HomeMy WebLinkAboutRES 90-39RESOLUTION NO.90-39
A RESOLUTION OF THE MAYOR AND CITY COUNCIL OF THE CITY OF APACHE JUNCTION,
ARIZONA APPROVING GENERAL PLAN AMENDMENT GPA-90-02,A CITY -INITIATED PROPOSAL
TO INCLUDE THE REGIONAL TRANSPORTATION CORRIDORS OF THE 1988 PARSONS-
BRINCKERHOFF STUDY IN THE GENERAL PLAN.
WHEREAS,the Apache Junction City Council did on June 16,1987 adopt the
1987 Apache Junction General Plan;and
WHEREAS,the Apache Junction Planning and Zoning Commission held a public
hearing regarding GPA-90-02 on August 28,1990;and
WHEREAS,the Apache Junction Planning and Zoning Commission recommended
approval of GPA-90-02 subject to stipulations;and
WHEREAS,this Council finds that the action taken on this General Plan
Amendment is necessary for sound and orderly community development,for
preservation of community values,and for the promotion of the general health,
safety,convenience,and welfare of the citizens of the Apache Junction
community;and
WHEREAS,this Council has considered the findings of fact given in
Section D.1.6 of the Apache Junction General Plan and finds:
1.That the amendment constitutes an overall improvement to the General
Plan and is not solely for the good or benefit of a particular
landowner or owners at a particular point in time.
2.That the amendment is consistent with the overall intent of this
General Plan.
3.That the amendment is in the best long-range interest of Apache
Junction.
NOW,THEREFORE,BE IT RESOLVED by the Mayor and City Council of the City of
Apache Junction,Arizona,that:
GPA-90-02,a City -initiated proposal to include the Regional Transportation
Corridors of the 1988 Parsons-Brinckerhoff Study in the General Plan,be
approved and adopted subject to the following stipulations:
1.That the Low Density designation be retained.
2.That buffering techniques be employed to mitigate visual impacts.
RESOLUTION NO.90-39
PAGE ONE OF TWO
3.That the McKellips Corridor east of the Red Mountain Freeway and the
Goldfield Corridor north of Superstition Boulevard and State Route 360
be deleted from the Transportation Corridors.
PASSED AND ADOPTED BY THE MAYOR AND CITY COUNCIL OF THE CITY OF APACHE
JUNCTION,ARIZONA,THIS 16TH DAY OF OCTOBER ,19 90 .
SIGNED AND ATTESTED TO THIS 20TH DAY OF NOVEMBER
ATTEST:
Kathleen Connelly
City Clerk
APPROVED AS TO FORM:
Davfd F.Alexander
City \Attorney
RESOLUTION NO.90-39
PAGE TWO OF TWO
19 90
Ketmeth Bluntschly
Mayor
GENERAL PLAN AMENDMENT GPA-90-02
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V.FUTURE ROADWAY NEEDS
Future roadway needs can be placed in two categories.One category is the regional
transportation corridors consisting of the connection to the Red Mountain Freeway, the
connection on the east side of Apache Junction between S.R.88 and S.R. 360 and the
connection to the Santan Freeway.These corridors are significant to state, county, and
local governments because they go beyond Apache Junction and cross county and local
government lines.The other category is the arterial street system of Apache Junction
and its environs.Plans for both categories were developed,and financing of the arterial
street category was reviewed.
REGIONAL TRANSPORTATION CORRIDORS
One of the primary elements of this study was to examine the future regional
transportation needs in the study area.Three corridors were identified in the Request
for Proposal: (1) an east -west connection to the Red Mountain Freeway north of Apache
Junction, (2) an east -west connection to the Santan Freeway south of Apache Junction,
and (3) a north -south connection on the east side of Apache Junction between S.R. 88
(Apache Trail) and the Superstition Freeway (S.R. 360).
During the alternatives analysis portion of this study,year 2010 traffic forecasts were
developed based on a street network with a connection to the Red Mountain Freeway
near McKellips Road,and a connection between S.R. 88 and S.R. 360 in the vicinity of
Goldfield Road.A connection to the Santan Freeway was not included in the network
because the probable locations appear to be far south of the Apache Junction study area.
This point will be discussed later in more detail.The traffic assignments indicated that
the connection to the Red Mountain Freeway, and the connection between S.R. 88 and
S.R.360, would be beneficial for the Apache Junction street system, and the year 2010
traffic volumes in these corridors could be accommodated by arterial streets.However,
a much longer planning horizon is desirable for regional transportation corridors to
ensure that adequate right-of-way is preserved before development occurs.As an
example, the Phoenix area freeway system was outlined in a report in the early 1960's,
yet some portions will not be completed until after the year 2000, which is a time span
of over 40 years.
-41-
As land in the East Valley continues to change to urban uses, it is reasonable to assume
that the urbanization will extend to the Superstition Mountains east of Apache Junction,
to the mountains north of Apache Junction,and on the State Land between Apache
Junction and Queen Creek.When this occurs,the transportation needs of the area will
be similar to the fully urbanized areas of the Valley.Arterials and local streets will be
constructed in conjunction with development of the land,but regional highways generally
are not constructed until the need exists.However,if adequate right-of-way can be
preserved for these regional highways,they can be built with a minimum amount of
social disruption, and with a lower cost for the necessary right-of-way.
Early planning of the regional transportation system also can help local governments
create municipal plans that are complementary t o the transportation system.A
heirarchy of roadways can be developed and a land use plan can be adopted that will
maximize the public investment in transportation systems,utilities, schools, and parks.
Red Mountain Freeway and S.R. 88/S.R. 360 Connections
The year 2010 traffic forecasts with a connection to the Red Mountain Freeway and a
connection between S.R. 88 and S.R. 360 indicated these corridors would alleviate some
potential overloads on portions of the Superstition .Freeway and some arterial streets in
Apache Junction and eastern Mesa.Based on the 2010 traffic forecasts presented in the
previous chapter,six -lane arterial streets could accommodate the expected traffic
demand in the two corridors for the next twenty years.However,beyond the twenty-
year period,if growth continues in the Apache Junction area, higher capacity roadways
may be desirable.
In the public meetings held during the course of the study,the idea was presented that
the city adopt these .two corridors for study purposes.Additional studies would be
conducted in the future that would define the type of roadway and the location of the
roadway within each corridor.There was some adverse reaction to this concept for fear
that freeways might be recommended in the future studies.As a result,an arterial
street concept was developed to be more in line with the public comments.
McKellips Road and Goldfield Road exist as two-lane roadways in each of the two
corridors.Both roadways provide driveway access to residential properties and have
numerous intersections with local streets.Both roadways could be widened and upgraded
to full urban arterial streets similiar to those found throughout the metropolitan area.
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These typical arterial streets have high traffic accident rates, speed limits are limited to
45 mph and traffic service is relatively poor because of the extensive side friction
caused by the driveways and local streets.
It is recommended that McKellips and Goldfield roads be developed into higher type
roadways than the typical arterials.Such high -type roadways would serve longer trips
made within Apache Junction and through traffic to S.R. 88 and other points not served
by S.K. 360.
The minimum recommended roadway would be access controlled with cross streets no
closer than half -mile intervals.Intersections with cross streets would be signalized,
when warranted by traffic volumes.The minimum right-of-way width should be 130 feet
with an additional 10 feet at major intersections to accommodate double left turn lanes
and a right turn lane.
As shown in Figure 14,this minimum right-of-way width will accommodate a six -lane
urban arterial with a raised median, and landscaped area with sidewalks on each side of
the roadway.If additional right-of-way is provided,noises walls or berms may be
accommodated and -there will be more flexibility in the treatment of bike paths,
equestrian paths and other amenities.Consideration should also be given to providing
underpasses for trails, paths, and selected local streets that need to cross the corridor.
From the discussions received at the public meetings, it appears that the public generally
favors placing the new street as close as possible to the existing McKellips and Goldfield
roads.-These existing streets would remain as two-lane,two-way frontage roads and
provide access to the abutting land uses.
At each cross street intersection the existing two-lane street (frontage road) and the
new arterial need to be separated by at least 400 feet in order to avoid side -by -side
intersections.This separation can probably be best obtained by removing the frontage
road on each side of the cross street and use other local streets to maintain traffic
circulation for the frontage road traffic.
Initial construction of the new arterial roadways may be two-lane streets until traffic
volumes warrant additional capacity.The two lanes should be constructed in a location
that will allow them to become part of the ultimate roadway.The next phase would be
to add two more lanes and create a four -lane divided roadway.The final phase would be
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APACHE JUNCTION TRANSPORTATION /TRANSIT STUDY
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STREET CONCEPT
McKELLIPS AND GOLDFIELD ROADS
to add a third lane in each direction if and when the traffic volumes warrant such action.
Depending upon the rate of growth of Apache Junction,it may be more practical to go
directly from the two-lane roadway to the ultimate six -lane divided arterial.
Connection to Santan Freeway
A connection from the planned Santan Freeway in Chandler or Gilbert to U.S. 60 near
Florence Junction would provide substantial benefits to the traveling public.Such a
route would direct some through traffic off of S.R. 360 and provide a more direct route
for recreation and other through traffic from the Gilbert,Chandler,and south Tempe
areas destined for Florence Junction, Superior, and points further east.
There are several potential locations for a connection from the planned Santan Freeway
to U.S. 60 as shown in Figure 15.If a major connection is made north of Williams A.F.B.
and the G.M.Proving Grounds,it would have to be in the vicinity of Elliot Road.The
topography in this area has many major washes and flood control structures which make
a connection in this location quite expensive.Also,a roadway here would be close (2 - 3
miles) to the Superstition Freeway which would not provide good major roadway spacing.
In this portion of the metropolitan area,freeway connections two to three miles apart
are too close for the expected density of development.
During the course of this study it was revealed that General Motors Corporation may
move their proving grounds to another site and sell the existing site to land developers.
If this happens,a regional transportation corridor could b e developed through the GM
property as shown in Figure 15.Another option would b e to curve the alignment to go
southward along Power Road and continue eastward, south of the GM property.
Another alternative location shown in Figure 15 would connect to the Santan Freeway in
the vicinity of Gilbert Road and Germann Road and extend more or less straight
eastward to U.S. 60.The probable location falls between Pecos Road and Queen Creek
Road.The location is approximately half -way between S. R.360 and Hunt Highway which
is at the southern edge of Maricopa County.
-45-
In Pinal County,the roadway would cross State Lands which are currently undeveloped.
Such a roadway would make these lands much more accessible and attractive for future
urban development.In addition,the previously discussed Goldfield Road corridor could
be extended southward across these State Lands to the Santan Freeway connection to
further serve this large tract of developable land.
Implementation
It is recommended that a regional highway plan be adopted that will include the corridors
shown in Figure 15.The initial step would be for the Arizona Department of
Transportation (ADOT),the State Land Department,the Bureau of Land Management,
Maricopa County,Pinal County,the Maricopa Association of Governments (MAG),the
Central Arizona Association of Governments (CAAG),and the municipalities of Apache
Junction,Mesa,Chandler,and Gilbert to formally approve the corridors for study
purposes.Within the next five to ten year time period (1 9 93-1998), location and design
studies should be implemented in these corridors.In these studies, traffic forecasts will
be prepared and the type of roadway (arterial street, parkway, freeway) to accommodate
the future traffic forecasts will be determined.Alternative alignments will be studied
and a recommended alignment established.Right-of-way limits and access controls will
be set so that land development can occur to complement the regional highway system.
These studies will include a program of public input and review.At the conclusion of the
studies,the governmental agencies will need to adopt the appropriate portions of the
plan so right-of-way can be preserved.These studies should be initiated by ADOT but
have local government participation.
ARTERIAL STREET PLANS (5 TO 20 YEARS)
Using the regional transportation corridors as a framework,a future roadway
improvement plan was developed,and is shown in Figure 16.Many of the elements of
this plan are existing or are in the adopted five-year construction program.The
remaining segments have been placed in the ten-year and twenty-year programs.
When discussing plans ten and twenty years in the future it is difficult to determine with
a high degree of accuracy the order in which the roadway segments should be
constructed.However, the segments can be placed in priority categories to help Apache
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APACHE JUNCTION TRANSPORTATION /TRANSIT STUDY
LEGEND Figure 16
FU T UR E ROADWAY NEEDS
Five Year Program
Ten to Twenty Year Needs
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Junction grow in an orderly fashion.The growth patterns in Apache Junction can be
observed and, based on these patterns, roadway elements from these priority categories
can be placed in future five-year plans for implementation.
Three priority categories were established.The Priority 1 category contains the
roadway elements that should be considered during the next five-year program (1993-
1998); those in Priority 2 category in the following five years (1998-2003); and Priority 3
during the 2003-2008 time period.The roadway plans in each category are outlined in
the following sections.
Priority 1 (1993-1998)
The following roadway sections should be constructed to encourage development of the
industrial/commercial land adjacent to S.R. 360.These roadway sections provide the
basic access system for land development and should be four -lane roadways capable of
handling truck traffic.
A.Baseline Road from Meridian Drive to U.S.60.
B.Idaho Road from S.R. 360 to Baseline Road.
C.Tomahawk Road from Southern Avenue to Baseline Road.
D.Goldfield Road from S.R. 360 to Baseline Road.
E.Southern Avenue from Tomahawk Road to U.S. 60.
Also included in the Priority 1 category is the initial planning for the connection to the
Red Mountain Freeway.
Priority 2 (1998-2003)
The roadway segments in the Priority 2 category will be needed to carry the traffic
volumes that will be generated by new land development in the northeast portion of
Apache Junction.
A.Initial construction of the connection to the Red Mountain Freeway.This
roadway may begin as two lanes to provide a bypass for traffic headed to and
from the Salt River recreation area, and also to provide access to the local
street system as lands in the area develop.
-49-
B.Idaho Road and Tomahawk Road between S.R. 88 and the connection to the
Red Mountain Freeway.
C.Broadway Avenue from Idaho Road to U.S. 60, and Superstition Boulevard
from Idaho Road to S.R. 88.
Priority 3 (2003 - 2008)
The forecast traffic volumes indicate it may be necessary to have a minimum of four
lanes on S.R. 83 from Idaho Road to the Red Mountain connection, and on Goldfield Road
between U.S. 60 and the connection to the Red Mountain Freeway.
FINANCING
Financing for street improvements consists of estimating both the amount of money that
will be available and the cost of design and construction.Only orders of magnitude
estimates may be made due to the inability to accurately predict the sources of revenue,
the effects inflation will have on construction costs during the next twenty years,and
the absence of specific studies on individual road segments.
Revenues
While developing the five-year street construction program outlined in Chapter III, it was
determined that the only funds available for street construction are 1/24 of the sales tax
of Apache Junction,and the 1/2t sales tax of Final County.It was further estimated
that these revenues will increase one percent per year.If the City continues its current
policy,thirty percent of the city sales tax money will be devoted to residential street
construction.Using these assumptions,the total estimated revenues for street
construction from fiscal year 1993 - 94 to fiscal year 2007 — 08 are shown in Table 12.
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TABLE 12
ESTIMATED STREET CONSTRUCTION REVENUES
(FISCAL YEARS 1993 -94 THRU 2007 -08)
REVENUE SOURCE
MAJOR RESIDENTIAL
STREETS STREETS TOTAL
Pinal County Tax $6,000,000 -$6,000,000
Apache Junction Tax 10,500 ,000 $4 500 000 15,000,000
Total $16,500,000 $4,500,000 $21,000,000
Construction Costs
Construction cost estimates were prepared for the roadway elements outlined in the ten-
and twenty-year plans.Because no definite years have been established for constructing
any of the roadways,costs for all of them were escalated three percent per year for
fifteen years which is the average for the ten- and twenty-year programs.The unit costs
resulting from this escalation are:
•$100,000 per lane mile for paving and light grading
•$125,000 per traffic signal installation
•$50,000 per acre for right-of-way
•$100,000 per mile for drainage
The construction cost estimate for each roadway is shown in Table 13.Three of the
roadway segments are on either the Pinal County or Arizona Department of
Transportation systems, so it was assumed that Apache Junction will participate on these
projects on a 50-50 basis.This scenario indicates that the total estimated costs of
$16,400,000 for major street construction projects are about equal to the total estimated
revenues of $16,500,000 for major street construction for the period between 1993 and
2008.
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TABLE 13
FUTURE STREET CONSTRUCTION COST ESTIMATE
COST ($1,000's)
DISTANCE NO.
STREET FROM TO (MILES)LANES PAVING SIGNALS It/1V DRAINAGE TOTAL
Baseline Road Meridian Drive U.S. 60 5.0 5 $2,500 $625 $4,500 $500 $8,125 (1)
Idaho Road Baseline Road S.R. 360 0.5 5 250 --50 300
Tomahawk Road Baseline Road Southern Avenue 1.0 5 500 --100 600
Goldfield Road Baseline Road S.R. 360 0.5 5 250 --50 300
Southern Avenue Tomahawk Road U.S. 60 1.0 5 500 --100 600
Red Mountain Freeway Connection 5.0 2 1,000 750 4,500 500 6,750 (2)(3)
Idaho Road S.R. 88 Red Mountain Connection 2.5 5 1,250 125 250 1625
Tomahawk Road S.R. 88 Red Mountain Connection 1.5 2 300 -1,400 200 1,900
Broadway Road Idaho Road U.S. 60 0.5 5 250 125 -100 475
Superstition Boulevard Idaho Road S.R. 88 0.25 5 125 --25 150
i Apache Trail Idaho Road Red Mountain Connection 3.5 5 1,750 375 350 2,475 (2)
cri
ts3 Goldfield Road U.S. 60 Red Mountain Connection 4.0 5 2,000 900 400 3,300
$16,400 (4)
(1)
(2)
(3)
(4)
Joint Development with Pinal County
Joint Development with ADOT
Includes $500,000 for location and design study
Assumes 50-50 share with Pinal County on items marked (1)and 1/3 - 1/3 - 1/3 share with ADOT and Pinal County on items marked (2).
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