LIBRARY * is ºf Bºº...iº. º: P R O P E R T Y O F ** // % %áñº. 1 8 1 7 XETFs 567 ENTTRTVERTFRS 09 6 || \/NOZINY "XINHOHd | : i I : A STREET ARTERIAL PLAN FOR PHOENIX, ARIZONA THE ARIZONA HIGHWAY DEPARTMENT in cooperation with THE CITY OF PHOENIX and MARICOPA COUNTY and the U. S. DEPARTMENT OF COMMERCE BUREAU OF PUBLIC ROADS 1950 Transptºtation £ibrary DAN E. GARVEY Tº ſº is Governor Arizona Highway Commission BRICE COVINGTON, Chairman H. EARL ROGGE, Vice-Chairman C. A. CALHOUN, Member LOUIS ESCALADA, Member JOHN M. SCOTT, Member J. MELVIN GOODSON, Executive Secretary ORGANIZATIONS RESPONSIBLE FOR THE CONDUCT OF THE SURVEY AND PUBLICATION OF THIS REPORT Arizona Highway Department W. C. LEFEBVRE, State Highway Engineer R. C. PERKINS, Deputy State Highway Engineer E. V. MILLER, Asst. Deputy State Highway Engineer WM. E. WILLEY, Engineer, Div. of Economics and Statistics P. M. BRADBURY, Project Engineer CLYDE MYERS, Project Engineer C. A. PEMBERTON, Office Engineer City of Phoenix NICHOLAS UDALL, Mayor R. GAIL BAKER, City Engineer C. R. MoCINE, Planning Director Maricopa County GEORGE FRYE, Chairman, Board of Supervisors JULIUS IRION, County Engineer H. S. ABBOTT, Chairman, Planning and Zoning Commission U. S. Department of Commerce Bureau of Public Rodds Arizona District San Francisco Division G. L. McLANE, District Engineer C. C. MORRIS, Division Engineer W. R. F. WALLACE, Senior Hwy. Engr. RUDOLPH THIRION, Highway Engineer R. M. PHILLIPs, Highway Engineer } |. I | | l -- - -/ 2 - Jºº-ºº ... ºesº * -.” * •4. { . Foreword This report covers the procedure and analysis of the origin and destination survey of the Phoenia; metropolitan area made during the winter months of 1946-1947 by the Arizona Highway Department. It presents a study for a street arterial plan for consideration by the governmental units concerned with the solution of traffic problems in Phoenix. The plan provides for accommodating rapidly increasing traffic volumes in all parts of the city and should fulfill major traffic requirements for a reasonable period of forecast. ORGANIZATION OF SURVEY FOREWORD LIST OF PLATES SUMMARY OF FACTS CONCLUSIONS PHOENIX AND THE SALT RIVER WALLEY POPULATION TREND MOTOR VIEHICLE REGISTRATION LAND USE THE ORIGIN AND DESTINATION TRAFFIC SURVEY SURVEY AREA SAMPLING AND INTERVIEWING ACCURACY OF THE SURVEY TRAFFIC IN THE PHOENIX AREA MONTHLY TRAFFIC PATTERN DAILY TRAFFIC PATTERN HOURLY TRAFFIC PATTERN TRAFFIC SINCE 1941 TRAFFIC TO 1960 TRAFFIC SPEEDS PAGE 10 13 14 15 16 20 20 27 27 28 28 28 29 ANALYSIS OF THE SURVEY DATA TRIPS TRAVEL TO THE CENTRAL BUSINESS DISTRICT PURPOSE OF TRIPS PASSENGER CAR O CCUPANCY PARKING HABITS TIME OF ARRIVAL AND DEPARTURE PARKING BY TRIP PURPOSE KIND OF PARKING LENGTH OF TIME PARKED BLOCKS WALKED FROM PARKING FACILITY DESIRE LINES OF TRAVEL THE PLAN GENERAL STREET ARTERIALS TWENTIETH STREET MADISON STREET GRANT STREET TRUCK ROUTE GRAND AVENUE STATE HIGHWAYS STATE ROUTE 69 TRAFFIC ANALYSIS OF MAIN ARTERIALS COST ANALYSIS ESTIMATED COST 41 Frontispiece AERIAL VIEW OF THE CITY OF PHOENIX PLATE P A R T || 1 THE SALT RIVER WALLEY AREA 2 POPULATION OF MARICOPA COUNTY AND PHOENIX 3 MOTOR VEHICLE REGISTRATION 4 LAND USE MAP OF PHOENIX METROPOLITAN SURVEY AREA P A R T II 5 DWELLING UNIT DISTRIBUTION 6 SURVEY ADJUSTMENT P A R T III 7 TRAFFIC FLOW MAP, PHOENIX AREA 8 TRAFFIC FLOW MAP, CENTRAL BUSINESS DISTRICT 9 PEAK HOUR SPEED AND DELAY . 10 AVERAGE DRIVING SPEEDS PAGE 12 14 15 17 21 24 25 28 29 31 PLATE 11 12 14 15 16 17 18 19 20 21 22 23 P A R T V INTERNAL TRIPS, ALL VEHICLES 100 TO 199 TRIPS INTERNAL TRIPS, ALL VEHICLES 200 TO 399 TRIPS INTERNAL TRIPS, ALL VEHICLES 400 TRIPS AND OVER STATION TO ZONE TRIPS, ALL VEHICLES 100 TRIPS AND OVER EXTERNAL THROUGH TRIPS, ALL VEHICLES 25 TRIPS AND OVER EXTERNAL AND INTERNAL TRUCK TRIPS, 50 TRIPS AND OVER MAJOR DIRECTIONAL DESIRE LINES, ALL VEHICLES BUS AND STREET CAR PASSENGER TRIPS ZONE DESTINATIONS, PASSENGER CAR, TAXI AND TRUCK TRIPS EXTERNAL PASSENGER CAR AND TRUCK TRIPS P A R T WI POTENTIAL TRAFFIC VOLUMES ON PROPOSED MAIN ARTERIALS TABLE 9—ESTIMATED COST PHOENIX METROPOLITAN AREA STREET ARTERIAL PLAN PAGE 43 45 47 49 51 55 57 61 69 73 SUMMARY OF FACTS The detailed analysis of the traffic survey, as well as related economic data for the Phoenix area, provided the basis for the street arterial plan treated in this report. The more pertinent facts are: • 1. THE TRAFFIC SURVEY OF 1947 INDICATED A POPULATION of 83,000 within the city limits and 78,600 in the suburban area included in the survey. © 2. THE SURVEY AREA COMPRISED 60 square miles, of which 10.5 square miles constituted the corporate area of Phoenix. © 3. THE MOTOR VEHICLE REGISTRATON in Maricopa County in 1947 was 88,536 and the number of persons per vehicle was 3.4. © 4. THE TRAFFIC VOLUMEs in the Phoenx area increased 40 percent from 1941 to 1947, the last pre-war normal year. It is estimated that the traffic of 1960 will increase 75 percent over that of 1947. O 5. THE HIGHEST MORNING PEAK Hour was between 8 A.M. and 9 A.M. and represented 7 percent of the total daily traffic. The highest afternoon peak hour between 5 P.M. and 6 P.M. was 9 percent of the total daily traffic. © 6. THE RESIDENTS OF THE PHOENIX AREA on an average week day made 6.87 trips per dwelling unit by all modes of travel. SUMMARY OF FACTS © 7. RESIDENTS AND NON-RESIDENTS WHO ENTERED THE AREA, made an average of 579,754 daily trips. Auto drivers made 289,870 trips, taxis made 1,805 trips and trucks made 88,381 trips. Passengers traveling in motor vehicles made 128,360 trips and those using mass transportation made 71,318 trips. © 8. OF THE 63,318 TRIPS PASSING THE ExtERNAL STATIONS, 3,747 trips or 5.92 percent were trips made through the area without stopping. Of the 3,747 through trips, 942 were made by trucks. Of the 33,984 trips approaching the area, 11 percent or 3,747 trips were destined to points beyond. O 9. OF THE 380,056 MOTOR VEHICLE TRIPS MADE WITHIN AND FROM OUT- SIDE OF THE AREA on an average week day, 106,716 trips or 28.1 percent were des. tined to or originated in the central business district. In addition, 16,161 trips or 4.7 percent of all motor vehicle trips had both origin and destination within that district. O 10. OF THE 88,381 TRUCK TRIPS MADE IN THE AREA, 17,000 trips or 19.4 percent were made to or from the central business district. © 11. THE PERCENTAGE OF TRIPS MADE BY AUTO DRIVERS for various pur- poses were as follows; 27.1 percent en route home, 23.4 percent to work, 9.3 percent to transact business, 12.7 percent for social or recreational purposes, 12.2 percent for shopping and 15.3 percent for miscellaneous purposes. O 12. THE AVERAGE PASSENGER CAR OCCUPANCY in this area was 1.53 persons. CONCLUSIONS O 1. It is shown by the survey data that of the traffic pass- ing the external stations, 94 percent was destined to or from the area. Of the traffic approaching the city, 89 percent was des- tined within the area and 11 percent passed through without Stopping. It is therefore evident that Phoenix is not by-passable by main highway routes leading into the area. O 2. Survey data and desire line charts indicate clearly the need for an east-west truck route penetrating the industrial area, situated south of the central business district, in the vicinity of Grant Street. O 3. In order to accommodate rapidly increasing traffic volumes, the proposed improvement of arterials and State high- ways should be initiated at an early date. O 4. Of utmost importance is the need of enabling legisla- tion permitting the State Highway Department to acquire con- trol of access on main highway routes to prevent their early obsolescence. 10 THE SALT RIVER WALLEY AREA 11 - 10 */cºwºulºº - * no prescort | | - º - - - - / / sunnys Lope - PHOENIX METROPOLITAN A R E A - º 89 ro-º-o-º- - wuws - - - -º-o-º-º-º: *...*** º -o-T-E v. L---- | | || | so o - 3 - - --- --- º" --ALE IN MILEs. as cated assas ºforºsaw - PLATE. 1 T H E S A. L T R L V E R v A. L. L. E. Y. A. R. E. A º ro------wº N. N. Map showing the Phoenix metropolitan area in relation to the Salt River Valley, surrounding towns, irrigated areas, U.S. numbered routes and other highways. &#º .*.*, *.*.*.*.*: `...º.º.º. 'º-ſ:#; yº-º-º: PHOENIX, ARIZONA'S LARGEST city, owes its outstanding position to its strategic location in the Salt River Val- ley, a vast and highly productive irrigated area of 415,000 acres. This valley extends roughly, 50 miles east and west and 20 miles north and south, the horizon being limited by a fringe of mountains on all sides. Within this area live most of the resi- In addition to Phoenix there are about 12 small com- dents of Maricopa County. munities of varying size having a total estimated population of 40,000. A part of the present area was culti- vated in prehistoric times, as evidenced by the remains of ancient villages and canals, but was abandoned long before Modern irrigation began in about 1867 but it was the arrival of the white man. not until 1911 when Roosevelt Dam was completed that a dependable water sup- ply became available for distribution on desert lands. The irrigation waters are derived from the watersheds of the Salt, Verde and Agua Fria Rivers. The waters are stored in eight reservoirs, the largest of which is Lake Roosevelt. Until the turn of the century, the Salt River Valley's principal industry was cattle raising and the area was largely populated by stockmen and Indians. It was not until the first world war that appreciable progress was made in diver- sified farming and only in the last twen- ty years has significant progress been made in this direction. The acreages under cultivation and the principal crops produced in 1947 furnish an estimate of the extent of farming ac- tivities in the valley. Of the 415,000 acres under irrigation, 133,000 acres were in alfalfa, 59,350 acres in cotton, 138,400 acres in field grains and wheat, 63,750 acres in beans and truck crops such as lettuce, cantaloupes, carrots, cauliflower, celery and broccoli, 2,500 acres in flax and 18,000 acres in grape- fruit and oranges. In addition to the high soil productivity, the mild winters per- mit a 12 months' growing season and much of the land acreage under grain and truck gardening is harvested several times a year. Like elsewhere, distances are shrink- ing and a decentralization movement is in progress. The Salt River Valley is no longer an isolated outpost but is in the direct path of a westerly migration of population. Two of the nation’s western railway systems serve the area and four 13 transcontinental highways, U. S. routes 60, 70, 80 and 89 converge in Phoenix. Flying, both commercial and civilian, has expanded rapidly in recent years. A commercial airport in Phoenix serves one state-wide and two transcontinental air lines. Practically every community has a landing field to accommodate private flying. In addition, an important item to the local economy is the temperate cli- mate which provides excellent flying conditions. This has influenced the army to operate permanently a large fighter training field east of Chandler and the navy to operate an air facility at Litch- field. The valley's revenues are derived from agriculture, stock raising, trade, tourist business, packing plants, small miscel- laneous manufactures and from an ap- preciable trucking industry transporting locally produced commodities to other population centers. In this active region Phoenix has be- come the most important trading center for the greater portion of Arizona's pop- ulation. An index of the increased activ- ity of this area is the annual dollar retail sales. Maricopa County, of which Phoe- nix is the county seat, shows an increase from $71,919,904 in 1939-40 to $279,- 406,502 in 1946-47 or 388 percent. Population Trend Phoenix was founded in 1867, incor- porated in 1881 and became the capital of Arizona in 1889. In 1900 it had a population of 5,500 and several towns had developed in the surrounding area. In 1920 its population had increased to 29,053 and in 1940 to 65,414. While this rapid growth was taking effect, the cor- porate limits were correspondingly in- creased to include 9.6 square miles. The city's early growth was closely linked to the economy of the extensive irrigated area and agricultural develop- ments of the Salt River Valley. In more 3° I I I Z 7 57 POPULATION OF MARICOPA. COUNTY AND PHOENIX 3. U.S. CENSUS --- FORECAST > 6 - - 35 gº— 5 % - - 2 - 4. #" z 3 * – 3 *. ~ O 2 P- T - 2 º _-T - = 1 - - –tº– I 1970 14 PLATE 2 recent times, as the salubrious sub-tropi- cal climate of the valley has become better known, it has attracted annually not only thousands of winter visitors but many health seekers who have become perma- nent residents. These yearly migrations have contributed largely to the city's growth and have been influential in rais- ing the standard of living and contribut- ing to a more abundant economy. Present trends point to continued prosperity and steady increase in population. The traffic survey of 1947 indicated a population of 83,000 within the city limits and 78,600 in the suburban area included in the survey. Estimates for 1950 indicate that the city of Phoenix will be 106,000 and Maricopa County will be 330,000. Population forecasts furnished by the City Planning Commis- sion, based on exhaustive research and normal expectancy of extension of the city's corporate limits, indicate that the population of Phoenix in 1970 will be 275,000 and that of Maricopa County will be 600,000. Motor Vehicle Registration An important factor of transportation is the present and prospective ownership of motor vehicles. Motor vehicles were first registered in Arizona in 1913. In 1920 the registration in Maricopa Coun- ty was 14,000 and increased rapidly to 1930 when 46,100 vehicles were regis- tered and number of persons per vehicle was 3.3 In 1945 the registration was 68,001 and the estimated number of per- sons per vehicle had increased to 3.8 due to the curtailment of civilian automotive production during the war. However, in 40 IO MOTOR VEHICLE REGISTRATION 3, 6 AND Uſ) PERSONS PER VEHICLE º #32 HISTORICAL º- 8 un º ---EST IMATED alº- 32e - - - ºr-T - T | Hº- à 24 6 * H. 9 º 2: 20 > —l 5 * 4. un T g = 3 º - O #. H. a -- - - 2 O O 1920 1925 1930 1935 1940 1945 1950 1955 1960 1965 1970 PLATE 3 15 1947 the number of persons per vehicle had decreased to 3.4, reversing the trend after removal of war restrictions. Another important trend indicated from a study of motor vehicle registra- tion is that the proportion of commercial vehicles in Arizona is increasing annual- ly. In 1930, registration showed that 87.5 percent of the vehicles were registered as passenger cars, 11.0 percent as trucks and buses and 1.5 percent as trailers and motorcycles, while in 1947 these percent- ages had changed to 77.5 percent pas- senger cars, 21.6 percent trucks and buses and 0.9 percent trailers and motor- cycles. The per capita ownership in Maricopa County has always been greater than that of the State because of its greater proportional wealth and more intense development. This trend is expected to continue. Future motor vehicle registra- tions can be estimated by projecting the future population of Maricopa County and Phoenix and the probable density of motor vehicle ownership. Forecasts de- veloped on this basis, which have proved remarkably accurate in the past, show that registration will increase steadily in future years but at a gradually decreas- ing rate. On the basis of population es- timates to 1970 and that the trend in ownership ratio will decrease to 2.8 persons per vehicle, it is estimated that the registration in Maricopa County will be 214,000 vehicles and in Phoenix, 98,000 vehicles. Land Use In considering the development of a street arterial plan the economic factors of land use must be studied. The prob- able effect of an arterial on the commu- nity it is intended to serve is of utmost importance in route selection. An arterial may provide the delineation, for example, between a residential area, an industrial area or a business district. The industrial areas of Phoenix as shown on Plate 4 are concentrated along the railroad lines, of which there are two well defined areas: (1) between Madison Street and Grant Street from Twentieth Street to Forty-eighth Avenue and (2) west of Grand Avenue and Eighteenth Avenue between West Van Buren Street and McDowell Road. The central business district is located approximately in the southern center of the city, in the area bounded by Van Buren Street and Jackson Street from Seventh Avenue to Seventh Street. This area comprises the financial, office build- ing, hotel and retail trade center of the city. From this center, retail trade es- tablishments radiate for several miles along the principal streets. The residential areas, as well as the industrial and commercial areas, are rather well defined despite the fact that much of the area was developed prior to the enactment of zoning ordinances. ---- 16 P HO E N IX LE GEND |--|-- | METROPOLITAN AREA TRAFFIC SURVEY ~ c T Y. Li MIT i-º, H ſ | -- METROPOLITAN AREA surve Y Bound ARY | | | || - Pual-c Bu-LD-NGs a sci-oo-s | s LAND US E M AP ºº: PARKs, Golf courses a cemeteries | -- | 48 Residential are as H E 19 | | | | comme Rºcial ARE as - – industrial ARE as | - | ----- ---— ---- – ſ Fu A coope Rative PROJECT ==== --- conducted by ----- | | +he L i ARIZona Highway DEPARTMENT, !--- Mancopa county, city of PHoenix 3. and the Hºl L - PUBLIC RO-Ds ------> TR-T on |-- –––. PLATE 4 The topography of the area is level. The street system is laid out in a rec- tangular pattern with streets located in a north-south and east-west direction. Grand Avenue, which enters the city in a diagonal direction, is the only exception. An abnormal situation is revealed by a comparison of the city corporate area with the survey area and corresponding populations. The city corporate area is approximately one-fifth of the survey area, while the population is about equally divided in each area. This situa- tion is common to Arizona's larger cities, where large suburban areas have de- veloped without the benefit of police, fire protection and other services provided by a city government. These areas of urban characteristics are rapidly being annexed into the corporate area of Phoe- nix since the city has recently accelerated its expansion program. The population density is about 8,000 per square mile within a two mile radius of the downtown area and decreases rapidly to 4,000 and 2,000 or less per square mile in the outlying areas. The low population density results from the large proportion of single family dwell- ings and the presence of vacant spaces in the outlying areas. The vacant areas are, however, rapidly being built up into single family dwellings. Development of the suburban areas has followed more or less generally in all directions and in greater concentration in a northerly di- rection. The land use pattern of the area is to some extent accidential. However, its development was affected by the street plan, the location of principal streets and other physical controls. Decentralization of residential and commercial areas is evident from study of the land use map. This has been in progress since the automobile came into common use. Its pace is accelerated from time to time and is especially influenced by the residents’ desire to acquire their own homes, often cheaper in outlying areas. The trend in decentralization has advantages as well as disadvantages. One disadvantage is that the farther people live from their place of employ- ment or from where they usually trans- act business, the more they add to the traffic problem. This results in greater vehicle-miles of travel, denser traffic volumes on the principal streets and often greater congestion in the central business district. 19 IN THE PAST THE EFFORTS OF highway departments centered in the de- velopment of a system of rural highways to connect cities and centers of popula- tion. While the system of rural high- ways was reaching a relatively high de- gree of improvement and the safe move- ment of traffic was being solved, the traffic in urban areas increased at un- precedented rates. In practically all cit- ies of major size, particularly during the morning and afternoon peak of each day, an almost paralyzing traffic situation is developed. The necessity of solving criti- cal city traffic problems was recognized by the Congress when it approved the Federal-Aid Act of 1944. This Act pro- vided for large-scale improvements by granting funds to be matched by the States and used on the Federal-Aid sys- tem in urban areas only. The complexity of the problem is ob- vious to all who study traffic and city planning. To correct existing conditions necessitates the collection of basic traffic data to determine the proper location for new facilities with respect to an over-all, long range improvement program. The solution of urban traffic problems requires the development of pertinent traffic data. A technique based upon the Bureau of the Census sampling methods and applied to origin and destination studies by the Bureau of Public Roads governed the conduct of the study. Survey Area The Phoenix metropolitan traffic sur- vey area, as shown on Plate 4, consisted of approximately 60 square miles with an estimated population of 161,000. The area of the corporate limits of Phoenix was 10.5 square miles. There was also included an area of 49.5 square miles having urban characteristics surround- ing the city. For the purpose of flexibil- ity of analysis the area was divided into 5 sections, 20 districts, 89 zones and 202 subzones. The zone and subzone areas were based on land use characteristics. The sections represented major divisions of the area and districts represented di- visions of the sections. The zone, a di- vision of the districts, was adopted as the unit area for trip analysis. The zones were small in the downtown area and gradually increased in size in the outly- ing areas. To furnish more specific trip data, the zone was further subdivided into subzones which were small subdivi- Sions representing areas as small as a city block in the central business district 20 g * * * * -- ~~4e e º as e - P HO E N | X LEGEND e - tº- (- |NTERNAL AREA SURVEY BOUNDARY |946 – 1947 DWELLING UNIT DISTRIBUTION A COOPERATIVE PROJECT conducted by $ he ARIZON A HIGH WAY DE PARTMENT MARICOPA count Y. CITY OF PHOENIX on d ?he ONE DOT REPRESENTS IO DWE L L | NGS U. S. PUBLIC ROADS ADMINISTRATION O }/2 ! MILE SCAL & PLATE 5 or a shopping center in a residential area. The origin and destination study was divided into two parts: (1) the internal Survey covering the selection of samples and interviews for dwellings, trucks and taxis, (2) the external survey covering the interview of traffic at stations on highways entering the survey area and traffic counts at these stations. Sampling and Interviewing The selection of the samples for the dwelling unit interviews was made in the field with the use of Sanborn maps and land use maps prepared by the City Plan- ning Commission. A ten percent sample of dwelling units was selected. Hotels, apartment houses, hospitals and institu- tions were sampled separately. A ten percent sample of hotel guests was taken, while at hospitals only employees having quarters on the premises were sampled. Trained interviewers visited the resi- dents at the selected addresses and ques- tioned members of each household and obtained information on travel by auto- mobile, taxi, street car and bus made on the preceding day. Travel information was secured for a 24 hour period for a week day from Monday through Friday. A total of 4,988 samples was selected from 49,973 dwellings counted, which yielded 4,826 completed interviews or 96.7 percent of the selected samples. In- completed interviews were due to various causes such as the refusal of residents to be interviewed or residents could not be found at home. A sample of 1,870 trucks was selected from 4,818 trucks registered in the area, which produced 1,119 completed inter- views. The unaccounted trucks were chiefly registered in the area but used elsewhere, out of service and junked ve- hicles and vehicles outside of the inter- nal survey area at the time of the inter- view. A 100 percent record of the trips made by taxis was secured from the local taxi- cab company. The external survey consisted of stop- ping and interviewing traffic entering or leaving the Phoenix internal survey area at 34 stations. These stations were located on State highways and county roads. The stations were operated for a 16-hour period, with the exception of the two stations having the highest traffic volumes, which were operated for a 24- hour period. Of the total number of ve- hicles passing these stations, 95 percent were interviewed. Both internal and external surveys were operated concurrently and corre- lated to produce travel data within the study area. The survey was started on November 22, 1946 and completed on April 15, 1947. The survey data were coded and punch- ed on tabulating cards with the appropri- ate expansion factors. A total of approxi- mately 112,000 cards was tabulated, 23 from which summary tables, graphs and maps were prepared. These products, in- cluding a description of the survey pro- cedure, are listed in the “Preliminary Report of the Phoenix Metropolitan Area Traffic Survey” dated October, 1947 and on file with the Arizona Highway De- partment. Accuracy of the Survey To check the accuracy of the expanded trip data produced by the interviews com- pared with actual traffic using the streets of the area, two control points and a screen line were established. The con- trol points furnished checks on the more localized trip movements. The check was made by comparing the control point traffic counts with the expanded cross- ings made at the control points as re- ported on the interview forms. The screen line was established in an east and west direction along Encanto Blvd. and Oak Street, where a total of 84,421 vehicles crossed the line. The comparison of trips with origin and destination in Zones on opposite sides of the screen line with the ground counts indicated that the resi- dents of the area reported 80 percent of the trips. This variation from actual traffic was adjusted by applying a cor- rection factor to all internal non-work trips to produce an adjusted total ap- proximately equal to the ground count. I I I I I | | —T I I COMPARISON OF GROUND COUNT, SCREEN LINE TRIPS, A 8 OOO H. #A 80 OO AND SURVEY ADJUSTMENT / \ / 7OOO 7OOO * * * . . a - GROUND COUNT 6OOO § 6OOO º /N 7 /ſºft \\ § sooo / N, // /šA --N-3 5 OOO # * /AST-ADJUSTED TOTAL L// /; - \ P // —f š 4OOO º f s 4.OOO O /4; - * 3000 # # *::=º 3OOO /º º º:::::::::::: /ºft#!NTERNAH3 e a T is a Y. ..." ~ * * * - ºr - e - - §§ 2OOO º; :*SRS; #– 2000 1OOO § N §§ - - - - * §§§ § § § 1 OOO ſ N - Nº N §§ N AM 6 7 8 9 |O | | 12 M t 2 3 4 5 6 |O PM PLATE 6 Srpſ tr cº-ºrº RAL ausatºss oisºr Ric T . . . . . . . . . . . . . * : *.' ' ". . . . . . . . . . . . . . . . . . . . . . . , , , , , 52% ºf R^{ *S.'ſ.": º3. . . . . . . . . . . . . . . . . . . . . ... • * * * * * *- : * * * * * * * * * S. alapoat PHOENIX L E GEND METROPOLITAN AREA TRAFFIC SURVEY - - - --- - - - - - - - - C ; ; Y LIMIT |946 - |924.7 * Looo 24 Houſ we Ek DAY TRAFFIC TRAFFIC FLOW MAP A COOPERATIVE PROJECT conduc fºo aw o ta. 2 i is it a TH: i---- ARIZONA HIGHWAY DEPARTMENT 5 C. A. L. f. MARICOPA COUNTY. CITY OF PHOENIX A via tria. U.S. PUBLIC ROADS ADMINISTRAT ON. j PLATE 7 *; ºr " : ºf .* sº $33.3. & Sºn ... P A R T | | | A TRAFFIC CEN SUS OF THE principal streets in the Phoenix metro- politan area for January, 1947 is shown graphically on Plate 7, which represents the average 24-hour week day traffic volume. The width of the bands repre- sented the relative volumes of vehicles using the streets. In general, it was shown that traffic volumes on all streets increased as they approached the central business district. The heaviest volume recorded during the period was 21,000 vehicles on East Van Buren Street at the intersection of Sixteenth Street. In the central business district, the heaviest volumes recorded were at the intersection of Central Ave- nue and Jefferson Street with 14,500 and 15,500 vehicles, respectively and at the intersection of East Van Buren Street and First Street with 16,000 and 14,000 vehicles, respectively. The greatest con- centration of motor vehicles occurred in the area bounded by Van Buren Street and Madison Street from Third Avenue to Third Street. Monthly Traffic Pattern Traffic patterns exemplify travel habits of motorists using a city street for a selected period of time. They vary by months, weeks, days and hours. Pat- terms are highly irregular since when and where motorists travel are influenced by many purposes. The increase of win- ter travel over the annual average in the Phoenix area is clearly indicated from a study of monthly traffic variations. The variation in travel between the peak and lowest month is 31 percent. Travel in December is 112 percent, while travel in July is 81 percent of the monthly average for the year. Daily Traffic Pattern The daily traffic pattern on city streets, analyzed from an average of many recorded counts at different street intersections, shows that there is a varia- tion in travel of about 12 percent between the days of the week. The percent varia- tion of each day from the average is: Monday 99 percent ,Tuesday 99 percent, Wednesday 100 percent, Thursday 101 percent, Friday 105 percent, Saturday 103 percent, Sunday 93 percent. Wednes- day is the most representative travel day, while the least travel accomplished by city residents is on Sunday. In contrast, principal rural highways entering the city which reflect week-end travel, show the highest percentage of travel on Sun- day. 27 H F TRAFF | C F LOW MAP C E N T R A L BUS; NESS D1ST R CT PLATE 8 Hourly Traffic Pattern Study of the average week day hourly traffic fluctuation indicates two peak periods, the morning peak between 7 A.M. and 9 A.M. when people go to work and the afternoon peak between 4 P.M. and 6 P.M. when the workers and shoppers return home. The highest morn- ing peak is between 8 A.M. and 9 A.M. and represents 7 percent of the total daily traffic. The highest afternoon peak hour occurs between 5 P.M. and 6 P.M. and is 9 percent of the total daily traffic. The two morning and two afternoon peak hours represent 29 percent of the total daily traffic, of which 12 percent occurs in the morning and 17 percent in the afternoon. During the business hours between 9 A.M. and 4 P.M. each hour averages about 6 percent of the daily traffic, while the least travel amounting to 0.3 percent of the daily traffic occurs between 3 and 4 in the morning. Trciffic Since 1941 Traffic volumes on all streets have in- creased appreciably since 1941, the last pre-war normal year. On some streets, volumes increased as little as 20 percent, while on other streets the traffic volumes have doubled. The average increase in traffic for the area since 1941 is esti- mated at 40 percent. Traffic to 1960 Traffic volumes in 1960 estimated on the basis of increase in population and motor vehicle registrations will be ap- proximately 75 percent higher than the 1947 traffic volumes. This increase will be distributed over the entire area, with 28 the different streets reflecting varying increased percentages. Traffic Speeds Plate 9 shows graphically the analysis of average peak hour speed and delay in the central business district. Plate 10 shows the average driving speed during the peak hour in the central business dis- trict and arterial streets of the metro- politan area. The data shown were de- termined from a series of actual runs made during the peak traffic hour. The average driving speed in the cen- tral business district during the peak hour was 11.7 miles per hour. Delays accounted for 26 percent of the travel time, primarily due to heavy cross traf- fic at intersections. The off-peak hour speed was 13.8 miles per hour and delays accounted for 19 percent of the travel time. Stops per mile were 6.4 and 4.7 respectively. The average driving speed on street arterials outside of the central business district during the peak hour was 24.8 miles per hour. Delays accounted for 5 percent of the travel time and the num- ber of stops per mile was 0.5. Daytime travel during off-peak hours was 26.1 miles per hour. SPEED | 1.7 M. P. H. RU N N ING T | M. E. 3 M N. C. ÁN ^ ND CROSS TRAFFIC AVERAGE OF PEAK HOUR SPEED AND DELAY IN CENTRAL BUSINESS DISTRICT AVE RAGE TRAVE L T | ME PERCENT TRAVEL TIME CAUSE OF DELAY TIME. 5 M | N. 6 SEC. PER MILE - M IOBLOCK 5 C NTERSECTION DE LAY SEC | M. 1 N. 4 SEC. PLATE 9 29 --------- ---- ----- - - - - - LEGEND 15 -PH -----Dr. R. - 16 MPH to 25 MPH - 2--P-A-D, ovº-R ave Race ove-Ra---PEED's ----- a coor-ERative Pºo---T conducted by --- anzo-a ----way DEP-RTMENT -----opa cour-- ~-T-C-F PHOE--> and the us Pue-ic Roads administ RATION ---------- PHOENIX METROPOLITAN AREA TRAFFIC SURVEY 1946 - 1947 AVERAGE DRIVING SPEEDS PEAK HOUR 4:30 TO 5:30 PM PLATE LO ...º.º. §§ º: §::::::, *:: ** - -" f Yº....,' §§ P A R T | V THE ORIGIN AND DESTINATION study furnished information as to where people traveled, the time of the day the trip was made, the purpose of the trip and the kind of transportation used. With this information available it is possible to determine the location or relocation of routes and the number of motorists who will use the proposed improved facilities. The study showed that the residents of the Phoenix metropolitan area on an average weekday made 6.87 trips per dwelling unit by all modes of travel. The number of trips per dwelling unit is the number of trips made by the members of a family over 5 years of age residing in a dwelling unit. This included a single resident occupying a hotel room. The number of trips reported is about one trip greater than the average reported by other cities where similar surveys have been made. The common use of the various modes of travel is evident when it is considered that only rarely are pe- destrians seen walking to and from resi- dential areas. Trips The trips recorded covered travel by autos, taxis and trucks, travel by pas- sengers in these vehicles and travel by mass transportation. In order to determine traffic move- ments within the area, trips were classed in four categories: (1) station to station, or the movement of motor vehicles pass- ing through the area without stopping; (2) station to zone, or the movement of motor vehicles to or from outside of the area to a zone; (3) intra-Zone, or the movement of motor vehicles within a zone; (4) inter-zone, or the movement of motor vehicles between zones. A trip is defined as a one-way journey by a particular mode of travel between an origin and a destination. Residents and non-residents who en- tered the area, made an average of 579,- 734 daily trips as indicated on table 1. Auto drivers made 289,870 trips or 76.27 percent of the motor vehicle trips. Taxis made 1,805 trips or 0.48 percent of the trips and trucks made 88,381 trips or 23.25 percent of the motor vehicle trips. The high percentage of truck trips is due to trips made by pick-ups, registered as trucks in Arizona, and also due to their relatively high usage in the farming area. Passengers using motor vehicles made 128,360 trips and those using mass trans- portation made 71,318 trips. The passen- ger group accounted for 34.44 percent 33 of all trips. There were 3,747 through trips which accounted for 0.99 percent of all motor vehicle trips in the area. However, if Only traffic movements passing the ex- ternal stations were considered, which amounted to 63,318 trips, the percentage of through trips was 5.92. Of the 34 external stations, only the stations on East Van Buren Street and on Grand Avenue indicated an appre- ciable volume of through traffic. These two stations coincided with U. S. routes 60, 70, 80 and 89 where the more signifi- cant through traffic was recorded and accounted for 1,373 through trips or 2.17 percent of all trips passing the external stations. The survey disclosed that over 94 per- cent of the traffic passing the external stations had either origin or destination within the internal survey area, of which about one-third was destined to or from the central business district. A study of traffic approaching the area revealed that 89 percent had destinations within the survey area. Of the total approach- ing traffic, 26 percent had destinations within the central business district. It is then obvious that a route that would by-pass the Phoenix area would not ade- quately serve existing traffic demands. Travel to the Central Business District The central business district, bounded by Van Buren and Jackson Streets and by Seventh Avenue and Seventh Street, covers an area of approximately 0.4 square mile which is about 0.7 percent of the metropolitan area. This highly de- veloped retail trade center generates a large percentage of the traffic within the TABLE 1. NUMBER AND PERCENT OF All TYPES OF TRIPs classified BY MODE OF TRAVEL Type of trip Percent Station Station Of Perºnt Mode of travel to to Intra-zone Inter-zone Total motor i station ZOI) e vehicle trips trips Autos.---------------------------------. 2,823 46,795 23,730 216,522 289,870 76.27 50.00 Taxis.---------------------------------. tºmº *mºnº 106 1,699 1,805 0.48 0.31 Trucks................................. 924 12,776 27,620 47,061 88,381 23.25 15.25 Total.----------------------------------. 3,747 59,571 51,456 265,282 380,056 100.00 Gº Percent................................ 0.99 15.67 13.54 69.80 100.00 º tºº Passengers in autos, taxis and trucks.-------------------------. ſº tº- tºmº 128,360 128,360 Gººs 22.14 Passengers in mass trans- portation.---------------------------. º- tºº mº 71,318 71,318 *m. 12.30 Total.---------------------------------. * sº * = 464,960 579,734 º 100.00 | 34 TABLE 2 TOTAL NUMBER OF TRIPS BY MODE OF TRAVEL AS RELATED TO THE NUMBER OF TRIPS ORIGINATING IN OR DESTINED TO THE CENTRAL BUSINESS DISTRICT Trips to Percent of trips Percent of All central to central total trips Mode of travel trips business business district to central district are of all trips business district Autos.------------------------------------------------ 289,870 88,664 30.6 59.4 Taxis.…. 1,805 952 52.7 0.6 Trucks.--------------------------…............. 88,381 17,100 19.4 11.5 Total.------------------------------------------------ 380,056 106,716 28.1 71.5 Passengers in autos, taxis and trucks................................ 128,360 22,888 *- 15.3 Passengers in mass transportation..................................... 71,318 19,704 - 13.2 Total.------------------------------------------------. 199,678 42,592 *- 28.5 Total.----------------------------------------------- 579,734 149,308 - 100. () Phoenix metropolitan area. From table 2 it is indicated that of the 380,056 motor vehicle trips made within and from the outside of the area on an average week day, 106,716 trips or 28.1 percent were destined to or origi- nated in the central business district. In addition, 16,161 trips or 4.3 percent of all motor vehicle trips had both origin and destination within the central busi- ness district. Of the 128,360 passengers traveling in motor vehicles, 22,888 made trips to or from the central business district, while of the 71,318 passengers using mass transportation, 19,704 made trips to or from the central business district. The passenger group accounted for 28.5 per- cent of all trips to the central business district. Purpose of Trips All motor vehicle trips are accom- plished for some purpose and practically all of them are considered essential. Table 3 shows that trips going home ac- counted for 27.1 percent of all trips made by auto drivers, while going to work ac- counted for 23.4 percent. These two travel purposes accounted for over one- half of all trips made by the average auto driver. Trips home may have been from any one of the several purposes shown, which accounted for the high per- centage of trips homeward bound. Trips made for social activities and shopping accounted for 12.7 and 12.2 percent of all trips respectively. The pattern of trip purposes varies somewhat with the mode of travel. Pas- TABLE 3 NUMBER AND PERCENT OF TRIPS BY VARIOUS PURPOSES, MADE BY AUTO DRIVERS, PASSENGERS AND BY MASS TRANSPORTATION Trip Passengers in Passengers in purpose Auto Percent autoS, taxis Percent IY13.SS Percent to drivers of trips and trucks of trips transportation of trips Home....................... 78,671 27.1 50,703 39.5 33,751 47.4 Work................------- 67,895 23.4 11,795 9.2 11,750 16.4 Business................... 26,918 9.3 6,918 5.4 3,468 4.9 Medical................... 2,430 0.8 1,740 1.4 1,255 1.8 School.........------------. 1,693 0.6 3,646 2.8 9,314 13.1 Social-recreational. 36,572 12.7 30,627 23.8 5,049 7.1 Eat meal................. 7,257 2.5 3,750 2.9 479 0.6 Shopping................. 35,581 12.2 15,373 11.9 5,610 7.8 Ch. travel mode...... 209 0.1 379 0.4 561 0.8 Serve Passenger..... 28,561 9.9 3,429 2.7 81 0.1 Unknown”............... 4,083 1.4 tºmsº sº tº sº All purposes........... 289,870 100.0 128,360 100.0 71,318 100.0 * Intermediate stop trips from external Survey. sengers traveling in motor vehicles made a greater percentage of trips home than auto drivers. Trips home accounted for 39.5 percent of their trips. Passengers going to work accounted for only 9.2 per- cent of the trips. The percentage of trips for social or recreational purposes is ap- preciably higher than for auto drivers, being 23.8 percent of all passenger trips. The pattern for passengers using mass transportation facilities likewise differs from the other two groups. The passen- gers traveling home accounted for 47.4 percent of all trips made by mass trans- portation. Trips to work accounted for 16.4 percent of the trips. Students at- tending school accounted for 13.1 percent of the trips, an appreciably higher per- centage than by other modes of travel. Passenger Car Occupancy It would seem that the number of per- sons riding in the average passenger car at almost any time should be two or per- haps more persons. However, the facts are that usually it is only the driver who is the car occupant and only occasionally are other occupants found riding in a passenger car. Table 4 shows that the average occupancy in the Phoenix area is 1.53. Travel for any one of the various purposes appears to have some influence on the number of persons riding in a car. Travel from work shows an average oc- cupancy of 1.20 persons, while travel from home shows an average of 1.54. The highest car occupancy is for travel from social and recreation which shows an average of 1.94 persons. Travel to 36 Serve passengers is also above the aver- age and accounts for 1.89 persons per passenger car. - parking demands, the extent of existing parking facilities and their usage, which would furnish data for a complete study TABLE 4 AVERAGE PASSENGER CAR OCCUPANCY BY PURPOSE OF TRIP Passengers Trip purpose from Passenger including Average CarS drivers Work.…~~~~~~~~~~~~~~~ 46,897 - 55,856 1.20 Business.…---------------------------- 19,957 28,321 1.43 Medical.….------------------ - - - - - - - - - - - 1,733 2,528 1.47 School.…~~~~~~~~~~~~~~ 1,108 1,496 1.36 Social-recreational.............................................................. 21,538 41,466 1.94 Pat meal.------------------------------------------------------------------------- 7,044 10,486 1.50 Shopping-…----------------------------------------------------------------- 31,707 49,717 1.58 Ch. travel mode.................................................................. 206 221 1.08 Serve passenger.................................................................. 28,099 52,710 1.89 Home--------------------------------------------------------------------------------- 78,671 120,235 1.54 Total.------------------------------------------------------------------------------. 236,960 363,036 1.53 Parking Habits The parking data were secured as sup- plementary information to the origin and destination study and were summar- ized to reflect responses on parking habits furnished by automobile drivers making trips to the central business dis- trict. Passenger car trips from the ex- ternal survey are included in the data and were prorated on the basis of their volume compared to the internal volume for each zone, by half-hour periods for each parking classification. Parking in- formation from truck and taxi operators was not secured, consequently is not in- cluded. The data reveal some aspects of the parking practices in the downtown area. To provide more specific answers to of the parking problem would require a more elaborate and precise study than that supplied by the origin and destina- tion survey. Time of Arrival and Departure Passenger cars entering and leaving the central business district and their ac- cumulation by hourly periods between 8 A.M. and 6 P.M. are listed on table 5. The greatest concentration of passenger cars entering the area occurs between 8 A.M. and 9 A.M. when 5,639 passenger cars arrive. Another peak occurs be- tween 1 P.M. and 2 P.M. when 4,995 passenger cars arrive. During the rest of the day the rate of arrival is relatively uniform. The peak departures occur be- tween 12 M. and 1 P.M., when 4,548 pas- 37 Senger cars depart and again between 5 P.M. and 6 P.M. when 8,011 passenger cars depart. The maximum accumulation of passenger cars occurs between 10 A.M. and 11 A.M. when 9,668 cars are parked or moving within the district. An almost similar peak occurs between 1 P.M. and 2 P.M. Kind of Parking Most of the parking was on city streets, which accounted for 57.4 percent of the parking. Lots accounted for 23.5 percent and garages 3.1 percent of the parking. Parking under “Other” covered cars parked at residences, being Serviced or TABLE 5 NUMBER OF PASSENGER CARS DESTINED TO AND ORIGINATING IN THE CENTRAL BUSINESS DISTRICT Hour Arriving Leaving Accumulation Before 8:00 AM 3,501 1,067 2,434 8:00- 9:00 AM 5,639 1,811 6,262 9 : 00-10 : 00 3,411 1,886 7,787 10 : 00-11 : 00 4,446 2,565 9,668 11:00-12 : 00 3,598 3,779 9,487 12:00- 1:00 PM 3,233 4,548 8,172 1:00- 2:00 4,995 3,662 9,505 2 : 00- 3:00 3,189 3,678 9,016 3:00– 4:00 2,779 3,469 8,326 4:00– 5:00 3,061 4,350 7,037 5:00– 6:00 3,628 8,011 2,654 Sub-total 37,979 37,759 - After 6:00 PM 7,813 10,467 2,654 24 Hour total 49,293 49,293 Parking by Purpose of Trip Of the 37,979 passenger cars listed on table 6, 11,266 or 29.7 percent of the vehicles were parked by persons going to work, 20.3 percent by persons transact- ing business, 22.9 percent by shoppers and 27.1 percent by persons making trips for other purposes. Other purposes in- clude parkers making trips for Social, recreational, medical, eat meal, etc. repaired, cruising and those that did not park. Of the 6,063 cars listed in this category, 5,222 cars reported not having parked. Of the 37,979 passenger cars which reported destinations to the central busi- ness district, 12,312 cars or 32.4 percent paid a parking fee. While all destina- tions were listed as within the district, parking was accomplished within the dis- trict as well as on the fringe of the area. 38 TABLE 6 NUMBER AND PERCENT OF PASSENGER CARS WITH DESTINATIONS IN THE CENTRAL BUSINESS DISTRICT CLASSIFIED BY TYPE OF PARKING AND TRIP PURPOSE BETWEEN 8 AM AND 6 PM Trip Street Lot Garage purpose Free Paid Free Paid Free Paid Other Total Percent Work................... 4,692 1,167 2,685 1,993 316 316 97 11,266 29.7 Business.............. 3,456 2,396 585 557 130 55 549 7,728 20.4 Shopping............. 3,354 2,743 1,266 835 146 18 347 8,709 22.9 Other................... 2,435 1,547 485 557 54 128 5,070 10,276 27.0 Total.................... 13,937 7,853 5,021 3,942 646 517 6,063 37,979 100.0 Percent................ 36.7 20.7 13.2 10.3 1.7 1.4 16.0 100.0 Length of Time Parked minutes or less and 50.1 percent of the From table 7 it is shown that 19.7 per- cars parked 1 hour or less, while 8.0 per- cent of the passenger cars parked 15 cent parked in excess of 8 hours. TABLE 7 NUMBER AND PERCENT OF PASSENGER CARS DESTINED TO THE CENTRAL BUSINESS DISTRICT CLASSIFIED BY THE LENGTH OF TIME PARKED BETWEEN 8 AM AND 6 PM - Trip purpose Total Percent Parking duration Work Business Shopping Other parked parked 0 to 15 Minutes....................... 1,920 2,348 2,659 560 7,487 19.7 16 to 30 Minutes..................... 1,331 1,657 1,829 826 5,643 14.8 31 Minutes to 1 Hour.............. 1,262 1,616 1,705 1,349 5,932 15.6 1 to 2 Hours.............--------------. 1,091 1,082 1,390 918 4,481 11.8 2 to 3 Hours............................ 895 494 596 497 2,482 6.5 3 to 4 Hours............................ 1,189 256 256 128 1,829 4.8 4 to 5 Hours.......... - - - - - - - - - - - - - - - - - - 524 36 110 73 7.43 2.0 5 to 6 Hours............................ 164 55 73 55 347 0.9 6 to 7 Hours............................ 174 sºmºmº 73 37 284 0.7 7 to 8 Hours............................ 436 37 tºº 91 564 1.5 8 to 9 Hours............................ 1,407 74 * 18 1,499 4.0 9 to 10 Hours.......................... 677 gº 18 445 1,140 3.1 Over 10 Hours........................ 196 73 ºmº 57 326 0.9 Not parked............................. tº . tºº *ºgº 5,222 5,222 13.7 Total........... ----------------------------- 11,266 7,728 8,709 10,276 37,979 100.0 Percent.....................--------------. 29.7 20.4 22.9 27.0 100.0 39 Blocks Walked From Parking Facility Table 8 shows the number of blocks walked by operators of passenger cars in each category. There were 19,469 op- erators or 51.3 percent who walked less than one block to their destinations, while 595 operators or 1.6 percent walked six blocks or more to their destinations. The proposed improvement of arterials in the Phoenix area which lead directly not relieve traffic congestion in the area. To relieve congestion, a more efficient use of city streets will need to be attained. Congestion is the result of increasing traffic volumes, curb parking, interfer- ence from cross street traffic, pedestrian walks and the location and timing of traf- fic signals. The study of the downtown traffic congestion as well as that of the parking problem is being made the subject of a into the central business district will ac- celerate the movement of traffic but will report to be published in the near future by the City Planning Commission. TABLE 8 NUMBER OF BLOCKS WALKED TO DESTINATION FROM PARKING FACILITY BY AUTOMOBILE DRIVERS BETWEEN 8 AM AND 6 PM Trip purpose Total Percent Blocks walked - Work Business Shopping Other parked parked Less than 1 block.................. 7,233 4,254 4,956 3,026 19,469 51.3 1 block and over, less than 2 1,513 771 1,035 798 4,117 10.8 2 blocks and over, less than 3 1,134 1,134 1,072 614 3,954 10.4 3 blocks and over, less than 4 709 669 787 332 2,497 6.6 4 blocks and over, less than 5 393 450 421 155 1,419 3.7 5 blocks and over, less than 6 120 238 256 92 706 1.9 6 blocks and over.................. 164 212 182 37 595 1.6 Not parked ---------------------------- - - - 5,222 5,222 13.7 Total -------------------------------------- 11,266 7,728 8,709 10,276 37,979 100.0 Percent .................................. 29.7 20.4 22.9 27.0 100.0 Corner of Central Avenue and Washington Street 40 Pere LINES OF TRAVEL DESIRE LINES OF TRAVEL IL- lustrate graphically the origins and des- tinations of trips. A desire line may be described as a straight line between an origin and destination of a trip or group of trips without regard to the route of travel used. Graphs prepared to illustrate desire line patterns are plotted from center to center of zones and from external inter- view stations to center of zones. Intra- zone trips which are short local trips within a zone are not indicated because of their character in that they do not re- flect significant lines of travel. Desire lines show travel patterns, ir- respective of the routes of travel actually used. Trip volumes are indicated by the width of bands. Desire lines of travel do not necessarily indicate potential routes of travel. On the following plates are illustrated graphically the more significant travel patterns developed by the use of desire lines of travel. Desire lines of travel within the central business district are omitted because of the inadequacy of the scale used for illustrating the area. North on Central Avenue from Washington Street 41 * *.*.*. Plate 11 shows desire lines of travel for all types of motor vehicles of 100 to 199 trips per day between zones. This group of trips Comprises: Trips to cºnd from Totol trips centrol business Trips by: in group district Possenger Cors ............ 48,110 15,570 Toxis 309 165 Trucks 10,263 3,420 Totol 58,682 19,155 The 58,682 trips represent 22.1 percent of 265,282 trips mode per day between zones. Of the 58,682 trips mode per doy repre- sented in this group, 19,155 trips or 32.6 percent were mode to ond from the centrol business district. The pottern of desire lines shows thot the lorgest propor- tion of the travel to cºnd from the centrol business district is north. 42 G) @ 3) == s - - | º º e Z. Nola - | // - sº G3) © –Zº % -- º N - - 1-tº-R-a- -a.e. a surv- acour-tº-air - -o-E Bour-dan- G) Ex-ERNAL stations G) 1946-1947 & - –––. TI- |-- º & # 2 * - - yº’ \\vº-5 O THowas - - | `s- Rd. - _ T - | * Tº --- --- *ś. -- -- -- -- º |- --- -- º + -- ºzs º - --- --- -- -- O McDowel-L --- - - Rd. | V º sº NV P- | - - --- --- --- --- - - - |-- - - _- - --- - | / º - - --- --- --- --- º - © --- -- - \ Trº- ar. 44 --- - - - V | | \ * --- - -- cent Ral- º st- -- - Business Distract = *********** -lº-Z ----------------- - - ºleºn. ºr ~ a2. -- - -- --- º --- -- - --- *-* - - | HT Z -- -- -- : r I-T- r º 2 º º º --- -º- - - - - - | Low Ea aucrº-re _ RD. º al- - - - - - - © T-4- L 7 | / s A | -- -- - ©| -- _^ | - PHOENIX LEGEND - - * — — — cut------ |: : METROPOLITAN AREA TRAFFIC SURVEY - º - **H*10 ALL TYPEs of MoToR VEHICLES |OO TO 199 TRIPS ------- a cooperative PROJECT conducted by --- ARuzona Highway DEPARTMENT Marcopa county, city of P-OEnix ------ us Pue Luc Roads ADMIN's TRATION INTERNAL TRIPs, zoNE TO zonE DESIRE LINES - -- ----- ----- PLATE I Plote 12 shows desire lines of trovel for oll types of motor vehicles of 200 to 399 trips mode per ddy between zones. This group of trips Comprises: Trips to cºnd from Totol trips centrol business Trips by: in group district Possenger cors ............ 48,24] 18,388 TCIXis 350 175 Trucks 9,072 1,902 Totcºl 57,663 20,465 The 57,663 trips represent 21.7 percent of the 265,282 trips mode per doy between zones. Of the 57,663 trips mode per dory represented by this volume group, 20,465 trips or 35.5 percent of the trips were mode to cºnd from the Centrol business district. The higher concentrotion of this group indicote o clearer pottern cºnd occentuote the trovel generoſted north of the centrol business district. 44 G) - - | Bethany N | - -- > | * 27- | e MELeacº | +2a+ º | - -- THo-As I º - | - | - - º: --- -- * & --- º + | - * & -- º |-- **º --- McDowell-L __ | N --- --- |- | . - Roose |az -- | ill --- --- --- -- ºl +-w -- --- - washin *-i- as ---TR-L - st. º R5 on eus-E-- Dºst Ric T | —Bººk tºº lººk- Hº-Hº-F ------------ souTHERN Pacific * | E. {{ |- -sºad - N -- 4-3- --- * - | - * * - - - r- - º - s º | - - Low-R aucrºeve __ Rd. - - - - - - - _` I | º | PHOENIX LEGEND - — — — city Li-T |: slº METROPOLITAN AREA TRAFFIC SURVEY - - --TERNAL AREA surve - Bour-dan- | TG) tº *-i- 1946 – 1947 --- º | I º * º *H*#6, ALL TYPEs of MoToR vehicles " | 2OO TO 399 TRIPS --- ----- | -------- | doeeins RD a cooperative PRC-Ect --- conducted by (29 anzona º DE pant MENT * ºne ºr InTERNAL TRIPs, zoNE TO zonE DESIRE LINES us public Roads administ Ration o -- ----- ----- PLATE 2 Plotte 13 shows desire lines of trovel for Cill types of motor vehicles of 400 trips ond over mode per doy between zones. This group of trips comprises: Trips to Cºnd from Totol trips centrol business Trips by: in group district Possenger Cors ............ 56,833 21,596 Toxis 595 364 Trucks 10, 151 3,372 Totcil 67,579 25,332 The 67,579 trips represent 25.5 percent of the 265,282 trips mode per day between zones. Of the 67,579 trips made per day represented by this volume group, 25,332 trips or 37.5 percent of the trips were mode to ond from the Centrol business district. This high volume group shows not only the centrol business district ds on important troffic generoting Center but other lesser troffic generoting centers which ore identifidble dis retoil troding centers or ds high troffic generating zones. 46 - sº © (se) G) cº-- Howe --THA- | - - # - - | º cal - 1– -- : : LEGEND --- -------- -----------------ou--- 2C-E -o-º-o-º- G) Ext-ER--- stations - - º * | : i - - so | | *-i- --- | PHOENIX |º METROPOLITAN AREA TRAFFIC SURVEY 1945-1947 ALL TYPES OF MOTOR VEHICLES 4 OO TRIPS AND OVER --- -- ------- a cooperative PROJECT conduct-by --- anzowa Hig-DEPARTMENT -ancopa cou-city of PHoenix --d--- us. Public Roads administration o -- ----- ---- l ------- _RD - - - INTERNAL TRIPs, zone. To zon E DESTRE LINEs PLATE. 13 Plate 14 shows desire lines of trovel for Cill types of motor vehicles of 100 trips cºnd over mode per dory between externdl stortions Cºnd zones. This group of trips comprises: Trips to cºnd from Totol trips centrol business Trips by: in group district Possenger Cors ............ 18,885 7,540 Trucks 4,737 1,275 Totcil 23,622 8,815 The 23,622 trips represent 39.7 percent of the 59,571 trips mode per doy between externdl Stotions Cºnd Zones. Of the 23,622 trips mode per dory represented by this volume group, 8,815 trips or 37.3 percent of the trips were mode to cºnd from the Centrol business district. A lorge proportion of the trips either entering or ledving the cºred poss through the externdl stortions on Grond Avenue, Eost Von Buren cºnd Edst Worshington Streets. Not shown ore 35,949 trips mode per dory in the volume group of 1 to 99 trips which Cºre omitted becouse of the lorge dis- persion in Cill directions, which does not permit discernment of C clear pottern. 48 ---T-- --------D-ract i PHOENIX LEGEM-D --- cº---T METROPOLITAN AREA TRAFFIC SURVEY - - ----- a------------- o, -on-E -o-º-o-º- unve. 1946 - 1947 Ext-a-a-stations -- - ALL TYPES OF MOTOR VEHICLES IOO TRIPS AND OVER ---- --- --------- a cooperative PRC-ECT conducted by --- anzona Hig-way DEPARTMENT wancopa county, city of Phoenix -nd-h- us. Pue-ic Roads ad-stration st ATION TO ZONE DESIRE LINES - -- ----- ----- PLATE I4 50 Plote 15 shows desire lines of trovel for through trips for oll types of motor vehicles of 25 trips ond over mode per doy be- tween stortions. Of the 2,823 possenger cors ond 924 trucks or 3,747 vehicles moking through trips, 2,543 through trips or 67.8 percent ore rep- resented on this plotte. The highest volume of through trips in- dicoted wos 871 trips between the stortions on Grond Avenue Cºnd Edst Von Buren Street. Between the stortions on Eost Wosh- ington Street cºnd Grond Avenue on Cºdditional volume of 137 through trips ore indicoted. These two volumes, comprising 1,008 through trips, represent 4.7 percent of Cill traffic possing through these stortions. - W i L EGEND - - - CITY L | NºiT sms sm ºr ERNAL AREA Sººty Coutºo/ARY (G) EXTERNAL STATIOºt ºt MºfºS TRMPS wºrſh- ºTERNAL ORiGIN OR DEST! NATION THROUGH TRIPS 5000 /OOO f0.0 TRIPS PER 24 HOURS A COOPERATIVE PROJECT conducted by the ARIZON A HIGH WAY DEPARTMENT MAR coPA count Y, city of PHOENIX on d the U. S. PUBLIC ROADS ADMINISTRAT I O N O |Z2 | Mil-E SCAL E [] (9 | BUS!º 55 Drs rRºc T (29) 53 […] (3) , PACIFIg * * *-* -* * * * : * * * * * -º- + $ P HO E N | X METRoPolitan AREA TRAFFIC SURVEY |946 – 1947 ALL TYPES OF NMOTOR VEHICLES 25 TRIPS AND OVER ExTERNAL THROUGH TRIPS, STATION TO STATION DESTRE LINES PLATE |5 52 Plate 16 shows desire lines for truck volumes of 50 trips Cºnd over mode per doy between externdl stortions ond zones, be- tween zones Cºnd to Cºnd from the Centrol business district. The desire lines represent 34,005 truck trips or 38.5 percent of the 88,381 truck trips mode per dory to cºnd from the externcil stortions cºnd within the interndl ored. Of the 34,005 truck trips represented, 16,149 trips or 47.5 per- cent were mode to the centrol business district. Not shown Cre 3,754 trips thot were mode within the district. - : Mc Dowel-L – - - - C----|--T - - 1-tº-a- --- suave- -au-D-R- LEGEND zo-E enou-D-R- Ex-E-R-A-----ons º *- --- --- --------- a cooperative PROJECT conducted by -h- anzona Highway DEPARTMENT MARicopa county, city of Phoenix and the us. Pual-c Roads ad-strat-o- - -- ----- ----- -tt- ---TR- eu-in---o-ract PHOENIX METROPOLITAN AREA TRAFFIC SURVEY 1946-1947 TRUCK VOLUMES 5O TRIPS AND OVER InTERNAL AND ExTERNAL TRIPS, zon E To zon E, station To Zone AND TO CENTRAL Busin Ess DISTRICT DESTRE LINES PLATE 16 MAJOR DIRECTIONAL DESIRE LINES Plote 17 shows mojor directioncil desire lines of trovel for Cill types of motor vehicle trips, both interndl Cºnd externoºl. The volumes ore shown by width of bonds. The bonds represent on occumulation of trips summorized from C study of C. Series of de- sire line chorts. The trips shown include only those within proximity of the directional lines. Nine of the directional desire lines converge to the Centrol business district, while two lines in- dicote trovel influence to other dreds thon the centrol business district. : : : LEGEND ------T I-T-RNal- a--a surviv Boundaray zo-E-Bour-dan- ExTERNAL stations --- J Lease LINE Ro. - | G) - - - - - - - | trº- ºque Rp. | --- -- | le G) * c - 7. * - - - - - @ | --- * 2 : ſ - N / --- © NDL- 11- | __ºrtool- *— Ž i T- | º - - - - - -- º º º --- T -- - - : |-- - | | | N *-*-* H--|--|-Hº - - N -- - -- - - - º- - --- º - - |- - º º -- -- -- |-- | --Do-ELL | - || - |N. — - H- --- | | - -- - --Roose - - - Lºs - - - l --- |- º : -º- - - H º - — ºu------ - - - - - - - was uncºon | | | || ------- T -º- - ------- - - - | - *- ---- -- F=-|-southEast. Pacifºliº - -- - º - o - - - 1946 – 1947 ----- ----- --------------- a cooperative PROJECT conducted by --- anzona Highway DEPARTMENT Mancopa county, city of PHOEnix -nd-h- us. Pue-ic Roads administ Ration - -- ----- scale loosans | Rd | r - --- | ALL TYPES OF MOTOR v EHICLES MAJOR DIRECTIONAL DESIRE LINES |NTERNAL AND ExtERNAL TRAFFIC VOLUMEs PLATE 17 Plote 18 shows the volumes of origins or destinctions by zones for moss tronsportation trips. The relotive volumes Cre indicoted CIS Creds of circles. Of the 71,318 trips mode doily by moss tronsportation, 942 were intro-zone trips. Trips to or from the Centrol business dis- trict CICCounted for 19,704 or 27.6 percent of Cill trips. Street cor Cºnd bus lines Cºre shown CIS they existed ot the time of the survey. The street Cor lines hove now been Cibon- doned cºnd replaced by bus lines. Bus lines hove been extended cºnd bus trovel hors incredised opprecidbly since Completion of the survey. tº ETHANY : P HO E N | X L E G END —— ºne ºr METROPOLITAN AREA TRAFFIC SURVEY = m INTERNAL AREA SURVEY BOUNDARY == Ex|STING STREET CAR AND BUS ROUTES ZO NE BOUND A RY |946 |94.7 :3; BUS AND STREET CAR T R1PS p5:R TWENTY FOUR HOURS PASSENGER T R | PS volumE OF or IGINS OR DESTINATIONS BETWEEN ZONES LLI - . . . . . . I- uj ui ui ui º º' ui º H – : – , , > → H - H - H. 3 : z + 3 & # º, ºn to ºn to so in - ; r. c d ... d c 1: r + r. E E * : * : ; º, z º. it it it it rº- ºp to q tº ſº. — — tº rº) ºf tº C rº VAN BURE N ST. M ON ROE ST. ADAM S S T. WASHINGTON ST. JEF FERSO R. S.T. A COOPERATIVE PROJECT conducted by f he ARIZON A HIGH WAY DE PARTMENT MAR ſcopa Coun TY, cit Y OF PHOENIX on d ? he U. S. PUBLIC ROADS ADMINISTRAT | ON MAD SON ST JACKSON ST. O |/2 M I U- E SC Al- ºr CENTRAL BUSINESS DISTRICT 1 NSET PLATE |8 Plotte 19 shows the volume of zone destinctions for possen- ger cor, toxi cºnd truck trips of interndl Cºnd externdl destinctions. The relotive volumes ore indicoted CIS Creds of circles. The pro- portion of externdl trips is shown CIS C. Segment of the Cred. Of the 324,853 trips represented, 59,571 trips or 18.3 percent ore externdl trips. Of the 106,716 trips represented in the centrol business district, 16,534 ore externdl trips. 58 *|GP|| @ Cº. NTRAL LEGEND — — — C TY L. JMIT m m IMTERNAL AREA $UAVEY BOUNDARY ZONE BOUNDARY - - - - 23 OOO - - 5 OOO — - – 1 OOO TRIPS PER Twº:NTY FOUR HOURS - EXTERNAL i NTERNAL A COOPERATIVE PROJECT conducted by 1 he ARIZONA HIGHWAY DE PARTMENT MARI coPA count Y, ciſ Y OF PHOENIX on d ? he U.S. PUBLIC ROADS ADM 1 NISTRATION O |A2 } MILE SCALE BUSINESS DISTRICT P HO E N | X METROPOLITAN AREA TRAFFIC SURVEY 1946 – 1947 PASSENGER CAR, TAXI AND TRUCK TRIPS INTERNAL AND EXTERNAL VOLUME OF ZONE DESTINATIONS tal tº tº tal ºf ind ºf had • - - - - - - * H. H. H. H. H. H. H. 2 : : z < * : * ºn 5 ºn ºn ºn in ºn r r r r d d - t– d di I: If r ir # * : * : ; ; on 2 or H. H. F- H. *— so try ºf ſº & – _ tº ºr ºr ºr ºp rº VAN BUREN ST. MON ROE ST. ADAMS ST. WASH; NGTO N ST. J EFFERSON ST. MAD (SON ST. JACK SON ST. CENTRAL BUSINESS DASTRICT INSET PLATE [9 Plote 20 shows by the width of bonds the externdl origin or destinction of Cill motor vehicle trips of 20 cºnd over, generated on on overcrge week doy during the winter months by the Phoe- nix metropoliton Cred. Troffic volumes under 20 trips cºnd volumes within C, 12 mile rodius from the center of the Phoenix cºred ore not shown. Of the 67,065 externdl trips, which include twice the number of through trips, 48,132 trips or 71.8 percent were mode within C, rodius of 12 miles from the Center of the Phoenix Cred. 60 * * * * * *- - - - - - -– ſº- - - • * * - a w = * ~ *-* * * *-* * * | / | t ) | | : t | | | ſ | N < | P. | O . - 2- | t | --~. / 2- C O C O N T N 0 | • \ ſº- G r a n d - | > . ) C any on | + ... ( | | | z M O H A V E | l | § | -— 4. | Sº, ſº- N A V A J O A P A C H E | \ 65 - N-- | | J - | ...:== | ." 64. King man | sh fork --- "Flogst off - - * | | Li- .. Ehrenberg | M A R J C o P A <^ | / ( : - . | A _i \, * - - £8 2- | : > —l { | \Globe r | < . | \ \ : Ll U / Y U M A - w | \ ..— . |GREENLee | '-º', | QD | ', ſ Clifton : } | | J • .. 465 - - iło Bend | $82 \ . …—ſ - - - at- | | | G R A H A M So fford 230 ſ | | | D u ri c q n ''S F.--——. S - - | | - e S. * * * *- - - - - - - - - - * * * = • - " ". ---------- \, | A jo | e L E G E N D `s Sza : e69 . iO OOO S. P M A | Af & Yº. | . A >. e C O C H | S E / c S. | | O ~. = ~ *-* - - - - - - —| ſo . ~. | 2. | TRIPs PER 24 Hou Rs `... s ANTA . - >. F--— C R U Z | • | >is t Bisb e e A COOPERATIVE PROJECT `..—Ansaalºx—l—..— ...— ...— …abºlº-...- conducted by the - ARIZ ON A HIGHWAY. DEPARTMENT MARICOPA COUNTY, CITY OF PHOENIX P HO E N | X on d the U. S. PUBLIC ROADS ADMIN | STRATION METROPOLITAN AREA TRAFFIC SURVEY 1946 – 1947 Scale in miles O | O 2 O 3 O ALL TYPES OF MOTOR VEHICLES 2O TRIPS AND OVER EXTERNAL ORIGINS AND DEST INATIONS FLATE 20 P A R T V | General THE PROBLEM OF CORRECTING traffic congestion within cities and re- lieving highway traffic into and through cities has only recently been given proper attention. Phoenix, like other western cities, is rapidly developing a serious traffic problem. However, this problem differs in each city and is generally of greater magnitude as the size of the city increases. Practically all cities have grown with- out a definite plan. As a city increased in population new subdivisions were added to the area, most of them differing in street or block patterns and with no logical development fitting into earlier developed areas. Much study has recent- ly been given to existing arterial streets in Phoenix and it has been found that they generally reflect outmoded designs, narrow widths and congested conditions. It has been shown by desire line charts that the predominant traffic movements within the study area are about evenly divided between east-west and north- south directions to and from the central business district. However, the heaviest concentrated traffic on the streets of the area is in the east-west direction. The analysis showed that 28.1 percent of all motor vehicle travel was to and from the central business district and that 4.3 per- cent of the travel originated and ended within the district. It was also shown that approximately 89 percent of the traffic approaching the city was destined to points within the metropolitan area and that only 11 percent had destinations beyond. It is then obvious that no single high- way facility can provide a satisfactory solution to traffic congestion on city streets and that no by-pass route is need- ed to accommodate through traffic. Rath- er, the solution lies in widening those arterial streets that carry the traffic en- tering the area and which are also the streets that carry most of the traffic volumes moving daily to and from homes to places of work, shopping or business. Accordingly, it would seem logical that a plan should be developed, encompassing the entire city and its suburban area, covering the improvement of an arterial street system which would alleviate exist- ing inadequacies and which would keep pace with the city's anticipated growth. Street Arterials The widening of certain selected streets would provide a network of high traffic {33 capacity arterials which would furnish access to the center of Phoenix from any point in the valley. These selected ar- terials are located at one mile intervals in both north-south and east-west direc- tions with the exception of Central Ave- nue and Twentieth Street, which are lo- cated at one-half mile intervals. The arterial streets which would be widened are Camelback Road, Indian School Road, Thomas Road, McDowell Road, portions of Buckeye and Henshaw Roads, Nineteenth Avenue, portions of Twenty-third Avenue and Seventeenth Avenue, Seventh Avenue, South Central Avenue, Seventh Street and Sixteenth Street. These streets, for the greater part of their lengths consisting of two travel lanes, would be widened to a roadway width of 60 feet providing four 11-foot travel lanes with two 8-foot parking lanes and sidewalks or shoulders where required within an 80-foot right-of-way. Grade separation structures would be re- quired on Seventh Avenue and Seventh Street at Harrison Street and the South- ern Pacific Co. railroad tracks. Seventh Avenue between Roosevelt Street and Buckeye Road, because of the heavy traf- fic on this section, would be widened to a greater width than other portions of the route and would consist of an 80-foot pavement to provide four 12-foot travel lanes, two 8-foot turning lanes and two 8-foot parking lanes. Twentieth Street Twentieth Street between Henshaw Road and Bethany Home Road, where high traffic volumes are anticipated, would be improved as a divided arterial street having a 16-foot median strip with three 12-foot traffic lanes, a 10-foot parking lane and a sidewalk on each side of the median strip within a 150-foot right-of-way. Intersections and left turn- ing movements would be eliminated ex- cept at points from one-quarter to one- half mile apart. A grade separation structure would be required on Harrison Street at the Southern Pacific Co. rail- road tracks. This arterial is expected to concentrate traffic from the east side of the metropolitan area and provide access to Sky Harbor Airport. McIdison Street From the proposed relocation of U. S. routes 60, 70, 80 and 89 at Anna Street, Madison Street would be improved to Twenty-eighth Street to provide three 12-foot travel lanes, a 10-foot parking lane and a sidewalk on each side of a 16- foot median strip, within a 150-foot right-of-way. Intersections and left turn- ing movements would be eliminated ex- cept at one-half mile points where open- ings for cross-traffic would be provided. From Twenty-eighth Street to Twenty- third Avenue, Jefferson and Madison Streets would be made into one-way streets, each on a 60-foot paved width, 64 - r. -> with signals synchronized in each direc- tion, thereby approximately doubling their traffic capacities. Grant Street Truck Route In the past, mixed truck and passenger car traffic was permitted on Jefferson Street during many extended periods. However, the resulting congestion and noises proved unsatisfactory since this route passed through the heart of the city. Truck traffic was subsequently routed south of the industrial area to Henshaw Road. A revised location for a truck route penetrating the industrial district is pro- posed. The Grant Street truck route would extend from Twenty-third Avenue along Grant Street to Fifteenth Avenue, thence on a revised right-of-way between Grant and Lincoln Streets to Sixth Ave- nue, thence along Lincoln Street to Sev- enth Street. The route would be widened to a roadway width of 60 feet, providing four 11-foot travel lanes with two 8-foot parking lanes within an 80-foot right-of- Way. Grand Avenue Grand Avenue from Van Buren Street to Roosevelt Street would be widened to an 80-foot paved width within a 100-foot right-of-way and from Roosevelt to the Grand Canal would be widened to a 72- foot paved width within an 80-foot right- of-way. State Highways The proposed relocation of U. S. routes 60, 70, 80 and 89 entering the Phoenix area from Tucson and Tempe at the Southeast of the area would begin near Forty-fourth Street and parallel the Grand Canal to a junction with or near Roosevelt Street, thence follow westerly to the proposed relocation of State route 69 at Twenty-third Avenue. At this junction future U. S. route 89 would con- tinue coincident with State route 69. The proposed improvement would consist of a paved divided arterial street having three 12-foot traffic lanes, a 10-foot parking lane and a sidewalk on each side of a 16- foot median strip, within a 150-foot right-of-way. Openings for traffic would be made at approximate intervals of one- quarter and one-half mile with the ex- ception of the section between Seventh Street and Seventh Avenue where all ex- isting cross street openings would remain in effect. Intersections and turning move- ments would thus be reduced to a min- imum. This design would permit an in- crease in speed, reduce accidents and pro- vide a more effective synchronization of signals for the movement of traffic. Sep- aration structures at Nineteenth Avenue over the Atchison Topeka and Santa Fe railway tracks and over the Southern Pacific Co. railroad tracks would be re- quired. Roosevelt Street between Twenty-third Avenue and Lateral 16 would be widened 65 to a roadway width of 60-feet, providing four 11-foot travel lanes with 8-foot parking lanes and sidewalks or shoulders where required within an 80-foot right- of-way. Sfcite Route 69 This route is to be constructed on a new location from West Van Buren Street and Twenty-third Avenue in a northerly direction as a controlled access highway having four 12-foot traffic lanes sepa- rated by a median strip and having outer roads within a 300-foot right-of-way. Separation structures would be required at Roosevelt Street, McDowell Road, Grand Avenue, Thomas Road, Indian School Road and Camelback Road. The plan as proposed with the Roose- velt Street arterial, Seventh Street and Seventh Avenue widened to adequate standards and Madison-Jefferson Streets established as one-way streets would form an inner circumferential arterial system surrounding the area of maximum traf- fic demand. This inner arterial system, when connected with the outlying widen- ed arterials, would serve to distribute 66 traffic from all points in the area rapid- ly and safely to within a few blocks of any part of the central business area. State route 69, designed as a controlled access highway within the metropolitan area, reflects a modern concept in pro- tecting a highway facility to be con- structed at public expense for the benefit of the people. With the rapid increase of traffic volumes on State highways entering cit- ies, a deteriorating influence has been creeping in on them. Highways con- structed or modernized just a few years ago to carry high traffic volumes are now practically obsolete because of the unregulated roadside development. An excellent example reflecting this situa- tion is the suburban portion of Van Buren Street, the present location of U. S. routes 60, 70, 80 and 89. The use- fulness of this street has become greatly impaired because of the traffic conges- tion and high accident record generated by local traffic movements, all due to the restrictive influence of the development of commercial establishments along the route. At present, the choice of this route ...-º : for travel between Phoenix and Tempe during peak hours is extremely objec- tionable to many motorists, who prefer the use of alternate parallel routes either north or south of this street. Protection of such highways must be recognized realistically. Highways pass- ing through areas subject to potential fu- ture development should be of the con- trolled access type. These highways are justified because of traffic congestion on local streets, heavy cross traffic at inter- sections and because vehicles entering or leaving the highway at will, greatly re- duce freedom of movement and increase traffic accidents. Black Canyon Highway State Route 69 Leading into Phoenix Area 67 TRAFFIC ANALYSIS OF MAIN ARTERIALS The moin Cºrteriols under consideration for improvements dre Modison Street, Roosevelt Street, Twentieth Street cºnd the revised locotion of State route 69. The troffic volumes which would use these drteriols Cre shown on Plote 21 ond ore bosed on the dssignment of trip dotd. ds shown in the bosic tobulotions of the study. The troffic vol- umes ore for the year 1947. These Cºrteriols would be improved CIS divided highways dt street level with the exception of Stotte route 69 which would be improved CIS C. Controlled CICCess highway. Speeds of 30 to 35 miles per hour hove been dssumed for these Cºrteriods, Com- pored with on overcrge speed of 25 miles per hour on existing Cºrteriods. The mojor orteriols in Combinotion with the minor Cºrteriols, located cit opproximately one mile intervols, offer vorious possi- ble routes of trovel. The Ossignment of troffic volumes by route sections wors mode on the bosis of the route most likely to be preferred by the traffic, rother than on the bosis of time Sovings. : Y | 68 . LEGEND - CTY LIMIT - - INTERNAL AREA survey adundary --D ------we-c--> -o-ooo 40-coo *- a cooperative PROJECT conducted by -he ARIZona HIGH way DEPART-ENT : Maricopa county, city of Phoenix - | and the U. S. PUBLIC Roads Administ Ration Lº- ----- ----e. ------ PHOEN | x METROPOLITAN AREA TRAFFIC SURVEY 1946–1947 POTENTIAL TRAFFIC VOLUMEs ON PROPOSED. MAIN ARTERIALs AVERAGE wºrk DAY TRAFFIC vol. UMEs PLATE 2 Cost Analysis The improvement program of street arterials and highways within the Phoe- nix metropolitan area shown on Plate 23 covers 128.4 miles at an estimated cost of $23,555,000. The estimate includes right-of-way, engineering and construc- tion costs and is based on 1949 construc- tion costs. The cost distribution, based on juris- dictional location for the street and high- way systems, is $12,510,000 to the city for the improvement of 43.6 miles of streets, $4,792,000 to Maricopa County for the improvement of 51.4 miles of roads and $6,253,000 to the State High- way Department for the improvement of 33.4 miles of highways through the area. No order of construction priority or financing method is treated but it is es- timated that the proposed improvement program can be accomplished in a period of 12 to 15 years, depending on the avail- ability of funds. To secure the greatest benefit from the improvement plan, the logical procedure would be to improve those arterials which need to be widened to a 60-foot paved width at an early date, while postponing to a later date the improvement of the major arterials. This would permit an early realization of a portion of the plan for traffic distribution along a proper pattern from which benefits would be derived, even though the program would not function to its fullest capacity until its completion. In recent years noteworthy street wid- ening improvements have been accom- plished in the area by both the county and city, notably, part widening of North Seventh Avenue for a length of 4.0 miles, widening of North Central Avenue and widening of portions of McDowell Road, Roosevelt Street and North Seventh Street. 71 * . ESTIMATED COST The cost distribution for eqch improvement is bosed upon existing city limits cºnd does not necessorily designote the agency responsible for providing funds to complete the project. t | i 72 Route Camelback Road Indian School Road Thomas Road McDowell Road Van Buren Street Washington Street Buckeye- Henshaw Nineteenth Avenue Twenty-third Avenue Seventeenth Avenue Seventh Avenue South Central Avenue Seventh Street Sixteenth Street Twentieth Street Madison Street Madison- Jefferson Streets Grant Street Grand Avenue Roosevelt Street State Route 69 Total Description Between Seventh Avenue and For- tieth Street, 60 foot pavement, R/W 80 feet. From Grand Canal to Cross Cut Canal, 60 ft. pavement, R/W 80 ft. From Lateral | 6 to Cross Cut Canal, 60 foot pavement, R/W 80 feet. From Lateral 6 to Central Ave. and from Tenth St. to Forty-eighth St., 60 ft. pavement, R/W 80 ft. From Lateral l 6 to Forty-eighth Street. From Seventeenth Forty-eighth Street. From Lateral | 6 to Twentieth Street, 60 foot pavement, R/W 80 feet. Avenue to From lower Buckeye Road to Grand Canal, 60 foot pavement, R/W 80 feet. From West Van Buren Street to Buckeye Road, 60 foot pavement, R/W 80 feet. From Buckeye Road to Grand Ave- nue, 60 foot pavement, R/W 80 feet. From Baseline Rd. to Buckeye Rd., 60 ft. pavement. From Buckeye Rd. to Roosevelt St., 80 ft. pave- ment. From Roosevelt St. to Bethany Home Rd., 60 ft. pave- ment, R/W 80 ft. Separation structure at Southern Pacific Co. railroad tracks. From Henshaw Road to Dobbins Road, 60 foot pavement, R/W 80 feet. From Baseline Road to Bethany Home Rd., 60 ft. pavement. Sep- a ration structure on Harrison St., at S. P. Co. and A. T. and Santa Fe Railway tracks, R/W 80 ft. From Magnolia Street to Bethany Home Road, 60 foot pavement. From Henshaw Rd. to Bethany Home Rd. Two 46-foot pavements separated by | 6 ft. median strip. Separation structure on Harrison Street at Southern Pacific Co. railroad tracks. R/W 150 ft. From Anna St. to Twenty-eighth St. Two 46-ft. pavements separated by R/W 150 ft. From Twenty-third Ave. to Twenty- | 6-ft. median strip. eighth St. To be established as one way streets, with synchronized signal system, 60-ft. pavement, R/W 80 feet. Nineteenth Avenue to Seventh Street. From Van Buren St. to Grand Ca- nal. Van Buren St. to Roosevelt S+., 80 ft. pavement, R/W 100 ft. From Roosevelt St. to Grand Ca- nal, 72-ft. pavement, R/W 80 ft. From Forty-fourth St. to proposed State Route 69 at Twenty-third Ave. Two 46-ft. pavements sepa- rated by | 6-ft. median strip. R/W 150 ft. Separation structures at Southern Pacific Co. and at A. T. and Santa Fe Railway tracks. From Twenty-third Avenue to Lat- eral | 6, 60-ft. pavement. R/W 80 feet. From West Van Camelback Rd. Controlled access highway. Four 12-ft. traffic lanes, median strip and two outer roads. Separation structures at Roosevelt St., McDowell Rd., Grand Ave., Thomas Rd., Indian School Rd. and Camelback Rd. R/W 300 feet. Buren Street to |30.5 5,260,000 TABLE 9 ESTIMATED COST Right Miles of Way Construction Total 5.0 - 375,000 375,000 7.2 - 659,000 659,000 9.8 -s |,075,000 |,075,000 9.0 -- 956,000 956,000 9.9 -*. *- - 6.6 - - - 6.4 - 374,000 374,000 5.3 -*. 653,000 653,000 |.0 -*. | 60,000 | 60,000 |.8 30,000 | 30,000 | 60,000 |0.0 - |,663,000 |,663,000 4.5 - 360,000 360,000 |0.0 -*. |,420,000 |,420,000 6.9 - 807,000 807,000 6.0 800,000 2,400,000 3,200,000 | 8 200,000 633,000 833,000 9.8 600,000 840,000 |,440,000 2. 420,000 3| 5,000 735,000 3.6 - 500,000 500,000 9.8 2,560,000 3,990,000 8,550,000 4.0 650,000 1,720,000 2,370,000 19,030,000 24,290,000 Cost to Arizona Cost to Cost to Highway City of Maricopa Depart- , , Phoenix Miles County Miles ment Miles *- -mº 375,000 5.0 - -*. 224,000 |.4 435,000 5.8 - --> 640,000 4.0 435,000 5.8 - -*s 528,000 3.3 428,000 5.7 - -sº *- * - -º- none 9.9 *- - - -> none 6.6 224,000 |.4 | 50,000 2.0 In One 3.0 480,000 3.0 | 73,000 2.3 -*- -* 80,000 0.5 80,000 0.5 - -*. | 60,000 0.8 - -*. n One |.0 |,220,000 4.5 443,000 5.5 - - 30,000 0. 330,000 4.4 --- * 990,000 4.3 430,000 5.7 -*- -sº 544,000 3.4 263,000 3.5 - -* 2,200,000 3.3 |,000,000 2.7 - - - - * --> 833,000 |.8 |,440,000 9.8 - - - -* 595,000 |.7 |40,000 0.4 -*- -se 250,000 |.3 - -* 250,000 2.3 3,500,000 2.5 250,000 2.5 2,800,000 4.8 -- - --- — 2,370,000 4.0 |3, 105,000 45.3 4,932,000 5 1.8 6,253,000 33.4 Plate NO. 22 Plotte 23 shows the street Cºrterial plon proposed for the Phoe- nix metropoliton Cred. The Cºrteriols considered in the plon Cºre those shown in green cºnd yellow on the Phoenix Cºred mop. 1– Jºl – º [ _ ] – |L |-l | - H. O. |- " |- ==TIT- F-I- H= | || || Hill - [-] | = E T[] - [[[[ T … HT-slºº I HID | Hº H tº II - ºf EU º |||— III lºſº-º- intº |E|| || | - - Leº s Sº I -- | [] * H- – | TFTT TTFTTT º ===l_l[] V EE iſ + | |H |Nº| HE- [T] HE - ſº EE-º-Hi! EET [ ] – H== EEE H − = Hº-H--- | F. A. H II | Hiſ E =|\ TI-- H = |º E | H|| “… N= - HIH | == | || Lºº Bill ºf ºfflº, ſº H | || H+/– == **E= |E sº-H- EFFTEE | T T-I-T- T- […] | ºr wº ... = PA A ºr HH H ſº EEE H– |º º T || ||== | H E tº ini El-Hº I EE | H H it – Hº [ ][ ] - | E- II. H. H. H.N.H Tº H II IIH H II |||||In sºil. Hiſ Bºº" - 9| EE H== ---- E======= T === [-S THFFFTTTTF -- | [ ] E|| – NºHº ETHEEEEEEE|| = H-H HITH || || || HI = ––––– T ſº-T-I-T- TNT FEEE| He |] #III] . ITT || || EE – TITLeº |HF ==His H== - FFFFFFFFE-T- -------|--|- || || –CDDDDDDDD E------ --- º === * -- Nº. —- L-L-L- |H= E----------Effl E. == -- - == ------------ -T-TT --- TI-I-II. 1. - | Bell F-E-R-E ſ H Hº-E== ===== H== - Hºº º † H= - H== |H|T | - Hºſſ ITE IT - E=. HE T |DDDDDDDD H H-- H. | - HE-E-L-I-it-it-yr- ſ º: º T T ſººn - ET Tººl * PHOENIX METRoPolitan H - T-I- | | T |H=== AREA TRAFFIC SURVEY || ||===== H |||—||===== H | STREET ARTERIAL PLAN [ ] [TV [T][ ] PHOENIX ARIZONA ----------------- A COOPERATIVE PROJECT CONDUCTED BY THE 4 LANE ARIzoNA HIGHwa Y DEPARTMENT, | 6 LANE MARICOPA count Y, CITY OF PHOENIX º, CENTRAL BUSINESS . . . . . . . . **P Tºf – DISTRICT U.S. BUREAU OF PUBLIC ROADS A |949 SCALE IN MILES FLATE 2 3 iſſiſſil |I|| PRINTED IN PHoEnix, ARIZONA THE ARIZONA PRINTERs, IN.c. * * * ****-*wesu-s--- * =<=-sº-s-