Arizona Rail Passenger Association

Existing commuter rail service points are from 1 to 5 miles apart. Each is by region with stations at or near downtown business centers or other locations that meet minimum qualifications as described herein:

Northwest Valley:

Glendale, Peoria, Youngtown, Sun City, El Mirage, Surprise and Sun City West with future extensions to Wittman, Circle City, Morristown and Wickenburg

Southwest Valley:

Tolleson, Avondale, Goodyear with future extensions to Litchfield Park and Gila Bend

Central Phoenix:

Capitol, downtown City Hall, Civic Center, America West Arena and Sky Harbor

Southeast Valley:

Tempe, Arizona State University, Guadalupe, Ahwatukee, West Chandler and Gila River Indian Reservation

Central East Valley:

Mesa, Chandler and Chandler Air Park

Far East Valley:

Chandler, Gilbert, Williams Field [Williams Gateway Airport], Queen Creek to Coolidge, Casa Grande, Tucson to Nogales, and Tucson International Airport with extension

Tucson:

Extension to Tucson International Airport and Nogales

Existing track right of way does not exist for the following, therefore these areas need to be serviced by bus or future light rail systems:

North Phoenix:

North Central Phoenix, Sunnyslope, Deer Valley, Paradise Valley and Town of Paradise Valley

North and East Valley:

Scottsdale, Salt River Indian Reservation, Fountain Hills, Cave Creek and Carefree, East Mesa, Leisure World, and Apache Junction

Establishment of commuter rail stations in accessible locations that are capable of handling large volumes of people with maximum efficiency, particularly during peak travel hours. Space must also be built for capacity to handle future demand increases, which requires additional tracks and ability to bypass stations for express or zone service.

Other vehicles in the urban matrix move about more slowly with increase in intensity and density of land use for large amounts of land and are devoted to streets, highway, structures and parking. Rails are not inhibited by this activity but as separate transportation systems rail prospers with more intense activity as do the stations and their surroundings.

A primary goal for rail transit stations is to link these areas of high density land usage, or to act as a catalyst f or high density development. Rail transit allows much more dense commercial, business, and residential development due to transportation technologies. As such, rail transit can be an asset in planning a stimulating real estate development with community land use goals and policies.

It can be documented that high capacity rail transit uses much less energy per passenger mile than the single occupant automobile. An important goal, where possible, is to couple highways and urban arterials to rail corridor systems using fringe suburban parking developments. The less energy efficient vehicular traffic portion of the trip can be shortened. Lower cost land can be utilized for parking even if the reduction in urban smog and particulates cannot be substantiated.

Location will be at population centers, downtown cores or high activity centers such as: shopping area,key facilities (airports, government centers, institutions) industrial centers of high employment, residential areas of 10 to 18 units per acre. On the average all will be within walking distance to the station. In suburban areas, stations should be adjacent to commercial centers with joint use parking. In all cases linkage with alternative modes of transportation must be consistent.

Stations on rail curves are to be eliminated from consideration.

Adjacent land use zoning should carry a commercial mixed use or industrial designation that encourages land uses compatible with rail activities but conforms with the nature and character of each neighborhood served. Conversely, rail activity is highly dependent upon the timing and density of population placement and the presence of appropriate high intensity land uses. Revisions in General Plan and Zoning process will likely be required regarding designated rail stations and the rail corridor wherein vacant industrial and commercial property may become more economical and suitable for high density residential or mixed use development.

The location of a new transit station may attract private-sector development of stores, offices and housing. The possibility of joint public-sector/private-sector investment should be considered when decisions concerning station location are being made. Such investments would offset portions of project construction costs through joint development of station/commercial complexes. Establishment of benefit assessment districts, or other means negotiated between the parties may be used to help finance the project.

Transportation Hub Station:

A centrally located hub that accommodates pedestrian traffic, taxis, multitype buses, trams, as wells as rail stations must be well sited-to meet the public needs. Interaction between the highest forms of intensity and adjoining facilities is possible. An example is the America West Arena and Phoenix Civic Plaza in Downtown Phoenix.

Parking structures on a 3 to 10 acre site will accommodate the combined traffic patterns involved.

Central Business District Stations

In the CBD stations pedestrians make up a large share of the arrivals and departures. Interfacing is primarily concerned with the location and flow characteristics of passageways in and out of the station. One concern is how to best direct the pedestrian traffic to bus stops or waiting taxis. A second issue is to guide passengers out of the station to continue walking at street level. Ingress and egress of pedestrian traffic may either be through buildings or via traditional sidewalk access.

Understanding the basic interfaces and realizing their important in creating a desirable transport mix is essential for decisions makers and station planners. The quality of the interface of rail transit with the other transport modes will have a large impact on rider,s decisions regarding all public transit uses.

A 3 to 5 acre site should be considered at a minimum.

Outlying or Distributor Stations

Drop-off traffic characteristics are not the same as for pick-up traffic. Drop-off traffic that moves through the station does not need parking and should be routed back out into surrounding streets. Drop-off traffic should be separated from pick-up traffic where possible. Slow moving traffic intending to pick-up people should have some short-term parking close to the station, be in view of people waiting in the station, and have a means of recircling if there are no free parking places or their pick-up is not yet evident. Good coordination with the local traffic pattern is necessary.

The interface with bus transit is also important. Buses properly routed at the home end act as feeders to the corridor rail line. Buses can be utilized for collection and distribution, while the rail line is utilized for the line haul or express. Station design needs to handle bus traffic expeditiously. A good working relationship with bus operators during planning and design is essential.

Provision for secure storage of bicycles and for pedestrian accessibility should also be considered.

The need for secured parking is an essential part of the fringe area station. Facilities will require 5 to 8 acres for station parking, with ability to expand parking as the rail connection is used more frequently to accommodate special event activities serviced by the rail.

There is a need for two way access to all parking areas for 100 car parking at CBD stations and 150 at outlying stations. Shared parking with other facilities within CBD is encouraged to reduce costs and achieve efficient land utilization. Other parking by fee and security may also be appropriate. Drop off points and bus stops should be an integral part of the parking facilities. The majority of the parking should not be more than 300 feet from the commuter platform.

Future parking:

Depending upon growth, demand and location, additional parking may be required beyond that recommended above. Peak hour considerations must be taken into account and accommodated for. Adequate parking is essential if commuter rail is to be successful in Arizona.

A two platform system is preferred for access to incoming and outgoing units at the same time. Urban fringe areas may require only one platform 12, in width X 500, in length depending upon demand. Most urban areas will require two platforms 8’ X 500’, to 800’ in length 8″ or 16″ above the top of rail to achieve ease of access to the cars and meet federal handicap requirements. Platforms should be of concrete or concrete block inlay for an all weather slip free surface. The 16″ high curb will allow for handicap vehicles direct access to the entrance to the car. Edge of platform is 5’-1″ from the center line of the track, if 8″ high platform is used as a sloping ramp from the car. The distance is 6’4″ for a 16″ high platform. Platforms will be lighted during evening, night and inclement weather hours. Crossover ramps between platforms should be 200 feet apart.

Each station shall contain shelters to protect passengers from sun, wind and inclement weather. Shelter size will be based on anticipated peak hour passenger usage. If the shelter is small, it may be placed on the platform. Three feet of clearance should exist between edge of platform and top of canopy.

In addition to the minimum requirements noted above are attractive canopies, lighting, trash receptacles, telephone banks, ticket dispensers, benches and pleasant garden type waiting areas. Additional amenities particularly in more urban areas mG.y include drinking fountains, bicycle storage lockers, signages, advertising, secondary waiting areas, and commercial support facilities, such as vendors, newspaper stands, eateries, etc. Restrooms are to be provided that are accessible but controlled by other associated operations or by interior building control.

This issue is addressed also under parking, but deserves separate mention here because of its importance. 200 foot long large bus pull-out should be provided that will vary in width depending upon the frequency and intensity of use of the commuter rail. Direct access to a major arterial is encouraged with bus pull out adjoining the parking area or to a 12 foot wide commuter platform to accommodate dual transit systems and commuter transfer options and activities. Large radius turns are essential for safety and site distance restraints.

Land use activity should increase because of commuter accessibility and visibility. More intense land uses and higher residential densities should be anticipated near commuter rail stations and the systems should be set up to encourage this multi-use approach for the entire length of the rail line. A well developed commuter rail system will act as a good neighbor and will encourage development of adjoining land use that has’ remained as vacant land or is currently underutilized. Certain land uses might well help pay for some of the local improvements required under joint development use with developers.

More important station areas can become “commuter based communities” to build cluster residential with mixed uses that maximize the rail transit line creating a desirable life style.

Commuter stations will represent a golden opportunity for cities and town to express their individual community identity and this approach should be encouraged at each station. Basic directional signage accessories, canopy lighting for example, should be uniform throughout the system. Beyond this, a creative approach: should be undertaken in support facilities, land use, pavements, lighting, fencing, color schemes and accents, advertising, and landscaping. Often the more attractive a station is, the higher overall use and return on the investment cost especially on joint use development.

The existing rail system has a historic value: and capitalizing on this aspect may return various residual benefits such as warehouse conversions, carriages, trolleys, museum and artifacts on display with written history and current economic benefits: of the rail system as an added tourist attraction.

Each station is to have schedule information posted in a visible, well lighted place. Such information will be maintained in good condition and updated regularly.

Land acquisition should vary from $65,000 to $100,000 per acre for vacant land without improvement or utility taps. Buildings that can be renovated may cost between be $100,000 to $250,000 per building.

The average cost of station improvements will very from $150,000 for outlying urban areas to $250,000 for intown or high urban intensive areas. These figures do not include major transportation hubs, track realignment for higher train speeds or additional tracks required at given stations, nor personnel, operations, maintenance or computer costs to track the system and accommodate other traditional freight traffic requirements. Well built, safe, upgrades are necessary to stimulate ridership.

All stations are to be kept clean and in good repair. The local governments will be responsible to keep their stations attractive and in the spirit of commuter rail.