTRIAN DISTANCE TO AND FROM ACTIVITIES AND BUS STOPS IS MINI MIZED 4HE MEASURE OF DIRECTNESS IS SIMPLY HOW WELL A COMMUNITY PROVIDES DIRECT PEDESTRIAN CONNECTIONS TO DESTINATIONS SUCH AS TRANSIT STOPS SCHOOLS PARKS COM MERCIAL CENTERS OR ACTIVITY AREAS 4HE GRID STREET PATTERN 0EDESTRIAN $EMAND 0EDESTRIAN 3YSTEM $IRECTNESS #ONTINUITY 3TREET #ROSSINGS 6ISUAL )NTEREST!MENITY 3ECURITY ---PAGE BREAK--- 0EDESTRIAN 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN IN WHICH A PEDESTRIAN CAN GO NORTH SOUTH EAST OR WEST TO EASILY GET TO A DESTINATION TYPIlES THE IDEAL SYSTEM WITH A HIGH LEVEL OF SERVICE 4HE COMMON CURVILINEAR RESIDENTIAL SUBDIVISION WHICH MAY HAVE CUL DE SACS THAT BACK UP AGAINST A COMMERCIAL CENTER TRANSIT STOP SCHOOL OR PARK BUT DO NOT HAVE DIRECT CONNECTIONS AND INSTEAD REQUIRE A CIRCUITOUS ROUTE WILL DETER POTENTIAL PEDESTRIANS 4HESE AREAS HAVE LOWER SERVICE LEVELS #ONTINUITY #ONTINUITY IS A MEASURE OF THE COMPLETENESS OF THE SIDEWALK SYSTEM AND AVOIDANCE OF MISSING SEGMENTS )N THE HIGHEST LEVEL OF SERVICE THE PEDESTRIAN SIDEWALK APPEARS AS A SINGLE ENTITY WITHIN A MAJOR ACTIVITY AREA OR PUBLIC SPACE (IGH LEVEL PEDESTRAIN FACILITIES ALSO PROVIDE A QUALITY CONTINUOUS STRETCH OF PEDESTRIAN NETWORK THAT IS PHYSICALLY SEPARATED FROM OTHER MODES -ID LEVEL PEDESTRIAN FACILITIES PROVIDES A CONTINUOUS PEDESTRIAN NETWORK ON BOTH SIDES OF EACH STREET BUT THEY MAY VARY IN CHARACTER AND DESIGN 4HE LOW LEVEL PEDESTRIAN SERVICE IS WHEN THERE IS A COMPLETE BREAKDOWN IN THE PEDESTRIAN mOW AND EACH PEDESTRIAN SELECTS A DIFFERENT ROUTE BECAUSE NO PEDESTRIAN NETWORK EXISTS 3TREET #ROSSINGS 3TREET CROSSINGS MAY BE THE !CHILLES HEEL OF THE PEDESTRI AN SYSTEM "ECAUSE STREET CROSSINGS PLACE THE PEDESTRIAN IN THE MIDDLE OF THE STREET AND EXPOSED TO POTENTIAL CONmICTS WITH AUTOMOBILES THE MEASUREMENT OF A STREET CROSSING BECOMES VERY COMPLEX AND THE ACHIEVEMENT OF A HIGH LEVEL OF SERVICE REQUIRES SIGNIlCANT INVEST MENT )MPROVEMENTS SUCH AS CROSSWALKS PEDESTRIAN COUNT DOWN SIGNAL HEADS RAISED MEDIAN REFUGE ISLANDS AND STREET LIGHTING CAN IMPROVE THE PEDESTRIAN SAFETY AT INTERSECTIONS 6ISUAL )NTEREST AND !MENITY 4O PROMOTE PEDESTRIAN ACTIVITY IN AN ACTIVITY AREA THE PEDESTRIAN SYSTEM NEEDS TO BE AESTHETICALLY APPEALING 4HE ATTRACTIVENESS OF THE PEDESTRIAN NETWORK CAN RANGE FROM VISUALLY ATTRACTIVE WITH ENHANCEMENTS LIKE STREET LIGHTING FOUNTAINS AND BENCHES TO AN EXPERIENCE OF DISCOMFORT AND INTIMIDATION ASSOCIATED WITH THE ABSENCE OF AMENITIES 3ECURITY 0EDESTRIANS REQUIRE A SENSE OF SECURITY BOTH THROUGH VISUAL LINE OF SIGHT WITH OTHERS AND SEPARATION FROM VEHICLES 3TREET LIGHTING IS ALSO IMPORTANT FOR WALKING AT NIGHT (IGH ,OW $)2%#4.%33 ---PAGE BREAK--- 0EDESTRIAN 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 0EDESTRIAN $ISTRICTS AND !REAS !LTHOUGH THESE PEDESTRIAN DESIGN CONSIDERATIONS CAN BE APPLIED THROUGHOUT THE REGION THE NEED WILL VARY BY THE TYPE OF ACTIVITY AREA !S AN EXAMPLE A HIGH PEDESTRIAN PERFORMANCE LEVEL WILL BE OF GREATER IMPORTANCE IN THE DOWNTOWN THAN IN OUTLYING LOWER DENSITY SUBDIVISIONS WITH LIGHT VEHICULAR AND PEDESTRIAN TRAFlC 4HE FOLLOW ING ACTIVITY AREAS TO WHICH DIFFERENTIAL PERFORMANCE STANDARDS WOULD BE APPLIED ARE PROPOSED 0EDESTRIAN $ISTRICTS 4HE PRIMARY AREAS WITHIN THE &ARMINGTON THAT QUALIFY AS PEDESTRIAN DISTRICTS INCLUDE DOWNTOWN &ARMINGTON !ZTEC AND "LOOMlELD AND THE 3AN *UAN #OLLEGE #AMPUS AREA 4HESE AREAS INCLUDE LOCATIONS THAT RESIDENTS CONSIDER AS PLACES TO GO WALK AROUND SHOP EAT STUDY OR CONDUCT BUSINESS 0EDESTRIAN STANDARDS SHOULD BE HIGH IN THE DOWNTOWN PEDESTRIAN DISTRICT )N ADDITION TO THE NEED FOR DIRECT CONTINUOUS SIDEWALKS WHERE IT IS SAFE TO CROSS THE STREET THIS AREA REQUIRES HIGHER LEVELS OF VISUAL INTEREST AND AMENITIES TO ATTRACT RESIDENTS AND VISITORS &UTURE PEDESTRIAN DISTRICTS COULD BE ADDED TO THIS DESIGNATION WHERE THERE ARE PLANNED FUTURE MIXED USE ACTIVITY AREAS AND DISTRICTS #OMMERCIAL #ENTERS 4HESE AREAS TEND TO BE LOCATED ALONG ARTERIALS AND AGGREGATED AT VARIOUS LOCATIONS ALONG THE CORRIDOR PARTICULARLY WHERE MAJOR ARTERIALS INTERSECT )N THE PAST THESE LOCATIONS HAVE BEEN MORE OF THE STRIP COMMERCIAL AND h,v SHAPED NEIGHBORHOOD SHOPPING CENTER STYLE DEVELOPMENTS WHICH PROVIDE RELATIVELY POOR PEDES TRIAN ENVIRONMENTS &UTURE GOALS INCLUDE IMPROVING THE DIRECTNESS AND SAFETY OF THE PEDESTRIAN NETWORK TO FROM AND WITHIN THESE LOCATIONS 3CHOOLS 7HEREAS IT IS NOT NECESSARILY CRITICAL FOR ROUTES TO SCHOOLS TO BE PICTURESQUE AND VISUALLY CAPTIVATING THERE ARE BASIC PEDESTRIAN NEEDS FOR THE STUDENT INCLUDING A SAFE AND SECURE CONTINUOUS SIDEWALK WITH SAFE STREET CROSSINGS AND DIRECT CONNECTIONS TO NEIGHBORHOODS 4O THAT END THE #ITY OF &ARMINGTON HAS ADOPTED A 3AFE 2OUTES TO 3CHOOL PROGRAM 4RANSIT #ORRIDORS "OTH ENDS OF ALL TRANSIT TRIPS ARE TYPICALLY PEDESTRIAN TRIPS 4HE MOST CRITICAL ELEMENTS FOR PEDESTRIANS IN TRANSIT CORRIDORS ARE DIRECT AND SAFE CONNECTIONS AND SAFE PAVED LIGHTED AND POSSIBLY SHELTERED BUS STOPS /THER !REAS !LTHOUGH ALL OTHER AREAS WITHIN THE CITY SHOULD HAVE SAFE SECURE AND REASONABLY DIRECT PEDESTRIAN CONNEC TIONS THE CRITICAL PEDESTRIAN TRIP MAKING CHARACTERIS TICS OF THESE AREAS ARE NOT AS CRITICAL AS THE FOUR AREAS MENTIONED ABOVE )MPLEMENTATION 4O ENSURE THAT THE MULTI MODAL NEEDS OF THE COMMU NITY ARE MET A NUMBER OF BROAD POLICIES AND ACTIONS ARE NEEDED 4HESE ACTIONS AND POLICIES BUILD ON THE SUCCESSES AND OPPORTUNITIES OF THE EXISTING SYSTEM AND ARE DESCRIBED BELOW 4HE REGIONS 4ANSPORTATION )MPROVEMENT 0ROGRAM SHOULD BE ADJUSTED ANNUALLY TO REmECT TARGETED PEDES TRIAN IMPROVEMENTS BASED ON INPUT FROM THE 4ECHNICAL #OMMITTEE ---PAGE BREAK--- 0EDESTRIAN 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 0%$%342)!. !#4)/. 342%%4 $%3)'. 34!.$!2$3 $EVELOP MINIMUM PEDESTRIAN STANDARDS AND GUIDELINES FOR ALL NEW ROADWAYS AND RECONSTRUCTION OF EXISTING ROADWAYS 4HESE STANDARDS SHALL INCLUDE STREET CROSSING TREATMENTS SIDEWALK DESIGN AND LANDSCAPING 0%$%342)!. !#4)/. 0%$%342)!. 34!.$!2$3 &/2 .%7 $%6%,/0-%.43 $EVELOP PUBLIC AND PRIVATE DEVELOPMENT STANDARDS FOR PROVIDING PEDESTRIAN FACILITIES THAT CONNECT THE DEVEL OPMENT TO KEY DESTINATIONS AND ACTIVITY CENTERS 4HESE STANDARDS SHOULD ALSO INCLUDE SIDEWALKS ON BOTH SIDES OF ALL ROADWAYS WHERE VOLUMES EXCEED VEHICLES PER DAY IN URBAN AREAS ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN )NTERMODAL #ONNECTIONS -ETROPOLITAN 4RANSPORTATION 0LAN !IR TRUCK AND INTER CITY BUS INDUSTRIES ARE ESSENTIAL COM PONENTS IN THE LOCAL ECONOMY AND PLAY A FUNDAMENTAL ROLE IN THE &ARMINGTON TRANSPORTATION SYSTEM 4HE 0LANS MODAL SYSTEM PLANS REPRESENT A COMPREHENSIVE EFFORT TO BUILD A MULTI MODAL TRANSPORTATION SYSTEM BUT AD DITIONAL EFFORTS ARE NECESSARY TO MAINTAIN THE ECONOMIC COMPETITIVENESS AND ATTRACTIVENESS OF THE REGION 3INCE MANY OF THESE PLANNING ELEMENTS INVOLVE PRIVATE SECTOR ENTITIES IT IS IMPERATIVE TO INVOLVE THEM IN THE PLANNING PROCESS &REIGHT #OORDINATION WITH PRIVATE FREIGHT TRANSPORTATION PRO VIDERS EITHER THROUGH A TASK FORCE OR SOME OTHER MEANS CAN PROVIDE THE -0/ WITH A WEALTH OF INFORMATION IF DONE PROPERLY 0RIVATE COMPANIES ARE OFTEN HESITANT TO PROVIDE GOVERNMENT ENTITIES WITH PROPRIETARY INFORMA TION (OWEVER THROUGH THEIR INVOLVEMENT THEY MAY SEE THE VIRTUE IN SHARING DATA ESPECIALLY IF IT RESULTS IN IM PROVEMENTS TO THE TRANSPORTATION SYSTEM THAT INCREASE FREIGHT MOVEMENT POTENTIAL &REIGHT PROVIDERS TEND TO BE VERY KNOWLEDGEABLE ABOUT THE BOTTLENECKS IN THE SYSTEM THAT HINDER TRUCK AND OTHER VEHICLE MOVEMENTS )N ADDITION THEY MAY BE AWARE OF SIGNAL TIMING SIGNAGE OR GEOMETRIC EG TURNING RADII DElCIENCIES IN THE SYSTEM 7ITH THEIR INVOLVEMENT THE -0/ CAN DEVELOP A DETAILED LIST OF IMPROVEMENT NEEDS AND INCORPORATE THEM INTO THE TRANSPORTATION IMPROVE MENT PROGRAM 4)0 FOR IMPLEMENTATION 7HILE LONG RANGE FREIGHT PLANNING IS NECESSARY SHORT TERM RESULTS ARE ALSO IMPORTANT IN ENGAGING AND MAINTAINING INTEREST FROM FREIGHT PROVIDERS &REIGHT MOVEMENTS INVARIABLY IMPACT LAND USES ESPE CIALLY ALONG THE CORRIDORS UTILIZED BY TRUCK TRAFlC 4HE LEVEL OF IMPACT IS OFTEN INTENSIlED WHEN SENSITIVE RE CEPTORS SUCH AS NEIGHBORHOODS SCHOOLS PARKS AND SO FORTH OCCUR ALONG THESE HIGH TRAFlC ROUTES 0ROPER LONG RANGE PLANNING AND COORDINATION WITH APPROPRIATE LAND USE PLANNERS CAN SERVE TO ALLEVIATE THESE IMPACTS 4HIS MAY INCLUDE PERIODIC DESIGNATION AND UPDATE OF TRUCK ROUTES IMPLEMENTATION OF ADDITIONAL LIMITED ACCESS ROADWAY FACILITIES AND OTHER TECHNIQUES )MPLEMENTATION 7ITH THE PREVIOUS DISCUSSION IN MIND THE FOLLOWING ACTIONS AND POLICIES WILL ENSURE THAT INTERMODAL TRANS PORTATION PLANNING WILL OCCUR IN THE &-0/ AREA -OST OF THESE ACTIONS TAKE INTO ACCOUNT THE NEED TO WORK WITH THE PRIVATE FREIGHT MOVING COMPANIES TO ENABLE THE BEST INTERMODAL SYSTEM IS IN PLACE IN &ARMINGTON ).4%2-/$!, !#4)/. #//2$).!4% &2%)'(4 )335%3 4HE SHOULD WORK WITH FREIGHT TRANSPORTATION COMPANIES OPERATING IN THE REGION TO IDENTIFY SPECIlC DElCIENCIES IN THE TRANSPORTATION SYSTEM THAT HINDERS FREIGHT MOVEMENTS AND TO INCORPORATE DESIGN ELEMENTS FOR LARGE TRUCKS IN ROADWAY PLANNING AND DESIGN )N ADDITION COORDINATION WITH .-$/4 ON FREIGHT ISSUES COULD PROVIDE INCREASED INFORMATION REGARDING FREIGHT mOWS AND IMPROVEMENT NEEDS 4O THE EXTENT POSSIBLE HEAVY TRUCK TRAFlC SHOULD BE SEPARATED FROM LIGHT VEHICLE TRAFlC AND SENSITIVE LAND USES EG NEIGHBORHOODS SCHOOLS PARKS ETC )NDUS TRIAL LAND USES SHOULD BE ISOLATED FROM RESIDENTIAL AND COMMERCIAL AREAS ,AND USE PLANNING ACTIVITIES FOR AREAS NEAR THE AIRPORT SHOULD CAREFULLY CONSIDER NOISE AND OTHER IMPACTS SO THAT ONLY COMPATIBLE USES OCCUR ---PAGE BREAK--- )NTERMODAL #ONNECTIONS -ETROPOLITAN 4RANSPORTATION 0LAN $UE TO THEIR LARGE SIZE TRUCKS AND BUSES HAVE SPECIAL NEEDS FOR MOVING THROUGH THE TRANSPORTATION SYSTEM 2OADWAY AND ACCESS REQUIREMENTS FOR THESE VEHICLES SHOULD BE CONSIDERED IN THE DESIGN OF INTERSECTIONS AND INTERCHANGES 2OADS IN AND AROUND INDUSTRIAL AREAS SHOULD BE DESIGNED SPECIlCALLY FOR THE MOVEMENT OF LARGE TRUCKS 4RUCK ROUTES PROVIDE FREIGHT HAULERS WITH A NETWORK OF THE MOST EFlCIENT AND LEAST IMPACTING LOCATIONS FOR TRAVELING THROUGH THE &ARMINGTON REGION 0RIMARY TRUCK ROUTES SHALL BE ONLY ON 53 AND 3TATE FACILITIES AND ARE SHOWN IN lGURE !IR 4HE AIR NEEDS OF THE &ARMINGTON -0/ ARE SERVED BY TWO AIRPORTS 4HE &OUR #ORNERS 2EGIONAL !IRPORT SERVES THE COMMERCIAL AIRLINE NEEDS IN THE REGION AND ALSO HAS GENERAL AVATION OPERATIONS 4HE !ZTEC -UNICIPAL !IRPORT ALSO SERVES THE GENERAL AVIATION NEEDS OF THE REGION &OUR #ORNERS 2EGIONAL !IRPORT &OUR #ORNERS 2EGIONAL !IRPORT LOCATED IN WESTERN &ARMINGTON IS OWNED AND MANAGED BY THE #ITY OF &ARMINGTON #URRENTLY THE AIRPORT SERVES THE NEEDS OF THREE COMMERCIAL AIRLINES AND INCLUDES GENERAL AVIATION OPERATIONS AS WELL 4HOSE AIRLINES ACCOUNT FOR ELEVEN DAILY DEPARTURES FROM &ARMINGTON 4HE AIRPORT MAINTAINS THREE RUNWAYS TWO PAVED AND ONE GRADED LANDING STRIP 2UNWAY IS FEET LONG AND FEET WIDE 2UNWAY IS FEET LONG AND IS FEET WIDE 2UNWAY IS A GRADED CROSS WIND LANDING STRIP WHICH IS FEET LONG AND FEET WIDE 7HILE RUNWAYS AND CAN ACCOMMODATE TURBOPROP AIRCRAFT USE OF RUNWAY IS LIMITED TO ONLY THE SMALLEST AIRCRAFT SMALL WINGSPAN AND LOW AP PROACH SPEEDS SUCH AS #ESSNA S #ESSNA S AND SIMILAR AIRCRAFT -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO $AM 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ,EGEND 4RUCK 2OUTES % . 7 3 425#+ 2/54%3 lG ---PAGE BREAK--- )NTERMODAL #ONNECTIONS -ETROPOLITAN 4RANSPORTATION 0LAN 4HE AIRPORT TERMINAL IS APPROXIMATELY SQUARE FEET AND CONTAINS ONE DEPARTURE AND ONE ARRIVAL GATE AS WELL AS AIRLINE TICKET COUNTERS AND OFlCES RENTAL CAR COUNTERS AND OFlCES AND A RESTAURANT VACANT AS OF 3EPTEMBER 4HE AIRPORT ALSO HAS AIRCRAFT RESCUE AND lRE lGHTING SERVICES AIR TRAFlC CONTROL TOWER lXED BASED OPERATIONS FACILITIES AIRPORT MAINTENANCE BUILD INGS AND AIRCRAFT STORAGE AND MAINTENANCE BUILDINGS #OMMERCIAL AIRLINE SERVICE AT THE &OUR #ORNERS 2EGIONAL !IRPORT HAS DECLINED IN THE LAST DECADE FALLING FROM PASSENGERS SERVED ARRIVALS AND DEPARTURES PASSENGERS IN 4HIS DECLINE CAN BE ATTRIBUTED IN PART TO THE INCREASED COMPETITIVENESS OF AIRLINE FARES AND RESULTANT DIVERSION OF CUSTOMERS TO !LBUQUERQUE THE MOVE OF -ESA !IRLINES MAINTENANCE AND HEADQUARTERS FACILITIES FROM &ARMINGTON TO 0HOENIX AND THE EVENTS OF 3EPTEMBER 'ENERAL AVIATION OPERATIONS WERE ESTIMATED TO BE OPERATIONS IN THE YEAR OVER TWICE THE NUMBER OF OPERATIONS IN 4HE !IRPORT -ASTER 0LAN COMPLETED IN 3EPTEMBER RECOMMENDS IMPROVEMENTS TO THE RUNWAY FACILITIES TO ENSURE THAT APPROVED 2UNWAY 3ERVICE !REA REQUIREMENTS ARE MET 4HE RECOMMENDATIONS WOULD MAINTAIN THE LENGTH OF 2UNWAY AND DECREASE THE OVERALL LENGTH OF 2UNWAY 4HESE IMPROVEMENTS WOULD CONTINUE TO SUPPORT THE SEAT "EECHCRAFT TURBOPROP AIRCRAFT THAT CURRENTLY SERVE THE COMMERCIAL AIRLINE NEEDS AT THE &OUR #ORNERS 2EGIONAL !IRPORT 4HE !IRPORT -ASTER 0LAN ANTICIPATES THAT BY COM MERCIAL AIRLINE SERVICE WILL HAVE COMPLETELY CONVERTED TO JET SERVICE 4HIS WOULD REQUIRE A LONGER RUNWAY OR RUNWAYS IF COMMERCIAL SERVICE IS TO BE MAINTAINED AT THE AIRPORT 4HE MAXIMUM RUNWAY LENGTH POSSIBLE UTI LIZING THE EXISTING RUNWAYS WOULD BE PROXIMATELY FEET AT THE ALTITUDE OF &ARMINGTON WHEN OPERATING AT FULL CAPACITY 3EVERAL SMALLER REGIONAL JETS CAN OPERATE WITH A FOOT LONG RUNWAY BUT THEY ARE UNCOMMON IN THE 5NITED 3TATES 4HE !IRPORT -ASTER 0LAN CONTINUES THAT IF COMMERCIAL AIRLINE SERVICE IS TO BE SERVED IN &ARMINGTON IN THAT EITHER A NEW RUNWAY WILL NEED TO BE DEVELOPED OR THE AIRPORT RELOCATED 4HERE IS ROOM FOR THE AIRPORT TO EXPAND TO THE NORTH AND LAY OUT AN ACCEPTABLE FOOT AIRSTRIP ALIGNMENT 4HE PROPOSED ALIGNMENT WOULD REQUIRE THE ACQUISITION OF APPROXIMATELY ACRES OF LAND AND REALIGNMENT OF 0I×ON (ILLS "OULEVARD AND TH 3TREET )T ESTIMATES AN APPROXIMATE COST OF MILLION 4HE !IRPORT -ASTER 0LAN RECOMMENDS THAT A DETAILED PRELIMINARY ENGINEERING FEASIBILITY STUDY OF THE PRO POSED ALIGNMENT BE UNDERTAKEN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO $AM &OUR #ORNERS 2EGIONAL !IRPORT !ZTEC -UNICIPAL !IRPORT 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES % . 7 3 ---PAGE BREAK--- )NTERMODAL #ONNECTIONS -ETROPOLITAN 4RANSPORTATION 0LAN !ZTEC -UNICIPAL !IRPORT !ZTEC -UNICIPAL !IRPORT IS OWNED AND MANAGED BY THE #ITY OF !ZTEC AND IS LOCATED AT THE WESTERN EDGE OF THE !ZTEC 4HIS GENERAL AVIATION AIRPORT MAINTAINS TWO PAVED RUNWAYS 2UNWAY IS THE MAIN RUNWAY AND IS FEET LONG AND FEET WIDE 4HE CROSSWIND RUNWAY IS 2UNWAY WHICH IS FEET LONG AND FEET WIDE 2UNWAY HAS A RETRO REmECTIVE LANDING LIGHT SYSTEM WHICH IS VISIBLE FROM APPROXIMATELY MILES AWAY WHEN THE APPROACHING AIRCRAFT USES ITS LANDING LIGHTS 3ERVICES AVAILABLE AT THE AIRPORT INCLUDE PARKING TIE DOWNS AND FUEL LOW LEAD AND -O 'AS %IGHT AIRCRAFT ARE CURRENTLY BASED AT THE AIRPORT SIX SINGLE ENGINE AIRPLANES AND TWO ULTRALIGHTS !IRCRAFT OP ERATIONS AVERAGE TAKE OFFSLANDINGS PER WEEK WITH APPROXIMATELY OF THOSE BEING TRANSIENT OPERATIONS AND LOCAL GENERAL AVIATION ---PAGE BREAK--- #HAPTER .AME )N THIS #HAPTER &UTURE 'ROWTH -ETROPOLITAN 4RANSPORTATION 0LAN &INANCIAL 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN ! MAJOR COMPONENT OF THE -ETROPOLITAN 4RANSPORTATION 0LAN IS THE l NANCIAL ELEMENT 4HE PURPOSE OF THE l NAN CIAL ELEMENT IS TO BALANCE THE TRANSPORTATION PROJECTS RECOMMENDED FOR IMPLEMENTATION WITH THE RESOURCES OF THE COMMUNITY AVAILABLE TO BUILD AND MAINTAIN TRANS PORTATION FACILITIES AND SERVICES 6ISION 0LAN #OSTS &OR THE ROADWAY SYSTEM A SERIES OF NO BUILD AND VISIONING ALTERNATIVES WERE TESTED USING THE &ARMINGTON -0/ 4RAVEL $EMAND -ODEL 4HE NO BUILD SCENARIO PROVIDES INSIGHT INTO FUTURE ROADWAY NEEDS BY ASSUMING SOCIOECONOMIC EG POPULATION HOUSEHOLD AND EM PLOYMENT GROWTH BUT NO NEW ROADWAY CAPACITY 4HE VISIONING SCENARIOS WERE DEVELOPED TO ADDRESS THESE NEEDS "ASED ON THE EIGHTEEN PROJECTS IN THE 6ISION 0LAN RECOMMENDED FOR IMPLEMENTATION TOTAL IMPROVEMENT COSTS ARE ESTIMATED TO BE MILLION &ARMINGTON -0/ !VAILABLE &UNDING 7HEREAS THE TOTAL COST FOR THE 2OADWAY 6ISION 0LAN IS ESTIMATED AT APPROXIMATELY MILLION ACTUAL FUNDING WILL BE SIGNIl CANTLY LESS IS THEREFORE NECESSARY TO ESTIMATE WHAT LEVELS OF FUNDING MIGHT BE AVAILABLE AND WHAT PORTIONS OF THE 2OADWAY 6ISION 0LAN SHOULD BE IMPLEMENTED "ASED ON CURRENT ESTIMATES .EW -EXICO $EPARTMENT OF 4RANSPORTATION $ISTRICT IS ESTIMATED TO RECEIVE AP PROXIMATELY MILLION PER YEAR 4HIS WOULD EQUATE TO APPROXIMATELY MILLION DOLLARS FOR THE PERIOD THROUGH REVIEW OF THE $RAFT .EW -EXICO $EPARTMENT OF 4RANSPORTATION 3TATE 4RANSPORTATION )M PROVEMENT 0ROGRAM THE &ARMINGTON -0/ IS EXPECTED !S PART OF THE -40 DEVELOPMENT PROCESS IT IS NECESSARY TO ESTIMATE COSTS FOR EACH ALTERNATIVE )F DETAILED ENGINEERING COST ESTIMATES WERE AVAILABLE FOR PARTICULAR PROJECTS EITHER FROM LOCALITIES OR OTHER RELIABLE SOURCES THAT DATA WAS USED 7HERE ACCURATE AND RELIABLE COST DATA WAS NOT READILY AVAILABLE A COST ESTIMATION ROUTINE WAS USED BASED ON THE RESULTS OF THE TRAVEL DEMAND MODEL 4HESE ROADWAY COSTS WERE DEVELOPED BY ANALYZING THE RESULTS OF THE TRAVEL DEMAND MODEL TAKING INTO CONSIDERATION THE INDIVIDUAL CHARACTERISTICS OF THE RECOMMENDED ROADWAY NETWORK 4HESE PLANNING LEVEL CONSTRUCTION COSTS INCLUDE ESTIMATED LOCAL COSTS OF CONSTRUCTION BASED ON THE PROJECTED ROADWAY TYPE AS WELL AS THE ESTIMATED LEVEL OF EFFORT REQUIRED FOR UTILITY RELOCATION ACCESS MAINTENANCE TERRAIN DRAINAGE RIGHT OF WAY ACQUISITION STORMWATER POLLUTION PREVENTION PROJECT MANAGEMENT AND CONSTRUCTION CONTINGENCIES (OW DO YOU ESTIMATE PROJECT COSTS ---PAGE BREAK--- &INANCIAL 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 6ISION 0LAN 2ANKING AND &INANCIALLY #ONSTRAINED &UNDING ,EVEL lG ---PAGE BREAK--- &INANCIAL 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN -AIN "LOOMFIELD "UTLER 3OUTHSIDE -AIN #OLLEGE ,IGHT 0LANT !PACHE .AVAJO "ROADWAY 3AIZ &OOTHILLS TH 0I×ON (ILLS -AIN !ZTEC TH 2IVER "LANCO 'DP 6DQ-XD Q5LYHU /D3ODWD5LYHU /D3ODWD5LYHU 6DQ-XD Q5LYHU 6DQ-XD Q5LYHU &ARMINGTON "LOOMFIELD !ZTEC -ILES ( 1 : 6 ,EGEND 0RIORITY -IDDLE 4IER 4OP 4IER ,OW 4IER ---PAGE BREAK--- &INANCIAL 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN TO RECEIVE APPROXIMATELY PERCENT OF THE AVAILABLE $ISTRICT FUNDING )F EXTRAPOLATED OVER THE YEAR PLAN NING HORIZON PERIOD THIS WOULD EQUATE TO A POTENTIAL FUNDING BUDGET OF MILLION &INANCIALLY #ONSTRAINED 0LAN ORDER TO DETERMINE WHICH OF THE 2OADWAY 6ISION 0LAN PROJECTS SHOULD BE INCLUDED IN THE &INANCIALLY #ON STRAINED 0LAN EACH ALTERNATIVE WAS EVALUATED AGAINST THE NINE OBJECTIVES OF THE -40 PREVIOUSLY DEVELOPED %CONOMIC 6ITALITY 3AFETY AND 3ECURITY !CCESSIBILITY -OBILITY AND #ONGESTION %NVIRONMENT )NTEGRATION AND #ONNECTIVITY 0RESERVATION %FlCIENCY AND 4ECHNOLOGY &UNDING AND #OSTS -ULTI MODAL AND ,AND $EVELOP MENT 0OLICIES 4HE INDIVIDUAL OBJECTIVE RANKINGS WERE THEN COMBINED INTO ONE COMPOSITE RANKING ALLOWING THE INDIVIDUAL ALTERNATIVES TO BE PRIORITIZED &IGURE SHOWS THE PROJECTS IN RANK ORDER AND GROUPED BY PRIOR ITY TIER SO THAT THEY CAN BE CONSTRUCTED WHEN FUNDING BECOMES AVAILABLE 4HE ALTERNATIVES ARE SHOWN IN &IGURE WITH THE HIGHEST RANKED ALTERNATIVES SHOWN IN GREEN THE MIDDLE TIER ALTERNATIVES SHOWN IN ORANGE AND THE LOWER TIER ALTERNATIVES SHOWN IN RED 3INCE THE 5NITED 3TATES &EDERAL (IGHWAY !DMINISTRA TION &(7! DETERMINES .EW -EXICOS TRANSPORTATION FUNDING LEVEL AND THE .EW -EXICO $EPARTMENT OF 4RANSPORTATION DETERMINES THE FUNDING LEVELS BY BOTH $ISTRICT AND AREAS WITHIN THE $ISTRICT THE RANKING WILL PROVIDE A GUIDE AS TO WHICH IMPROVEMENTS ARE INCLUDED IN THE &INANCIALLY #ONSTRAINED 0LAN THE &ARMINGTON FUNDING LEVEL OF MILLION IS REALIZED THEN THERE WOULD BE SUFlCIENT FUNDS TO IMPLEMENT THE lRST OF THE PROJECTS IDENTIlED IN THE 2OADWAY 6ISION 0LAN 4HIS WOULD INDICATE THAT THERE WOULD BE SUFlCIENT FUNDS TO IMPLEMENT THE &ARMINGTON -0/S 4OP 4IER PROJECTS AND THE MAJORITY OF THE -IDDLE 4IER PROJECTS 4HE REMAINING -IDDLE 4IER PROJECTS AND THE ,OWER 4IER PROJECTS WOULD REQUIRE ADDITIONAL FUNDS THROUGH &(7! AND .-$/4 OR LOCAL FUNDS !CCORDING TO THE $RAFT 34)0 A PORTION OF 0ROJECT 53 AND 0ROJECT .- HAS PARTIAL FUNDING FOR THE NEXT SIX YEARS #OMPLETION OF THESE TWO PROJECTS BASED ON ANTICIPATED FUNDING LEVELS WOULD BE WITHIN THE TO YEAR TIMEFRAME )T SHOULD ALSO BE NOTED THAT SYSTEM PRESERVATION OPERA TIONSMAINTENANCE INCLUDING )NTELLIGENT 4RANSPORTATION 3YSTEM SHOULD BE INCLUDED IN THE &INANCIALLY #ON STRAINED 0LAN #ANDIDATE PROJECTS WOULD INCLUDE 0ROJECT n #ITY OF &ARMINGTON 3IGNAL 4IMING )MPROVEMENTS 0ROJECT OPERATIONAL IMPROVEMENTS FROM "ROWNING TO 0INON (ILLS AND 0ROJECT TRAVEL LANE AND PARKING CHANGES FOR 53 IN !ZTEC !DDITIONALLY THE SHOULD PURSE OTHER FUNDING OPTIONS INCLUDING FROM LOCALITIES AND OTHER STATE FUNDS IN ORDER TO AUGMENT THE AVAILABLE REVENUE AND ALLOW MORE PROJECTS TO BE CONSTRUCTED 4RANSIT #OSTS 4RANSIT COSTS INCLUDE BOTH CAPITAL AND OPERATING COSTS 2ED !PPLE CURRENTLY HAS A mEET OF TWO &ORD CUTAWAY BUSES AND SIX VANS 4HE BUSES ARE USED ON THE TWO LARGEST lXED ROUTESTHE 2ED AND 'REEN 2OUTES 4HREE VANS ARE USED TO OPERATE THE %XPRESS "RONCO AND 4IGER 2OUTES 4HE VANS ARE ALSO USED TO PROVIDE DEMAND RE SPONSIVE $IAL A 2IDE SERVICE THROUGHOUT THE &ARMINGTON CITY LIMITS AND PARATRANSIT SERVICE TO !ZTEC AND +IRTLAND ROUTES !DDITIONAL mEET VEHICLES WOULD BE NEEDED TO OPERATE THE EXPANDED SERVICE PROVIDED IN THE RECOM MENDED ALTERNATIVE 4HE HANDY VANS CURRENTLY USED BY 2ED !PPLE COST IN YEAR DOLLARS WHILE THE CUTAWAY BUSES CURRENTLY IN USE COST IN YEAR DOLLARS 4HE RECOMMENDED 4RANSIT 0LAN WOULD REQUIRE AT A MINIMUM FOUR ADDITIONAL VEHICLES TO OPERATE THE PLANNED SERVICE 4HIS ESTIMATE DOES NOT INCLUDE SPARE VEHICLES WHICH SHOULD REPRESENT PERCENT OF THE TOTAL mEET !T A MINIMUM THE CAPITAL COSTS FOR PURCHAS ING FOUR VANS WOULD BE )F SPARES ARE DESIRED AND CUTAWAY BUSES USED INSTEAD OF THE VANS THE COST WOULD INCREASE TO !S SHOWN IN lGURE THE CAPITAL COSTS WILL ULTIMATELY VARY DEPENDING ON THE mEET MIX AS WELL AS THE DESIRE TO HAVE VEHICLE SPARES /FTEN TIMES TRANSIT AGENCIES ARE ABLE TO SUPPLEMENT ORDERS OR EXECUTE OPTIONS PLACED BY OTHER TRANSIT AGEN CIES 0OSSIBLE BENElTS INCLUDE SHORTER DELIVERY TIMES AS WELL AS REDUCED COSTS RESULTING FROM BULK ORDERS 4HESE OPTIONS SHOULD BE FULLY EXPLORED BEFORE ANY BUS PURCHASES ARE MADE &LEET -IX 7ITHOUT 3PARE 6EHICLES 7ITH 3PARE 6EHICLES !LL 6ANS !LL #UTAWAY "USES ---PAGE BREAK--- &INANCIAL 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN 2ED !PPLE 4RANSIT CURRENTLY PROVIDES ABOUT REVENUE BUS MILES ANNUALLY 4HE RECOMMENDED PLAN WOULD REPRESENT A PERCENT INCREASE IN SERVICE OVER TODAY WITH BUS MILES &IGURE SHOW THE FORECASTED RIDERSHIP AND THE POTENTIAL OPERATING COSTS ASSOCIATED WITH PROVIDING THE PROPOSED SERVICE LEVEL !PPLYING AN OPERATING COST PER MILE OF THE CURRENT OPERATING COST PER MILE TO THE ANNUAL REVENUE MILES THE ANNUAL COST FOR PROVIDING THE 4RANSIT 0LAN SERVICE WOULD COST OR PER RIDER 4RANSIT NEEDS ARE DEl NED IN TERMS OF RELATIVE RIDERSHIP AND SERVICE CHARACTERISTICS ! MORE ROBUST TRANSIT SYSTEM WITH HIGHER FREQUENCY BUS SERVICE COVERING MORE OF THE AREA AND SERVING MORE ACTIVITY CENTERS WOULD RESULT IN MORE RIDERSHIP "ETTER SERVICE WOULD ATTRACT CHOICE RIDERS IN ADDITION TO SERVING THE TRANSIT CAPTIVE POPULATION 4HIS IN TURN WOULD REDUCE VEHICULAR TRAVEL WHICH COULD BE REALIZED IN TERMS OF REDUCED OR DELAYED ROADWAY CAPACITY IMPROVEMENTS 4HE CURRENT BUS TRANSIT SYSTEM IN &ARMINGTON REPRE SENTS A MINIMUM SERVICE FOR A COMMUNITY OF THIS SIZE -AINTAINING THIS SERVICE OVER THE LIFE OF THE -40 WITH INCREASES TO ACCOMMODATE NEW GROWTH AND ENHANCE THE SYSTEM IS ESTIMATED TO COST APPROXIMATELY MILLION YEAR DOLLARS IN OPERATING COSTS 4HIS ASSUMES INCREMENTAL SERVICE ENHANCEMENTS TO KEEP PACE WITH THE REGIONS GROWTH FULLY REALIZING THE RECOM MENDED 4RANSIT 0LAN IN THE YEAR 4HE 4RANSIT 0LAN WILL INCUR BETWEEN IN CAPITAL COSTS BY THE YEAR TO SUPPORT THE ADDED SERVICE RESULTING IN A TOTAL COST OF APPROXIMATELY MILLION 4HESE l GURES DO NOT INCLUDE THE ADDITIONAL COSTS THAT WOULD BE INCURRED BY RELOCATING THE TRANSIT CENTER CLOSER TO DOWNTOWN &ARMINGTON "ICYCLE AND 0EDESTRIAN #OSTS 4HE "ICYCLE #ORRIDORS IDENTIl ED BY THE -40 IDENTIl ES SEVERAL MILLION DOLLARS WORTH OF IMPROVEMENTS TO COM PLETE THE -0/S BICYCLE SYSTEM THROUGH A COMBINATION OF RECREATIONAL TRAILS ON STREET BICYCLE LANES AND BICYCLE ROUTES ALONG ARTERIAL CORRIDORS ADDITION THE -0/ HAS A SIGNIl CANT AMOUNT OF MISSING OR DETERIORATED SIDEWALKS IN CRITICAL LOCATIONS ALONG ARTERIAL CORRIDORS WITHIN NEIGHBORHOODS AND IN AND AROUND ACTIVITY CENTERS !LTHOUGH NOT FULLY DOCUMENTED THE COST OF ADDRESSING THESE PEDESTRIAN NEEDS IS EXPECTED TO TOTAL IN THE MILLIONS OF DOLLARS (OWEVER MANY OF THE BICYCLE AND PEDESTRIAN NEEDS OF THE &ARMINGTON -0/ CAN BE ADDRESSED BY IMPLEMENTING THE PROJECTS IN CONJUNC TION WITH ROADWAY IMPROVEMENTS IDENTIl ED IN THE BICYCLE AND PEDESTRIAN ACTION ITEMS BICYCLE AND SIDEWALK FACILITIES SHOULD BE INCLUDED IN THE DESIGN OF ALL NEW ROADWAY FACILITIES OR MAJOR IMPROVEMENTS )MPLEMENTATION !S IS THE CASE IN VIRTUALLY EVERY COMMUNITY ACROSS THE NATION THERE ARE NOT SUFl CIENT REVENUES TO MEET ALL OF THE TRANSPORTATION NEEDS IN THE &ARMINGTON -0/ REGION !S PRESENTED PREVIOUSLY THE TOTAL ESTIMATED TRANSPORTA TION COSTS TO MEET THE NEEDS OF THE &ARMINGTON -0/ REGION ARE OVER MILLION AND ESTIMATED REVENUE IS APPROXIMATELY MILLION 4HE RECOMMENDED l NANCIAL PLAN FOR THE -40 PRO VIDES A SERIES OF ACTION ITEMS FOR CONSIDERATION AND IMPLEMENTATION BY THE &ARMINGTON -0/ AND THE LOCAL JURISDICTIONS IN THE REGION !DJUST THE ALLOCATION OF TRANSPORTATION FUNDING RE SOURCES TO PROVIDE A MORE EQUITABLE SHARE FOR TRANSIT BICYCLE AND PEDESTRIAN MODES &).!.#)!, !#4)/. !$*534 3(/24 4HE RESOURCE ALLOCATIONS RECOMMENDED IN !NNUAL 2EVENUE -ILES !NNUAL #OST !NNUAL 2IDERSHIP FORECAST /PERATING #OST PER 2IDER ---PAGE BREAK--- &INANCIAL 0LAN -ETROPOLITAN 4RANSPORTATION 0LAN &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN SHOULD BE REmECTED IN THE REGIONS 4RANSPORTATION )M PROVEMENT 0ROGRAM 4)0 TO THE EXTENT POSSIBLE 4HE RESOURCE ALLOCATION SHOULD BE REVIEWED EACH YEAR AS THE 4)0 IS PREPARED -ULTI MODAL COMPONENTS OF ROADWAY PROJECTS SHOULD BE CREDITED TO THE APPROPRIATE MODAL CATEGORY TRANSIT BICYCLE OR PEDESTRIAN 6IGOROUSLY PURSUE DISCRETIONARY 3TATE AND &EDERAL FUNDING 4HERE ARE A NUMBER OF &EDERAL AND 3TATE FUNDING CATEGORIES THE &ARMINGTON -0/ AND MEMBER JURISDICTIONS MIGHT BE ELIGIBLE TO RECEIVE 4HESE FUNDS TYPICALLY REQUIRE A MODEST LOCAL MATCH 4HE PROPOSED ACTION ITEM WOULD BE TO CONTINUE TO SEEK THESE DISCRE TIONARY 3TATE AND &EDERAL FUNDING SOURCES &).!.#)!, !#4)/. !$$2%33 /0%2!4)/.3 !.$ -!).4%.!.#% .%%$3 %XPLORE DEDICATED FUNDING SOURCES TO ADDRESS TRANSPOR TATION OPERATIONS AND MAINTENANCE NEEDS ---PAGE BREAK--- #ONSULTANT 4EAM -ETROPOLITAN 4RANSPORTATION 0LAN ,3! !SSOCIATES )NC ,3! !SSOCIATES )NC IS A DIVERSIlED TRANSPORTATION ENVIRONMENTAL AND COMMU NITY PLANNING CONSULTING lRM WITH OVER EMPLOYEES LOCATED IN TEN OFlCES IN #ALIFORNIA AND #OLORADO 4HE &ARMINGTON -ETROPOLITAN 4RANSPORTATION 0LAN WAS PREPARED BY ,3!S &ORT #OLLINS #OLORADO OFlCE 4HE &ORT #OLLINS OFlCE FOCUS IS LONG RANGE TRANSPORTATION PLANNING AND IMPLEMENTATION TRAVEL MODEL DEVELOPMENT AND APPLICATION AND ')3 ,3!S MARKET IS NATIONWIDE FOR LONG RANGE TRANSPORTATION PLANNING ,3!S &ORT #OLLINS OFlCE WAS RECIPIENT OF THE )NSTITUTE OF 4RANSPORTATION %NGINEERS h)NTERNATIONAL "EST 0RACTICES 0LANNING 3TUDY !WARDv IN AND ,3! SPECIALIZES IN THE DEVELOPMENT OF LONG RANGE TRANSPORTATION PLANS FOR -ET ROPOLITAN 0LANNING /RGANIZATIONS AND COMMUNITIES THAT PRIORITIZE PLANNING IN THEIR LAND DEVELOPMENT AND TRANSPORTATION IMPROVEMENT PROCESSES 4HESE PLANS PROVIDE THE FUNDAMENTAL BASIS FOR DECISION MAKING TO IMPROVE THE QUALITY OF LIFE FOR PEDESTRIAN BICYCLE TRANSIT AND ROADWAY TRANSPORTATION ,3! ALSO SPECIALIZES IN THE DEVELOPMENT OF TRAVEL DEMAND MODELS -ANUEL 0ADRON !SSOCIATES )NC -ANUEL 0ADRON !SSOCIATES IS A CONSULTING lRM SPECIALIZING IN TRANSIT SYSTEMS AND OPERATIONS PLANNING 4HE lRM ALSO IS CAPABLE OF PROVIDING SERVICES IN THE AREAS OF lNANCIAL AND ECONOMIC ANALYSIS RIDERSHIP FORECASTING FACILITIES PLANNING AND PROJECT MANAGEMENT OVERSIGHT %STABLISHED IN THE lRM TODAY HAS EMPLOYEES AND OFlCES IN !TLANTA ,OS !NGELES $ENVER LANDO AND THE 3AN &RANCISCO "AY !REA -0!S CLIENT LIST INCLUDES PUBLIC AGENCIES MUNICIPALITIES IN BOTH SMALL AND LARGE URBAN AREAS AS WELL AS NATIONAL AND INTER NATIONAL ENGINEERING AND CONSULTING lRMS -0! IS CERTIlED AS A $-"% BY MORE THAN STATE AND LOCAL AGENCIES 3OUDER -ILLER !SSOCIATES 3OUDER -ILLER !SSOCIATES 3-! PERSON CIVILENVIRONMENTAL SCIENCE AND ENGINEERING CONSULTING lRM WITH FOUR OFlCES LOCATED IN THE &OUR #ORNERS STATES OF .EW -EXICO #OLORADO AND 5TAH 4HE &OUR #ORNERS 2EGION OFlCE IS LOCATED IN &ARMINGTON .EW -EXICO 4HE lRM WAS FOUNDED IN &ARMINGTON IN AS -ILLER %NGINEERS )NC )N 3-! MERGED WITH /N 3ITE 4ECHNOLOGIES ,TD AND ACQUIRED AN INTEREST IN IINÈ BÈ A .ATIVE !MERICAN OWNED lRM WITH EQUIVALENT EXPERIENCE IN ENVIRONMENTAL SCIENCE AND ENGINEERING "OTH COMPANIES ARE BASED IN &ARM INGTON 4HE MERGER PROVIDED 3-! WITH A STAFF OF MORE THAN EXPERIENCED AND QUALIlED CIVIL AND ENVIRONMENTAL ENGINEERING PROFESSIONALS TO SERVICE THE &OUR #ORNERS AREA ---PAGE BREAK--- -ETROPOLITAN 4RANSPORTATION 0LAN