RECOMMENDED ALTERNATIVE REPORT

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1 DRAFT METROCENTER CORRIDOR STUDY RECOMMENDED ALTERNATIVE REPORT JULY 12, 2005

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3 TABLE OF CONTENTS SECTION PAGE 1.0 INTRODUCTION TIER 1 ALTERNATIVES EVALUATION TIER 2 ALTERNATIVES EVALUATION Alternatives Definition Alternatives Evaluation RECOMMENDED ALTERNATIVE Alternative Definition Rationale for Alternative Recommendation Outstanding Issues TABLES 1 Tier 1 Alternatives Eliminated 2 LRT and BRT Operating Plans 3 Tier 2 No-Build, Baseline, and LRT Alternatives Evaluation Summary 4 Tier 2 BRT Alternative Evaluation Summary 5 Tier 2 Alternatives Rating Comparisons 6 Tier 2 Alternatives Not Recommended FIGURES 1 Metrocenter Corridor Study Area 2 Tier 2 Alternatives LRT Alternative 1 3 Tier 2 Alternatives LRT Alternative 4-A/4-C 4 Tier 2 Alternatives LRT Alternative 4-A/4-D 5 Tier 2 Alternatives LRT Alternative 4-B/4-C 6 Tier 2 Alternatives LRT Alternative 4-B/4-D 7 Tier 2 Alternatives BRT Alternative 4-A/4-C 8 Tier 2 Alternatives BRT Alternative 4-A/4-D 9 Tier 2 Alternatives BRT Alternative 4-B/4-C 10 Tier 2 Alternatives BRT Alternative 4-B/4-D 11 LRT/BRT Connections to LRT Starter Line 12 Recommended Alternative LRT Alternative 4-A/4-C APPENDIX A Tier 1 Alternatives Recommended Alternative Report Page i

4 1.0 INTRODUCTION This report presents the build alternative recommended for further study in the upcoming Environmental Impact Statement (EIS) for high capacity transit improvements in the Metrocenter Corridor. Figure 1 displays the Metrocenter Corridor study area which is bounded by Missouri Avenue to the south; 15 th Avenue to the east; Cholla Street to the north; and 31 st Avenue to the west. Figure 11, presented later in this report, also shows the Metrocenter Corridor study area in relation to the Central Phoenix/East Valley Light Rail Transit Starter Line that has recently begun construction and will serve portions of the Cities of Phoenix, Tempe, and Mesa. The report begins by summarizing the two-tiered approach to the alternatives development and evaluation process and concludes with a presentation of the recommended alternative and the reasons why that alternative has been recommended for more detailed analysis in the EIS. 2.0 TIER 1 ALTERNATIVES EVALUATION The first phase (Tier 1) of the alternatives analysis included a conceptual level evaluation that analyzed the advantages and disadvantages of a long list of potential alternatives to address the transportation needs of the corridor (see Appendix A of this report for the Tier 1 alternatives and the separate Tier 1 Evaluation of Alternatives Report for more information). The Tier 1 evaluation eliminated options that had fatal flaws, clearly did not meet project goals, had other undesirable qualities, or lacked community support. The Tier 1 alternatives that were eliminated included two light rail transit (LRT) and two bus rapid transit (BRT) alternatives. LRT and BRT Alternative 2 (Figures A-1 and A-3 in Appendix A) both began at the northern terminus of the Central Phoenix/East Valley (CP/EV) LRT starter line at Spectrum Mall along 19 th Avenue just south of Bethany Home Road and turned west on Bethany Home Road to I-17 where they traversed north on this freeway through the study area to about Cholla Street. LRT and BRT Alternative 3 (Figures A-2 and A-4 in Appendix A) also began at Spectrum Mall but traversed 19 th Avenue north to Glendale Avenue (BRT mode only) or to Orangewood Avenue (LRT mode only) and then each turned west to cross I-17 (BRT crossed on the existing Glendale Avenue overpass and LRT crossed on a new overpass at Orangewood Avenue) and continued to 31 st Avenue. LRT and BRT Alternative 3 each turned north and traversed 31 st Avenue to about Dunlap Avenue where each continued on an elevated structure over the Arizona Canal into the Metrocenter Mall where it then resumed an at-grade alignment and traveled along Metro Parkway West to 28 th Drive north to about Cholla Street. The rationale for eliminating LRT and BRT Alternatives 2 and 3 are summarized in Table 1. The alternatives that remained after the Tier 1 analysis were then subjected to a more detailed evaluation (Tier 2). The purpose of the Tier 2 evaluation was to eliminate all but a recommended alternative with possible design options. The recommended alternative would then become the build alternative proposed for further detailed evaluation in the EIS. Recommended Alternative Report Page 1

5 FIGURE 1 METROCENTER CORRIDOR STUDY AREA Recommended Alternative Report Page 2

6 Alternative LRT Alternative 2 BRT Alternative 2 LRT Alternative 3 BRT Alternative 3 TABLE 1 TIER 1 ALTERNATIVES ELIMINATED Major Reasons for Elimination Least potential of LRT alternatives for attracting new riders Major I-17 traffic disruption during construction ADOT s expansion plans for I-17 and limited freeway right-of-way Extensive utility relocation Limited transit-oriented development opportunity Poor access to LRT stations Low potential for attracting new riders Possible double-deck of I-17 by ADOT may make HOV direct access ramps infeasible resulting in reduced transit service levels Limited transit-oriented development opportunity Poor access to LRT stations Does not serve Corporate Center or other activity areas east of I-17 Slow travel time due to circuitous routing through Corridor Far from activity centers Major impacts on residential driveways and on-street parking Major impacts on existing right-of-way Lack of community acceptance Extensive utility relocation and impacts on water treatment plant Limited transit-oriented development opportunity Low potential for attracting new riders Does not serve Corporate Center or other activity areas east of I-17 Slow travel time due to circuitous routing through Corridor Far from activity centers Major impacts on residential driveways and on-street parking Major impacts on existing right-of-way Lack of community acceptance Extensive utility relocation and impacts on water treatment plant Limited transit-oriented development opportunity 3.0 TIER 2 ALTERNATIVES EVALUATION 3.1 Alternatives Definition The Tier 2 evaluation continued to consider both the light rail transit (LRT) and bus rapid transit (BRT) build alternatives that were not eliminated in the Tier 1 analysis. LRT consisted of a dedicated fixed guideway with two tracks (one track in each direction) that ran mostly in the middle of the existing street system. LRT is electrically powered by overhead power lines. BRT also had a dedicated fixed guideway (except as described below) with two lanes (one lane in each direction) that ran mostly in the middle of the existing street system. Both LRT and BRT included a traffic signal priority system (predictive priority) to allow for faster travel times. Recommended Alternative Report Page 3

7 The build alternatives considered in the Tier 2 analysis included: LRT Alternative 1 (Figure 2) LRT Alternative 4 and its several design options: - LRT Option 4-A/4-C (Figure 3) - LRT Option 4-A/4-D (Figure 4) - LRT Option 4-B/4-C (Figure 5) - LRT Option 4-B/4-D (Figure 6) BRT Alternative 4 and its several design options: - BRT Option 4-A/4-C (Figure 7) - BRT Option 4-A/4-D (Figure 8) - BRT Option 4-B/4-C (Figure 9) - BRT Option 4-B/4-D (Figure 10) All build alternatives began at the northern terminus of the Central Phoenix/East Valley (CP/EV) LRT starter line at Spectrum Mall and continued north on 19 th Avenue. LRT Alternative 1 terminated at 19 th Avenue/Peoria Avenue (Figure 2). All of the LRT and BRT Alternative 4 options turned west off 19 th Avenue either at Northern or Dunlap Avenues (as shown in Figures 3 through 10) and terminated either at the Corporate Center on the east side of I-17 or at the Metrocenter Mall on the west side of I-17. The BRT Alternative 4 alignments within the Metrocenter Corridor were the same as their LRT Alternative 4 counterpart alignments with the exception of those alignments that contained Option 4-D which terminated at Metrocenter Mall. The only difference between LRT and BRT Options 4-D was west of the station at 23 rd /Dunlap. The LRT alignment continued west in an exclusive guideway to 25 th Avenue where it turned north and then turned west near Mountain View Road where it crossed I-17 to terminate at an elevated station in the northeast quadrant of the Metrocenter Mall. The BRT alignment left its exclusive guideway west of the 23 rd /Dunlap Station and the buses traveled west in existing traffic lanes along Dunlap Avenue to cross I-17 and then turned north at 29 th Avenue to Metro Parkway West where they turned in a northwesterly direction for a short distance to the BRT northern terminus at the existing transit center in the southwest quadrant of the Metrocenter Mall. All of the build alternatives included four or five stations in the general locations shown in Figures 2 through 10. All of the stations were assumed to have park-and-ride facilities, with the exception of the Northern/23 rd Avenue Station associated with the LRT and BRT Alternatives 4 containing Option 4-B. Exact locations of the park-and-ride facilities were not yet determined. The LRT and BRT operating plans are shown in Table 2. Note that all LRT alternatives provided a seamless connection (no transfer required) to the 20- mile CP/EV LRT starter line. All BRT alternatives had a choice of either transferring to the CP/EV LRT starter line at Spectrum Mall or to continue south from Spectrum Mall to the State Capitol (17 th Avenue and Washington/Jefferson Streets) and two stops in downtown Phoenix (1) South Phoenix CBD at Washington/Jefferson Streets and Central Avenue; and 2) Central Station). The bus operated from Spectrum Mall to the State Capitol via the I-17 freeway HOV lanes with no stops in between. The BRT alternatives do not include exclusive bus lanes south of the Metrocenter Corridor study area. Figure 11 illustrates the LRT and BRT connections south of the Metrocenter Corridor. Recommended Alternative Report Page 4

8 Figure 2 LRT Alternative 1 Recommended Alternative Report Page 5

9 Figure 3 LRT Alternative 4-A/4-C Recommended Alternative Report Page 6

10 Figure 4 LRT Alternative 4-A/4-D Recommended Alternative Report Page 7

11 Figure 5 LRT Alternative 4-B/4-C Recommended Alternative Report Page 8

12 Figure 6 LRT Alternative 4-B/4-D Recommended Alternative Report Page 9

13 Figure 7 BRT Alternative 4-A/4-C Recommended Alternative Report Page 10

14 Figure 8 BRT Alternative 4-A/4-D Recommended Alternative Report Page 11

15 Figure 9 BRT Alternative 4-B/4-C Recommended Alternative Report Page 12

16 Figure 10 BRT Alternative 4-B/4-D Recommended Alternative Report Page 13

17 Figure 11 LRT/BRT Connections to LRT Starter Line Recommended Alternative Report Page 14

18 TABLE 2 LRT AND BRT OPERATING PLANS LRT Headways Peak: 6 minutes Same as LRT Number vehicles Line-haul capacity Hours of operations Fare structure Off-Peak: 12 minutes 12 Metrocenter Corridor 46 LRT starter line in Total fleet 4,500 passengers per peak hour per direction (Based on 3 vehicles per train and 150 passengers/vehicle) Daily = hours Compatible with current regional fare policy. As of 5/04, fares are: One ride $ ride coupon book $12.00 All day pass $3.60 Monthly pass $34.00 BRT 20 buses 1 46 CP/EV LRT starter line vehicles in passengers per peak hour per direction (Based on 66 passengers/vehicle [55 seated capacity 2 and 1.2 load factor]) Same as LRT Same as LRT Transfers Free 1 Based on providing six-minute peak headways and the same capacity as LRT in the Metrocenter Corridor. 2 Seated capacity based on Valley Metro s newest articulated buses. The Tier 2 alternatives also included a No-Build Alternative and a Baseline Alternative. The No- Build Alternative has a highway and roadway component as well as a transit component. The roadway element consists of certain improvements to I-17 (Black Canyon Freeway) as well as widening of Camelback Road between Central and 17 th Avenues. These same highway improvements are also included in all of the build alternatives as well as the Baseline Alternative. Transit improvements associated with the No-Build Alternative (as well as all the other alternatives considered) include completion of the Central Phoenix/East Valley LRT starter line that will operate from Mesa through Tempe and into Phoenix to Spectrum Mall at 19 th Avenue/Montebello Road. Other No-Build improvements include: 1) increased local and RAPID bus routes and introduction of a limited stop bus route; 2) increased bus hours of service and frequencies; and 3) two transit centers and four park-and-ride facilities (also included in the other Tier 2 alternatives). FTA Final Rule 49 CFR Part 611 requires grantees to request FTA approval of the Baseline Alternative to be used in the Section 5309 New Starts Report as a comparison to the New Start Build Alternative. The Baseline Alternative is intended to isolate the costs and benefits of the proposed major transit investment, and must include in the project corridor all reasonable costeffective transit improvements short of investment in the new start project. The Baseline Alternative presented in this report is still in the process of being refined as Valley Metro Rail, Inc. and the Maricopa Association of Governments (MAG) continue to test the new MAG travel demand model and the performance of the Baseline Alternative. The Baseline Alternative includes all the elements of the fiscally-constrained No-Build Alternative, plus unfunded transit operating and capital improvements normally considered as transportation system management (TSM) improvements. The Baseline Alternative provides a substantial increase in headways throughout the Metrocenter Corridor. It also provides two more local bus routes than the No- Build Alternative (5 total routes) serving the LRT starter line s transit center at 19 th Avenue/Montebello Road. In addition, the Baseline Alternative includes new HOV direct access Recommended Alternative Report Page 15

19 connections to I-17 within the Metrocenter Corridor study area. These connections would function similar to the HOV direct access ramps in downtown Phoenix that allow express buses to access the center HOV lane without having to weave through general purpose traffic. Two types of transit priority treatments (queue jumps and traffic signal priority [TSP]) would also be included at the one-mile arterial intersections on 19 th Avenue between Dunlap Avenue and Camelback Road to improve the speed and reliability of bus service through the corridor. Queue jumps allow buses to bypass known congestion points by giving the bus exclusive rightof-way. It can be combined with TSP to give green light time to the bus prior to general purpose traffic. 3.2 Alternatives Evaluation The criteria developed to analyze all of the build alternatives in Tier 2 began to quantify ridership potential, capital and operating and maintenance costs, land use and economic development impacts, traffic issues, environmental factors, conceptual engineering, and public preferences. The complete Tier 2 Evaluation of Alternatives Report details all of the criteria used to analyze each alternative. Tables 3 and 4 present the findings for each of the LRT and BRT alternatives for many of the criteria of interest. The No-Build and Baseline Alternatives were also evaluated (Table 3) for those criteria that measure performance (e.g., rider benefits and capital costs). Thresholds for rating the alternatives either (+) High, (O) Moderate, or (-) Low, were determined separately for each criterion considered based on professional judgment and, in some cases, after a comparison of how each alternative performed relative to a specific criterion. High (+) ratings indicated best performance, while low (-) ratings indicated low performance. The thresholds used are not detailed here, but may be found in the complete Tier 2 Evaluation of Alternatives report. Table 5 compares the ratings for each alternative for each of the criteria presented in this summary report. The No-Build Alternative was not rated. The Baseline Alternative was rated for the performance criteria considered. Recommended Alternative Report Page 16

20 Criteria Ridership potential (No. of daily riders/riders per mile) -CP/EV LRT Corridor+Metrocenter Corridor -Metrocenter Corridor New riders (daily) New riders per mile Transit travel time savings (min.) over No- Build from alternative s northern terminus to: -Downtown Phoenix -Sky Harbor Int l Airport -Arizona State University User benefits (compared to No-Build) Weekday (savings in hours) Annual (savings in hours) Number of small commercial business driveways losing full turning access Number of large commercial business driveways losing full turning access Number of single family residential driveways losing full turning access Number of multi-family residential driveways losing full turning access Number of traffic and parking lanes removed Number of activity centers within ½ mile of stations Total populations and workers within ½ mile of stations -Total population -Total workers No. of property acquisitions -Partial -Full -Total TABLE 3 TIER 2 NO-BUILD, BASELINE, AND LRT ALTERNATIVES EVALUATION SUMMARY No-Build Baseline LRT Alt. 1 LRT Alt. 4 Option 4-A/4-C 49,708/2,487 0 n/a numbers reported for baseline and build alternatives include those additional new riders over the No-Build Alternative. n/a No-Build provides basis for comparison of other alternatives. 50,647/2, ,082 / 2,445 n/a 1 9,374 / 2,248 1,785 6, 056 n/a 2 1,452 n/a Travel times are same as No-Build Alternative. n/a Weekday 33 Annual 10, Overall 23% faster than No-Build Weekday 66 Annual 19,780 57,751 / 2,385 8,043 / 1,906 5,837 1, Overall 23% faster than No-Build Weekday 60 Annual 17,985 LRT Alt. 4 Option 4-A/4-D 57,111 / 2,326 7,403 / 1,623 4, Overall 22% faster than No-Build Weekday 74 Annual 22,292 LRT Alt. 4 Option 4-B/4-C 57,411 / 2,370 7,703 / 1,821 3, Overall 23% faster than No-Build Weekday 48 Annual 14,545 LRT Alt. 4 Option 4-B/4-D 56,830 / 2,291 6,672 / 1,444 2, Overall 21% faster than No-Build Weekday 33 Annual 9, ,257 13, ,527 16, ,215 16, ,355 20, ,043 20, Recommended Alternative Report Page 17

21 Criteria Potential conflicts with major utilities -No. 230 kv lines -No. 69 kv lines -No. 36 or larger water lines Capital costs (2010) -Total cost (millions) -Number miles -Cost per mile (millions) TABLE 3 TIER 2 NO-BUILD, BASELINE, AND LRT ALTERNATIVES EVALUATION SUMMARY No-Build Baseline LRT Alt. 1 LRT Alt. 4 Option 4-A/4-C 5,000 feet of 36 3,700 feet of 48 storm drain water line 3,600 feet of 42 5,500 feet of 36 storm drain storm drain 6,400 feet of 48 6,500 feet of 48 storm drain storm drain One 54 water One 54 water line crossing line crossing No 230 kv Two 69 kv conflicts conflicts Three 69 kv One 230kV conflicts conflict SRP groundwater well Highway: $ Transit: $36.7 Total: $142.0 $68.1 n/a n/a 2 $ $71.2 LRT Alt. 4 Option 4-A/4-D 3,700 feet of 48 water line 5,500 linear feet of 36 storm drain 6,500 linear feet of 48 storm drain One 54 water line crossing Two 69 kv conflicts Two 230kV conflicts LRT Alt. 4 Option 4-B/4-C 6,500 feet of 48 storm drain 2,500 feet of 54 storm drain 2,700 feet of 60 storm drain One 54 water line crossing Two 69 kv conflicts One 230kV conflict LRT Alt. 4 Option 4-B/4-D 6,500 feet of 48 storm drain 2,600 feet of 54 storm drain 2,700 feet of 60 storm drain One 54 water line crossing Two 69 kv conflicts Two 230kV conflicts 1 Includes more riders on the CP/EV LRT starter line because of the bus improvements included in the Baseline Alternative. 2 New riders and capital costs per mile of fixed guideway does not apply to Baseline since this alternative has no LRT or BRT fixed guideway facilities. 3 Total highway project costs for the No-Build Alternative is $1.053 billion. The portion allotted for transit-related highway projects is $105.3 million. The $105.3 million highway component is also a part of the Baseline, LRT, and Build Alternatives but is not reflected in the total capital costs shown in the tables for those alternatives. See separate Tier 2 Alternatives Definition Report for additional information. $ $68.7 $ $70.7 $ $65.0 $ $67.2 Recommended Alternative Report Page 18

22 Criteria Ridership potential (No. of daily riders/riders per mile) -CP/EV LRT Corridor+Metrocenter Corridor -Metrocenter Corridor New riders (daily) New riders per mile Transit travel time savings (min.) over No- Build from alternative s northern terminus to 1 : -Downtown Phoenix -Sky Harbor Int l Airport -Arizona State University TABLE 4 TIER 2 BRT ALTERNATIVE EVALUATION SUMMARY BRT Alternative 4 Option 4-A/4-C 54,715/1,696 per mile 5,007/408 per mile 4, BRT Alternative 4 Option 4-A/4-D 54,385/1,668 per mile 4,677/371 per mile 4, BRT Alternative 4 Option 4-B/4-C 54,925/1,702 per mile 5,217/425 per mile 2, BRT Alternative 4 Option 4-B/4-D 53,580/1,641 per mile 3,872/306 per mile 1, User benefits (compared to No-Build) Weekday (savings in hours) Annual (savings in hours) Number of small commercial business driveways losing full turning access Number of large commercial business driveways losing full turning access Number of single family residential driveways losing full turning access Number of multi-family residential driveways losing full turning access Number of traffic and parking lanes removed Number of activity centers within ½ mile of stations Total populations and workers within ½ mile of stations -Total population -Total workers No. of property acquisitions -Partial -Full -Total Potential conflicts with major utilities -No. 230 kv lines -No. 69 kv lines -No. 36 or larger water lines Capital costs (2010) -Total cost -Number miles Overall 36% faster than No-Build ,380 Overall 40% faster than No-Build 1 Overall 38% faster than No-Build 1 Overall 41% faster than No-Build 1 Recommended Alternative Report Page , , ,527 16,748 3,700 feet of 48 water line 5,500 feet of 36 storm drain 6,500 feet of 48 storm drain One 54 water line crossing $241,615, $51.5 million 25,346 14,534 3,700 feet of 48 water line 5,500 feet of 36 storm drain 6,500 feet of 48 storm drain One 54 water line crossing $211,787, $55.0 million 34,355 20,665 6,500 feet of 48 storm drain 2,500 feet of 54 storm drain 2,700 feet of 60 storm drain One 54 water line crossing $224,159, $47.8 million -5-1,505 36,174 18,451 6,500 feet of 48 storm drain 2,600 feet of 54 storm drain 2,700 feet of 60 storm drain One 54 water line crossing $196,706, $51.1 million -Cost per mile 1 Travel time savings for all of the BRT alternatives are likely to be optimistic since the input assumed: 1) BRT operates in exclusive lane, which is not actually the case for the majority of the alignment with the exception of most or all of the segments within the Metrocenter Corridor; 2) average BRT operating speed was assumed to be 26 miles per hour; and 3) the BRT transfer time at the CP/EV LRT starter line was not included in the calculation of point-to-point travel times. The latter two factors are also likely to be optimistic and may not reflect actual BRT operating conditions. 2 Includes miles of fixed guideway only. The BRT 4-D options use existing travel lanes west of 23 rd /Dunlap Avenues to operate to the Metrocenter Mall. See Section 3.1 for additional information.

23 Criteria Baseline TABLE 5 TIER 2 ALTERNATIVES RATING COMPARISONS LRT Alternatives BRT Alternatives 1 4-A/4-C 4-A/4-D 4-B/4-C 4-B/4-D 4-A/4-C 4-A/4-D 4-B/4-C 4-B/4-D Ridership potential CP/EV LRT Corridor + Metrocenter Corridor O O O O Ridership potential Metrocenter Corridor Only + O O O O New riders + + O O O Transit travel time savings O O O O O O O O O User benefits O -- O Small commercial business driveways losing O O -- O O O -- O O full turning access Large commercial business driveways losing full turning access O + O Single family residential driveways losing full turning access Multi-family residential driveways losing full turning access O Traffic and parking lanes removed Activity centers within ½ mile of stations O Populations and workers within ½ mile of O O O + + O O + O stations Property acquisitions Potential conflicts with major utilities O O Capital costs + -- O -- O O O O + O + = best performance O = moderate performance -- = lowest performance Recommended Alternative Report Page 20

24 4.0 RECOMMENDED ALTERNATIVE 4.1 Alternative Definition After further evaluation and discussion with the public, agencies, and local elected officials, LRT Alternative 4-A/4-C was selected as the recommended build alternative for more detailed analysis during the EIS (Figure 12). This alternative begins at the northern terminus of the LRT starter line at 19 th /Montebello Avenues near Spectrum Mall and continues north on 19 th Avenue to Dunlap Avenue where it turns west to 25 th Avenue. At 25 th Avenue, the alternative turns north and continues to about Mountain View Road adjacent to the Rose Mofford Sports Complex. The track is center-running down the middle of 19 th and Dunlap Avenues and is side-running on the east side of 25 th Avenue. The existing traffic lane capacities would be maintained on all streets that the alignment traverses. The total length of this alternative is 4.7 miles. Four stations with park-and-ride facilities are located as follows: 19 th /Glendale Avenues 19 th /Northern Avenues 23 rd /Dunlap Avenues 25 th Avenue/Mountain View Road Operating plans for the recommended alternative would be the same as those previously discussed for LRT in Table 2. A future connection to Glendale could be built at Bethany Home Road, Glendale Avenue, Orangewood Avenue (between Glendale and Northern Avenues), or Northern Avenue. A future connection to the Deer Valley Core could occur under two options: 1) Continue north from the end-of-line station on 25 th Avenue to about Cholla Street and then turn northwest on aerial structure on the east side of I-17 and then enter the I-17 Corridor. The alignment could continue north to Deer Valley within the I-17 right-of-way; or 2) Construct an LRT branch line at 19 th and Dunlap Avenues that would continue north on 19 th Avenue. Construction of the recommended alternative would include installation of trackwork, an overhead contact system (OCS) for the distribution of electricity to LRT vehicles, traction power substations, and signaling and communication systems. The LRT trackway would consist of tracks formed of continuously welded rails. The rails would be embedded track supported on a concrete slab. The OCS would consist of steel or concrete poles installed along the operating right-of-way to support the electrical power line. Poles would be about 25 feet tall and typically installed at intervals from 90 to 170 feet. The OCS would be designed to be compatible with visual and aesthetic characteristics of the corridor. The poles would generally be located in the center of the two tracks, wherever possible. In some locations, catenary poles may be located on the side of the LRT trackway with the overhead electrical line suspended over the LRT tracks. Recommended Alternative Report Page 21

25 Figure 12 Recommended Alternative LRT 4-A/4-C Recommended Alternative Report Page 22

26 Electricity for LRT operations would be supplied to the OCS from traction power substations located along the proposed LRT alignment. These electrical substations would be enclosed structures approximately 20-by-40 feet (30-by-60 feet including the grounding mat around the substation) located proximally to the LRT alignment. Electrical substations would be required for roughly each 4,500 feet of track. Specific locations will be determined later as the design becomes more refined. LRT vehicles for the Metrocenter Corridor would be maintained and serviced at the LRT starter line Maintenance and Storage Facility (MSF), to be located south of Washington Street between SR 143 and Loop 202. The MSF will have sufficient capacity to service LRT vehicles allocated to the Metrocenter Corridor extension, and no additional facility will be required. 4.2 Rationale for Build Alternative Recommendation The major reasons that LRT Alternative 4-A/4-C was recommended as the preferred alternative include: Provides access to Corporate Center, Rose Mofford Park, and educational institutions along Dunlap Avenue; Results in good ridership potential; End-of-line station generates both origin and destination trips; Higher travel speeds due to fewer turns than the LRT 4-B option that traverses Northern and 23 rd Avenues; Provides opportunities for future extensions along the I-17 Corridor; Offers more development opportunities in the Corporate Center area; Future access to the mall via pedestrian bridge may be possible depending on ADOT s plans for I-17; and Shuttle bus could provide access to the mall and surrounding properties. Table 6 summarizes the reasons why the other build alternatives were eliminated from further consideration. Note that the No-Build Alternative will continue to be considered as specified by the National Environmental Policy Act (NEPA) regulations. The Baseline Alternative will also continue to be considered per FTA Section 5309 New Starts policy. 4.3 Outstanding Issues Additional studies will be completed during preparation of the Draft EIS with regard to the following issues: Should another station be added at 19 th Avenue/Dunlap Avenue? Should an alternate location for the end-of-line station be recommended that would be located somewhere in the following area (east of I-17; south of Peoria Avenue; west of 25 th Avenue; and north of the Arizona Canal)? At what specific locations should stations and park-and-ride facilities be placed and how much parking should be provided? Recommended Alternative Report Page 23

27 TABLE 6 TIER 2 ALTERNATIVES NOT RECOMMENDED Alternative Major Reasons for Elimination All BRT Alternatives Low rider attraction compared to LRT; Requires a transfer to use the LRT starter line; Buses cannot carry as many passengers as LRT vehicles; Higher operating and maintenance costs per passenger than LRT; Not consistent with adopted local plans; and Complex design issues associated with connection to LRT starter line at Spectrum Mall. LRT Alternative 1 Future extensions north along 19 th Avenue would be slower than other alternatives going to I-17 Corridor; Highest property acquisition requirements; Misses important high activity centers; End-of-line station generates origin trips only and not destination trips; Has lowest LRT total construction costs, but highest costs per mile; and Low economic redevelopment potential. LRT Alternative 4-A/4-D Higher construction costs; LRT bridge costs across I-17 estimated at over $30 million; LRT bridge construction requires intermittent closures of I- 17; To accommodate LRT bridge will require raising about 1,150 feet of Arizona Public Service Company (APS) 230 kv electric line; ADOT s plans for I-17 expansion may preclude bridge crossing; and Route misses Mofford Park and most of Corporate Center. LRT Alternative 4-B/4-C The narrow and winding 23 rd Avenue would not contribute to an efficient LRT operation; The Northern and 23 rd Avenues alignment has more 90- degree turns resulting in a slower LRT travel speed; and Public opposition due to alignment traversing through neighborhoods along 23 rd Avenue. LRT Alternative 4-B/4-D The narrow and winding 23 rd Avenue would not contribute to an efficient LRT operation; The Northern and 23 rd Avenues alignment has more 90- degree turns resulting in a slower LRT travel speed; Public opposition due to alignment traversing through neighborhoods along 23 rd Avenue; Ridership is less than the recommended alternative; LRT bridge costs across I-17 estimated at over $30 million; LRT bridge construction requires intermittent closures of I- 17; To accommodate LRT bridge will require raising about 1,150 feet of APS 230 kv electric line; ADOT s plans for I-17 expansion may preclude bridge crossing; and Route misses Mofford Park and most of Corporate Center. Recommended Alternative Report Page 24

28 APPENDIX A TIER 1 ALTERNATIVES

29 Figure A-1 LRT Alternatives 1 and 2

30 Figure A-2 LRT Alternatives 3 and 4

31 Figure A-3 BRT Alternatives 1 and 2

32 Figure A-4 BRT Alternatives 3 and 4

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