DRAFT

METRO TEMPE STREETCAR

URBAN DESIGN GUIDELINES
NOVEMBER 2011

TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................................................................ 1
HOW THIS DOCUMENT IS TO BE USED ................................................................................................................................... 3
STREETCAR STOP DESIGN ........................................................................................................................................................ 4
PUBLIC ART ............................................................................................................................................................................. 12
LANDSCAPE.............................................................................................................................................................................. 14
ACCESSIBILITY........................................................................................................................................................................... 16
BICYCLE CIRCULATION .............................................................................................................................................................. 16
CIRCULATION & TRACKWAY....................................................................................................................................................... 18
OVERHEAD CATENARY SYSTEM ................................................................................................................................................ 21
STREET LIGHTING...................................................................................................................................................................... 21
WAYFINDING/SIGNAGE & SYSTEM IDENTITY.............................................................................................................................. 22
ADVERTISING............................................................................................................................................................................ 24
SYSTEM BUILDINGS................................................................................................................................................................... 24
SEGMENT-SPECIFIC GUIDELINES................................................................................................................................................ 26
APPENDIX................................................................................................................................................................................ 50

CITY OF TEMPE EXISTING LIGHT RAIL LINE
& PROPOSED STREETCAR ROUTE

INTRODUCTION
In 2001, Valley Metro Rail (METRO) undertook the development of the
Central Phoenix/East Valley (CP/EV) Light Rail Urban Design Guidelines. This
document resulted from numerous citizen-based task-force meetings and
divided the project into an element-by-element system study. The study
listed preferences and design guidelines to be passed on to the engineering
and design teams involved in creating the first light rail alignment in the
Valley of the Sun. Subsequently in 2007, when METRO began to plan to
extend the CP/EV into downtown Mesa, a set of Mesa-specific guidelines
was developed to again guide the design process. Now with the planning
underway for the Tempe Streetcar, METRO has developed a specific set of
guidelines for this new alignment.
In 2011, a consultant was engaged to develop a set of Urban Design
Guidelines for the proposed Tempe Streetcar. Towards that end, the
consultant undertook sixteen one-on-one interviews, attended numerous
City of Tempe staff technical meetings, eight Community Working Group
meetings and numerous METRO meetings. In addition, the consultant
reviewed nine City of Tempe and three METRO design documents. The
result of that work is included in this report.

GOAL
The goal of the Tempe Streetcar Urban Design Guidelines is to develop a set
of design parameters for the designers who will be involved later during the
design process. This is not a document that replaces other City of Tempe or
METRO design guidelines, but rather assembles into one place some of the
overarching aspirations of the community, the City of Tempe and METRO.

OVERARCHING DESIGN GOALS
During the investigative process with METRO, City of Tempe and the
Community Working Group, the following were identified as overarching
design goals:
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Develop a base design for METRO that also includes Tempe-specific elements.
Develop a system that is affordable, maintainable, timeless and safe.
Support and enhance the identity of the different segments within the alignment
as a whole.
Understand and address climate protection requirements on a stop-by-stop basis.
Become a seamless amenity for downtown.
Address and incorporate the City of Tempe Design Guidelines.

TEMPE STREETCAR URBAN DESIGN GUIDELINES

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ONE SYSTEM WITH DISTINCT SEGMENTS
The Tempe streetcar alignment travels through residential, commercial,
institutional and recreational neighborhoods. Just as the City of Tempe has
developed specific design guidelines to protect and enhance the qualities of
these places, this document seeks to do the same. The streetcar design will
be developed with recommendations to enhance each of these separate
identities. These guidelines are merely that--guides for further discussions
among the designers, METRO and the City of Tempe (COT).

A WORD ABOUT THE STREETCAR EXPERIENCE
As has been seen in other cities, a streetcar can spur new development,
deliver new transit patrons to new destinations, and enliven existing
commercial and civic amenities. This experience is quite different than that
of light rail transit. The streetcar vehicle is smaller; it moves at a slower
pace; it integrates itself into the roadway; its platforms are much smaller
and maybe the most distinct difference, its budgets are only a fraction
of that of light rail. While the system itself breeds a wonderfully humanscaled, neighborhood atmosphere, the ability to accomplish all the design
aspirations remains a challenge. The designers and engineers who take this
document in hand will need to be creative, nimble, surgical and restrained.

TEMPE’S RESIDENTIAL NEIGHBORHOODS
The ability to provide access to where people live, work, and recreate is at
the heart of transportation trip making. The Tempe Streetcar is fortunate that
it has so many stable neighborhoods along the alignment that provide the
“living” aspect of the equation.

DOWNTOWN AND NORTH OF UNIVERSITY DRIVE
Immediately to the west of Downtown and north of University Drive are the
Riverside, Sunset and Lindon Park neighborhoods. The residents of these
neighborhoods come from a diverse mix of cultural backgrounds and have
long been involved in establishing and rehabilitating their neighborhood.
The City of Tempe and the neighborhoods have partnered together to restore
Jaycee Park, build a new multi-generational center, and provide streetscape
and traffic calming enhancements to 5th Street from Farmer Avenue to
Priest Drive. In addition, the vacant or under-utilized land between the
neighborhoods and Ash Avenue (the western edge of Downtown) has seen
a number of sensitively scaled infill development projects adding to the
residential mix adjacent to Downtown. Additionally, in 2006, the City of
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TEMPE STREETCAR URBAN DESIGN GUIDELINES

Tempe, in conjunction with the Downtown Tempe Community, produced
the Community Design Principles for the Downtown/Mill Avenue District.
Many of those principles are included within the Guidelines and the Selection
Matrix from that document can be found in the appendix on page 51.

UNIVERSITY DRIVE AND BROADWAY ROAD
The most historic neighborhoods in Tempe lie roughly between University
Drive and Broadway Road and along Mill Avenue. These include Maple /Ash,
University Drive and Date Palm Manor. The Maple Ash neighborhood not
only includes desirable historic homes, but also includes several structures
occupied by businesses with complementary adaptive reuse. These historic
neighborhoods were built with tree-lined and pedestrian scaled streets
that are amenable to pedestrians and bicyclists. Recently, 13th Street has
added traffic calming enhancements to further slow traffic. The addition
of the streetcar line will only support the livability of these neighborhoods
clustered adjacent to the Arizona State University (ASU) main campus.

SOUTH OF ASU TEMPE CAMPUS
Finally, the neighborhoods south of the ASU Tempe campus range from
historic to typical suburban in scale. Many residents of these neighborhoods
are long-time Tempe citizens, who have settled here to live nearby the
University and enjoy the cultural attractions of ASU and Downtown.

BICYCLE AND PEDESTRIAN-ORIENTED STREETS
College Avenue is a bicycle friendly and pedestrian-oriented collector street
that runs through the middle of these neighborhoods. This street is a unique
multi-purpose transportation element that empties into the ASU campus on
the north and continues south to the post office and several blocks to the
west of the Tempe Public Library. Along its length (from Apache Boulevard
to Southern Avenue) are found:
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A police station
Daley Park
Multiple churches
Public schools

South of Southern Avenue, a pedestrian bridge provides a link across the
US 60 Freeway to south Tempe and to Palmer Park. The City of Tempe
has completed traffic calming along College Avenue.HOW

DOCUMENT IS TO BE USED

THIS

PARTNERSHIPS AND COOPERATIVE PROGRAMMING
Understanding that this is a transportation system that touches many
neighborhoods, opportunities exist to increase ridership, civic pride and
community building parallel to the streetcar’s design process. Current
funding may not be in place now for any of these initiatives; however,
beginning such a list and identifying potential responsible parties (see
italics), can prove to be valuable later.
1. Consider the development of a cooperative maintenance program of
downtown Mill Avenue, Ash and Rio Salado stops by the Downtown Tempe
Association (DTA).
METRO and DTA

2. Identify and prioritize alignment-adjacent development opportunities
that can be implemented over time.
City of Tempe (COT)

3. Improve connectivity from inside the neighborhoods to the stops
through the use of wayfinding signage, bike lanes, landscaping, public art,
streetlights or other pedestrian oriented improvements.
COT

4. Improve pedestrian connectivity to the alignment and stops where gaps
and less than inviting connections exist. (Broadway & Ash/5th).
COT

5. Engage in the development of a program whereby the Streetcar Project
could install new landscaping on public/private property adjacent to stops
or extend existing irrigation from public/private property to streetcar
platforms.
METRO/COT/private sector

6. Explore funding and opportunities within project to consider “green” and
sustainable practices such as water conservation (rain water harvesting),
energy efficiency (solar applications), resource efficiency (use of recycled or
earth-friendly materials, green supply and construction practices).
METRO/COT

HOW THIS DOCUMENT IS TO BE USED
These Guidelines are not an end unto themselves. Rather they are intended
to set the stage for design explorations in the development of the system
and its associated elements. They will be used by the City of Tempe as a
record of some of their aspirations and by METRO as a guide to engineering,
operations and budget constraints. Designers will use them as a starting
point to their work as well. The inherent challenge is to design a base
system that can be replicated by METRO on future alignments while at the
same time provide opportunities to make this system distinctly Tempean.
In the development of these Guidelines, twelve individual METRO and City
of Tempe design documents were reviewed as well as comments from
METRO and City of Tempe staff, Community Working Group members and
citizens at large compiled. Below is a key that references the source of each
of those guidelines listed in this document.
A KEY TO DOCUMENTS SITED IN THE URBAN DESIGN GUIDELINES
CDP - City of Tempe Community Design Principles
COMP - Compilations of Comments from Interviews
COT - City of Tempe Staff
CTP - City of Tempe Comprehensive Transportation Plan
CWG - Community Working Group
DPM - Date Palm Manor Historic District Report
MACS - Maple Ash Character Study
METRO - METRO Staff
TTLM - City of Tempe Transportation Landscape Maintenance
Specifications
MLSP - City of Tempe Mill+Lake Streetscape Principles
NTDG - City of Tempe Northwest Tempe Design Guidelines
QLU - METRO - Qualitative Land Use/Economic Development
Template
TSA - METRO- Tempe South Alternatives Analysis
UDG - METRO Central Phoenix/East Valley + Central Mesa Urban
Design Guidelines
UOSP - City of Tempe Urban Open Space Plan
UPH - University Park Historic Register

TEMPE STREETCAR URBAN DESIGN GUIDELINES

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STREETCAR STOP DESIGN
URBAN DESIGN

8. Explore funding and opportunities within project to consider “green” and
sustainable practices such as water conservation (rain water harvesting),
energy efficiency (solar applications), resource efficiency (use of recycled or
earth friendly materials, green supply and construction practices).
METRO/COT

1. Design the stops to accommodate the maximum ridership potential and
provide an environment that is safe and functional for the single rider.

ARCHITECTURE, SHADING & COOLING

UDG, page 30

2. Design the median-sited stops with the appropriate amount of
improvements best suited for a platform at that location.
CWG

3. Explore opportunities along the alignment to combine bus and streetcar
facilities.
COT

4. Design secure, open, inviting, well lit, and easily accessible waiting areas at
transit stops.
CTP, page 4,3, Access to Transit

5. Improve pedestrian mobility and transit function by providing separate
spaces for those waiting, passing through, transferring between buses and
queuing to board and de-board.

1. The Tempe Streetcar Project shall include one or more of the following
elements at stops along the alignment as determined during the design
phases:
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Bench
Single painted bike staple
Single painted trash can (METRO or COT)
Sign/logo/stop ID
Schedule/map
Real time/next train display (Transit Tracker)
Defined platform or transit patron waiting area
Domed platform edge warning strips
Lighting
Canopy
Vertical shade device
Public art

(Figure 1)
METRO, CWG

CTP, page 4,3, Access to Transit

6. Enhance wayfinding via signage, landscape and hardscape materials,
furnishings and other means.
MLSP, page 8

7. Create space directly adjacent to loading areas that are free of street
level obstacles. Street furnishings such as benches, pay phones, light
posts, shelters, kiosks, and garbage receptacles should be set back a
minimum of eight-feet from the curb where adequate space is available.
Where space is not available, provide three-feet of lateral clearance
required by the ADA.
CTP, page 4,3, Access to Transit

Figure 1

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TEMPE STREETCAR

STREETCAR STOP DESIGN

2. Architecture and shelter must be responsive to the desert climate
and environment of the region.
UDG, page 12

3. Transit shelters should be designed to complement their immediate
surroundings utilizing a palette of materials drawn from the streetscape
and adjacent buildings. Artist-designed installations should be used at
selected feature locations.
MLSP, page 15, Shelters

4. Enhance the community’s quality of life for future generations by
creating a memorable, sustainable, (socially and economically, as well as
environmentally) sense of place with:
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An aesthetically pleasing theme
Safe human-scaled pedestrian environments
Adequate lighting, shade and pathways,
Efficient circulation accessible to all

9. In examining all the components of the system, appropriate
consideration should be given to establishing an architectural kit of
parts. The economy of “duplicity” will allow for design unity, universal
functionality, and most importantly, overall system identity.
UDG, page 12

10. The architectural program shall develop a palette of colors, materials,
textures, and vocabulary of design solutions, which will serve as a
foundation for system identity.
UDG, page 12

11. The design of the canopy, shading devices and other architectural
elements shall comply with the associated budgetary limits of the project
and conform to the traditional “modest level of improvements” as seen in
built streetcar systems in other cities.
METRO

MLSP, page 7, Principles

5. Transit stops should include sheltered, visible, and comfortable
seating areas and waiting spaces set back from the walkway. Protection
from sun and wind are important considerations.
CTP, page 4-5, Access to Transit

6. Review the existing and anticipated future urban conditions of each
stop to determine the stop-specific requirements for shading, weather
protection, seating and other elements. Reduce urban clutter wherever
possible.
CWG

7. Consider developing a menu of stop canopy and shading elements
such as:
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Bench + map/schedule + transit tracker,
Bench + map/schedule + transit tracker + vertical shade screen(s),
Bench + map/schedule + transit tracker + vertical shade screen(s) +
canopy. (Figure 2)

CWG

TRANSIT TRACKER

SCHEDULE /MAP

SHADE DEVICE

8. Reduce station elements at stops located adjacent to historic structures
to lessen the visual impacts on the historical resource.
METRO, UDG, page 12
SEAT

Figure 2

TEMPE STREETCAR

STREETCAR STOP DESIGN

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12. Develop shading systems to assure shaded conditions occur wherever
pedestrians/transit users congregate while waiting for the train by:
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Making use of existing shade devices such as buildings, architectural features
or trees, and/or,

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UDG, page 34

13. Design vertical shade screens to blend appropriately with station
architecture and site the screen so as to fit contextually with adjacent land
uses.

PORTLAND STREETCAR

UDG, page 34

14. Explore opportunities for shading devices to interact with pavement
and lighting to project changing patterns of light, shadow and color
images throughout the day and seasonally.

ASU BUS CANOPY

UDG, page 35

15. Take advantage of unique opportunities for fully integrated artist/
architect/engineer collaboration.
TEMPE TRANSPORTATION CENTER

UDG, page 35

16. The design of the canopy, shading devices and other architectural
elements shall be easily adapted as a “base design” for future METRO
streetcar alignments within the region and outside of the City of Tempe.

TEMPE/MILL AVENUE BUS

METRO

17. Canopy and screens could be a new design, or “off-the-shelf”
(customized to meet shading requirements), or a customized/existing
shelter type already used in the City of Tempe. (Figure 3)

TEMPE BUS SHELTER

CWG, COT

18. Colors, materials and finishes should be light and heat reflective, rather
than heat absorptive.

PORTLAND STREETCAR

UDG, page 31

19. Ensure that the design of the shade screens, map enclosures and other
vertical surfaces provide for a substantial amount of air to flow between/
through both sides of the structure.

SEATTLE STREETCAR

COMP
Figure 3

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TEMPE STREETCAR

STREETCAR STOP DESIGN

PLATFORM PAVING
20. Concepts for vertical shading devices could include, but need not be
limited to:
Fritted glass
Integrated photo voltaic, etched or “thin film” laminated solar screens

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(Figure 4)

Cut and painted metal panels as designed by artists or architects
A variegated series of horizontal bars (metal, recycled material, wood, etc.)

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1. Design pavement surfaces to be non-slip when wet, comfortable under
foot, and able to withstand heavy use and maintenance by power washing.
UDG, page 32

(Figure 5)

2. Provide color variety in pedestrian paving, to achieve a more human
scale with the material. (Figure 6)

Use of vertical landscape applications

UDG, page 32

CWG, COMP

21. If glass is included on any portion of the structure within the touch

zone, apply a thin layer of “sacrificial” vinyl to guard against vandalism.
(Figure 4)
COMP

3. Provide design continuity in paving patterns, colors and materials from
station platform onto adjacent sidewalks, plazas and pedestrian crosswalks
throughout station area zones.
UDG, page 32

22. If metal is used within the structures, it should be painted and easily
maintained in the field.
COT

Figure 6
Figure 4

Figure 5

TEMPE STREETCAR

STREETCAR STOP DESIGN

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4. Utilize a variety of paving materials, ranging from all brick on the
Signature street (downtown Mill Avenue) to compatible combinations of
brick of varying proportions elsewhere. See Selection Guide/Matrix for
acceptable materials and approximate percentages.
MLSP, page 19, Sidewalks

CIRCULATION
1. Design side platforms and adjacent activity areas in concert so that they
are mutually supportive spaces.
UDG, page 36

5. Seek design solutions that reduce the visual impact of “massive pour”
surfaces and appearances of traditional cast-in-place concrete through
texture, materials, scoring or other detailing.
CWG

2. Exceed ADA requirements, wherever possible, in providing sufficient
maneuvering space, surfaces and accommodations for wheelchairs,
bicycles, strollers, and walkers.
UDG, page 30

6. Provide tactile paving strips at active edges of platforms.
UDG, page 18

3. Provide access ramps with less than 5% slopes onto station platforms
wherever possible. (Figure 8)

7. At locations where streetcar stops may/will also serve bus transit, develop
a warning strip/edge treatment, which is able to withstand the continued
contact of bus lugs. (Figure 7)

UDG, page 31

COMP

4. Keep entry ramps free of conflicting landscape and other elements that
impede free circulation.
CWG

Metal Protector Edge
Figure 8

Figure 7

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TEMPE STREETCAR

STREETCAR STOP DESIGN

5. When an accessible route is greater than 1:20, it is considered a ramp
(except for sidewalks along roadways) and must have handrails and
landings.
CTP, page 2-6, Accessibility

6. Cross-slopes on sidewalks and walkways should not exceed 2% and
should facilitate positive drainage to avoid water accumulating on the
surface.

13. Sidewalks shall be designed as a continuous hardscape from building
frontage to street/curb line accommodating streetscape elements: street
trees, landscaping, lights, street furniture, kiosks, etc., while ensuring
accessibility. Level changes due to grade differentials will integrate steps
and/or ramps with planters or other architectural elements to maintain
continuity of the landscape. (Figure 9)
TTLM, page 18, Sidewalks

CTP, page 2-7, Accessibility

7. Surfaces and travel routes shall meet ADA standards and, in addition,
allow for six-foot direct, unobstructed pedestrian circulation within an
eight-foot clear passage space throughout to avoid bottlenecks. Provide a
minimum three-foot smooth, level path.
TTLM, page 18, Sidewalks

8. Provide a minimum width of 44 inches (required/60 inches desirable)
for exterior ramps, with a minimum clear space of 36 inches between
handrails.
CTP, page 2-8, Accessibility

9. Sidewalks within the public right-of-ways should not be considered as
ramps, and are not required to comply with the same criteria that ADAAG
specifies for site and building conditions. Thus handrails would not
normally be required within the public right-of-ways.
CTP, page 2-11, Accessibility

10. A minimum of 70% contrast in light reflectance between the
detectable warning and an adjoining surface should exist, or the
detectable warning should be “safety yellow”.

Figure 9

14. Employ curb/sidewalk “bulb outs” to define on-street parking areas.
MLSP, page 18, Sidewalks

15. Achieve clarity of areas where patrons can and cannot circulate if the top
of the platform is elevated from the top of the adjacent sidewalk. Employ the
use of any of the following to achieve this goal: planting strips, raised beds,
street trees, art works, railings, reflective warning strips, etc. (Figure 10)
COMP

CTP, page 2-16, Accessibility

11. Fully integrate side platform functions into existing surrounding
sidewalks and/or a pedestrian plaza without obstructing pedestrian flow
along circulation portion of sidewalk.
UDG, page 31

12. Ensure that peak transit loads associated with special events can be
accommodated.
CTP, page 4-4, Transit

Figure 10

TEMPE STREETCAR

STREETCAR STOP DESIGN

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FURNISHINGS, SIGNAGE & OTHER PLATFORM ELEMENTS
1. Furnishings should be bolt-down (with vandal proof connections) for
easy replacement and flexibility.
UDG, page 32

2. Furnishings should reflect a modern, progressive and “timeless” design
vocabulary consistent with the theme of the system.
UDG, page 32

3. Bicycle racks and lockers should be provided at each station’s adjacent
pedestrian area.
UDG, page 32

4. Furnishings are for the use and comfort of system riders; design, layout,
and locations should discourage unauthorized use.
UDG, page 32

5. Consider the use of WR-1A waste receptacles in place of METRO
standard on Mill Avenue from Rio Salado to 11th, on Rio Salado from Mill to
Ash and on Ash from Rio Salado Parkway to University Avenue.

Figure 11

MLSP, page 38

6. Consider the use of BR-1 bike racks in place of METRO standard on Mill
Avenue from Rio Salado Parkway to 11th Street.
MLSP, page 38

7. Consider the use of BR-2B bike racks in place of METRO standard on
Rio Salado from Mill Avenue to Ash Avenue and on Ash Avenue from Rio
Salado Parkway to University Avenue.
MLSP, page 38

8. Consider the utilization of CP/EV railing type that includes a top rail
suitable for leaning. (Figure 11)
COMP

9. Develop railings for platforms, which provide the appropriate amount of
safety protection for patrons. Note that art panels can provide a pleasing
addition and community pride as infill devices to traditional pipe railings.
(Figure 12)
Figure 12

COMP

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TEMPE STREETCAR

STREETCAR STOP DESIGN

SAFETY & SECURITY

11. Keep the station platforms open and uncluttered by locating station
furnishings in a way that maximizes views throughout the area.

1. Ensure that all vertical shading devices promote transparency, visibility
and a sense of safety for the transit patron.

UDG, page 48

CWG

LIGHTING

2. Avoid the use of materials that can be easily vandalized, cannot
withstand prolonged heat, and/or become an invitation to theft.
CWG

3. Ensure that trash receptacles meet FTA Homeland Security shrapnel
requirements.
METRO

4. All potential design hazards must be eliminated from architectural
forms and furnishings such as sharp edges or poorly finished welds.
Elements that could cause tripping and snagging should be avoided.
UDG, page 30

5. All materials should be durable, easily maintained, and vandal resistant.
UDG, page 30

6. Avoid providing a canvas for graffiti or using surfaces that can be easily
scratched such as glass or non-textured stainless steel.
UDG, page 32

7. Undertake security reviews of all architecture, engineering, landscape
and public art.

1. Meet or exceed minimum requirements for exterior light levels as
specified by the Illuminating Engineering Society (IES) and following local
CPTED ordinances.
UDG, page 50

2. Platform/stop lighting shall have a five-foot candle minimum.
METRO

3. All lighting systems should be designed for ease of maintenance
energy-efficient operation, highest quality of light, and architectural
compatibility with system-wide standards.
UDG, page 50

4. Select fixture types based on high reliability and the availability of
future replacement components. Parts must be readily available to
maintenance crews so that lighting quality can be maintained.
UDG, page 50

5. Contribute to the overall ambiance and safety of the streetscape while
meeting Dark Sky and energy efficiency requirements.
MLSP, page 17, Lighting

UDG, page 49

8. Create clear and logical circulation routes and deter circulation in areas
that could foster undesirable activities.
UDG, page 48

9. Provide natural “eyes on the street” opportunities by opening up views
from stations to adjacent community areas.
UDG, page 48

10. Provide at least two routes in and out of stations whenever possible.
UDG, page 48

TEMPE STREETCAR

STREETCAR STOP DESIGN

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PUBLIC ART

5. Assign budgets with a site-specific approach to best support the urban
design of the existing and anticipated future conditions rather than a
parity approach to funding.

PROGRAM FRAMEWORK

METRO

1. METRO shall work closely with the Tempe Commission on the Arts in:

6. Humanize the built environment through a sense of scale, wonder,
touch, discovery and richness of materials.

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Identifying the project opportunities

t


Creating the public art Requests For Qualifications (RFQ)

t


Creating Artist Selection Committees and,

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Selecting artists

UDG, Page 44

7. Create artwork that is respectful of its adjacencies, but not dictated by
it. (Figure 14)
UDG, page 44

METRO

2. Consider any and all menus of a public art program including
stand alone/landmark works, human scaled stop-oriented, integrated,
collaborative and ephemeral.
METRO

3. Consider all forms of artist engagement including design teams,
individual artists, or groups of artists.
METRO

4. Understanding that the alignment contains three, possibly four distinct
segments and urban conditions (Downtown/North Mill Avenue, Rio Salado
Parkway, Ash and South Mill Avenues), consider that a different type of art
program might be undertaken in different segments. (Figure 13)
COMP

ARTIST DESIGNED SHADE SCREENS

PHOENIX LRT
Figure 14

8. Assure that the art ultimately becomes a
good partner to the transit system and the
citizens it serves.
UDG, page 44

9. Assure that works and designs are timeless
and enduring in both materials and content.
(Figure 15)
UDG, page 44

10. Create works that respond appropriately
to the close proximity of the human touch.
Figure 13

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TEMPE STREETCAR

UDG, page 44

PUBLIC ART

PHOENIX LRT
Figure 15

11. Seek opportunities to engage and delight the passer-by. Utilize
technology; employ whimsy, incorporate architecture; serve a purpose...or
not.

SELECTION OF ARTISTS/CONCEPT REVIEWS

MLSP, page 17, Public Art

1. Solicit applications from local, regional, and national artists having
past experiences that relate to the scope of the project for which they are
applying.

12. Consider gateway “statements”, where appropriate. (Figure 16)

UDG, page 44

CDP, page 11

2. Take extra care to solicit applications from diverse minorities where
traditional application procedures are not effective.
UDG, page 44

METRO TECHNICAL DESIGN REVIEW
1. Review and provide opportunities for comment on all art projects within
the agency, and at public/neighborhood meetings.
UDG, page 44

2. Assure that all art meets the rigorous demands of ADA compliance,
maintenance, and other standard design criteria for this transit system.
UDG, page 44

3. Public art is for the enjoyment of all METRO patrons. However, there is no
statute that requires the art to be 100% accessible.

TEMPE LRT
Figure 16

METRO

13. Consider public art as an integral
component

4. Extra precautions should be taken to ensure that public artwork integrity
is not compromised by potential future decisions to add advertising to the
system.

CDP, page 10, 2.a.

UDG, page 45

14. Public artwork creates interest in
a place as a destination and enhances
the pedestrian environment. (Figure 17)
CTP, page 9-13, Site Design

Figure 17

TEMPE LRT

TEMPE STREETCAR

PUBLIC ART

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LANDSCAPE
A NOTE ABOUT LANDSCAPE
Landscape provides shade and cooling. The wonder of nature, becomes an
urban softener, and contributes to the pride of community. These attributes
are expressed in numerous City of Tempe design documents that speak
to landscape requirements within right-of-way and transit improvement
projects. Within a streetcar development such as this, landscape longevity
becomes a challenge. A list of these challenges could include:
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The project’s ability to afford irrigation systems’ installation and on-going
maintenance.

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Selecting the right plant for the right place (COT guidelines vs. transit activity).

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The addition of infrastructure to protect plants from transit patrons (tree grates,
tree and plant enclosures, etc).

%

Ensuring that landscape does not negatively impact ADA and general circulation
as well as safety, operations, and CPTED requirements.

%

The project’s ability to maintain the plant materials on a regular basis.

During the writing of this document, the current conditions of each stop was
reviewed to determine if irrigation lines (private or public) existed that could
be potentially “piggy-backed” for new plantings. It is recommended that the
opportunity to include landscape should be made on a stop-by-stop basis.
Consideration should be given to the points above, while also pursuing a
discussion with the operators of stop-adjacent irrigation systems to explore
potential partnerships. (Figure 18)

LANDSCAPE DESIGN STANDARDS
1. Identify conditions where irrigation currently exists adjacent to the stop
and explore opportunities to form a partnership and “tap into” the line to
facilitate the installation of additional plant materials. (Figure 18)
COMP

Figure 18

2. Plants that represent the local and natural environment should be
encouraged. Trees that will provide maximum shade should be planted
around the station. Transit authorities should seek partnerships with
surrounding businesses and/or neighborhoods to create small gardens or
parks to enhance the pedestrian environment around stations.
CTP, page 4-6, Access to Transit

3. Plant selection shall consist primarily of indigenous or arid-adapted
deciduous and evergreen varieties appropriate to their location in form
and surface characteristics. Consideration should be given to growing
conditions within an urban hardscape environment relative to sun
exposure, protection of visual corridors and close proximity to pedestrian
circulation.
TTLM, page 15, Landscape

14

TEMPE STREETCAR

LANDSCAPE

4. Balance the prehistoric and historic tradition of an irrigated “oasis”
with contemporary needs for water conservation, drought tolerance and
mitigation of heat island effect.

11. Replace existing landscape medians in kind along the corridor so as
not to lose landscape character.
UDG, page 42

MLSP, page 7, Principles

12. Minimize the removal of significant trees whenever possible.
5. Develop a coherent visual landscape with large- and small-scale
elements within a meaningful theme; establish continuity and rhythm via
streetlights, banners, and other repetitive elements.
MLSP, page 8

UDG, page 42

13. Provide the soil requirements that are necessary for trees to survive
in the desert heat and urban conditions: minimum 48 square feet per
tree and add structural soil at a minimum of 600 cubic feet per tree.
UDG, page 43

6. Integrate tree spacing with streetlights to minimize conflicts.
MLSP, page 15, Trees

7. Provide a landscape window for visibility between groundcover and
shrubs less than two-feet and a tree canopy at greater than seven-feet.

14. METRO shall work with the City of Tempe to explore the plant lists,
irrigation guidelines, maintenance standards and pruning guidelines
as contained within the City of Tempe Transportation Department
Landscape Maintenance Specifications.

UDG, page 42 (Figure 19)

COT

8. A low maintenance landscape will have materials native or well adapted
to the local climate with minimal requirements for resources such as
fertilizer, pesticides, and water as well as personnel and budget resources.

15. All landscape types must be planned, designed and maintained in a
sustainable way.
MLSP, page 1

LMS, page 1

9. Shrubs and ground covers should not intrude into or block walkways or
interfere with visibility and security.
CTP, page 9-13, Site Design

10. Products/locations for tree grates per Selection Guide/Matrix;
installation per Tempe Standard Details where applicable (with the
addition of screw-to-frame mounting where applicable, to prevent upward
migration of the grate surface over time). Utilize recycled metal products
with minimal surface preparation whenever possible.
MLSP, page 16, Tree Grates

Figure 19

LANDSCAPE AS SHADING
1. Evaluate sun angles and likely shade patterns from adjacent
buildings and likely street tree locations to determine the best layout to
achieve shading of the station platform. (Figure 20)
UDG, page 42

2. Site’s landscaping theme should provide appropriate trees for a
shade canopy near or around the shelter.
COT

Figure 20

TEMPE STREETCAR

LANDSCAPE

15

ACCESSIBILITY

BICYCLE CIRCULATION

1. Meet or exceed all standards prescribed in the Americans with
Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG).

LINKING BICYCLES TO TRANSIT
1. Work with the City and the biking community to link transit stations to
existing and future bike facilities.

UDG, page 26

UDG, page 39

2. Integrate accessible paths into primary pedestrian pathways rather than
providing separated routes.

2. Site bike racks and lockers in “eyes on the bikes” conditions.

UDG, page 26

UDG, page 39

3. Locate all information and wayfinding devices in a well-marked, easily
accessible and similar location in each station.

3. Provide sufficient and attractive bicycle parking and storage facilities to
prevent ad hoc attachment of bicycles to trees, poles, etc.

UDG, page 26

UDG, page 36

4. Curb radii at street corners/intersections shall typically be the minimum
allowed by applicable standards. Provide dual ADA access ramps
aligned with paths of travel (in lieu of a single, 45 degree orientation) at
intersections wherever possible, per Tempe Standard Detail T-328.

4. Implement improvements on designated Transit Streets and Green
Streets to increase use by pedestrians, bicyclists and public transit.

MLSP, page 18, Sidewalks

5. Improve the bikeway system in Tempe to ensure that the travel network
and facilities will accommodate all types of bicyclists.

See “Stations”, “Platforms” and “Intersections” sections for additional
accessibility guidelines.

CTP, page 3-6, Bikeways

CTP, page 2-6, Pedestrian Networks

6. Improve the bikeways network by including bike lanes on all arterial
streets and street crossing improvements. (Figure 21)
CTP, page 3-6, Bikeways

7. Ensure that bicycles are welcomed into the streetcar vehicles in small
numbers as long as they do not conflict with other riders.
CWG

Figure 21

16

TEMPE STREETCAR

ACCESSIBILITY & BICYCLE CIRCULATION

BICYCLE TECHNICAL DESIGN CONSIDERATIONS
1. When designing paved surfaces (trackway, ADA paths, sidewalks), make
sure that they are skid-resistant and easy for bicyclists to cross.
UDG, page 39

2. Develop the alignment to minimize conflicts between parked vehicles
and bicycle lines of travel.
CWG

3. Clearly define bicycle travel lanes/routes through the use of surfacepainted universal symbols and/or text. (Figure 22)
COMP

Figure 22

TEMPE STREETCAR

ACCESSIBILITY & BICYCLE CIRCULATION

17

TRACK DELINEATION
1. Consider the use of a painted dashed line or a continuous fog line with/or
without low profile stutter buttons to delineate the outside travel lane.

CIRCULATION & TRACKWAY
TRACKWAY TREATMENT
1. Pave area between the rails in cast-in-place concrete.
UDG, page 18

(Figure 24)
COMP

2. Consider the use of asphalt as a topcoat to the trackway.

2. Identify curbs where no auto parking is allowed through the use of a
regulatory paint color. (Figure 25)

METRO

COMP

3. Utilize materials and fabrication details to develop a trackway paving
treatment, which compliments the scale and urban context of each
segment of the alignment.

3. Utilize a system of bollards and cables, as needed to safely control
pedestrians at high boarding and/or at special activity sites such as sports
venues, schools, entertainment facilities and parks.

COMP

UDG, page 18

4. Develop a trackway paving treatment, which meets or exceeds all
current METRO system safety, maintenance, and operations requirements.
COMP

5. Trackway paving treatments shall clearly differentiate themselves from
pedestrian zones and crosswalks.
COMP

6. Consider the use of textures such as exposed aggregate finish, raked
finish, broom finish, and other affordable and maintainable surfaces, which
would help to reduce glare, heat gain, and discoloration from road scum.

Fog
Line

(Figure 23)
COMP

Stutter
Line
No Parking
Curb
BROOM FINISH

RAKED FINISH

EXPOSED AGGREGATE

Figure 23

18

TEMPE STREETCAR

CIRCULATION & TRACKWAY

Figure 24

Figure 25

TRACKWAY AT INTERSECTIONS
1. With the complexities of inserting a streetcar into an existing right of
way, new intersection materials and designs must meet the operational
and maintenance requirements of METRO and City of Tempe so as not to
unduly impact streetcar operations or conventional auto, truck, bus, bike and
pedestrian movements. (Figure 26)

GENERAL CIRCULATION
1. Avoid widening streets as a solution to traffic congestion.

METRO

CWG

CTP, Page 5-5, Streets and Travelways

2. Whenever possible, minimize the number of signal phases at any given
intersection to ensure the highest traffic volumes desired.

3. Give priority to preserve auto left turn lanes when siting alignment and
stops.
CWG

4. Develop and implement projects that offer and promote alternative
transportation choices (such as walking, bicycling, transit) within the street
network of Tempe.
CTP, page 5-5, Streets and Travelways

5. Design station areas with direct lines-of-sight and convenient walking
paths at easy distances between community features and stations.
UDG, page 52

Figure 26

2. Trackway paving treatment shall be pre-eminent within all intersections.
(Figure 27)
METRO

6. Should loading zones be impacted through the siting of the alignment,
City of Tempe, METRO and affected business/property owners shall
convene to create a menu of solutions.
CWG, METRO

7. Emphasize efficient use of the street space by encouraging slow
automobile speeds, multi-modal transportation, and shared use of streets.
MLSP, page 8

8. Where applicable, locate any transit facilities (rails, overhead power
lines, etc.) to minimize landscape and bicycle conflicts, and maximize
pedestrian interface and amenities. The intention is to achieve a balanced
visual appearance while contributing to overall shared-use concept of the
associated street space.
MLSP, page 20, Streets

9. Recognize, preserve and enhance the unique character of the
pedestrian districts in Tempe and the attractiveness of alternative modes
of transportation.
CTP, page 1-6, Special Pedestrian-Oriented Districts
Figure 27

TEMPE STREETCAR

CIRCULATION & TRACKWAY

19

CROSSWALKS
1. Maintain all existing full and mid-block crosswalks. (Figure 28)
METRO

1. Seek to provide direct lines of sight between (streetcar) stops and bus
stops.

2. Clearly identify crosswalks that legally define the zone of pedestrian
use.

UDG, page 38

METRO

2. Explore the design opportunities for developing shared adjacent
pedestrian areas.

4. Trackway paving treatment shall be pre-eminent within all crosswalks.

UDG, page 38

METRO

5. Accommodate linkages to existing community amenities and activity
spaces.
UDG, page 36

6. Preserve-in-place 4’ x 4’ sections of concrete sidewalk in which a WPA
stamp is found.
MLSP, page 19, Sidewalks

Figure 28

20

BUS CONNECTIONS

TEMPE STREETCAR

CIRCULATION & TRACKWAY

OVERHEAD CATENARY SYSTEM

STREET LIGHTING

CATENARY POLE TYPES & COLORS
1. Provide a visually non-intrusive overhead catenary system (OCS) within
the streetscape environment.

1. Evaluate the conditions of existing street lighting along the route;
conform to the existing light pole architecture and lamp types; relocate
and reuse existing fixtures when possible.

UDG, page 16

UDG, page 50

2. Unless otherwise noted, poles shall be painted the same color as the
existing, adjacent street light poles.

2. Utilize SL-1 streetlight (where existing fixtures are replaced) on Mill
Avenue from Rio Salado Parkway to 11th Street, on Rio Salado Parkway
from Mill Avenue to Ash Avenue and on Ash Avenue from Rio Salado
Parkway to University Drive.

COMP, METRO

3. Utilize an OCS pole profile and color, which is best suited to integrate
itself into the existing urban design conditions within each segment of the
alignment.
COMP

MLSP, page 38

3. All lighting systems should be designed for ease of maintenance,
energy-efficient operation, highest quality of light, and architectural
compatibility with system-wide standards.

4. The design process for Mill Avenue from 13th Street to Rio Salado
Parkway, Rio Salado Parkway from Mill Avenue to Ash Avenue and along
Ash Avenue from Rio Salado Parkway to 13th Street should explore joint
use of street lights and strain poles, and traffic lights to reduce urban
clutter.

UDG, page 50

COMP

UDG, page 50

5. Possible additional functions that may be served by OCS poles include
neighborhood identity elements and lighting.

5. Select fixture and pole types based on the City of Tempe Design
Standards for each segment.

UDG, page 16

COMP

POLE INSTALLATION
1. Endeavor to site poles in locations where they do not compromise:
pedestrian circulation, ADA paths, existing mature
tree canopies, adjacent storefront activities,
loading zones, connections to other amenities
and security required sight-lines.

6. Employ Dark Sky principles.

4. Select fixture types based on high reliability and the availability for
future replacement components. Parts must be readily available to
maintenance crews so that lighting quality can be maintained.

UDG, page 51

7. Contribute to the overall ambiance and safety of the streetscape while
meeting Dark Sky and energy efficiency requirements.
MLSP, page 17, lighting

COMP

2. When a refined urban condition warrants it,
install OCS connection bolts below grade to
provide a more seamless and finished urban
design condition. (Figure 29)
COM

Figure 29

TEMPE STREETCAR

OVERHEAD CATENARY SYSTEM & STREET LIGHTING

21

WAYFINDING/SIGNAGE & SYSTEM IDENTITY

5. Seek ways in which the colors, architecture, or graphics of stops can
somehow be included within the design of the vehicle thus being a rolling
or a stable reinforcement of the transit system. (Figure 31)

SYSTEM IDENTITY/BRANDING

COT, COMP

1. Develop a system logo/graphic that will be distinctive, elegant, timeless
and immediately recognizable.
UDG, page 46

2. The logo/graphic should be effective on signs, tickets, letterheads, maps
and when viewed on moving trains.
UDG, page 46

3. Develop streetcar maps, which also include bike paths, light rail stations,
community destinations, and bus connections to further the “Total Transit
Network” approach to Valley transportation awareness.
COT

4. Explore the design of a unique, stand-alone platform element that can
be easily recognized as a “brand/logo” element for the streetcar. Consider
the use of a distinctive light. (Figure 30)
CWG

Figure 31

This is a diagram only; not a design proposal.

PLATFORM AND WAYFINDING SIGNAGE
1. The language of the signage should be able to communicate to both
seasoned riders and new or potential riders of the system.
UDG, page 46

2. Design of signage should be consistent, visible, highly durable, vandalresistant, easily maintained and should have easily obtainable replacement
parts.
UDG, page 46

3. Signage should provide excellent visibility and high contrast during
both day and night.
UDG, page 46

LUMINARIA

4. Define through signage, the location of
the streetcar stop and the location of the
bus stop (if they share the same location).
(Figure 32)
COMP, CWG

Figure 30

22

TEMPE STREETCAR

Figure 32

WAYFINDING, SIGNAGE & SYSTEM IDENTITY

5. Provide schedules, system maps, fare rates, and user instructions about
the LRT system, to be located consistently at each station. The system
should use automatic vehicle locating technology to provide accurate and
up to date information on train arrivals. (Figure 33)

REGULATORY AND WARNING SIGNAGE
1. Provide instructions about the use of parking lots, ADA parking spaces,
prohibitions and regulations for uses on the system, vehicular (auto and
bicycle) and pedestrian traffic regulatory information.

UDG, page 47

UDG, page 47

2. Carefully integrate regulatory and warning signage so as not to block
other features.
UDG, page 47

3. Provide a clear and concise set of signage elements that convey
information regarding parking/no parking adjacent to the trackway, and
diagram streetcar alignment blocking diagrams. (Figure 34)
COMP

Figure 33

6. Signage should direct pedestrians to stations from bus connections,
park and ride lots, adjacent pedestrian areas, major neighborhood
intersections, and key cultural, educational, and recreational facilities.
UDG, page 47

7. Identify each station by name and location. The names and/or signage
of the stations should assist easy recognition of the station location and
nearby community facilities.
UDG, page 47

8. Work with local transit agencies to identify the location of stops clearly
from the light rail station.
UDG, page 47

Figure 34

TEMPE STREETCAR

WAYFINDING, SIGNAGE & SYSTEM IDENTITY

23

ADVERTISING

SYSTEM BUILDINGS

A NOTE ABOUT ADVERTISING
A broad, unbiased review of other Streetcar and LRT systems identified some
potential advertising opportunities within the Tempe Streetcar system,
which could include:
t
 Vehicle “wraps”
t
 Vehicle interior cards
t
 Station (stop) vertical applications - static, backlit or digital (Figure 35)
t
 Station sponsorships
t
 Ads woven into the content of real-time “next train” reader-board devices

SITING
1. When siting systems buildings, ensure that the location will not preclude
or adversely impact future development.

Currently METRO has an advertising policy, which allows for various
applications (see appendix in this document). The City of Tempe currently
does not allow any kind of stationary advertising in their transit facilities.
Because the resolution between specific opportunities and the limitations
of advertising placement within the Tempe Streetcar Project cannot
be determined within the scope of the Urban Design Guidelines, it is
recommended that METRO and the City of Tempe engage in a series of
dialogues that will result in the development of advertising guidelines.

COMP

2. Locate within a nearby office building or parking structure; or occupy a
location that is buffered from or not readily visible from the public right-of-way.
UDG, page 20

3. Site the systems buildings to allow sufficient access for maintenance and
operations workers and equipment.
UDG, page 20

4. Consider security of stations and surrounding areas and utilize CPTED
principles when placing systems buildings.
UDG, page 20

5. Consider adjacent neighborhoods, existing paths of pedestrian travel,
neighborhood amenities and “eyes on the street” from adjacent businesses
and residences when siting the systems buildings.
UDG, page 20

DESIGN
1. Emphasize pedestrian-oriented and human-scale treatment of enclosures
in terms of materials used, artwork, landscaping, screening and other
treatments.
UDG, page 20

2. Consider the use of enhanced screening walls, landscape, public art, etc.,
which will help to weave the structures into the existing site-specific urban
conditions of each location.
COMP

3. Utilize design solutions for details such as doors, vents, and drains that
show care and avoid a “tough-shed” appearance.
UDG, page 20

4. Utilize landscaping, art elements and other means to screen or otherwise
minimize the impact of utility service structures.
Figure 35

24

TEMPE STREETCAR

MLSP, page 14

WAYFINDING, SIGNAGE & SYSTEM IDENTITY/ SYSTEM BUILDINGS

ENHANCING NEIGHBORHOODS
1. Design and plan for appropriate development zones in station areas that
have present or future market opportunities.
UDG, page 52

10. Utilize technology (for) lighting, energy conservation, visual art and
communications.
CDP, page 13

11. Strive for sustainability by incorporating passive and active strategies;
use durable, and energy-efficient materials. Design to accommodate a
variety of uses and tenants over time.

2. Work with the cities to facilitate adjacent land uses that provide 24-houra-day activity and pedestrian-oriented mixed-use in the station area to
enhance security and livability.

CDP, page 10, 3.d.

UDG, page 52

CDP, page 13

12. Express materials honest, durable, traditional and contemporary.

3. Spaces that are attractive to business patrons and neighbors support
the livability of the area and should be included in private and public
developments.
NTDG, page 31, Element 5, Building Design Strategy

4. Promote legitimate activity in public spaces and maximize “eyes on the
street” to discourage crime.
NTDG, page 33, Element 6, Safety and Security Strategy

5. Retain existing lush landscape, while incorporating indigenous building
and landscape materials and encouraging water and energy-saving
strategies.
NTDG, page, 21, strategy (residential)

6. Utilize landscape/hardscape for continuity and rhythm.
CDP, page 11

7. Think of streets as public spaces.
UOSP, page 97, 3.

8. Maximize street use--not in terms of the traffic they carry, but by alternate
activities they accommodate (driving, walking, parking, bicycling and
events).
CDP, page 13

9. Provide amenities for human comfort--shading, seating, information and
delight.
CDP, page 13

TEMPE STREETCAR

ENHANCING NEIGHBORHOODS

25

SEGMENT SPECIFIC

URBAN DESIGN GUIDELINES

SEGMENT-SPECIFIC URBAN DESIGN GUIDELINES
As mentioned earlier in the document, distinct segments make up
the entire alignment. Each segment tends to house specific activities
and plays a unique role in defining the community of Tempe. Design
opportunities within some of the streetcar improvements reinforce and
enhance these specific neighborhood identities. They also follow the
various City of Tempe design requirements while developing a system
that fits into the regional METRO family of facilities.
What follows is a general description of the characteristics and specific
guidelines which could enhance the identity of these segments and
within each segment we have included streetcar stop-specific guidelines
and opportunities.

OCTOBER 2011

27

ASH AVENUE
RIO SALADO PARKWAY TO UNIVERSITY DRIVE AND
UNIVERSITY DRIVE FROM ASH AVENUE TO MILL AVENUE

28

SEGMENT SPECIFIC

ASH AVENUE

ASH AVENUE
Characteristics:
t


Extensive opportunities for future large-scale, vertical, mixed-use developments

t


A unique and graceful curvilinear alignment

t


Presence of an existing desert/rural, big sky, freight rail right-of-way bordering
the western edge

t


Proximity of a highly cherished, human-scaled desert/urban “downtown”
bordering the east, and a vibrant civic open space (Tempe Beach Park) to the
north

t


Major arterial connection to freeway east/west via University

Guidelines For This Segment
LANDSCAPE
1. Employ typical characteristics of Green Streets (Ash) including:
t


Street trees and landscaping

t


Shade and shelter (in the transit waiting area), Benches and low seat walls or
other seating in the resting structures (transit areas)
Integrate public art and creative expression with design
On-street parking where feasible

t

t


4. Review and explore select opportunities to incorporate xeriscape
landscaping (per COT standards) or use distinctive riparian style landscape
materials to reinforce this distinctive segment. Note that any applications
must be achievable and responsive within the transit environment and a
METRO transit maintenance plan.
(Figure 37)
COT, COMP

5. Consider the use of BR-2B bike
racks in place of METRO standard
on RIo Salado from Mill to Ash
and on Ash from Rio Salado to
University.
MLSP, page 38

OCS POLE COLORS AND TYPES
1. Utilize a painted, faceted
OCS pole to address cost and
maintenance considerations.

Figure 37

COMP

CTP, page 3-2 & 5-10, Friendly Streets and Sidewalks

2. Explore using a unique color for this segment’s OCS poles, system
buildings and stop architecture, which might reinforce the unique identity
of this segment. Weigh these considerations with the need to establish
the base identity for the Tempe Streetcar system and the METRO family of
systems.

2. Utilize ST-5, ST-2 and ST-8
street trees (if planted or
replaced) on Rio Salado from
Mill to Ash and on Ash from Rio
Salado to University. (Figure 36)

COMP

MLSP, page 38

3. Consider the use of GR-3A
and GR-2A tree grates in place
of METRO standard on Rio
Salado from Mill to Ash and
on Ash from Rio Salado to
University (when the platforms
are integrated into or physically
abuts the existing sidewalk).

Figure 36

MLSP, page 38

SEGMENT SPECIFIC

ASH AVENUE

29

ASH AVENUE: FIFTH STREET AND ASH AVENUE STOP

FIFTH STREET AND ASH AVENUE STOP
Stop-specific considerations:
t

t

t

t

t


30

Opportunities to create “place” and comfort through the installation of additional landscaping
Eastern, overhead and western shading challenges
Opportunity to create connectivity to Farmer Avenue through art, landscape and stop design
Opportunity to reinforce Ash Avenue’s identity through design elements
Future development opportunities on Farmer Avenue

SEGMENT SPECIFIC

ASH AVENUE

FIFTH STREET/ASH AVENUE

ASH AVENUE: UNIVERSITY DRIVE AND ASH AVENUE STOP

UNIVERSITY DRIVE/ASH AVENUE

UNIVERSITY DRIVE AND ASH AVENUE STOP
Stop-specific considerations:
t

t

t

t


Opportunities to create “place” and comfort through the installation of additional landscaping
Eastern, overhead and western shading challenges
Opportunity to reinforce Ash Avenue’s identity through design elements
Future development opportunities immediately to the west

SEGMENT SPECIFIC

ASH AVENUE

31

ASH AVENUE: THIRD STREET AND ASH AVENUE STOP

THIRD STREET/ ASH AVENUE

THIRD STREET AND ASH AVENUE STOP
Stop-specific considerations:
t

t

t

t

t


32

SEGMENT SPECIFIC

ASH AVENUE

Opportunities to create “place” and comfort through the installation of
additional landscaping
Eastern, overhead and western shading challenges
Opportunity to create visual connectivity to LRT on Third Street through
art, landscape and stop design
Opportunity to reinforce Ash Avenue’s identity through design elements
Future development opportunities to east

MILL AVENUE
13th STREET TO RIO SALADO PARKWAY

SEGMENT SPECIFIC

MILL AVENUE

MILL AVENUE: 13th STREET TO RIO SALADO PARKWAY
For centuries this segment of the alignment has served as the trading/
commercial/cultural hub for the diverse communities inhabiting it.
From Native American “ball” games to Arizona State University football,
from milling grain to a dance hall and from bookstores to stores that
sell burritos, this part of Tempe continues to be the meeting place, the
marketplace and the playground.

Guidelines for This Segment
URBAN DESIGN
1. Maintaining the current, and enhancing the future pedestrian quality
of Mill Avenue must remain of utmost importance within the Streetcar
project.
CWG, COT

2. Maintain the Mill Avenue pedestrian experience by exploring
opportunities to reduce vertical shade screens, canopies (where
appropriate) associated with the downtown Mill Avenue stops.
CWG

3. The system should be comfortable, “fitting in” to Downtown, becoming
a piece of an assembly of parts with attention to craft and finishes.
COT

4. Avoid the disruption and/or removal of seat locations, public art, trees
and tree wells, civic information maps and other street furnishings. If
elements are disrupted, review the existing adjacent businesses/uses to
best determine the new patterns and rhythms to best serve the street’s
overall flow and activities.
COMP

5. All existing public art impacted by the streetcar alignment shall be
re-sited by METRO under the direction of the Tempe Commission on the
Arts (after METRO determines there are no safety, security or operational
conflicts with the newly specified locations). (Figure 38)
COMP

Characteristics:
t


Extensive pedestrian, bicycle, commercial and private vehicular
circulation

t


Thriving and highly active retail/commercial environment
Figure 38

34

SEGMENT SPECIFIC

MILL AVENUE

MILL AVENUE: 13th STREET TO RIO SALADO PARKWAY
6. If stand-alone benches are used at stops, use BE-1 for Mill Avenue
from RIo Salado to 11th, Rio Salado from Mill to Ash from Rio Salado to
University.
MLSP, page 38

STOP ARCHITECTURE AND SYSTEM ELEMENTS
1. While it is assumed that each stop in the entire alignment will be studied
for its site-specific shade and rain protection needs, this segment of the
alignment is the most fragile in terms of visual impact. Critical to the
foundation of the economic and civic amenities of the city, the system
must not block retail sightlines and the sense of an open pedestrian-scaled
commercial core.
COT, CWG

OCS POLE COLORS, TYPES AND LOCATIONS
1. Take extra care in siting OCS poles. Ensure they are located in sites, which
do not adversely impact existing street trees, ADA or other circulation, block
doorways to businesses or impact critical connections to other uses and
activities.
COMP

2. Utilize a painted, round OCS pole to achieve the least visual intrusion
within downtown.
COMP

3. Paint OCS poles and other associated system elements (“Tempe Brown”)
to match existing light poles and traffic signal poles within this segment.
COMP

2. Consider the use of BR-1 bike racks in place of METRO standard on Mill
Avenue from Rio Salado to 11th.
MLSP, page 38

4. Explore the use of strain poles and “wire mounts” for traffic signals to
reduce urban clutter. (Figure 39)
COMP, CWG

CIRCULATION
1. Work with the City, DTC and the individual property owners and
business operators to develop a feasible alternative to the impact of
parking and loading along Mill (between 3rd and 7th Streets).
CWG, COT

LANDSCAPING
1. Utilize ST-2, ST-8 and ST-1 street trees (if planted or replaced) on Mill
Avenue from Rio Salado to 11th.
MLSP, page 38

2. Consider the use of GR-3A and GR-2A tree grates in place of METRO
standard on Mill Avenue from Rio Salado to 11th (when the platforms are
integrated into or physically abuts the existing sidewalk).
MLSP, page 38

Figure 39

SEGMENT SPECIFIC

MILL AVENUE

35

MILL AVENUE: 11th STREET AND MILL AVENUE STOP

11th STREET/ MILL AVENUE

MILL AVENUE: 11th STREET AND MILL AVENUE STOP
Stop-specific considerations:

36

t


Cultural crossroads (Gammage Auditorium, ASU School of Music, Nelson Fine
Arts Center, open space, etc.)

t


Explore opportunities to include landscaping on platform and tap into already
existing irrigation in median

t


Review projected ridership for event uses of stop to ensure proper amount of
shading, seating, queuing, etc. is provided

t


Seek ways to design platform railings to ensure that ridership surges can be
accommodated

t


Consider opportunities to enliven stop at night through art and design
(lighting)

t


Consider the prominence of the Maple/Ash Neighborhood

t


“Gateway to Downtown” design opportunity

SEGMENT SPECIFIC

MILL AVENUE

11th STREET/ MILL AVENUE

MILL AVENUE: 9th STREET AND MILL AVENUE STOP

9th STREET/ MILL AVENUE

MILL AVENUE: 9th STREET AND MILL AVENUE STOP
Stop-specific considerations:
t


Explore opportunities to include landscaping on platform. Tap into
already existing irrigation in the traffic median to provide additional
shade for transit patrons.

t


Adjacent mixed-use development potential

SEGMENT SPECIFIC

MILL AVENUE

37

MILL AVENUE: SIXTH STREET AND MILL AVENUE STOP

SIXTH STREET/ MILL AVENUE

SIXTH STREET AND MILL AVENUE STOP
Stop-specific considerations:

38

SEGMENT SPECIFIC

MILL AVENUE

t


Highly-valued urban commercial core and pedestrian experience

t


Brick intersections, brick buildings, brick sidewalks create a consistent
environment

t


Existing and future opportunities for sidewalk cafes

MILL AVENUE: THIRD STREET AND MILL AVENUE STOP

THIRD STREET/ MILL AVENUE

THIRD AND MILL AVENUE STOP
Stop-specific considerations:
t


Tempe Hayden Butte is a cultural, visual and morning shade amenity

t


Potential mixed-use development site

t


Connectivity to Third Street LRT

t

t


Potential 9-5 ridership from adjacent development across Mill Avenue
Future opportunities for sidewalk dining

THIRD STREET/ MILL AVENUE

SEGMENT SPECIFIC

MILL AVENUE

39

RIO SALADO PARKWAY
MILL AVENUE TO ASH AVENUE

40

SEGMENT SPECIFIC

RIO SALADO PARKWAY

RIO SALADO PARKWAY: MILL AVENUE TO ASH AVENUE STOP
Although this may be a relatively short piece of the alignment, it certainly
is not short on history, community and commerce. Hayden Mill, Monti’s
Restaurant, U.S. Airways headquarters, a historic baseball diamond and
Tempe Beach Park all co-exist here to generate their own distinct peaks
and types of ridership. Additionally, this location may also serve as the
connection to a future streetcar alignment that could extend east along Rio
Salado Parkway.

Guidelines For This Segment
OCS POLE COLORS, TYPES AND LOCATIONS
1. Utilize a round OCS pole to achieve the least visual intrusion
COMP

2. Explore using the current Tempe Beach Park “Blue,” which would
serve to visually connect the stop to the Park. Otherwise, use the
Tempe “Brown” already used on the adjacent light fixtures.
COMP

FURNISHINGS
1. If stand-alone benches are used at stops, use BE-1 for Mill Avenue
from RIo Salado to 11th, Rio Salado from Mill to Ash from Rio Salado
to University.
MLSP, page 38

SEGMENT SPECIFIC

RIO SALADO PARKWAY

41

RIO SALADO PARKWAY: MILL AVENUE TO ASH AVENUE STOP

TEMPE BEACH
PARK “BLUE”
RIO SALADO PARKWAY

TEMPE “BROWN”

RIO SALADO PARKWAY STOP
Stop-specific considerations:
t

t


42

Ensure that Tempe Beach Park event equipment loading and off-loading is not
compromised by streetcar improvements
Review projected ridership for event uses of stop to ensure that the proper
amount of shading, seating, cueing, etc. is provided

t


Seek ways to design platform railings to ensure that ridership surges can be
accommodated

t


Opportunity to include personality of Park in stop design, lighting and art

t


Ridership opportunities from adjacent office uses

t


Stop design should be compatible with existing historical baseball field and
Monti’s Restaurant

SEGMENT SPECIFIC

RIO SALADO PARKWAY

EXISTING RIO SALADO PARKWAY LIGHT POLE COLORS

SOUTH MILL AVENUE
SOUTHERN AVENUE TO 13thSTREET

SEGMENT SPECIFIC

SOUTH MILL AVENUE

43

SOUTH MILL AVENUE: SOUTHERN AVENUE TO 13th STREET

Once rich agricultural farmlands, the land surrounding South Mill Avenue
has blossomed into a collection of single and multi-family neighborhoods,
houses of worship and local commercial developments. Much of the
area’s charm is rooted in the lush, garden-like landscaping and Leave-it-toBeaver-scaled neighborhood streets and activities. This is a segment that
is rich in history, rich in family and rich in its proximity to downtown Mill
Avenue and Arizona State University. This segment’s population and their
associated activities represent a major part of the Tempe Streetcar ridership
backbone.
Guidelines For This Segment
OCS POLE COLORS, TYPES AND LOCATIONS
1. Utilize a faceted OCS pole.
COMP

2. Consider a painting scheme, which would be applied only to the
first 12 feet of the base. This would provide a lower surface to be easily
maintained in the event of vandalism and would leave the upper,
galvanized portion to blend in with the sky and the OCS cross arms.
Another option would be to paint the entire OCS poles the same color of
the existing light poles (grey). (Figure 40)
COMP

Figure 40

44

SEGMENT SPECIFIC

SOUTH MILL AVENUE

SOUTH MILL AVENUE: PARKWAY PLACE AND MILL AVENUE STOP

ST. LUKES HOSPITAL

PARKWAY PLACE AND MILL AVENUE STOP
Stop-specific considerations:
t


Opportunity for “pride of neighborhood” design for north bound stop, and
“healing” on south bound stop

SEGMENT SPECIFIC

SOUTH MILL AVENUE

45

SOUTH MILL AVENUE: BROADMOR DRIVE AND MILL AVENUE

BROADMOR DRIVE

BROADMOR AND MILL AVENUE STOP
Stop-specific considerations:
t


Opportunity for partnership landscaping at north bound stop

t


Opportunity for placemaking through landscape, art and stop design

BROADMOR DRIVE

46

SEGMENT SPECIFIC

SOUTH MILL AVENUE

SOUTH MILL AVENUE: BROADWAY ROAD AND MILL AVENUE STOP

BROADWAY ROAD
EXISTING ART BUS CANOPY

BROADWAY AND MILL AVENUE STOP
Stop-specific considerations:
t


Explore opportunities to reuse the existing Tempe Union High School “artist
designed bus canopy” for adjacent bus stops or streetcar stops.

t


Opportunity for partnership landscaping at north and south bound stops

BROADWAY ROAD

SEGMENT SPECIFIC

SOUTH MILL AVENUE

47

SOUTH MILL AVENUE: DEL RIO DRIVE AND MILL AVENUE STOP

DEL RIO DRIVE

DEL RIO DRIVE AND MILL AVENUE STOP
Stop-specific considerations:
t


Mature residential neighborhood context

t


Shading challenges for stop

t


Opportunities for public/private landscaping at stop
DEL RIO DRIVE

48

SEGMENT SPECIFIC

SOUTH MILL AVENUE

SOUTH MILL AVENUE: SOUTHERN AVENUE AND MILL AVENUE

SOUTHERN AVENUE

SOUTHERN AVENUE AND MILL AVENUE STOP
Stop-specific considerations:
t


Opportunities to create “place” and comfort through the installation of
additional landscaping on already existing private planting bed.

t


Shading challenges for stop

SEGMENT SPECIFIC

SOUTH MILL AVENUE

49

APPENDIX

STREET TYPES & CHARACTER
(From Tempe, Mill + Lake District: Streetscape Principles + Guidelines)

APPENDIX

51

SELECTION MATRIX
(From Tempe, Mill + Lake District: Streetscape Principles + Guidelines)

52

APPENDIX

CITY OF TEMPE STREETCAR LAND USE PLAN SUMMARY
Background
The City of Tempe Streetcar Project will run in mixed-flow traffic along Mill
Avenue –Ash Avenue in the downtown area between Rio Salado Parkway
and University Drive and will run on Mill Avenue south of downtown to
Southern Avenue. The streetcar will connect via transfers to the existing
20-mile Metro light rail system at the Third Street and Mill Avenue station.
There are currently 12 stops proposed, with seven of the stops on the
downtown loop.
Context
The City of Tempe lies in the heart of the Phoenix metropolitan area and has
traditionally been at the focal point of transportation and regional facilities.
Historically, the area that became Tempe was first known as Hayden’s Ferry,
after a ferry service across the Salt River operated by Charles T. Hayden.
Today, Tempe is a 40-square mile land-locked city that is essentially builtout; it is surrounded by other cities in the metropolitan area and is expected
to rank tenth in population by the year 2030.1 With the dedicated sales tax
for transit that passed in 1996 and supplemented by the regional sales tax
for transportation projects that passed in 2004, Tempe has laid in place a
network of transportation services that include: frequent bus service with
weekday peak hour 15 minute frequency, four free bus shuttles, more than
150 miles of bikeways, and seven miles of light rail as part of the 20-mile
regional system that connects to Mesa, the airport, downtown Phoenix
and beyond.2 The study area for the Tempe Streetcar project includes the
Tempe downtown area (Mill + Lake District), the adjacent Arizona State
University (ASU) Tempe campus, and several northwest and central Tempe
neighborhoods.
EXISTING LAND USE AND NEIGHBORHOOD PLANS
Citywide Planning
Tempe is a city that plans to embody livability, creating “a community of
vital neighborhoods, visually attractive, transit sensitive, with resident
participation in making crucial decisions about the future.”3
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World War II Subdivision Study and the fact that it is desirable to the city to maintain
the character of these areas as Cultural Resource Areas. Specifically, the study found
that post World War II was a time of great growth in the city of Tempe and, because

there is currently a fairly high level of integrity within the subdivisions, there are many
subdivisions that have the potential for historic significance (with the majority of the
houses in the neighborhood at least fifty years old or will become so shortly).3,4
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Tempe’s build-out condition as the impetus for an array of redevelopment activities that
includes the redevelopment of the downtown, the development of Tempe Town Lake in
the Salt River riverbed in 1999, and the promotion of five regional job centers and two
community job centers. In 2002, total employment exceeded the population of the city
(175,538 vs. 163,296).3
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the coordination of land use and transportation decisions within the city of Tempe and
“highlights the ability to move people, instead of focusing solely on improving the ability
to move vehicles.” Transportation considerations include: 1) sustained mobility/greater
accessibility, 2) enhanced quality of life and preservation of neighborhood character,
3) enhanced environmental quality, and 4) increased economic opportunities. The
Transportation Element also realizes the great importance of pedestrian and bicycle
trips to the citizens of Tempe.3

Comprehensive Transportation Plan
As detailed in the Tempe Comprehensive Transportation Plan, “The city of
Tempe prides itself on being “transit friendly”’ and became the first city in
the metropolitan area, in 1996, to vote a specific sales tax to support transit
programs. The city’s transportation program maintains the goal to create a
“balanced system that: is environmentally sustainable; is accessible to all
Tempe residents, employees, and visitors; helps preserve neighborhoods;
provides long-range transportation planning; promotes transit-oriented
development; and involves citizens in the process and keeps them informed
along the way.” The Transportation Plan also introduces the idea of both
“transit streets” and “green streets” to the Tempe street network:
t

Transit streets are typically arterial streets that serve important functions as
transit routes. Transit streets in the Streetcar study area include Mill Avenue, Rio Salado
Parkway, University Drive, Apache Boulevard, Broadway Road, and Southern Avenue.
Transit streets should have wider sidewalks, bike lanes, intersection improvements and
sidewalk extensions, street trees and landscaping.
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bicycle and pedestrian corridors and are important for access to parks, shopping,
schools, civic places, and other community destinations. Green streets in the Streetcar
study area include 1st Street, Ash Avenue, 5th Street, 13th Street, College Avenue, and
Alameda Drive. Green streets should have wider sidewalks, bike lanes, intersection
improvements and sidewalk extensions, access to transit at intersections, pedestrian
amenities, public art, street trees, landscaping, and on-street parking where feasible.

APPENDIX

53

The Transportation Plan also summarizes quality of life issues important to
Tempe citizens as captured by the General Plan 2030 survey. This survey
finds that Tempe residents look for good schools, open spaces, proximity
to friends, safety, family activities, access to mass transit, restaurants, access
to freeways, central location, and a small town atmosphere. These are all
things that it is important for Tempe to maintain as it plans for the future.1
Mill + Lake District Placemaking Guidelines (renamed May 2009 from
Tempe Urban Open Space Plan)
The Guidelines used several fundamental placemaking principles to create
a vision for a seamless district of destinations that are authentic to Tempe:
1) design for use by having a clear understanding of desired activities; 2)
create a critical mass of spaces (at least ten); cluster activities-triangulation;
and 3) remember that streets are places too. Within the Guidelines, open
spaces in the city were divided into: regional anchors (Papago Park, Town
Lake, Mill Ave District, and ASU); building blocks; and neighborhood places.
The Guidelines has several recommendations that have specific relevance
to the Tempe Streetcar project:
t

Tempe Beach Park is currently over utilized (about 100 event days/year) while
other public venues are under utilized. As the City spreads the load of public events, the
Tempe Streetcar can be part of providing transportation options to downtown event
venues.
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of bicycle and pedestrian improvements will all contribute to an atmosphere that will
encourage the use of the Tempe Streetcar for trips to the Mill + Lake District area.
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narrowed and the pedestrian and bicycle components of these streets be enhanced.5

Mill + Lake District Planning
The Mill + Lake District (Downtown Tempe) is roughly bounded by Rio
Salado Parkway on the north, Farmer Avenue on the west, University
Drive on the south, and College Avenue on the east. The downtown lies
between the important destinations of the Tempe Town Lake to the north
and the Tempe ASU campus to the east and south. Some highlights of
activities in the Downtown/Mill Avenue District include: Thursday Night
Market (farmers market), MADCAP Theaters (the reactivation of a vacant
movie complex with film and live performances), the Downtown Tempe
Urban Garden, APS Fantasy of Lights Opening Night Parade, Tempe Fall and
Spring Festivals of the Arts, and Thursday Music on Mill (street performers).
6

54

APPENDIX

In 2006, the City of Tempe, in conjunction with the Downtown Tempe
Community, produced the Community Design Principles for the Downtown/
Mill Avenue District as a way to set design principles for the next great
changes that will come to downtown. With the introduction of the light
rail line, the opportunities for development around Tempe Town Lake, the
transformation of ASU, and the infill and redevelopment that was set to
occur in the downtown area, these Principles helped set the stage for high
quality projects. The vision for the downtown is that of an “eclectic urban
oasis of culture, lifestyle and commerce, permeated by the shared concept
of a ‘creative knowledge district.’” Important precedents in the downtown
include the historic Tempe Butte, the Hayden Flour Mill, the Mill Avenue
Streetscape (and four block streetfront of historic and historic compatible
buildings), Parks and Plazas, the Architectural Continuum, Tempe Town
Lake, and the river Crossings.7 In Spring 2011, the City of Tempe has
completed the Draft Mill + Lake District Streetscape Principles + Guidelines,
which develop standards to guide future redevelopment and ongoing
maintenance in the public realm. There are six core principles that include:
achieve a level of detail and intensity of experience to promote human
interaction and economic vitality; balance the tradition of an irrigated oasis
with contemporary needs for water conservation; prevent slum and blight
and encourage reinvestment and development; respond to competition by
emphasizing the “authenticity” of the live-work-play downtown; enhance
quality of life by creating a memorable and sustainable sense of place; and
recognize that communities are by, for and about people – strive for diverse
continuity. Among the objectives and guidelines, there are several that
specifically address transit and streetcar elements:
t

Furnishings/Accessories – Establish a coordinated palette to minimize visual
clutter while avoiding sterility.
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immediate surroundings, utilizing a palette of materials drawn from the streetscape and
adjacent building (s), with artist-designed installations at selected, feature locations.
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lines, etc.) so as to minimize landscape and bicycle conflicts, maximize pedestrian
interface and amenities and achieve a balanced visual appearance while contributing
to the overall shared-use concept of the associated street space.8

Arizona State University (ASU) Planning
In 2005, ASU set a boldly different plan for the campus. The Comprehensive
Development Plan for a New American University envisions four interrelated
campuses (One University in Many Places) spread across the Phoenix
metropolitan area, each with a distinct mission and student body. The four
campuses include: the Tempe campus, West campus, Polytechnic campus,

and the Downtown Phoenix campus. The Tempe campus is the historic
campus, enrolling more than 50,000 students, and is a transdisciplinary
academic community advancing the core historical disciplines associated
with comprehensive research-extensive universities, including the arts
and humanities, the natural and social sciences, engineering, and the
professional schools.9 The Tempe and Downtown Phoenix campuses have
stations on the Metro light rail line.
Historic Districts
As discussed earlier, the Tempe General Plan 2030 has allocated Cultural
Resource Areas which are neighborhoods that are considered culturally
significant to the character of Tempe. GP 2030 states that it is desirable
to maintain the character of these areas and specifies that the underlying
zoning should remain the highest appropriate density. At the time GP 2030
was adopted in 2003, the following neighborhoods adjacent to the Tempe
Streetcar route (bounded by Rio Salado Parkway on the north, Rural Road on
the east, Southern on the south, and Priest Drive on the west) are designated
as Cultural Resource Areas:
Roosevelt Addition 1946-1950, University Park 1946-1956, College View
1946-1956, Park Tract 1930-1960, Gage Addition 1909-1954, Goodwin
Homes 1949-1959, Sunset Vista 1958-1960, University Heights 19541960, Boradmor Vista 1958-1960, University Terrace 1950-1955, Broadmor
Manor 1955-1960, University Estates 1948-1960, Tempe Estates 1948-1960,
Nu-Vista 1958-1960, Date Palm Manor 1953-1959, Campus Homes 19521955, University Homes 1951-1960, Laird Estates 1955-1959, Mitchell’s
Subdivisions 1950-1960, Tempe Terrace 1951-1960, Willacker Homes 19501955, D bar L Ranchos 1956-1960, and Parkside Manor 1956-1960.4
There are also neighborhoods that been formally listed on the Tempe
Historic Property Register10:
t

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The following Tempe neighborhoods have been listed on the National
Register of Historic Places12:
t

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Each of these districts or neighborhoods may have their own distinct design
guidelines or identified characteristics.
Neighborhood Plans
The city of Tempe is known for having actively engaged neighborhoods
and there are many neighborhoods that line the proposed Tempe Streetcar
route. Tempe neighborhoods were actively involved in the General Plan and
Comprehensive Transportation Plan processes and so many of their specific
concerns have been adopted into these documents.
t

Northwest Tempe neighborhoods have put together a plan known as the

Northwest Tempe Community Plan that is an amendment to the Tempe General Plan
2030. This 2007 plan incorporates the results of almost two decades of planning
efforts and includes the following neighborhoods that lie to the west and immediately
south of downtown Tempe: Lindon Park, Sunset, Riverside, Gililand, Mitchell Park
West, Mitchell Park East, Maple Ash, Holdeman, Marilyn Ann, and Clark Park. In
general, the boundaries of this area includes from Broadway Road north to Rio Salado
Parkway; from the railroad tracks west to Priest Drive (north of University Drive); and
from Mill Avenue west to Priest Drive (south of University Drive). The land use element
of the plan stresses the importance of the area’s historic residential character and
encourages appropriate transitions from high-density urban development to a lowerdensity development pattern. The design element designates specific character areas
to assist the maintenance of this area’s unique appeal. These areas include: classic
suburban, evolving village, formal historic, eclectic historic, neighborhood mixed-use,
Rio Salado/Downtown transition, and commercial corridor. Some transportation
goals of this plan include: traffic calming on Hardy Drive; enhancing pedestrian and
bicycle connections across University Drive and between First Street and Rio Salado
Parkway; and the improvement of Beck Avenue, Roosevelt Street and Farmer Street
as north-south pedestrian corridors. There is also the desire that bus shelters would
be compatible with the design character of the surrounding neighborhood and that
they will serve as public art pieces. 13 These neighborhoods have also developed the
Northwest Tempe Design Guidelines, which outline infill and development guidelines
for this area.14
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Register and is located south of Broadway Road and west of Mill Avenue. The
neighborhood’s character is shaped by the fact that many of the date palms from
the original date palm orchard were incorporated into the subdivision when it was
developed shortly after World War II.11
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ASU campus and lies between Mill Avenue and McAllister Avenue south of Apache
Boulevard. This neighborhood is registered on the National Register of Public Places
and was largely developed between 1945 and 1960.12
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or have College Avenue as one of the north-south streets that run through the
neighborhood. Within the Tempe Streetcar area, these neighborhoods include:
University Park, University Estates, Daley Park, Broadmor, MACH 8, BrentwoodCavalier, Alameda-Campus, Tempe Gardens and Superstition. College Avenue holds a
special place in the city of Tempe and many residents use it for walking and biking trips
of all sorts. Destinations along this portion of College Avenue include the post office,
places of worship, elementary and junior high schools, and the southern entrance to the
Tempe ASU campus. The City of Tempe is currently engaged in a reconstructive College
Avenue project that includes traffic calming measures of raised intersections and
medians, a four-way stop at Alameda, enhanced bike lanes, sidewalk improvements
and landscaping. Construction is scheduled to be complete in July 2011.15

APPENDIX

55

Endnotes:
1. Tempe Transportation Division. Tempe Comprehensive Transportation
Plan. (Tempe, AZ: City of Tempe. Updated March 2008.)
2. http://www.tempe.gov/business/location/transportation.htm.
(Tempe, AZ: City of Tempe. Accessed 20 April 2011.)
3. Development Services Department. General Plan 2030. (Tempe, AZ:
City of Tempe. 4 December 2003.)
4. Tempe Historic Preservation Office. 2001 Post World War II Subdivision
Study. (Tempe, AZ: City of Tempe. December 2001.)
5. Project for Public Spaces. Mill + Lake District Placemaking Guidelines.
(Tempe, AZ: City of Tempe Community Development Department.
December 2007.)
6. Downtown Tempe Community. DTC Annual Report 2009/2010.
(Tempe, AZ: DTC. 2010.)
7. Community Development Department. DTC Community Design
Principles 2006. (Tempe, AZ: City of Tempe. 2006.)
8. Community Development Department. DRAFT Mill + Lake District
Streetscape Principles + Guidelines. (Tempe, AZ: City of Tempe. 2011.)
9. Arizona State University. Comprehensive Development Plan for a New
American University 2005. (Tempe, AZ: Arizona State University. 2005.)
10. http://www.tempe.gov/historicpres/register.html. (Tempe, AZ: City of
Tempe. Accessed 20 April 2011.)
11. Tempe Historic Preservation Office. Date Palm Manor Historic District
Research Report. (Tempe, AZ: City of Tempe. 2009.)
12. http://www.tempe.gov/historicpres/NRHP.html. (Tempe, AZ: City of
Tempe. Accessed 20 April 2011.)
13. Development Services Department. Northwest Tempe Community
Plan. (Tempe, AZ: City of Tempe. 2007.)
14. Development Services Department. Northwest Tempe Design
Guidelines. (Tempe, AZ: City of Tempe. 2002.)
15. http://www.tempe.gov/tim/Traffic/CollegeAve.htm. (Tempe, AZ: City
of Tempe. Accessed 20 April 2011.)

56

APPENDIX

APPENDIX

57

PROJECT PARTICIPANTS PAGE

58

TEMPE STREETCAR COMMUNITY WORKING GROUP
Council Woman, Shana Ellis, Chair
Mark Yslas
Mike Wasko
Manjula Vaz
Janie Shelton
Paul Kent
Steve Tyree
Rebecka Johnson
Cheryl Hornyan
Nancy Hormann
Karyn Gitlis
Lisa Roach
Charles Lee
Charles Huellmantel
Frank Granillo
Mary Ann Miller
Dale Larson
Margaret Hunnicutt
Michael DiDomenico
Frank Granillo
Chuck Newkirk
Stephanie Nowack
David Strang

CONSULTANTS
Marc Soronson, HDR
Stephanie Shipp, HDR
Saroja Devarakonda, HDR
Alec More, HDR
Joe Racosky, URS
Lisa Procknow, HDR
Gabe Grijalva, Grijalva Engineering

METRO STAFF
Wulf Grote
Ben Limmer
Howard Steere
Deron Lozano
Robert Forrest
MB Finnerty
Harvey Estrada
Carla Kahn

URBAN DESIGN GUIDELINES TEAM
Tad Savinar, Author
Angela Dye, Technical
Betsy Moll, Neighborhood and Land Use Summaries
Jesse Stemmler, Graphic Design

APPENDIX

CITY OF TEMPE STAFF
Jyme Sue McLaren
Nancy Ryan
Eric Iwersen
Shauna Warner
Charlie Meyer
Shelly Seyler
Bonnie Richardson
William Kersbergen
Cathy Hollow
Greg Jordan
Mark Vinson
Lisa Phillips
Greg Kent
Don Bressler

APPENDIX

59