Town of Camp Verde Small Area Transportation Study Prepared For: The Town of Camp Verde and Arizona Department of Transportation September, 2009 Final Report Prepared By: TABLE OF CONTENTS Page Page 1. INTRODUCTION..................................................................................................................1 5. MULTIMODAL TRANSPORTATION PLAN .......................................................66 PURPOSE OF THE STUDY ...................................................................................................1 SHORT-TERM TRANSPORTATION RECOMMENDATIONS ....................................66 STUDY AREA..........................................................................................................................1 MID-TERM TRANSPORTATION RECOMMENDATIONS..........................................66 STUDY PROCESS ...................................................................................................................1 LONG-TERM TRANSPORTATION RECOMMENDATIONS ......................................66 2. EXISTING CONDITIONS...................................................................................................3 TITLE VI AND ENVIRONMENTAL JUSTICE POPULATION IMPLICATIONS......73 REVIEW OF STUDIES, REPORTS, AND PLANS..............................................................3 6. TRANSPORTATION PLAN IMPLEMENTATION .............................................74 EXISTING LAND USE AND SOCIOECONOMIC CONDITIONS .................................4 FUNDING SOURCES...........................................................................................................74 TRANSPORTATION CONDITIONS.................................................................................17 IMPLEMENTATION GUIDELINES ..................................................................................75 3. FUTURE CONDITIONS ....................................................................................................32 SOCIOECONOMIC CONDITIONS ...................................................................................32 FUTURE TRANSPORTATION CONDITIONS................................................................40 4. EVALUATION OF TRANSPORTATION IMPROVEMENTS ..................................44 TRANSPORTATION ISSUES..............................................................................................44 EVALUATION CRITERIA ..................................................................................................46 ROADWAY IMPROVEMENTS ..........................................................................................46 TRANSIT RECOMMENDATIONS ....................................................................................61 NON-MOTORIZED MODES RECOMMENDATIONS ..................................................64 ACCESS MANAGEMENT ..................................................................................................64 i LIST OF TABLES LIST OF TABLES (CONTINUED) Page Page 2.1: PREVIOUS STUDIES ..........................................................................................................3 4.6: ESTIMATED ANNUAL TRANSIT DEMAND FROM 2005 TO 2026 ANNUAL TRANSIT DEMAND (APTNA METHOD)...............................................61 2.2: PROGRAMMED AND SCOPED PROJECTS ................................................................3 5.1: SHORT-TERM (2009 – 2011) TRANSPORTATION RECOMMENDATIONS ......67 2.3: POPULATION AND HOUSING UNIT GROWTH TRENDS ....................................4 5.2: MID-TERM (2011 – 2016) TRANSPORTATION RECOMMENDATIONS............69 2.4: MAJOR EMPLOYERS..........................................................................................................4 5.3: LONG-TERM (2016 – 2026) TRANSPORTATION RECOMMENDATIONS ........71 2.5: TOWN OF CAMP VERDE SCHOOLS.............................................................................5 5.4: TITLE VI AND ENVIRONMENTAL JUSTICE POPULATION IMPLICATIONS....................................................................................73 2.6: SOCIOECONOMIC DATA CATEGORIES....................................................................5 2.7: EXISTING SOCIOECONOMIC DATA BY TAZ ...........................................................8 2.8: MINORITY, ELDERLY, MOBILITY LIMITED, AND POVERTY POPULATION.......................................................................................9 2.9: ENDANGERED SPECIES IN THE CAMP VERDE AREA ........................................14 2.10: ROADWAY FUNCTIONAL CLASSIFICATION DEFINITION ............................17 2.11: CRASHES – TOP SEVEN PREDOMINANT VIOLATION TYPES .......................23 2.12: TRANSIT DEPENDENT SUBSETS IN CAMP VERDE ...........................................31 2.13: POPULATION AND EMPLOYMENT GROWTH IN CAMP VERDE ..................31 2.14: COMPARISON OF CURRENT TRANSIT DEMAND .............................................31 3.1: HISTORICAL AND PROJECTED POPULATION & OCCUPIED HOUSING UNITS, 2000 - 2026 ........................................................................................32 3.2: PROJECTED EMPLOYMENT, 2007 - 2026 ....................................................................32 4.1: TRANSPORTATION ISSUES .........................................................................................44 4.2: TRANSPORTATION IMPROVEMENTS EVALUATION CRITERIA...................46 4.3: SHORT-TERM (2009 – 2011) – OTHER ROADWAY IMPROVEMENTS ...............60 4.4: MID-TERM (2011 – 2016) – OTHER ROADWAY IMPROVEMENTS.....................60 4.5: LONG-TERM (2016 – 2026) – OTHER ROADWAY IMPROVEMENTS .................60 ii LIST OF FIGURES LIST OF FIGURES (CONTINUED) Page Page 1.1: STUDY PROCESS ................................................................................................................1 2.22: VTS RIDE REQUEST BY PURPOSE FY 06-07 ............................................................29 1.2: REGIONAL SETTING AND STUDY AREA ..................................................................2 3.1: HISTORICAL AND PROJECTED POPULATION AND OCCUPIED HOUSING UNITS, 2000- -20326..............................................................32 2.1: OCCUPIED DWELLING UNITS BY TAZ.......................................................................6 3.2: FUTURE GROWTH AREAS.............................................................................................33 2.2: TOTAL EMPLOYMENT BY TAZ......................................................................................7 3.3: YEAR 2011 OCCUPIED DWELLING UNITS BY TAZ................................................34 2.3: MINORITY, ELDERLY, MOBILITY LIMITED, AND POVERTY POPULATION COMPARISON.........................................................9 3.4: YEAR 2016 OCCUPIED DWELLING UNITS BY TAZ................................................35 2.4: MINORITY POPULATION (CENSUS BLOCKS)........................................................10 3.5: YEAR 2026 OCCUPIED DWELLING UNITS BY TAZ................................................36 2.5: AGE 65 AND OVER POPULATION (CENSUS BLOCKS) ........................................11 3.6: YEAR 2011 TOTAL EMPLOYMENT BY TAZ...............................................................37 2.6: MOBILITY LIMITED POPULATION (CENSUS BLOCK GROUPS) .....................12 3.7: YEAR 2016 TOTAL EMPLOYMENT BY TAZ...............................................................38 2.7: BELOW POVERTY POPULATION (CENSUS BLOCK GROUPS) ..........................13 3.8: YEAR 2026 TOTAL EMPLOYMENT BY TAZ...............................................................39 2.8: NATURAL ENVIRONMENT OVERVIEW...................................................................15 3.9: YEAR 2011 NO BUILD LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES ..........................................................................................................41 2.9: ENVIRONMENTAL CONCERNS ..................................................................................16 3.10: YEAR 2016 NO BUILD LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES ..........................................................................................................42 2.10: EXISTING ROADWAY FUNCTIONAL CLASSIFICATION..................................18 2.11: NUMBER OF LANES.......................................................................................................19 2.12: POSTED SPEED LIMITS ................................................................................................20 3.11: YEAR 2026 NO BUILD LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES ..........................................................................................................43 2.13 PAVEMENT CONDITIONS ...........................................................................................21 4.1: TRANSPORTATION ISSUES .........................................................................................45 2.14: BRIDGE CONDITIONS..................................................................................................22 4.2: YEAR 2011 NO BUILD NUMBER OF LANES..............................................................47 2.15: HISTORICAL CRASH SUMMARY .............................................................................23 2.16: CRASH SUMMARY.........................................................................................................23 4.3: YEAR 2011 NO BUILD LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES.........................................................................................................48 2.17: CRASH LOCATIONS......................................................................................................24 4.4: YEAR 2016 NUMBER OF LANES....................................................................................50 2.18: FATAL CRASHES ............................................................................................................25 4.5: YEAR 2016 LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES ..........................................................................................................51 2.19: ILLUSTRATION OF LOS A THROUGH LOS F........................................................26 4.6: YEAR 2026 ALTERNATIVE 1 NUMBER OF LANES..................................................54 2.20: CURRENT TRAFFIC COUNTS .....................................................................................27 4.7: YEAR 2026 ALTERNATIVE 1 LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES ..........................................................................................................55 2.21: EXISTING ROADWAY LEVEL OF SERVICE (LOS) ................................................28 iii LIST OF FIGURES (CONTINUED) Page 4.8: YEAR 2026 ALTERNATIVE 2 NUMBER OF LANES..................................................56 4.9: YEAR 2026 ALTERNATIVE 2 LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES ..........................................................................................................57 4.10: YEAR 2026 PREFERRED ALTERNATIVE NUMBER OF LANES..........................58 4.11: YEAR 2026 PREFERRED ALTERNATIVE LEVEL OF SERVICE AND DAILY TRAFFIC VOLUMES .................................................................................59 4.12: ACCESS VS MOBILITY..................................................................................................64 5.1: SHORT-TERM (2009 – 2011) TRANSPORTATION RECOMMENDATIONS ......68 5.2: MID-TERM (2011 – 2016) TRANSPORTATION RECOMMENDATIONS............70 5.3: LONG-TERM (2016 – 2026) TRANSPORTATION RECOMMENDATIONS ........72 iv PURPOSE OF THE STUDY The Camp Verde Small Area Transportation Study (SATS) is a joint effort of the Town of the first military post in the area, Camp Verde is the earliest community in the Verde Valley, Camp Verde and Arizona Department of Transportation (ADOT). The purpose of this study is National Forest to the east and Prescott National Forest to the west. In addition, the Yavapai- to develop a multimodal transportation plan that outlines the Town’s transportation priority Apache Nation is located within the Town’s boundary. thus providing the Town with a long and rich history. The Town is bordered by Coconino projects. The transportation plan will sketch out a path to help the Town achieve its vision and goals for a future transportation system in a manner that is closely aligned with the lifestyle Described as the gateway to the Verde Valley, Camp Verde is located at the junction of I-17 and the values of the community. (principal route between Phoenix and Flagstaff) and SR 260 (scenic route to the Mogollon Rim in the eastern portion of the state), thus connecting visitors with the recreational and scenic Vision & Goals (Adopted from the 2005 Camp Verde General Plan) activities of the Verde Valley region, Northern, and Eastern Arizona. In addition, visitors can visit local attractions in the Town such as Cliff Castle Casino or the Fort Verde State Historic Park. Vision A variety of transportation and circulation systems will be provided within Camp Verde and Over the last several years Camp Verde has experienced a steady growth, with the influx of the study area. new residents and seasonal visitors. In conjunction with the land use plan, these systems will be designed, constructed, and maintained in a manner that will provide convenient and safe travel for all modes of transportation. The study boundary is approximately 42 square miles in area and is shown in Figure 1.2. The study boundary is primarily comprised of the town limits, but the southwest boundary extends to include the potential Forest Service land exchange parcels. ƒ Promote transportation systems that preserve and respect the rural lifestyle without sacrificing public safety or acceptable design guidelines. providing for ease of movement and safety for alternate modes of transportation. ƒ Maintain Main Street in order to protect the rural, western and historic nature of the downtown area and Fort Verde State Historic Park. ƒ Coordinate with property owners, town officials, and appropriate agencies and owners to locate new transportation corridors within designated growth areas. ƒ Maintain and improve existing roads in a safe and cost-effective manner. STUDY AREA Approximately 86 miles north of Phoenix, Camp Verde sits at the banks of the Verde River at an elevation of 3,147 feet in the Verde Valley region of Central Arizona. Established in 1865 as Camp Verde Small Area Transportation Study Technical Advisory Committee (TAC) that includes representatives from the Town of Camp Verde, ADOT, Yavapai County, Yavapai-Apache Nation, North Arizona Council of Governments (NACOG), and the City of Cottonwood. The Inventory Current Conditions For All Travel Modes Forecast Future Conditions Identify Deficiencies Forecast Future Needs Present to Stakeholders and Public - Seek Input Identify and Analyze Solutions Recommend a Staged (Short, Mid, Long) Transportation Improvement Plan Present to Stakeholders and Public - Seek Input role of the TAC is to provide guidance, support, advice, TECHNICAL ADVISORY COMMITTEE ƒ Provide access within the town and planning area to link parks and neighborhoods; FIGURE 1.1: STUDY PROCESS STUDY PROCESS The study is guided by a TOWN OF CAMP VERDE Goals Final Implementation Plan suggestions, and recommendations, and to perform document reviews throughout the study process. The study process is illustrated in Figure 1.1. Final Report - Page 1 Camp Verde Small Area Transportation Study Final Report - Page 2 REVIEW OF STUDIES, REPORTS, AND PLANS TABLE 2.2: PROGRAMMED AND SCOPED PROJECTS In Thousands At the onset of this study, transportation planning reports and plans pertinent to Camp Verde Route BMP Length were collected and reviewed (See Table 2.1: Previous Studies). In 2004, the Town of Camp 260 208.6 5 17 287.0 Verde completed the General Plan, which established the plan for future growth in the Town. The Transportation and Circulation element of the General Plan identifies specific transportation vision and goals in Camp Verde (See Chapter 1). Recently completed in 2009, the Verde Valley Multimodal Transportation Study established a vision for regional Year Study 2004 Camp Verde General Plan 2001 Camp Verde Transit Study FY 2006 FY 2007 FY 2008 FY 2009 FY 2010 FY 2011 FY 2012 $4,100 State Highway Projects State Funded Projects that Required Environmental Clearance 260 208.6 5 260 208.6 5 2007-2011 STIP STP Western Dr to Hayfield Draw WB (Segment 1A) Construct New WB Roadway $5,250 Planned Advance Construction Project Western Dr to Hayfield Draw WB (Segment 1A) Construct New WB Roadway STP $5,250 Western Dr to Hayfield Draw WB (Segment 1A) Construct New WB Roadway STP $5,250 Advance Construction Projects to be Converted 260 208.6 5 State Highway Projects 17 TABLE 2.1: PREVIOUS STUDIES Fund 2006-2008 STIP STP Western Dr to Hayfield Draw WB (Segment 1A)Construct New WB Roadway Program Verde River Bridge, SB #505Deck rehab transportation in the region. To expand on these studies, the Camp Verde SATS specifically addresses the local transportation needs for the Town of Camp Verde. LocationType of Work Verde River Bridge, SB #505Deck rehab State Funded Projects that Required Environmental Clearance 17 286.0 7 260 216.0 7 2006-2010 Five Year Transportation Facilities Construction Program SB onlyRR 4” TL, 3” PL & 2” AC & ½’ FC Fiscal Year 2008 Anticipated Pavement Preservation Projects Cottonwood – Camp VerdeCamp Verde TI (Repayment) $5 Loan Repayment 17 287.0 2 260 0.0 0 260 0.0 0 STATE $2,531 Fort Verde State ParkDesign (Park road) STATE $135 Fort Verde State ParkConstruct (Park road) STATE Verde River Bridge, SB #505Deck Rehabilitation Five Year Transportation Facilities Construction Program 2006 The Verde Valley Regional Land Use Plan 2009 Verde Valley Multimodal Transportation Study 260 208.6 1999 Verde Valley Regional Transportation Study Update 260 208.8 2003 Yavapai County General Plan 260 214.0 Five Year Transportation Facilities Construction Program $575 Five Year Transportation Facilities Construction Program 5 Western Dr to Hayfield Draw WB (Segment 1A) Construct New WB Roadway STP $4,100 Five Year Transportation Facilities Construction Program Cottonwood – Camp VerdeDesign passing lane STATE Cottonwood – Camp VerdeReconstruct roadway (IGA Repayment) STATE $150 Five Year Transportation Facilities Construction Program 10 $11,000 Five Year Transportation Facilities Construction Program 2007-2011 Five Year Transportation Facilities Construction Program General Crook Trail TI – McGuireville TI (SB)RR 4" TL, 3" PL & 2" AC & 1/2" FC 17 286.0 7 260 0.0 0 Fort Verde State ParkConstruct (Park road) 260 208.6 5 Western Dr to Hayfield Draw WB (Segment 1A)Construct New WB Roadway 260 214.0 10 Cottonwood to Camp VerdeReconstruct roadway (JPA payment) STATE 260 214.0 10 Cottonwood to Camp VerdeReconstruct roadway (JPA payment) STATE Pavement Preservation Projects, Scoping Estimates Underway Programmed and Scoping Projects Table 2.2 lists the programmed and scoping projects published by ADOT that are in the vicinity of the study area. STATE $625 Five Year Transportation Facilities Construction Program STP $5,250 Five Year Transportation Facilities Construction Program $11,000 Five Year Transportation Facilities Construction Program $11,200 Five Year Transportation Facilities Construction Program 2008-2012 Five Year Transportation Facilities Construction Program General Crook Trail TI – McGuireville TI (SB)RR 4" TL, 3" PL & 2" AC & 1/2" FC 17 286.0 7 260 208.6 5 Western Dr to Hayfield Draw WB (Segment 1A)Construct New WB Roadway 260 214.0 10 Western Dr to Thousand TrailsReconstruct roadway (JPA payment) Pavement Preservation Projects, Scoping Estimates Underway $5,250 Five Year Transportation Facilities Construction Program $11,000 $11,200 $2,800 Five Year Transportation Facilities Construction Program Source: Intermodal Transportation Division, Arizona Department of Transportation Camp Verde Small Area Transportation Study Final Report - Page 3 EXISTING LAND USE AND SOCIOECONOMIC CONDITIONS This section summarizes the current land ownership status, socioeconomic conditions, characteristics of physical and natural environments, environmental justice population review (Title VI), and cultural resources inventory for the entire study area. Land Ownership The study area encompasses approximately 42 square miles. Roughly 49.4% of land in Camp Verde is privately owned, 32.2% is managed by the Coconino National Forest Service, 12.2% is TABLE 2.3: POPULATION AND HOUSING UNIT GROWTH TRENDS Geographic Area Town of Camp Verde Yavapai County Arizona Population 2000 2007 Population Growth Rate Housing Units 2000 2007 Housing Units Growth Rate 9,451 11,519 3.13% 3,969 4,594 2.25% 167,517 223,934 4.81% 81,730 - - 3.81% 2,189,189 - - 5,130,632 6,500,194 Source: US Census 2000, Arizona Department of Economic Security 2008. managed by the Prescott National Forest Service, 3.9% is managed by Arizona State Trust Land, and 2.1% is owned by the Yavapai-Apache Nation. Figure 1.2 illustrates the land ownership status in the study area. Employment Overview Tourism and the Cliff Castle Casino are the primary drivers of the Town’s economy. Camp Verde is partially dependent on the economy of the broader Verde Valley, as evident by the Socioeconomic Conditions Town’s employment data. Camp Verde has more employed residents than the total number of Creating an inventory of the study area’s socioeconomic characteristics and understanding this jobs available in Town, suggesting that a significant number of residents commute to nearby data is a critical element for any transportation planning study. Socioeconomic data is one of communities for work. Currently, the Town has approximately 3,154 jobs. Major employers the primary inputs to the travel demand modeling process, which is used to forecast traffic in the study area include the Town and county government, the school district, and the volumes in the study area. Yavapai-Apache Nation. Table 2.4 lists the major employers and Table 2.5 lists the schools in the Town. Population and Housing Unit Growth Trends According to the 2000 Census, the Town of Camp Verde had a population of 9,451 people. In 2007, the Arizona Department of Commerce estimated the Town’s population at 11,519 people, which equates to a population growth rate of 3.13% per year. The Town’s growth rate is lower than that of Yavapai County and the State of Arizona over the same period (See Table 2.3: Population and Housing Unit Growth Trends). The Town has seen a housing unit increase of 2.25% per year since 2000. The 2000 Census recorded 3,969 housing units in Camp Verde and 2007 estimates show 4,594 housing units in the Town. In 2000, the average household size in Camp Verde was 2.38, which is slightly higher than State’s average of 2.34. TABLE 2.4: MAJOR EMPLOYERS Major Employer Employees Cliff Castle Casino & Lodge 500 Yavapai County Sheriff 271 Yavapai County Jail 200 Griffith Enterprises 90 Camp Verde Town Administration 73 Camp Verde Elementary School 70 Infinia 60 Goettl's High Desert Mechanic 51 Bashas' 50 Camp Verde High School 50 Rinker Materials Corp 50 Steve Coury Buick Pontiac, Inc 50 Source: InfoUSA 2008 Camp Verde Small Area Transportation Study Final Report - Page 4 TABLE 2.5: TOWN OF CAMP VERDE SCHOOLS School Name Camp Verde Elementary School Camp Verde High School Camp Verde Middle School American Heritage Academy Chester Newton Charter and Montessori School Camp Verde Head Start Camp Verde United Christian School Rimrock Public High School PACE Preparatory Academy South Verde Technology Magnet School Sunnyside Charter and Montessori School Montessori Children's House Students 616 472 371 134 102 74 70 51 47 41 36 16 TABLE 2.6: SOCIOECONOMIC DATA CATEGORIES Socioeconomic Data Variable Units Population Persons Occupied Dwelling Units Dwelling Units Retail Employees Office Employees Service Employees Industrial Employees Public Employees Schools Employees College Employees Lodging Employees Casino Employees As previously mentioned, socioeconomic data is one of the primary inputs for the travel demand model, which is used to estimate current traffic volumes and forecast future traffic volumes on roadways in the study area. Population, housing units, and various types of employment categories were inventoried for each Traffic Analysis Zone (TAZ) in the study area (See Table 2.6 Socioeconomic Data Categories). TAZs are geographic subdivisions of the study area bounded by roads, political boundaries, and natural or man-made geographical constraints (such as rivers, washes, etc.). Communities within the Verde Valley region include Camp Verde, Cottonwood, Clarkdale, Cornville, Sedona, Oak Creek and Montezuma. There is significant amount of daily traffic interaction between these communities. To estimate realistic existing and future traffic volumes on the study area roadways, it is necessary to accurately capture the traffic interaction between the communities. For this reason, the Verde Valley Regional Travel Demand Model was used to forecast traffic volumes. In this model, the Town of Camp Verde accounted for a total of 56 TAZs. Figure 2.1 illustrates the occupied housing units by TAZ and Figure 2.2 illustrates the employment estimates at the TAZ level. Furthermore, Table 2.7 summarizes the population, housing units, and detailed employment for each TAZ in the study area. Camp Verde Small Area Transportation Study Final Report - Page 5 Camp Verde Small Area Transportation Study Final Report - Page 6 Camp Verde Small Area Transportation Study Final Report - Page 7 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 0 0 50 0 0 90 0 0 0 0 0 140 35 36 3 140 55 5 0 724 288 640 3 618 0 118 118 448 423 140 23 5 0 0 5 13 43 0 0 528 103 143 23 143 163 555 893 1 56 22 2 0 5 115 256 1 247 0 47 47 179 169 56 9 2 0 0 2 5 17 0 0 211 41 57 9 57 65 222 357 0 1 1 15 64 0 0 0 0 0 4 34 4 0 0 0 0 0 0 0 41 135 79 0 0 8 0 100 30 0 14 32 31 0 2 0 0 0 0 0 0 0 0 0 1 0 5 1 2 0 0 0 0 0 0 2 0 0 1 0 0 0 0 25 41 15 0 6 0 1 23 13 0 30 20 1 0 5 0 12 0 1 0 0 0 0 0 0 22 0 0 8 0 8 0 0 38 47 44 0 9 0 9 57 17 0 0 0 5 0 0 0 0 5 2 2 0 0 0 0 0 71 0 0 1 0 0 0 0 0 9 13 0 0 0 13 0 546 0 65 0 0 7 39 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 144 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 169 0 0 0 0 0 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18 20 0 0 0 0 1 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 400 0 0 0 0 0 0 18 1 38 144 576 0 95 20 6 11 79 4 17 6 5 2 0 0 0 41 153 194 0 0 197 0 509 30 0 93 289 139 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 Camp Verde Small Area Transportation Study 0 0 105 630 252 8 8 3 0 228 91 3 295 118 0 318 127 0 70 28 1 18 7 0 188 75 16 225 90 0 153 61 0 33 13 0 80 32 0 378 151 0 403 161 0 105 42 0 350 140 0 265 106 0 813 325 0 443 177 0 8 3 0 35 14 0 11,409 4,273 776 6 7 0 0 3 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 118 23 0 0 0 66 6 0 0 26 7 0 0 0 3 4 0 2 0 0 0 0 2 418 0 0 3 0 0 0 0 0 24 7 0 0 0 0 0 0 0 3 0 3 0 0 330 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 866 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 185 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 51 Total Employment Casino Lodging College School Public Industrial Service Office Retail Occupied Dwellings Units Population TAZ Total Employment Casino Lodging College School Public Industrial Service Office Retail Occupied Dwellings Units Population TAZ TABLE 2.7: EXISTING SOCIOECONOMIC DATA BY TAZ 0 134 0 17 0 3 0 3 0 69 0 6 0 1 0 0 0 77 0 14 0 0 0 0 0 0 0 3 0 4 0 0 0 2 0 3 0 0 0 3 0 0 0 8 400 3,154 Final Report - Page 8 Environmental Justice Review (Title VI) Below Poverty Population This section presents information on specific population segments including minorities, age, According to the 2000 Census, 16.4% of the population in the Town is below poverty, which is sex, mobility-limited, and below poverty level. Title VI of the Civil Rights Act of 1964 and higher than the state and county estimates as shown Table 2.8. The visual illustration of the related statutes ensure that individuals are not discriminated against based on race, color, below poverty concentration is shown in Figure 2.7. national origin, age, sex, or disability. Executive Order 12898 on Environmental Justice dictates that any programs, policies, or activities to be implemented are not to have TABLE 2.8: MINORITY, ELDERLY, MOBILITY LIMITED, AND POVERTY POPULATION disproportionately high adverse human health and environmental effects on minority Town of Camp Verde populations. Thus, in relation to this study, transportation improvements should not adversely impact such groups disproportionately. In addition to assuring that these policies are adhered to, a variety of possible alternatives should be developed and considered in order Population 9,723 Total Population Yavapai County % of Total Population Population 167,517 % of Total Population Arizona Population 5,130,632 % of Total Population to make sure all groups are fairly represented in the amount and type of transportation Minority Population 1,888 19.42% 22,480 13.42% 1,856,374 36.18% services provided. -Hispanic 1,044 10.74% 16,376 9.78% 1,295,617 25.25% -African American 25 0.26% 589 0.35% 149,941 2.92% Minority Population -Native American 647 6.65% 2,355 1.41% 233,370 4.55% According to the 2000 Census, the Town of Camp Verde has a 19.4% minority population, with -Asian 21 0.22% 833 0.50% 89,315 1.74% Hispanic as the largest minority group accounting for 10.7% of the total population. The -Pacific Islander 13 0.13% 128 0.08% 5,639 0.11% percentage of minorities in the study area is significantly lower than the State average but -Other Race 5 0.05% 89 0.05% 6,120 0.12% -Two or More Race 133 1.37% 2,110 1.26% 76,372 1.49% Age 65 and Older Population 2,021 20.79% 36,816 21.98% 667,839 13.02% Figure 2.4 shows the concentration of the minority population in the study boundary. Mobility Limited Population 1,801 18.52% 20,019 11.95% 596787 11.63% Population Age 65 and Older Below Poverty Population 1,594 16.39% 19,552 11.67% 698,669 13.62% slightly higher that the Yavapai County average (see Table 2.8: Minority, Elderly, Mobility Limited, and Poverty Population). A detailed breakdown of the minority population in the Town of Camp Verde, Yavapai County, and the State of Arizona is presented in Figure 2.3. An estimated 20.8% of the population in Camp Verde is age 65 and older, which is higher than both the State estimate of 13.0% but just slightly less than the Yavapai County estimate (see Table 2.8: Minority, Elderly, Mobility Limited, and Poverty Population). Figure 2.5 illustrates Source: Census Bureau. Note: Census Block Groups (*) extend beyond the study area altering total population numbers. FIGURE 2.3: MINORITY, ELDERLY, MOBILITY LIMITED, AND POVERTY POPULATION COMPARISON the concentration of population age 65 and older. 16.39% 11.67% 13.62% Below Poverty Population Population Below Poverty Mobility Limited Population (Age 16-64) The 2000 Census data shows that 18.5% of the total population in the Town is mobility limited, which is higher than both the state and county averages (see Table 22.8: Minority, Elderly, Mobility Limited, and Poverty Population). Figure 2.6 displays the concentration of mobility YAVAPAI COUNTY ARIZONA 18.52% Mobility Limited Population 11.95% 11.63% Mobility Limited Population (Age16-64) 20.79% 21.98% Age 65 and Older Population Age 65 and Older Population limited concentrations. CAMP VERDE 13.02% 19.42% 13.42% Minority Population Minority Population 36.18% 0% 5% 10% 15% 20% 25% 30% 35% 40% Percentage Camp Verde Small Area Transportation Study Final Report - Page 9 Camp Verde Small Area Transportation Study Final Report - Page 10 Camp Verde Small Area Transportation Study Final Report - Page 11 Camp Verde Small Area Transportation Study Final Report - Page 12 Camp Verde Small Area Transportation Study Final Report - Page 13 Environmental and Cultural Resources Overview TABLE 2.9: ENDANGERED SPECIES IN THE CAMP VERDE AREA Inventory of the physical, natural, and cultural environment is an important component of the Within the proximity of the study area, Arizona Game & Fish Department has identified the following endangered species and habitat transportation planning process. When environmental conditions and concerns are reviewed in the early stages of the transportation planning process, it often leads to better transportation solutions with smaller negative impacts on the natural environment. Environmental Overview The Town of Camp Verde is located at the foot of the Black Hills in the Verde Valley at an elevation of 3,147 feet. The Town is bordered by Prescott National Forest to the south and Coconino National Forest to the north. Vegetation: Several varieties of vegetation exist in Camp Verde however the prominent vegetation type is Mixed Paloverde (see Figure 2.8: Natural Environments). Water Features: Major hydrological features include the Verde River, Beaver Creek, and West Clear Creek. Verde River is a perennial stream that transverses north–south through the study area, it starts at Sullivan Lake (south of Paulden in Yavapai County) and flows south to the Salt River. Beaver Creek, West Clear Creek and smaller tributaries drain into the Verde River Animals Plants Bald Eagle Belted Kingfisher Camp Verde Cotton Rat Common Black-Hawk Desert Sucker Gila Longfin Dace Great Blue Heron Maricopa Tiger Beetle Northern Mexican Garter snake Plains Harvest Mouse Roundtail Chub Sonora Sucker Southwestern Willow Flycatcher Speckled Dace Spikedace Western Yellow-billed Cuckoo Arizona Cliff Rose Bigelow Onion Heathleaf Wild-buckwheat Heermann's Wild Buckwheat Hualapai Milkwort Ringstem Ripley Wild-buckwheat Small-flower Ratany Verde Valley Sage Viviparous Foxtail Cactus Source: Arizona Game & Fish Department (see Figure 2.8: Natural Environments). Riparian Areas: Portions of the Verde River, Beaver Creek, and West Clear Creek within the study area are designated as riparian areas (see Figure 2.8: Natural Environments). Areas of Environmental Concern Underground Storage Tanks: Within the Town of Camp Verde there are 29 underground storage tanks which require periodic monitoring (see Figure 2.9: Environmental Concerns). Impaired Streams: Within the study area, segments of the Verde River have been identified by the Arizona Department of Environmental Quality (ADEQ) as impaired streams and require monitoring. Endangered Species: The Arizona Game and Fish Department has identified several endangered species within the proximity of the study area as shown in Table 2.9 Camp Verde Small Area Transportation Study Final Report - Page 14 Camp Verde Small Area Transportation Study Final Report - Page 15 Camp Verde Small Area Transportation Study Final Report - Page 16 TRANSPORTATION CONDITIONS This section inventories the existing major transportation system and documents the intersection lane configuration, speed limits, and road conditions. status/condition of each transportation element. Included in the inventory are bridges, standards of roadway functional classification from the General Plan. Figure 2.10 displays the pavement condition, crashes, traffic conditions, roadway performance, and other modes of functional classification of these roads in the study area. Figure 2.11 displays the total number transportation in the study area. of lanes for each roadway and Figure 2.12 presents the corresponding posted speed limit. Existing Roadway System Major Roadways Interstate 17 is an ADOT owned divided four-lane roadway that traverses north-south through TABLE 2.10: ROADWAY FUNCTIONAL CLASSIFICATION DEFINITION CLASSIFICATION Major Arterial traffic to and from minor arterials. Minor Arterial collects and distributes traffic to and from collector traffic. Beginning in Cottonwood and ending in Eagar, SR 260 intersects I-17 in the central SR 260 is a two-lane arterial within the study area; however, from mileposts 218 to 223 SR 260 is four-lane roadway with a center left turn lane. Defined as a street with signals at important intersections, stops signs on the side streets, and State Route 260 is an ADOT owned east-west highway that serves both local and regional portion of Camp Verde. DESCRIPTION Defined as a street with access control, channelized intersections, restricted parking, and collects and distributes the Town of Camp Verde for approximately five miles and primarily serves regional traffic between Phoenix, Flagstaff, and the Verde Valley Region. Table 2.10 lists the streets. Collector Defined as a street that collects traffic from local streets and connects with minor and major arterials. Montezuma Castle Highway is a north-south major collector that begins at I-17/Cliff Castle Casino and ends at Main Street. It is primarily used by local traffic and has one lane in each direction. Pavement Type and Condition Nearly all of the major roads in Camp Verde are paved; Figure 2.13 displays the current pavement condition in terms of very poor, poor, fair, good and very good. The pavement Main Street extends between Finnie Flat Road/Montezuma Castle Highway and SR 260. ratings for I-17 and SR 260 were provided by ADOT and the Town of Camp Verde provided Multiple tourism related businesses and Town government offices are located along Main the pavement conditions for other roads in the study area. More than 10% percent of the Street. roadway network has a pavement serviceability rating of poor or worse; Quarterhorse Lane from Glenrose Drive to Quarterhorse Lane (north/south) is classified as very poor. Finnie Flat Road connects Main Street and SR 260. It is predominantly a two lane road that serves local traffic. A small section of Finnie Flat Road, at SR 260, is a four lane road. Bridge and Culverts The Verde River transverses north-south through study area and has smaller tributaries that Roadway Functional Classification, Lanes and Posted Speed Limits drain into it, resulting in several bridges and culverts throughout the Town of Camp Verde. Functional Classification is the grouping of roads, streets, and highways in a hierarchy based Bridge condition data was provided by ADOT for bridges in the study area. on the type of service they provide. Streets and highways do not operate independently, they bridges/culverts are in need of replacement or rehabilitation; one along SR 260/Cherry Creek are part of an interconnected network and each one performs a service in moving traffic and another along I-17/Gaddis Wash. throughout the system. The Town of Camp Verde staff helped identify key roadways within replacement or rehabilitation are along SR 260 south of Homestead Parkway. Figure 2.14 the study area to be evaluated. A field review was conducted to inventory the roadway and displays the bridge conditions. Camp Verde Small Area Transportation Study Four The remaining two bridges/culverts in need of Final Report - Page 17 Camp Verde Small Area Transportation Study Final Report - Page 18 Camp Verde Small Area Transportation Study Final Report - Page 19 Camp Verde Small Area Transportation Study Final Report - Page 20 Camp Verde Small Area Transportation Study Final Report - Page 21 Camp Verde Small Area Transportation Study Final Report - Page 22 FIGURE 2.16: CRASH SUMMARY Crash Data Crash analysis was conducted for major roadways in the study area to identify high accident Relationship to Intersection Collision Type locations, trends, patterns, and predominant crash reasons. All crashes in the area between Alley Intersection 0.13% August 2001 and July 2006 were obtained from ADOT’s Accident Location Identification Surveillance System (ALISS). A total of 758 crashes occurred in the five year period; Figure 2.15 shows the breakdown of crashes over the past five years. Of the total crashes, eight were Intersection Related 35% Driveway Access 8% fatalities; with three of those fatalities along I-17 and another three along SR 260 (see Figure 2.18: Fatal Crashes). Figure 2.16 shows a breakdown of crashes by intersection type, first Overturning 7% the top seven violation types for the crashes in the study area. Other 7% Collision with other Motor Vehicle 64% harmful definition, collision manner, and injury severity. Figure 2.17 displays the location of crashes in the study area and Figure 2.18 presents the fatal crash locations. Table 2.11 displays Collision with Pedal Cyclist 0.4% Collision with Fixed Object 18% No Relationship 57% Collision with Animal 3% Collision with Pedestrian 1% FIGURE 2.15: HISTORICAL CRASH SUMMARY Collision Manner 240 210 Rear-End 28% NonIncapacitating Injury Accident 11% Angle 12% Sideswipe (same), 6% 160 148 139 120 123 80 71 67 40 0 2001 2002 2003 2004 Year Camp Verde Small Area Transportation Study 2005 2006 No Injury Accident 63% Unknown 3% Fatal Accident 1% 2% n, O Single Vehicle 38% Left Turn, 5% Back ing Oth , 3% er, 2 U% tu Sideswipe rn ,2 (opposite), 2% % Possible Injury Accident 16% ad He Number of Crashes 200 Injury Severity Incapacitating Injury Accident 6% Non-Contact (not mc), 0% TABLE 2.11: CRASHES – TOP SEVEN PREDOMINANT VIOLATION TYPES Violation Type Speed Too Fast for Conditions Failed to Yield Right-Of-Way Inattention No Improper Driving Other Unknown Followed Too Closely Crashes 221 116 107 79 57 53 31 Percentage 29.16% 15.30% 14.12% 10.42% 7.52% 6.99% 4.09% Final Report - Page 23 Camp Verde Small Area Transportation Study Final Report - Page 24 Camp Verde Small Area Transportation Study Final Report - Page 25 Existing Roadway Traffic and Performance Conditions Current Traffic Counts FIGURE 2.19: ILLUSTRATION OF LOS A THROUGH LOS F Traffic Counts were obtained at strategic locations throughout the study area (See Figure 2.20 LOS A to B LOS C LOS D to F Current Traffic Counts). I-17 carries the highest amount of traffic followed by SR 260 north of I-17. In addition to daily traffic counts, AM and PM peak hour turn movement traffic counts were taken at key intersections and are also displayed in Figure 2.20. Level of Service Roadway performance is measured in terms of Level of Service (LOS). For a planning level analysis, the level of service is based on the range of the ratio of traffic volume on the road to the capacity of the road. The capacity of the road is a function of the number of lanes, functional classification, speed, and roadway geometrics. The Highway Capacity Manual states that the LOS of a road segment can range from LOS A to LOS F as defined below. LOS A: Best, free flow operations (on uninterrupted flow facilities) and very low delay (on Current Roadway Level of Service interrupted flow facilities). Freedom to select desired speeds and to maneuver within traffic Figure 2.21 illustrates the current LOS for roadways within the Town of Camp Verde. is extremely high. Following roadways operate at LOS C: LOS B: Flow is stable, but presence of other users is noticeable. Freedom to select desired speeds is relatively unaffected, but there is a slight decline in the freedom to maneuver within traffic. LOS C: Flow is stable, but the operation of users is becoming affected by the presence of ƒ ƒ ƒ ƒ Montezuma Castle Highway Finnie Flat Road Main Street SR 260 North of I-17 Other roads operate at LOS B or better. other users. Maneuvering within traffic requires substantial vigilance on the part of the user. LOS D: High density but stable flow. Speed and freedom to maneuver are severely Current Intersection Level of Service restricted. The driver is experiencing a generally poor level of comfort and convenience. The current intersection LOS and the LOS for each turn movement for each leg/approach of the intersections were determined and are displayed in Figure 2.21. LOS E: Flow is at or near capacity. All speeds are reduced to a low, but relatively uniform value. Freedom to maneuver within traffic is extremely difficult. Comfort and convenience levels are extremely poor. LOS F: Worse, facility has failed, or a breakdown has occurred. ƒ Main Street/Finnie Flat Road/Montezuma Castle Highway intersection operates at LOS F. ƒ SR 260/Verde Valley Justice Center Road intersection operates at LOS C during the AM peak and LOS D during the PM peak. For rural communities, LOS A and B correspond to no congestion, LOS C represents moderate congestion, and LOS D, E, and F indicate severe congestion (See Figure 2.19: Illustration of LOS A Through F). Camp Verde Small Area Transportation Study Final Report - Page 26 Camp Verde Small Area Transportation Study Final Report - Page 27 Camp Verde Small Area Transportation Study Final Report - Page 28 Existing Transit Services Once qualified, clients are provided with monthly vouchers worth a maximum of $80 in taxi In 2001, a long term resident of the Camp Verde area named William Ellison made an services. This monthly $80 voucher does not go very far, as a typical ride to see a doctor in entrepreneurial effort to bring public transit to Camp Verde. Using both private and public Cottonwood would cost $40 one-way to travel from Camp Verde to Cottonwood by cab, and funds, he operated a 57-mile, 3-leg route on a once-every-two-hours frequency, Monday another $40 to return. NACOG stipulates that VTS dollars are only to be used for trips with through Friday, and called it Verde Public Transit. Unfortunately, due to a lack of continued the following purpose: medical, basic necessities, work, counseling, social service agencies, or funding, the operation lasted only about four and one-half weeks from January 22 through education. Certain trips such as shopping are restricted to Camp Verde only. To make a February 20. During the short operation, the Verde Public Transit carried approximately 451 voucher transit trip, clients must call one of the venders to schedule a ride, pay a $2-cash co- passengers using a deviated fixed route system. Later that year, the Town of Camp Verde payment to the driver, and use the transit voucher dollars to pay for the remaining cost. commissioned a Camp Verde Transit Study (CVTS) that investigated the impacts of the service Vendors have the right to refuse transportation services to clients. and presented statistics provided by Ellison. As a result of the positive impacts found in the temporary transit service, the study strongly recommended the reinstatement of the Verde From July 2006 to June 2007, a total of 2,962 transit voucher trips were provided to 296 people. Public Transit service. Since the closure of Verde Public Transit, no other local or regional This is an average of 247 trips provided and 25 patrons per month. The pie chart in Figure 2.22 transit has been established to serve residents of Camp Verde. Furthermore, neither taxi nor shows that most of the trips taken are for very basic purposes including going to work, buying airport shuttle services operate locally in Camp Verde. However, residents of Camp Verde basic needs, or looking for a job. Transportation for these needs is not available for residents may call for taxi or airport shuttle services that operate from the neighboring cities of by any other program and is an essential part of the Camp Verde economy. Cottonwood and Prescott. FIGURE 2.22: VTS RIDE REQUEST BY PURPOSE FY 06-07 The nearest public transit service is located about 17 miles away in the neighboring City of Cottonwood, called the Cottonwood Area Transit System (CATS). CATS has both a fixed route service and a supplemental dial-a-ride service serving several areas, including Cottonwood, Clarkdale, Verde Village and Bridgeport but not the Town of Camp Verde. It is funded through Section 5311 federal grants, local government support, passenger fares, and the in-kind support of volunteer drivers. Education 10% Medical 16% Counseling 6% Social Service 10% Voucher Transit System (VTS) In lieu of a real transit system, qualifying Camp Verde residents have access to a Voucher Basic Needs 25% Transit System (VTS), whereby the Northern Arizona Council of Governments (NACOG) contracts with two taxi companies to provide scheduled and approved trips at minimal cost to the rider. To qualify, a Camp Verde resident must be age 55 or older, a youth between the ages of 16-21, be disabled and receiving disability payments, or living in a household with income less than 150 percent of the federal poverty guidelines. Residents must first be Work 26% Job Search 7% certified for eligibility before trips can be taken. The two contractors currently hired by NACOG are CJ’s Need a Lift, located in Cottonwood, and Red Rock Taxi, located in Prescott. NACOG administers the VTS program for Camp Verde as well as three other major areas including Chino Valley, Prescott Valley and Prescott. Each of these areas pay NACOG for the Camp Verde Small Area Transportation Study Final Report - Page 29 actual cost of the voucher dollars redeemed by their respective residents plus a 15% Route 260. This is a curbside bus station with no shelter and no services. Customers order administrative fee. For the first six months in 2009, Camp Verde is expected to budget about tickets online or through the telephone. $9,660 to provide 28 clients with $80 worth of vouchers per month, assuming clients will redeem about 75% of their vouchers. Camp Verde has allocated about 15% of their Local Unfortunately, Greyhound has a bus route connecting Phoenix and Flagstaff that passes Transportation Assistance II (LTAF II) Fund to pay for VTS. LTAF II funds are distributed by through Camp Verde, but provides no service to Camp Verde. The closest Greyhound station the Arizona Department of Transportation and are funded through Arizona Lottery Powerball is located about 55 miles away in Flagstaff. ticket sales, which can fluctuate from year to year. In 2005, the Town had approximately $41,700 remaining in LTAF II money for transit and used about $6,300 for VTS services for that Alternative regional transportation providers are tour companies. Cliff Castle Casino located year. in Camp Verde has been operating minibuses to promote patronage to their casino by picking up passengers from Sedona and as far away as Phoenix. Nava-Hopi is a tour company Client Oriented Transportation Services providing several daily trips linking Camp Verde with Phoenix and Flagstaff. Many Sedona While there are no public transportation services available locally to the general public, several based tour companies offer coach, jeep, and van tours to regional scenic areas including scenic private non-profit agencies, mostly funded through Section 5310 federal grants and other spots in Camp Verde. In addition, most airport shuttles, operating frequent service from programs, offer client-orientated transportation services limited to the elderly or persons with Sedona to Phoenix Sky Harbor International Airport, will make intermediate stops at disabilities. The CVTS reported on two of the most active providers, including the Verde Cottonwood and Camp Verde. Valley Caregivers Coalition (VoCap) which provides rides throughout the Verde Valley. About thirty trips per week are provided by the VoCap, mostly within the County but trips can be taken as far as Phoenix and Flagstaff. The other private non-profit transportation Evaluation of Deficiencies and Needs Potential Transit Dependent Population service is the Yavapai County Department of Medical Assisted-Long Term Care Division, An area’s potential transit dependent population generally includes persons 65 years of age which provides non-emergency medical transportation services under the Arizona Long Term and older, persons with a mobility limitation, and persons considered below the poverty level. Care System (ALTCS). Almost half of the clients reside in nursing care and other institutional Table 2.12 shows a side by side comparison of Camp Verde’s demographic statistics with state facilities with the remaining half in home and community based residents. and national statistics as reported by the 2000 Census. The comparison shows that Camp Verde has a disproportionately larger share of all three population subsets than most areas in Another client oriented transportation provider is the Verde Valley Veterans Van service, the nation. On the state level, Camp Verde has a similar proportion of elderly (65 years of age which was founded to ensure that veterans in the community have adequate transportation to and older) and significantly higher proportions of below poverty and disabled individuals and from medically scheduled appointments. In addition, they also provide service to the (under 65 years of age). elderly, disabled and youth programs who are not necessarily veterans. The Verde Valley Van Service is operated by a team of 17 volunteers and receives $2,500 in donations from the As an area’s population grows, so does the population of potential transit dependent persons. Town’s LTAFF II grant money to subsidize maintenance and administrative costs. Table 2.13 shows how the population in Camp Verde has been increasing steadily for several decades. Figures from the 2000 Census indicate that the Town has grown more than 54 Intercity Public Transportation percent since 1990 to 9,450 inhabitants. The local perception is that significant growth has For intercity travel, Amtrak operates a Thruway Motorcoach Service that makes a stop in occurred in the Verde Lakes area. The size of the labor force has also been growing steadily Camp Verde. The Camp Verde bus station connects Phoenix and Flagstaff and serves the while unemployment has been simultaneously decreasing. Although the rate of growth has neighboring communities of Sedona, Prescott and Cottonwood. It is located at 365 North declined quite a bit, significant growth is still expected in the area, and transportation Goswick, in front of a Burger King Restaurant, near the intersection of Interstate 17 and State resources have yet to meet past and present growth. Camp Verde Small Area Transportation Study Final Report - Page 30 TABLE 2.12: TRANSIT DEPENDENT SUBSETS IN CAMP VERDE 2000 Population Census extensive list of notable local attractions, tourist destinations, and significant employment Percent of Total Camp Verde centers in Camp Verde can be found in the CVTS. Arizona US As stated in the Existing Conditions section of this report, Camp Verde has a number of Entire Population 9,451 Elderly (Over 65) 1,938 20.5 % 23.0 % 12.4 % facilities that cater to the senior population. Currently, there are three senior residential Below Poverty (Under 65) 1,594 17.0 % 15.0 % 12.4 % complexes and three senior centers located in Camp Verde. These facilities may or may not Disabled (Under 65) 2,423 26.0 % 10.0 % 19.3 % provide transportation resources to its members. Sources: Arizona Department of Economic Security, 2005 and U.S. Census, 2000. Transit Demand Analysis TABLE 2.13: POPULATION AND EMPLOYMENT GROWTH IN CAMP VERDE % Growth Two previous studies, the CVTS and the Arizona Rural Transit Needs Study (RTNS), indicated % Growth that the Camp Verde area has significant potential for the demand of both local public transportation within Camp Verde and for regional public transportation that has service Year Population Population Employment Employment 1980 3,824 - 417 - 1990 6,243 63% 2,158 418% 2000 9,450 51% 3,194 48% The CVTS used three different methods to forecast transit demand while the RTNS used an 2007 11,409 21% 3,154 -1% entirely different method than those used by the CVTS. The forecasts provided in Table 2.14 2011 13,251 16% 4,394 39% applies the four methods used by these studies to the 2000 Census data and the most recently 2016 15,138 14% 5,497 25% 2026 18,288 21% 6,876 25% Sources: US Census, 1980, 1990, and 2000. connections to the neighboring areas of Cottonwood, Prescott, and Sedona. available travel demand modeling forecast data. This side by side comparison of all four methods indicates that there may be a possible transit demand range of anywhere between 38,000 to 112,000 transit trips annually if transit service was available today. Current Unmet Needs The current needs of transit-dependent persons in Camp Verde are similar to those of any TABLE 2.14: COMPARISON OF CURRENT TRANSIT DEMAND 1990 2000 2000 2007 Census Estimated Census Estimated small community without access to local or regional transit service. Public transportation Estimation Method services are needed to access employment, goods and services, and other local and regional CVTS Method 1 33,182 50,105 51,534 62,211 attractions. A limited variety of goods and services are available locally within Camp Verde. CVTS Method 2 17,193 25,962 93,348 112,687 25,188 38,034 72,441 87,449 19,131 28,888 31,496 38,021 56,715 68,465 Most of these goods and services can be found at the activity centers near the downtown area or in a developing “corridor” along Montezuma Castle Highway. For example, Camp Verde has few local doctors and dentists and the closest hospital, eye doctors, and specialists are in other Verde Valley communities. Transit-dependent persons needing goods or services not found in Camp Verde must rely on relatives or friends with automobiles for assistance. Average CVTS Models 1 & 2 E & D Method APTNA Method Sources: Camp Verde Transit Study (CVTS), 2001 and Arizona Rural Transit Needs Study (RTNS), 2008 In addition, the Verde Valley region is a major regional tourist attraction; Camp Verde has five regional attractions that draws in well over half a million visitors per year. These regional attractions generate employment for the local population which can be served by transit. An Camp Verde Small Area Transportation Study Final Report - Page 31 HOUSING UNITS, 2000- 2026 Development of rational projections for population, 20,000 12,000 13,251 people by 2011, 15,138 people by 2016, and 18,288 people by 2026. These estimates were 10,000 used in this study. 8,000 6,000 Arizona Department of Commerce does not forecast housing unit estimates. For this study, it is assumed that the current population to Occupied Housing Unit ratio of 2.62 for Camp Verde 4,000 will continue for future horizon years. Camp Verde will have approximately 5,009 housing 2,000 units by 2011, 5,764 housing units by 2016, and 7,024 housing units by 2026. 0 2000 2007 The Town of Camp Verde staff helped identify planned residential developments and potential areas for future development for each horizon year. The Yavapai-Apache Nation also provided information about future residential development on the Indian Reservation. Figure 3.2 displays the future growth areas in the Town of Camp Verde. 2011 2016 2026 Year Employment The Town’s current employment is estimated to be 3,154, a 28% employee to population ratio. The Town of Camp Verde staff and the Yavapai-Apache Nation helped identify potential employment growth areas in the Town of Camp Verde. Table 3.1 shows a tabular summary of the historical and projected population along with the number of occupied dwelling units in the Town. 7,024 Arizona Department of Commerce estimates that Camp Verde will reach a population of 18,288 14,000 5,764 Since 2000, the Town of Camp Verde has seen a population growth of 3.13% per year. The 15,138 16,000 5,009 Population and Housing Units 13,251 18,000 11,409 SOCIOECONOMIC CONDITIONS Population Occupied Dwelling Units 3,611 housing units, and employment by horizon year is vital in forecasting realistic traffic volumes. 9,451 and to envision potential solutions. FIGURE 3.1: HISTORICAL AND PROJECTED POPULATION AND OCCUPIED 4,273 Projecting future socioeconomic conditions helps anticipate changes in future travel demand In addition, the General Plan provided guidance on the future location of the new employment growth areas. Figure 3.1 graphically displays the population and housing unit growth trends. Figures 3.3 - 3.5 display the occupied housing With employment growth areas identified, it is estimated that the Town will have 4,394 jobs by unit by TAZ for each horizon year. 2011, 5,497 jobs by 2016, and 6,876 jobs by 2026. TABLE 3.1: HISTORICAL AND PROJECTED POPULATION AND OCCUPIED HOUSING UNITS, 2000- 2026 Population Occupied Housing Units Population/Occupied Housing Unit Ratio Y2000 9,451 3,611 Y2007 11,409 4,273 Y2011 13,251 5,009 Y2016 15,138 5,764 Y2026 18,288 7,024 2.62 2.67 2.65 2.63 2.60 Camp Verde Small Area Transportation Study Table 3.2 shows a tabular summary of projected employment for the Town. Figure 3.6 – 3.8 display the total employment by TAZ for each horizon year. TABLE 3.2: PROJECTED EMPLOYMENT, 2007 - 2026 Y2007 Y2011 Y2016 Y2026 Population 11,409 13,251 15,138 18,288 Total Employment 3,154 4,394 5,497 6,876 Employment/Population Ratio 0.28 0.33 0.36 0.38 Final Report - Page 32 Camp Verde Small Area Transportation Study Final Report - Page 33 Camp Verde Small Area Transportation Study Final Report - Page 34 Camp Verde Small Area Transportation Study Final Report - Page 35 Camp Verde Small Area Transportation Study Final Report - Page 36 Camp Verde Small Area Transportation Study Final Report - Page 37 Camp Verde Small Area Transportation Study Final Report - Page 38 Camp Verde Small Area Transportation Study Final Report - Page 39 FUTURE TRANSPORTATION CONDITIONS Projected 2015 No-Build Traffic Conditions The primary purpose of forecasting future traffic volumes is to estimate the additional travel Figure 3.10 displays the roadway LOS and projected 2016 traffic volumes on the current demand added to existing roadways (with no improvements) if population and employment roadway network with projected 2016 socioeconomic conditions. growth occurred as previously discussed in the socioeconomic conditions section of this improvements were assumed for this scenario. Under these circumstances, the following is a report. This analysis is used to forecast congestion levels on existing roadways based on summary of congestion levels: projected population and employment growth. In addition, this analysis provides valuable Severe Congestion ƒ Entire section of SR 260 north of I17. ƒ Small section of Montezuma Castle Highway near Cliff Castle Casino, north of insight into potential transportation solutions. As previously discussed, the Verde Valley Regional Travel Demand Model was used for traffic forecasting purposes. Finnie Flat Road, and south of Apache Trail. Similar to existing traffic analysis, the degree of future traffic congestion is expressed in terms ƒ Finnie Flat Road to the west of Cliffs Parkway. ƒ Montezuma Castle Highway /Main Street/Finnie Flat Road intersection. of Level of Service (LOS). LOS values range from LOS A to LOS F, with LOS A representing excellent traffic flow conditions in which vehicles experience minimal delays, and LOS F represents failure conditions where vehicles experience long delays. LOS A and B represent Medium Congestion ƒ ƒ ƒ ƒ no congestion, LOS C represents moderate congestion, and LOS D, E, and F represent severe congestion. Projected 2011 No-Build Traffic Conditions Figure 3.9 displays the roadway LOS and projected 2011 traffic volumes on the current roadway network with projected 2011 socioeconomic conditions. No future roadway improvements were assumed for this scenario. Under these circumstances, the following is a summary of congestion levels: Severe Congestion ƒ Small section of Montezuma Castle Highway near Cliff Castle Casino, north of Finnie Flat Road, and south of Apache Trail. ƒ Portions of SR 260 north of I-17. ƒ Montezuma Castle Highway/Main Street/Finnie Flat Road intersection. Medium Congestion ƒ ƒ ƒ ƒ Portions of SR 260 north of I-17. Finnie Flat Road, Main Street. Remaining portions of Montezuma Castle Highway. Small section of Verde Lakes Drive. Camp Verde Small Area Transportation Study No future roadway Finnie Flat Road to the east of Cliffs Parkway Remaining portions of Montezuma Castle Highway. Small section of Verde Lakes Drive. Main Street. Projected 2026 No-Build Traffic Conditions Figure 3.11 displays the roadway LOS and projected 2026 traffic volumes on the current roadway network with projected 2026 socioeconomic conditions. No future roadway improvements were assumed for this scenario. Under these circumstances, the following is a summary of congestion levels: Severe Congestion ƒ Entire section of SR 260 north of I17. ƒ Montezuma Castle Highway, Main Street, Finnie Flat Road to west of Cliffs Parkway. ƒ Montezuma Castle Highway /Main Street/Finnie Flat Road intersection. Medium Congestion ƒ ƒ ƒ ƒ ƒ Finnie Flat Road to the east of Cliffs Parkway I 17 Small section of Verde Lakes Drive. SR 260 between Old Church Road and Verde Lakes Drive. Portion of Middle Verde Road immediately north of I-17 interchange. Final Report - Page 40 Camp Verde Small Area Transportation Study Final Report - Page 41 Camp Verde Small Area Transportation Study Final Report - Page 42 Camp Verde Small Area Transportation Study Final Report - Page 43 TRANSPORTATION ISSUES TABLE 4.1: TRANSPORTATION ISSUES (CONTINUED) Based on inventory and analysis of existing and future conditions, transportation system deficiencies and issues were identified for the study area. These issues and deficiencies form the basis for the next phase of the study – the development of the long range transportation plan. Table 4.1 is a list of deficiencies and issues based on the existing and future conditions analysis. Figure 4.1 displays the major transportation issues in the study area. TABLE 4.1: TRANSPORTATION ISSUES Camp Verde Small Area Transportation Study Final Report - Page 44 Camp Verde Small Area Transportation Study Final Report - Page 45 EVALUATION CRITERIA ROADWAY IMPROVEMENTS Transportation system deficiency analysis and input from the public, various stakeholders, Roadway improvement options for short-term (years 2009-2011), mid-term (years 2012-2016), and Technical Advisory Committee (TAC) resulted in a comprehensive list of potential and long-term (years 2016-2026) time periods were evaluated using the criteria listed in Table transportation improvement options. These options were carefully evaluated using both 4.2. Roadway improvement projects were grouped into two categories, a) capacity related quantitative and qualitative criteria to identify projects/improvements that best serve the improvement projects, b) other roadway improvement projects (non-capacity related). needs of the Town of Camp Verde. Table 4.2 summarizes the criteria used in evaluating Capacity related improvement projects include widening existing roadways, constructing new potential transportation improvement options. roadways, and paving existing dirt roads. Roadway capacity improvement options were primarily evaluated using the Verde Valley Regional TransCAD Travel Demand Model. Non- TABLE 4.2: TRANSPORTATION IMPROVEMENTS EVALUATION CRITERIA Evaluation Criteria Safety and Security Congestion/Level of Service Mobility and Access Economic Development Opportunity Environmental Impacts Infrastructure Preservation/Maintenance Cost Efficiency and Implementation Feasibility Regional Connectivity Transportation choices Objectives Reduce vehicle, pedestrian, bicycle collisions. Enhance alternate emergency routes. Reduce emergency response times. Reduce congestion, bottlenecks and travel times for all modes. Improve linkages between transportation modes. Facilitate efficient internal traffic circulation options within the study area. Maintain travel reliability. Promote transportation choices that support economic growth. Protect and enhance natural, historical, and cultural environment by minimizing potential adverse impacts associated with transportation system development. Preserve and maintain existing transportation infrastructure. Minimize capital cost of transportation facilities, including preservation of ROW. Enhance connectivity between the study area and near by communities. Promote transportation choices such as pedestrian, bicycle ways, multi-use paths, and transit. Camp Verde Small Area Transportation Study capacity related improvement projects address safety concerns, intersection improvements, and long-term planning studies. Short-Term Roadway Capacity Improvements (2009 – 2011) A review of short-term Transportation Improvement Plans (TIP) for Camp Verde, ADOT, NACOG, and Yavapai County revealed that no major capacity improvement projects were scheduled to be implemented within in the Town limits before 2011. In addition, the results of the 2011 no-build traffic analysis scenario, discussed in Chapter 3, did not show the need for any additional capacity; therefore, there is no need to analyze any type of capacity improvement projects for this phase. Figure 4.2 displays the number of lanes and Figure 4.3 displays the Year 2011 traffic volumes and Level of Service (LOS) for roadways in the study area. Primary focus for this phase is on non-capacity improvements and is discussed later in this chapter. Final Report - Page 46 Camp Verde Small Area Transportation Study Final Report - Page 47 Camp Verde Small Area Transportation Study Final Report - Page 48 Mid-Term Roadway Capacity Improvements (2012 – 2016) Transportation Improvement Plans for Camp Verde, ADOT, NACOG, and Yavapai County were reviewed to identify capacity improvement projects scheduled for implementation within the Town within this phase. These improvement projects, combined with the 2016 nobuild traffic volume forecast analysis, helped identify potential capacity improvement projects to meet the traffic demand until the year 2016. Below is a list of capacity projects that were analyzed for the mid-term phase. ¾ Widening to 4 lanes ƒ Finnie Flat Road: SR 260 to 7th Street. ¾ Center Turn Lane ƒ Montezuma Castle Highway: Finnie Flat Road to Apache Trail. ¾ New roads (one lane each direction) ƒ Sierra Verde Road: Extend Sierra Verde Road to Old Church Road. Figure 4.4 displays the number of lanes and Figure 4.5 displays the Year 2016 traffic volumes and Level of Service (LOS) for roadways in the study area. As evident in the figures, SR 260 north of I-17 experiences severe congestion during this phase. However, widening of SR 260 before the end of this phase is not feasible due to lack of funding and construction time constraints; therefore, the widening project is analyzed in the long-term phase. Camp Verde Small Area Transportation Study Final Report - Page 49 Camp Verde Small Area Transportation Study Final Report - Page 50 Camp Verde Small Area Transportation Study Final Report - Page 51 Long-Term Roadway Capacity Improvements (2016 – 2026) ƒ Lazar Road: Clinton Road to Sierra Verde Road. To address long-term future travel demand in the study area, several capacity improvement ƒ 7th Street: Finnie Flat Road to Holloman Street. alternatives were grouped into scenarios and tested for efficiency, feasibility, and performance. ƒ Holloman Street: 7th St to Main Street. The following roadway capacity improvement project scenarios were tested for the study area. Figure 4.6 depicts the number of lanes and Figure 4.7 displays the traffic volumes and Level of Service (LOS) for roadways in the study area for the Alternative 1 scenario. Alternative 1 To address capacity issues identified in the mid-term roadway capacity scenario, internal Alternative 2 traffic circulation issues, alternate emergency route options; and additional transportation The purpose of Alternative 2 was to test the option of adding the SR 260 by-pass road from solutions were grouped into Alternative 1 and Alternative 2 scenarios. Alternative 1 General Crook Trail/I-17 interchange to SR 260. This scenario included conditions from the incorporated all projects included in the mid-term roadway capacity scenario, in addition to mid-term roadway capacity analysis, internal traffic circulation issues, and alternate the following projects: emergency route options. Alternative 2 includes all projects from the mid-term analysis and ¾ Widening to 6 lanes ƒ I-17: General Crook Trail to Montezuma Castle Highway. ¾ Widening to 4 lanes ƒ Finnie Flat Road: SR 260 to 7th Street. the following: ¾ Widening to 6 lanes ƒ I-17: General Crook Trail to Montezuma Castle Highway. ¾ Widening to 4 lanes ƒ SR 260: I-17 to Thousand Trail Road. ƒ Finnie Flat Road: SR 260 to 7th Street. ƒ SR 260: I-17 to west of MP 223. ƒ SR 260: I-17 to Thousand Trail Road. ƒ Montezuma Castle Highway: Apache Trail to I-17. ƒ SR 260: I-17 to west of MP 223. ¾ Center Turn Lane ƒ Montezuma Castle Highway: Finnie Flat Road to SR 260. ƒ Finnie Flat Road: SR 260 to 7th Street. ¾ New two lane roads/connections ƒ Middle Verde Road: North end of Middle Verde Road to proposed Beaverhead Road extension. ƒ Beaverhead Road: West end of Beaverhead Road to SR 260. ƒ Cherry Road: East end of Cherry Road at SR 260 to Reservation Loop Road. ƒ Montezuma Castle Highway: Apache Trail to I-17. ¾ Center Turn Lane ƒ Montezuma Castle Highway: Finnie Flat Road to Apache Trail. ƒ Finnie Flat Road: SR 260 to 7th Street. ¾ New two lane roads/connections ƒ SR 260 By-pass: I-17 to SR 260 (northbound). ƒ Middle Verde Road: North end of Middle Verde Road to proposed Beaverhead Road extension. ƒ Sierra Verde Road: Sierra Verde Road to Salt Mine Road. ƒ Beaverhead Road: West end of Beaverhead Road to SR 260. ƒ Sierra Verde Road: Sierra Verde Road to Old Church Road. ƒ Cherry Road: East end of Cherry Road at SR 260 to Reservation Loop Road. Camp Verde Small Area Transportation Study Final Report - Page 52 ƒ Sierra Verde Road: Sierra Verde Road to Salt Mine Road. ¾ Center Turn Lane ƒ Sierra Verde Road: Sierra Verde Road to Old Church Road. ƒ Montezuma Castle Highway: Finnie Flat Road to SR 260. ƒ Lazar Road: Clinton Road to Sierra Verde Road. ƒ Finnie Flat Road: SR 260 to 7th Street. ƒ 7th Street: Finnie Flat Road to Holloman Street. ƒ Holloman Street: 7th Street to Main Street. Figure 4.8 displays the number of lanes for this scenario including the new roadways. Figure ¾ New two lane roads/connections ƒ Middle Verde Road: North end of Middle Verde Road to proposed Beaverhead Road extension. 4.9 displays the resulting traffic volumes and roadway LOS in the year 2026. As shown in ƒ Beaverhead Road: West end of Beaverhead Road to SR 260. Figure 4.9, I-17 operates at LOS B with traffic volumes ranging from 20,000 to 26,000. SR 260 ƒ Cherry Road: East end of Cherry Road at SR 260 to Reservation Loop Road. north of I-17 carries roughly between 10,000 to 14,000 vehicles per day, in comparison SR 260 ƒ Quarter Horse Lane: Quarter Horse Lane (north-south) to Salt Mine Road. by-pass has a traffic volume of 14,000. The Beaverhead Road and Cherry Road extensions ƒ Lazar Road: Clinton Road to Sierra Verde Road. carry approximately the same amount of traffic as the previous alternative. Main Street, from ƒ Sierra Verde Road: Sierra Verde Road to Old Church Road. Montezuma Castle Highway to Holloman Street, still operates at LOS D with traffic volumes ƒ 7th Street: Finnie Flat Road to SR 260. roughly 7,000. ƒ Holloman Street: 7th Street to Main Street. Furthermore, the northbound and southbound legs of Montezuma Castle Highway, at Finnie Flat Road/Main Street, operates at the same LOS as the previous alternative. Figure 4.10 displays the number of lanes, and approximate locations of new roads for the preferred scenario. Figure 4.11 displays the traffic volumes and roadway LOS. As evident in Figure 4.11, I-17 operates at the same condition as Alternative 1 and 2. SR 260 north of I-17 Preferred Scenario Transportation capacity improvement options from the mid-term analysis, Alternative 1, and Alternative 2 were reviewed to select the capacity projects that met the year 2026 traffic demand and provided internal traffic circulation, regional connectivity, and are feasible projects. Below is the list of capacity projects analyzed in this scenario. ¾ Widening to 6 lanes carries roughly between 23,000 to 25,000 vehicles per day, with the Beaverhead Road and Cherry Road extensions carrying less than 5,000 each. Main Street, from Montezuma Castle Highway to SR 260, operates at LOS D and worse with traffic volumes ranging from 7,000 to 9,000. Furthermore, the northbound and southbound legs of Montezuma Castle Highway at Finnie Flat Road/Main Street operates at same LOS as the previous alternatives. ƒ I-17: General Crook Trail to Montezuma Castle Highway. ¾ Widening to 4 lanes ƒ Finnie Flat Road: SR 260 to 7th Street. ƒ SR 260: I-17 to Thousand Trail Road. ƒ SR 260: I-17 to west of MP 223. ƒ Montezuma Castle Highway: Apache Trail to I-17. Camp Verde Small Area Transportation Study Final Report - Page 53 Camp Verde Small Area Transportation Study Final Report - Page 54 Camp Verde Small Area Transportation Study Final Report - Page 55 Camp Verde Small Area Transportation Study Final Report - Page 56 Camp Verde Small Area Transportation Study Final Report - Page 57 Camp Verde Small Area Transportation Study Final Report - Page 58 Camp Verde Small Area Transportation Study Final Report - Page 59 TABLE 4.4.: MID-TERM (2011 – 2016) – OTHER ROADWAY IMPROVEMENTS Other Roadway Improvements Input from the public, stakeholders, and the TAC was used in conjunction with existing and future conditions deficiency analysis to identify non-capacity roadway improvements. These include projects to address safety concerns, long-term planning studies, and intersection Project Type Intersection Improvements improvements. Table 4.3 is a list of short-term improvements, Table 4.4 is a list of mid-term improvements and Table 4.5 is a list of long-term improvements. Other TABLE 4.3: SHORT-TERM (2009 – 2011) – OTHER ROADWAY IMPROVEMENTS Project Type Intersection Improvements Location Cherry Rd/SR 260/Old Hwy 279 Description Install traffic signal at intersection I-17/SR 260 Review and add/re-locate sign boards showing directions to Camp Verde business districts Main St/Montezuma Castle Hwy/Finnie Flat Rd Transit Review signal phasing, turn lanes, approach speeds, and intersection lighting. Improve signage in the vicinity of the intersection Location Description SR 260/Horseshoe Bend Dr Conduct signal warrant study and install trafffic signal at interesection Cliff Pkwy/Finnie Flat Rd Drainage improvements Main St/Montezuma Castle Hwy/Finnie Flat Rd Implement recommendations from alternate traffic control study Old Hwy 279: Entire Section Mitigate low water crossing Pave roadway SR 260: I-17 to Homestead Pkwy Potential business access improvements as future development occurs General Crook Trl: I-17 to SR 260 Upgrade to major collector when future development occurs (80 ft minimum right-of-way Black Bridge Entire System Entire System Rehabilitation Develop transit demand mangement program Partner with CATS and Greyhound Entire System Initiate comprehensive transit needs study Initiate study to evaluate alternatie traffic control options including roundabouts SR 260/McCracken Ln Pavement Preservation Sr 260/Verde Lakes Dr General Crook Trl: I-17 to SR 260 Salt Mine Rd: South of Oasis Rd McCracken Ln: East of SR 260 Main St: Finnie Flat Rd to SR 260 Stolen Blvd: Quarter Horse Ln to Glenrose Dr Murdock Rd: Quarter Horse Ln to Stolen Blvd Glenrose Dr: Stolen Blvd to Quarter Horse Ln Quarter Horse Ln: West of Glenrose Dr Aspen Way: Catclaw Dr to SR 260 Cherry Rd: West of SR 260 SR 260: Thousand Trl to I-17 Other TABLE 4.5: LONG-TERM (2016 – 2026) – OTHER ROADWAY IMPROVEMENTS Project Type Other Safety Inplement spot safety improvements: Intersection improvements at Cherry Rd, Horseshoe Bend Dr, Dickison Circle Passing lane in the vicinity of Old Hwy 279 (north end) and SR 260 Transit Cliffs Pkwy: Finnie Flat Rd to SR 260 Clinton Ln: Verde Lakes Dr to SR 260 Entire System Transit Conduct signal warrant study and install traffic signal at intersection Improve sight distance at intersection Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Entire System Entire System Camp Verde Small Area Transportation Study Implement traffic calming measures Add 3 way stop sign at Cliffs Pkwy and Azure Dr intersection Location Description Upgrade to collector 7th St: Finnie Flat Rd to SR 260 Upgrade to collector Holloman St: 7th St to Main St Develop as alternate safety/emergency route Middle Verde Rd: SR 260 to I-17 Develop as alternate safety/emergency route Montezuma Castle Hwy: I-17 to Finnie Flat Rd Develop as alternate safety/emergency route 7th St: Finnie Flat Rd to SR 260 Develop as alternate safety/emergency route Holloman St: 7th St to Main St Quarter Horse Ln (east-west): Old Church Rd to S Develop as alternate safety/emergency route Quarter Horse Ln (north-south): Quarter Horse LnDevelop as alternate safety/emergency route Develop as alternate safety/emergency route General Crook Trl: I-17 to SR 260 Develop as alternate safety/emergency route Oasis Rd/Salt Mine Rd: SR 260 to Sierra Verde Rd Develop as alternate safety/emergency route Sierra Verde Rd: SR 260 to Quarter Horse Ln Develop as alternate safety/emergency route Clinton Ln: SR 260 to Verde Lakes Dr Develop as alternate safety/emergency route Lazar Rd: SR 260 to Sierra Verde Dr Implement transit oriented development policies Entire System Entire System Entire System Develop a Camp Verde Transit Center including a Park & Ride lot Implement recommendations from transit needs study Add sign boards along Clinton Ln showing directions to SR 260 Designate a City Transit Coordinator Create a Transit Advisory Committee consisting of key Town staff, members from the business community, local transit and transportation agencies. Seek new sources of funding Final Report - Page 60 TRANSIT RECOMMENDATIONS a small part of a transit system’s total budget (10-25 percent), making the cost of an error in For future transit demand forecasts, analysis was conducted using the Arkansas Public demand estimates even smaller. Most large errors in estimating passenger revenue have a Transportation Needs Assessment (APTNA) method, which was the only method used by relatively small impact on overall finances. Arizona Rural Transit Needs Study (RTNS) for several reasons that are noted in the RTNS resources may be acquired to respond to demand. Final Report. In addition, the APTNA method was also chosen for this analysis due to its uncertainty is low enough that the projections presented in this report can be relied upon to relative ease when comparing results to those presented in the RTNS Final Report. The show a substantial need for local and regional transit service in Camp Verde. If ridership is underestimated, additional Thus, the impact of the degree of APTNA method projects transit demand using the following trip rates (i.e., one-way passenger Recommendations trips per year): ƒ Elderly persons age 60 and over: 6.79 Two previous studies, CVTS and RTNS, provided findings and recommendations that if ƒ Persons with disabilities under age 60: 4.49 pursued would have provided a viable transit system for Camp Verde. However, several key ƒ Persons living in poverty under age 60: 20.50 attempts to reinstate fixed route transit have not been successfully implemented. Table 4.6 shows the published transit demand projections from the RTNS Final Report and the calculated transit demand (after applying the APTNA method to future demographic The CVTS report clearly summarized the major transit needs of Camp Verde; many these projections as forecasted by the travel demand model). identified needs remain valid since very few of the recommendations in that report were successfully implemented. The RTNS report confirms the findings of both the CVTS and this TABLE 4.6: ESTIMATED ANNUAL TRANSIT DEMAND FROM 2005 TO 2026 ANNUAL TRANSIT DEMAND (APTNA METHOD) Year 2005 2007 2011 2016 2026 Annual Transit Demand (APTNA Method) Reported by RTNS Calculated Using Model Forecast 45,500 57,023 66,229 65,600 75,660 91,404 Source: Arizona Rural Transit Needs Study (RTNS), 2008. In discussing potential current and future transit demand forecast, there are two caveats to note. To begin, the potential transit demand forecast can not be expected to represent actual expected ridership. Furthermore, there are many different methods available for transit demand forecasting and no one method can truly claim accuracy as each has its own errors. However, forecasts with these methods can be relied upon since passenger revenues make up Camp Verde Small Area Transportation Study study. Furthermore, the RTNS cited Camp Verde as a top priority for New Section 5311 Service. Key findings and public transportation needs identified in CVTS include: Key Findings Stated in CVTS: ƒ The Camp Verde area contains widely scattered residential areas. However, most commercial areas and other activity centers are concentrated along several arterial corridors. ƒ A higher than average percentage of Camp Verde’s population consists of groups, such as the elderly and people with mobility limitations, who are more likely to be transit dependent. ƒ Projected population growth is expected to increase population density, as well as the numbers of transit-dependent individuals. Public Transportation Needs Identified in CVTS: Final Report - Page 61 ƒ An intercity service that links the population centers of Cottonwood/Clarkdale, Designate a City Transportation Coordinator Sedona, and Camp Verde. This could serve many intercity commuters, as well as The consultant recommends that the town hire or designate a city transportation coordinator transit-dependent persons who need to reach medical appointments and other to develop a rideshare program and to serve as a clearinghouse for local and regional public specialized services. transportation information. For example, the coordinator can track changes in area ƒ A regional ridesharing or vanpool program for commuters between the Cottonwood, Camp Verde, and Sedona areas. demographics and employment, record the number of citizens requesting dial-a-ride and/or voucher transit service, and track the number of commuters traveling outside the area. The coordinator can then use this information to keep regional special needs transit operators up to The sections below describe the recommended actions needed in order to meet the public date on the town’s rapidly changing demographics so operators can make informed decisions transportation needs of Camp Verde and outlines the actions by realistic completion about beginning or increasing service to the area. The Transportation Advisory Committee timeframes. could assist the town in identifying the desirable attributes of the coordinator position and to work with the coordinator after his or her selection. Near-Term Actions by 2011 Camp Verde should take the following near-term steps with a tentative goal of completion by Seek for New Sources of Funding 2011 in order to immediately improve opportunities for residents to use public transportation Seek new funding for a new public transit operation or the expansion of CATS into Camp services. Verde. For example, the Town can seek Section 5317 funding, the New Freedom program. The New Freedom program funding can support operations and capital funding for disabled Organize a Transportation Advisory Committee veterans in rural Arizona to travel to large or small urban areas for healthcare needs. The New The town should consider appointing a volunteer Transportation Advisory Committee to Freedom program may also contribute to disabled transportation services that are beyond the assist the town in identifying and responding to Camp Verde’s transportation-related issues service boundaries currently provided by the Section 5311 program for rural public and concerns. The Transportation Advisory Committee, which could be a subcommittee of the transportation services. Town Council, could act as a liaison for transit issues between the town and the business community, and could also provide input for future transit actions such as partnering with Mid-Term Actions (2016) Cottonwood Area Transit System (CATS), developing routes, and selecting park-and-ride lots. In the mid-term period, Camp Verde should take the following steps with a tentative goal of completion by 2016. One of most crucial roles for the Transportation Advisory Committee would be to work closely with the State and NACOG to advise them of needed investments and to provide Develop a Transportation Demand Management Program appropriate feedback. In addition, the committee should monitor the State’s implementation Developing a Transportation Demand Management Program is probably the most efficient of the RTNS Recommendations and use of LTAF II funding. and inexpensive way to address Camp Verde’s demand for transportation access to employment and also to promote further economic growth. Camp Verde Small Area Transportation Study Transportation Demand Final Report - Page 62 Management consists of a wide range of programs and services that enable people to get Camp Verde has widely scattered residential areas with commercial areas and activity centers around without driving alone. Included are alternative transportation modes such as concentrated along several arterial corridors. Due to this design, the town has an opportunity carpooling, vanpooling, transit, bicycling, walking, and programs that alleviate traffic and to encourage transit-oriented designs in new residential developments or to develop parking problems such as telecommuting, variable work hours, and parking management. commercial corridors, by means of zoning overlays and other methods. One way the town can jump start this program is to partner with NACOG to establish a For example, the Town of Oro Valley, north of Tucson, requires that at least half the parking community ridesharing program that includes vanpools and carpools that serve the region. spaces in a commercial development be located on the side of or in back of the buildings. This With minimal startup and operational costs, organized ridesharing can address the needs of requirement reduces the distance that a transit rider must walk across a parking area. In those traveling long distances to work on a regular basis. Enlisting the support of major addition, new residential developments could be required to adhere to a grid of local and employers, by offering economic incentives to employers and employees, would further create collector streets, with fewer cul-de-sacs, internal loop roads, and other non-contiguous a mutual benefit for the community and the businesses. As vanpool ridership between Camp roadways. Verde and various destinations increases, some vanpools could evolve into a commuter bus service. Concurrent with the implementation of ridesharing programs, the town should construct initial park-and-ride facilities for use by carpools and vanpools. Mixed-use development—buildings two or more stories in height with commercial space on the ground floor and residential space above—could be permitted or encouraged in commercial corridors. Such actions increase future transit ridership, improve transit operating Partner with CATS and Greyhound economics, and thus make the provision of transit service more politically and economically Due to the relative proximity of Camp Verde to Cottonwood (distance of approximately 12 feasible. miles), the Verde Valley Multimodal Transportation study made a recommendation that serving the Camp Verde area could be a natural extension of CATS and would help expand Develop a Camp Verde Transit Center including a Park and Ride Lot and leverage existing Section 5311 funding. The RTNS made the same recommendation to Camp Verde should examine the concept of developing a regional transit center with a expand CATS to service Camp Verde, but also made a recommendation to add a Greyhound regional park-and-ride lot near the Interstate 17/State Route 260 interchange. The transit stop in Camp Verde to provide intercity service to/from both Phoenix and Flagstaff. center would be used as a major hub for express bus and shuttle operators, a park-and-ride lot for ride sharing, and a local bus system if established. The center could include a kiosk or a Long-Term Actions (2026) booth to sell tickets and to provide new and existing riders with up-to-date information about In the long term, Camp Verde should take the following steps with a tentative goal of available transportation services. completion by 2026. Implement Transit Oriented Development Policies Camp Verde Small Area Transportation Study NON-MOTORIZED MODES RECOMMENDATIONS Final Report - Page 63 Non-motorized modes utilized in Camp Verde include bicycle and pedestrian travel. Controlling access improves mobility and is linked to the function of a particular roadway. Low volume, low speed facilities (such as local roads) serve to provide direct and frequent Pedestrian and Bicycle Trail access to properties. The Town has limited bike lanes and/or pedestrian facilities; however, small portions of Cliffs provide mobility and restrict direct access to adjacent land uses, such as freeways, which are Parkway, Main Street, and SR 260 have sidewalks. These sidewalks are located in the more completely access controlled. The amount of appropriate access is related to the level of populated areas of town. The majority of the area’s trails, per the General Plan, are Non- mobility and specific function of a road as illustrated in Figure 4.12. Roadways with higher speeds and higher traffic volumes serve to Dedicated Trails. In addition, several unimproved pathways were noted within the study area. Additional walkways should be constructed as roadway improvements are FIGURE 4.12: ACCESS VS MOBILITY implemented. Sidewalks are especially scare in housing areas. It is recommended that the Freeway Town’s Transportation Planning and Housing staff coordinate efforts to assure that sidewalk Major Arterial facilities are included in future housing projects. The following recommendations are made to Increasing Mobility address pedestrian and bicycle facilities: ¾ Short-Term ƒ Develop a list of high priority pedestrian and bicycle projects. ƒ Develop requests for ADOT enhancement funding opportunities. ¾ Long-Term Minor Arterial Major Collector Minor Collector ƒ Develop a long-term pedestrian circulation plan Local Street ƒ Develop a long-range bicycle trail plan Increasing Access ACCESS MANAGEMENT This section provides an overview of recommended access management practices for the The challenge of managing access is establishing a program of legal, administrative, and management of vehicular access to all roadways. Access management enhances the flow of technical strategies with the appropriate balance between private property access rights and traffic on a corridor or roadway system by improving safety, capacity, and speed. Effective the need to control access to serve public need. Ideally, these strategies will be implemented access management programs control the number of driveways and vehicular curb cuts, through planning practices, rules, engineering standards, and procedures resulting in access remove slower turning vehicles, and reduce the number of vehicular conflict points. It is decisions that successfully, fairly and consistently, determine access management for each important to implement these controls without overly restricting reasonable access to unique situation. property. Camp Verde Small Area Transportation Study Final Report - Page 64 Benefits of Access Management Recommendations Improved traffic flow is one of the many benefits of applying access management techniques. ADOT is working to develop Memorandums of Understanding (MOU’s) with local Roadways utilizing access management techniques are likely to be safer and provide for better governments as part of the statewide implementation of the Access Management Program. circulation while improving travel times. Once the MOU is enacted it is recommended that access management strategies be These techniques include increasing driveway spacing, utilizing turning lanes, grade-separating intersections, and installing medians. implemented, such as closing access points, development of joint access, and the construction of frontage road systems. The frequency of intersections greatly influences the capacity and function of roadways. Roadways with more access points and intersections have more opportunities for conflicts, and significant friction to through traffic, which contributes to congestion and crashes. Other policy recommendations are: ¾ Encourage the Town to develop an Access Management Program. This program should comprehensively categorize the roadway system by access management categories, Applying access management techniques can enhance the livability of a community. Access provide specific guidelines for each category, and define the design criteria for each management has been shown to reduce crashes while also improving pedestrian/bicycle category. safety. The mobility benefits to a community include increases in roadway capacity and reductions in travel time. The economic benefits of access management include reserving ¾ Implement an Access Management Ordinance that provides the specific guidance for access to land uses. market area for businesses, improving customer safety and convenience, more efficient freight movement, and a positive effect on property values. Significant development is expected to occur along SR 260 north of I-17. The Town of Camp Verde should work with ADOT in developing an access management plan for this corridor. Communities that have implemented access management have more area for landscaping, while preserving community/scenic character and promoting more efficient land and site design. Additionally, access management can reduced emissions and fuel consumption due to improved traffic progression and can help avoid substandard access to lot splits. Current Access Management Conditions The Town of Camp Verde does not currently have an access management policy in place. The data analysis showed that crashes located along Finnie Flat Road/Main Street, in the central portion of Town, were related to ingress/egress movements; thus demonstrating the need to implement access management techniques. Camp Verde Small Area Transportation Study Final Report - Page 65 This section presents the Multimodal Transportation Plan for the Town of Camp Verde for the short-term, mid-term and the long-term phases. This transportation plan is the result of the deficiency analysis from Working Paper 1, first Public Open House input, and the evaluation of potential transportation solutions discussed in Chapter 4. It is a multimodal plan that includes roadway, transit, pedestrian, and bicycle improvements. SHORT-TERM TRANSPORTATION RECOMMENDATIONS Short-term phase projects are recommended to be completed within the timeframe of 2009 to 2011. Table 5.1 lists the transportation recommendations for this phase. The table identifies the LONG-TERM TRANSPORTATION RECOMMENDATIONS Long-term phase projects are recommended to be completed within the timeframe of 2016 to 2026. Table 5.3 lists the transportation recommendations for this phase. The table identifies the project type, location, description, agency responsibility, and estimated construction costs (in 2009 dollars) for each project. Actual costs for projects could vary at the time of implementation; therefore, detailed analysis should be performed on a case by case basis to estimate actual costs. Figure 5.3 is a graphical representation of the long-term transportation recommendations for the Town. project type, location, description, agency responsibility, and estimated construction costs for each project. Estimated costs for each project are in 2009 dollars and are generic estimates. Actual costs for projects could vary at the time of implementation; therefore, detailed analysis should be performed on a case by case basis to estimate actual costs. Figure 5.1 is a graphical representation of the short-term transportation recommendations for the Town of Camp Verde. MID-TERM TRANSPORTATION RECOMMENDATIONS Mid-term phase projects are recommended to be completed within the timeframe of 2011 to 2016. Table 5.2 lists the transportation recommendations for this phase. The table identifies the project type, location, description, agency responsibility, and estimated construction costs for each project. Estimated costs for each project are in 2009 dollars and are generic estimates. Actual costs for projects could vary at the time of implementation; therefore, detailed analysis should be performed on a case by case basis to estimate actual costs. Figure 5.2 is a graphical representation of the mid-term transportation recommendations for the Town. Camp Verde Small Area Transportation Study Final Report - Page 66 TABLE 5.1: SHORT-TERM (2009 – 2011) TRANSPORTATION RECOMMENDATIONS Project Type Intersection Improvements Pavement Preservation Location Agency Estimated Cost Town of Camp Verde N/A ADOT $20,000 Review signal phasing, turn lanes, approach speeds, and intersection lighting. Improve signage in the vicinity of the intersection Town of Camp Verde $20,000 Initiate study to evaluate alternate traffic control options including roundabouts Town of Camp Verde $35,000 SR 260/McCracken Lane Conduct signal warrant study and install traffic signal at intersection ADOT/Town of Camp Verde $365,000 SR 260/Verde Lakes Drive Improve sight distance at intersection ADOT/Town of Camp Verde $50,000 General Crook Trail: I-17 to SR 260 Salt Mine Road: South of Oasis Road McCracken Lane: East of SR 260 Main Street: Finnie Flat Road to SR 260 Stolen Boulevard: Quarter Horse Lane to Glenrose Drive Murdock Road: Quarter Horse Lane to Stolen Boulevard Glenrose Drive: Stolen Boulevard to Quarter Horse Lane Quarter Horse Lane: West of Glenrose Drive Aspen Way: Catclaw Drive to SR 260 Cherry Road: West of SR 260 Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Pavement Preservation Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde $2,196,500 $2,012,500 $1,173,002 $736,003 $1,046,505 $655,505 $632,506 $1,023,511 $563,507 $1,357,019 SR 260: Thousand Trail to I-17 Implement spot safety improvements: Intersection improvements at Cherry Road, Horseshoe Bend Drive, Dickison Circle (Project already in progress) ADOT N/A SR 260: Thousand Trail to I-17 Passing lane in the vicinity of Old Hwy 279 (north end) and SR 260 ADOT $2,600,000 Town of Camp Verde $40,000 Town of Camp Verde $20,000 Town of Camp Verde N/A Cherry Road/SR 260/Old Hwy 279 Install traffic signal at intersection ( Project already in progress) I-17/SR 260 Review and add/re-locate sign boards showing directions to Camp Verde business districts Main Street/Montezuma Castle Highway/Finnie Flat Road Other Implement traffic calming measures Cliffs Parkway: Finnie Flat Road to SR 260 Clinton Lane: Verde Lakes Drive to SR 260 Entire System Transit Description Add 3 way stop sign at Cliffs Parkway and Azure Drive intersection Add sign boards along Clinton Lane showing directions to SR 260 Designate a City Transit Coordinator Entire System Create a Transit Advisory Committee consisting of key Town staff, members from the business community, local transit and transportation agencies. Town of Camp Verde N/A Entire System Seek new sources of funding Town of Camp Verde N/A Camp Verde Small Area Transportation Study Final Report - Page 67 Camp Verde Small Area Transportation Study Final Report - Page 68 TABLE 5.2: MID-TERM (2011 – 2016) TRANSPORTATION RECOMMENDATIONS Project Type New Roadway Roadway Widening Intersection Improvements Location Description Agency Estimated Cost Sierra Verde Road: Sierra Verde Road to Old Church Road Extend Sierra Verde Road to Old Church Road Town of Camp Verde $354,200 Finnie Flat Road: SR 260 to 7th Street Widen to 2 lanes each direction with center turn lane Town of Camp Verde $2,574,000 Montezuma Castle Highway: Finnie Flat Road to Apache Trail Add center tune lane Town of Camp Verde $2,249,000 SR 260/Horseshoe Bend Drive Conduct signal warrant study and install traffic signal at intersection ADOT/Town of Camp Verde $365,000 Cliff Parkway/Finnie Flat Road Drainage improvements Town of Camp Verde $50,000 Main Street/Montezuma Castle Highway/Finnie Flat Road Implement recommendations from alternate traffic control study Town of Camp Verde N/A Town of Camp Verde $1,989,500 Mitigate low water crossing Old Hwy 279: Entire Section Pave roadway Other Transit SR 260: I-17 to Homestead Parkway Potential business access improvements as future development occurs General Crook Trail: I-17 to SR 260 Upgrade to major collector when future development occurs (80 ft minimum right-of-way Black Bridge Rehabilitation Entire System Develop transit demand management program Entire System Partner with CATS and Greyhound Entire System Initiate comprehensive transit needs study Camp Verde Small Area Transportation Study ADOT Town of Camp Verde $2,196,500 Town of Camp Verde Town of Camp Verde Town of Camp Verde Town of Camp Verde $250,000 N/A N/A N/A Final Report - Page 69 Camp Verde Small Area Transportation Study Final Report - Page 70 TABLE 5.3: LONG-TERM (2016 – 2026) TRANSPORTATION RECOMMENDATIONS Project Type New Roadway Roadway Widening Other Safety Transit Location Description Agency Estimated Cost Town of Camp Verde $754,000 Yavapai County $14,918,000* Connect Cherry Road to Reservation Loop Road as a 2-lane facility with bridge crossing. Town of Camp Verde $8,426,000 Quarter Horse Lane: West of Glenrose Driver Connect Quarter Horse Lane to Salt Mine Road Town of Camp Verde $2,834,000 Sierra Verde Road Extend Sierra Verde Road to Clinton Lane Town of Camp Verde $4,524,000 SR 260: Thousand Trail to I-17 Verde Valley Multimodal Transportation Study recommends widening to 2 lanes each direction ADOT $43,022,000* Montezuma Castle Highway: Apache Trail to I-17 Interchange Widen to 2 lanes each direction with center turn lane Town of Camp Verde $5,772,000 I-17: Entire section within the study area (General Crook Trail to Montezuma Castle Highway) Verde Valley Multimodal Transportation Study recommends widening to 3 lanes each direction ADOT $138,423,000* 7th Street: Finnie Flat Road to SR 260 Upgrade to collector Town of Camp Verde $621,000 Holloman Street: 7th Street to Main Street Upgrade to collector Town of Camp Verde $437,000 West of SR 260: I-17 to Study Boundary Develop local/backage roads as development occurs along SR 260 Town of Camp Verde N/A Middle Verde Road: SR 260 to I-17 Designate as alternate safety/emergency route Town of Camp Verde N/A Montezuma Castle Highway: I-17 to Finnie Flat Road Designate as alternate safety/emergency route Town of Camp Verde N/A 7th Street: Finnie Flat Road to SR 260 Designate as alternate safety/emergency route Town of Camp Verde N/A Holloman Street: 7th Street to Main Street Designate as alternate safety/emergency route Town of Camp Verde N/A Quarter Horse Lane (east-west): Old Church Road to Salt Mine Designate as alternate safety/emergency route Road Town of Camp Verde N/A Quarter Horse Lane (north-south): Quarter Horse Lane (eastwest) to SR 260 Designate as alternate safety/emergency route Town of Camp Verde N/A General Crook Trail: I-17 to SR 260 Designate as alternate safety/emergency route Town of Camp Verde N/A Oasis Rd/Salt Mine Road : SR 260 to Sierra Verde Road connection Designate as alternate safety/emergency route Town of Camp Verde N/A Sierra Verde Road : SR 260 to Quarter Horse Lane Designate as alternate safety/emergency route Town of Camp Verde N/A Clinton Lane: SR 260 to Verde Lakes Drive Designate as alternate safety/emergency route Town of Camp Verde N/A Lazar Road : SR 260 to Sierra Verde Drive Designate as alternate safety/emergency route Town of Camp Verde N/A Entire System Implement transit oriented development policies Town of Camp Verde N/A Entire System Develop a Camp Verde Transit Center including a Park & Ride lot Town of Camp Verde N/A Entire System Implement recommendations from transit needs study Town of Camp Verde N/A Middle Verde Road: North end of Middle Verde Road to Proposed Beaverhead Rd Extension Connect north end of Middle Verde Road to Proposed Beaverhead Road Extension. One lane each direction. Beaverhead Road : West end of Beaverhead Road to SR 260 Verde Valley Multimodal Transportation Study recommends extending and connecting Beaverhead Road to SR 260 as a 2 lane roadway. Cherry Road : East end of Cherry Road at SR 260 to Reservation Loop Road * Source: 2009 Verde Valley Multimodal Transportation Study Camp Verde Small Area Transportation Study Final Report - Page 71 Camp Verde Small Area Transportation Study Final Report - Page 72 TITLE VI AND ENVIRONMENTAL JUSTICE POPULATION IMPLICATIONS TABLE 5.4: TITLE VI AND ENVIRONMENTAL JUSTICE POPULATION IMPLICATIONS In accordance to federal requirements, this study identified Title VI and Environmental Justice populations within the study area. Chapter 2 discussed in great detail the location of minority and below poverty populations throughout the study area. Proposed transportation improvement projects recommended by this study may impact these populations differently than Project Type Impacted Population Timeframe Project Description Roadway extension Mid-Term Extend Sierra Verde Road to Old Church Road Local residents Roadway widening Mid-Term Widen Finnie Flat Road to 5 lanes from SR 260 to 7th Street. Local residents other residents. A preliminary review of the study’s recommended projects indicates that some projects could potentially have negative effects on some population groups based on the final location of each project. However, the benefits of these projects significantly outweigh the negative impacts, as shown in Table 5.4. Furthermore, consideration was also given to the Title VI and Environmental Justice populations to ensure that impacted populations were included in the study public participation process. Public involvement efforts were conducted to reach minority and low-income populations when conducting this study’s two public involvement meetings. Table 5.4 lists the recommended projects that may cause adverse human health and environmental effects, both social and economic, on minority and low income populations. As Roadway extension Long-Term these recommended projects are implemented, additional effort will need to be to avoid, minimize, or mitigate the impacts. Furthermore, continued public participation with the impacted population groups is necessary to ensure minimum affects by proposed transportation improvements. Roadway extension New roadway Roadway widening Camp Verde Small Area Transportation Study Long-Term Long-Term Long-Term Extend Middle Verde Road from north end of Middle Verde Road to Proposed Beaverhead Road Extension, 1 lane each direction. Construct Beaverhead Road from west end of Beaverhead Road to SR 260, 1 lane each direction. Construct Cherry Road from east end of Cherry Road at SR 260 to Reservation Loop Road Widen Montezuma Castle Highway: Apache Trail to I-17 Interchange to 4 lanes. Potential Disproportionate and/or Adverse Impact(s) • Increased vehicular traffic • In vicinity of Clear Creek Church (Historic Building) • Cemetery also in proximity of area • Temporary constraint to roadway • Increase vehicle traffic Consideration(s) that dictated this recommendation over alternative actions • Relieve congestion • Improve regional connectivity • Relieve congestion • Increase vehicular traffic • Relieve congestion • Improve regional connectivity • Improve emergency response time • Increase vehicular traffic • Relieve congestion • Improve regional connectivity • Improve emergency response time Tribal members and local residents • Increase vehicular traffic • Relieve congestion • Improve regional connectivity • Improve emergency response time Tribal members and local residents • Increase vehicular traffic • Relieve congestion • Improve access management on roadway Local residents Local residents Final Report - Page 73 This section presents potential funding sources for implementing the multimodal transportation plan. Strategies to assist in implementing the transportation plan are also presented. STATE Highway User Revenue Fund (HURF) is derived from fuel taxes, motor carrier fees, vehicle license tax, registration fees and other miscellaneous fees and is the funding source for most local projects. HURF funds are intended for highway construction, improvements, and other related expenses. In 2008, $900,000 of the HURF funds was allocated to the Town of Camp Verde. FUNDING SOURCES Funding is vital to ensure successful implementation of transportation projects. This section will Vehicle License Tax (VLT) is based on the assessed value of a vehicle and is paid yearly. The detail the potential revenue sources of future projects for the Town of Camp Verde. revenue from this tax is distributed to local jurisdictions via the HURF. Arizona charges a Vehicle License Tax (VLT) in lieu of a personal property tax on vehicles. The VLT is based on an assessed LOCAL value of 60% of the manufacturer’s base retail price reduced by 16.25% for each year since the Development Impact Fees can be established for transportation projects through impact fees or vehicle was first registered in Arizona. development requirements on targeted projects or areas. The amount of the assessment needs to be in direct proportion to the magnitude of the need created by the project. If they don’t already Local Transportation Assistance Fund (LTAF) and LTAF II are distributed to local jurisdictions, exist, the Town of Camp Verde should work towards establishing a standard for development based on population, for use on transit and transportation purposes. LTAF (II) was intended to fees. Developer Agreements can also be used as a tool to collect revenue for capturing the off-site augment LTAF (I) with a maximum of $18 million statewide from the Vehicle License Tax (VLT) impacts on the community. and excess Powerball monies. Sales Tax for transportation improvements is another viable funding source. A number of FEDERAL jurisdictions throughout Arizona have successfully implemented Sales Tax specifically for Surface Transportation Program (STP) are federal funds used for a variety of roadway transportation. This tax should be regional in nature and could be used for both motorized and improvements and operations. Specifically, the Metropolitan Planning Program (MPP) provides non-motorized improvements. financial assistance, through the State, to MPOs to support the costs of preparing long-range transportation plans and financially feasible transit improvement projects. MPP assistance should Developer Exactions require developers to construct off-site facilities necessary to serve their be used to conduct balanced and comprehensive intermodal transportation planning and development. For example, improvements to roadways and intersections can be exacted from technical studies for the movement of people and goods in the metropolitan area. STP funds are developers. This method is often used with developer impact fees. disbursed through NACOG. Improvement or Road Districts can be established in designated areas under Arizona Revised Transportation Enhancement funds provide funding for bicycle, pedestrian, historic, and Statutes Title 48. These types of districts can be used to undertake a variety of improvements, including roadway widening and paving, but come with certain restrictions on the creation and implementation of a district. The improvement costs are shared on a fair and equitable basis, and are usually supported by residents and property owners within the district. Camp Verde Small Area Transportation Study beautification projects. The program was developed to enhance surface transportation activities by developing projects that go beyond what transportation departments typically do. All projects must be surface transportation related. Eligibility requirements are screened through the program application process and validated by ADOT staff and the Transportation Enhancement Review Committee (TERC). Applications are considered yearly under this program through NACOG. Final Report - Page 74 Federal Lands Highway Program (FLHP) provides funding for a consolidated program of OTHER REVENUE-GENERATING RESOURCES FOR TRANSPORTATION transportation improvements that are not a state or local responsibility. Funds can be used for Parking revenue implemented through parking meters or restrictions could provide an important recreational related travel. Funds are accessed in conjunction with the applicable state agency income-generating opportunity from collections and permit violations (after payment of (ADOT in this case), with project selection made by the FHWA Administrator. Transit Funds – Section 5310, 5311 provide funding for local transit. The 5310 program funds maintenance, enforcement, and administration costs) that could be devoted to transportation investments. transit programs for elderly and disabled while the 5311 program funds local transit systems in non-urbanized areas. Applications for funds are generally made available in January through IMPLEMENTATION GUIDELINES ADOT. The Town of Camp Verde can utilize the following implementation strategies as guidelines to Statewide Local Governments Economic Stimulus Program is the ADOT program to expedite the delivery of transportation projects as part of the American Recovery and Reinvestment Act (ARRA). accomplish the multimodal transportation plan developed in Chapter 5. ¾ Present transportation plan to the Town Council for approval. ¾ Program short-term, mid-term, and long-term phases into the Town’s Capital Improvement program. Highway Expansion and Extension Loan Program (HELP) provides loans and financial assistance ¾ Establish a transit department. for highway programs in Arizona and is often used to help accelerate projects. Eligible projects ¾ Enhance communications, cooperation, and collaboration with ADOT, Yavapai County, are highway projects meeting the following requirements: ƒ The project must be on the Federal Aid System, National Highway System, State Highway System, or be designated as a state route ƒ The project must be included in the State Highway Construction Program, State Transportation Improvement Plan or NACOGs Transportation Improvement Plan for the Town. The minimum HELP award is $250,000 and the applications for funds are generally made available twice a year through ADOT. Economic Strength Project (ESP) Grants provide funding to communities for highway or road NACOG, and other local jurisdictions. Work in partnership with each agency to address transportation needs and implement the LRTP. ¾ Apply for funding sources to match each project in the transportation plan. ¾ Incorporate opportunities for public involvement throughout the plan implementation process. ¾ Promote Town-Private partnerships where appropriate. ¾ Monitor transportation plan progress on a quarterly basis. ¾ Update the transportation plan on a five year cycle. projects to assist businesses in creating or retaining jobs and in making capital investments. Eligible projects include new road construction, upgrading of existing roads, access management techniques, reconstruction, and paving. A 10% match would be required by the jurisdiction or through business assistance. Notification of available funds occurs in January and July. YAVAPAI COUNTY Yavapai County’s Regional Road Construction Program (RRCP) is a county funding source for transportation projects that have a clear regional benefit. These funds are available for construction and/or reconstruction needs for major and minor arterials and major collectors. Camp Verde Small Area Transportation Study Final Report - Page 75