3.	CIRCULATION ELEMENT


Meeting the transportation needs of residents, visitors and 
businesses calls for comprehensive and forward-looking solutions 
and a recognition that the transportation system must integrate 
multi-modal opportunities to reduce reliance on the automobile.  
The Circulation Element provides a policy framework for improving 
this system. Although it is intended to guide decisions over the life 
of this Plan (10-year horizon), Peoria must make long-term plans 
and lay the groundwork for the distant future and its ultimate 
buildout. The City must develop transportation systems that serve 
local and regional travel and make infrastructure investments that 
will lead to a truly integrated system.


The Circulation Element is organized in the following manner: 

3.a.	Introduction 
3.b.	Goals, Objectives and Policies
3.c.	Circulation Plan
3.d.	Implementation Program



3.a.	INTRODUCTION 

The Circulation Element outlines the necessary transportation 
system components to serve the future needs of residents and 
visitors of the City and its planning area. The element utilizes the 
policy framework and Circulation Plan to depict and identify 
implementation measures to realize this system. One of the 
implementation tools identified in this element and discussed 
below is the development of a detailed Street Classification Map, 
consistent with the network depicted in the Circulation Map (Figure 
3-1). 

The Circulation Plan Map is a planning tool used to portray and 
define the envisioned roadway transportation network of the 
future.  This network represents both the functional and locational 
criteria desired by citizens and City staff to provide transportation 
mobility and quality access to existing and future residential, 
recreation, and economic uses throughout the City.

The Street Classification map is both a planning and engineering 
tool that identifies specific road widths, number of lanes, future 
right-of-way needs, and intersection configurations for each 
collector and arterial roadway in the City. The Street Classification 
map is the product of a highly sophisticated traffic simulation 
model utilizing the build-out density of the Land Use Plan and the 
identified Circulation Plan.  The traffic model identifies the future 
roadway capacity needed to maintain an acceptable level of 
mobility in the City.

The goals, objectives and policies contained within this element 
will provide guidance for future recommendations on street and 
other transportation system improvements.  The recommendations 
in these plans assist the City Council and staff in decision-making 
on future development and redevelopment activities.

This Circulation Element also outlines bikeway, pedestrian and 
transit needs as critical components to the City’s circulation 
system.  The projected population forecasts suggest that upgrades 
and expanded multimodal opportunities are a high priority need.

3.b.	GOALS, OBJECTIVES AND POLICIES

The following goals, objectives and policies provide the guidance 
for implementing the Circulation Plan and the subsequent 
completion of a consistent Street Classification tool.  

GOAL 
3.1:
PROVIDE FOR A MULTI-MODAL TRANSPORTATION 
SYSTEM THAT WILL SERVE THE COMMUNITY AND 
REGION IN A SAFE, EFFICIENT, COST EFFECTIVE AND 
AESTHETIC MANNER WHILE MINIMIZING ADVERSE 
IMPACTS TO NEIGHBORHOODS, BUSINESSES, AND 
THE NATURAL ENVIRONMENT.

_____________      
Objective 3.1.A:	
Develop a transportation system within Peoria that is 
compatible with and designed to compliment, the existing 
and proposed land uses as provided in the Land Use Plan, 
without diminishing the efficient movement of people, 
goods, and services.
__________
Policy 3.1.A.1:	
The City shall develop a Street Classification map that 
identifies future arterial right-of-way (ROW), ROW width, 
typical street cross-sections and functional classification.  
The map shall be consistent with the General Plan 
Circulation Plan.
__________
Policy 3.1.A.2:	
The City will encourage land development patterns that 
promote the operational efficiency of the existing and 
future transportation system.



__________
Policy 3.1.A.3:	
The City shall require conveyance of right-of-way and the 
design and improvement of arterials consistent with the 
City’s Street Classification map.
__________
Policy 3.1.A.4:	
The City will require that all developments substantially 
meet the following criteria:

(a)	Development shall be located or designed in a 
manner that will not inhibit or impair future 
improvement of the transportation system.
(b)	Dedications of land may be required to implement 
the adopted Circulation Plan and Street Classification 
map.
(c)	Vehicular and road-user services should be located 
close to key intersections.
(d)	Residences should be located away and buffered 
from major arterial intersections.
(e)	Developments shall be designed and located so that 
access requirements and traffic generation 
characteristics do not impair the safety and 
maintenance of the transportation system.
(f)	Direct access to arterial streets from individual 
parcels shall be discouraged.  Access will be 
controlled through the use of median-divided 
arterials, frontage roads and background collector 
streets and vehicle non-access easements.
(g)	The number of driveways on arterial streets shall be 
limited to improve traffic flow and safety.
(h)	A uniform spacing pattern of all new driveways and 
median breaks shall be required to simplify timing to 
support progression for traffic signals.
(i)	Intersections with arterial streets should be 
minimized; they should be limited to intersections 
with other arterials, collectors and major 
driveways/access roads.
(j)	Provisions should be made for safe pedestrian and 
bicycle crossings of collector, arterial or key 
intersections where high traffic volumes are common 
or anticipated.
__________
Policy 3.1.A.5:	
The City will require the provision of parking facilities in a 
manner that will support the economic vitality of the land 
uses served, by ensuring that:

(a)	Off-street parking facilities are designed and located 
to minimize disruption and inconvenience to adjacent 
properties and streets.
(b)	Large parking areas are developed with screen walls 
or landscaped perimeter planting strips, bays and 
islands to provide visual screening from direct traffic 
flow and high speed travel areas.
(c)	Adequate lighting is provided to minimize safety 
hazards.
_________
Policy 3.1.A.6:	
The City should promote the construction of new street 
system segments in coordination with its adopted Land Use 
Plan, Growth Areas, Street Classification map and Capital 
Improvement Program (CIP).
__________
Policy 3.1.A.7:			
The City shall monitor the condition and use of all existing 
streets, and maintain these streets, as required, on a regular 
phased basis.  


__________
Policy 3.1.A.8:			
The City shall conduct an assessment that identifies street 
improvement projects, estimates costs, establishes timing 
and identifies revenue sources to implement the projects in 
the CIP on an annual basis.
__________
Policy 3.1.A.9:			
The City shall continue to coordinate its efforts in 
transportation, transit, and major roadway capital 
improvements programming with the Arizona Department 
of Transportation (ADOT), Maricopa County Department of 
Transportation (MCDOT) and Valley Metro to ensure timely 
provision of required transportation improvements.  
__________
Policy 3.1.A.10:			
The City shall develop designated routes for heavy use such 
as freight traffic and heavily utilized regional highways.  
These include Roads of Regional Significance (RRS), State 
Routes, freeways, and City arterial roadways.
____________
Objective 3.1.B:	
Provide for the functional needs of the City’s transportation 
system by addressing urban, suburban, and rural 
conditions. 
__________
Policy 3.1.B.1:	
The City should maintain a hierarchy of arterials, collectors 
and transit service levels based principally upon:
(a)	Existing one-mile grid system in urban areas.
(b)	Identified major and minor arterials and collectors in 
suburban and rural areas.
__________
Policy 3.1.B.2:	
The City shall require that new transportation facilities be 
developed as necessary to support the planned, incremental 
growth of Peoria and designed to their planned function.
__________
Policy 3.1.B.3:	
The City shall ensure that as it grows, it will be prepared to 
design and employ traffic control measures to ensure that 
the roadways function as intended.
____________
Objective 3.1.C:	
Develop neighborhood street patterns and circulation 
systems which preserve neighborhood integrity and serve 
local traffic and discourages non-local or through traffic.
__________
Policy 3.1.C.1:	
The City shall approve the design and construction of local 
and collector streets only when it is demonstrated to 
contribute to quiet neighborhoods and will not promote 
through traffic.
__________
Policy 3.1.C.2:	
The City shall develop a system of local streets that 
provides safe and convenient access to all residential 
developments while ensuring that all such developments are 
accessible by a minimum of two routes for emergency and 
service vehicles.
__________
Policy 3.1.C.3:	
The City shall ensure that residential areas have convenient 
access to arterial streets.
__________
Policy 3.1.C.4:	
The City shall develop a system of local streets that will 
meet the needs of the neighborhood by ensuring the 
following:
(a)	Local residential street layouts are planned to 
minimize the impact of high-speed, through traffic in 
sensitive areas.  Through neighborhood traffic may 
be avoided by creating cul-de-sacs, curvilinear 
streets and minimizing the number of four-way 
street intersections.
(b)	Residential street widths normally should be the 
minimum width consistent with safety and adequate 
fulfillment of City street requirements.
(c)	Turning lanes and (if appropriate) raised median 
strips are provided at heavily-traveled intersections 
where traffic studies indicate their necessity.
__________
Policy 3.1.C.5:	
The City shall discourage private streets unless the Peoria 
City Council determines that the streets meet the adopted 
standards and that the benefit to the City exceeds the 
liability.
____________
Objective 3.1.D:	
Develop and maintain Lake Pleasant Parkway and State 
Route 74 as scenic, limited-access arterial roadways.
__________
Policy 3.1.D.1:	
The City shall enforce the goals, objectives and policies of 
the Loop 303 Specific Area Plan.
__________
Policy 3.1.D.2:	
The City shall enforce the goals and objectives of the State 
Route 74 Access Management Plan.
____________
Objective 3.1.E:	
Develop a comprehensive, coordinated, and continuous on 
and off-street bicycle and multi-use pedestrian 
transportation system.
__________
Policy 3.1.E.1:	
The City shall continually monitor, evaluate and update the 
adopted Trails Master Plan.  The alternative modes 
identified in the Trails Master Plan should be consistent with 
emerging development patterns, and respond to 
opportunities presented, particularly in north Peoria.
__________
Policy 3.1.E.2:	
The City shall encourage the incorporation of bike facilities 
and access to trail systems into new developments to 
promote bicycle and pedestrian use.
__________
Policy 3.1.E.3:	
The City shall develop a safe and convenient network of 
sidewalks, crossings, and paths for walking and bicycling 
that provide connections between schools, recreation 
facilities, residential areas and business centers.
__________
Policy 3.1.E.4:	
The City may design, construct and revise culvert details 
(drainage) to allow for safe pedestrian/bicycle crossing and 
maintain bicycle routes and multi-use paths that minimize 
conflict between motorists, pedestrians and cyclists.
__________
Policy 3.1.E.5:	
The City should continue to investigate the feasibility of 
incorporating bicycle lanes or shoulders on all new arterial 
roadways north of Deer Valley Road.  
__________
Policy 3.1.E.6:	
The City shall develop on-street bicycle connections 
wherever possible in conjunction with a planned off-street 
trail system.
__________
Policy 3.1.E.7:	
The City shall work with the adjacent jurisdictions, Flood 
Control District of Maricopa County, Maricopa County, and 
the Maricopa Association of Governments (MAG) to ensure 
bicycle and pedestrian network continuity at municipal 
boundaries.


__________
Policy 3.1.E.8:	
The City shall develop a city-wide Pedestrian Plan as a 
supplement to the City of Peoria Trails Master Plan 
addressing access to parks, schools and major commercial 
and employment areas. 
__________
Policy 3.1.E.9:	
The City should develop a city-wide plan for the 
improvement and maintenance of the overall sidewalk 
system, including the installation of handicapped access 
ramps at key intersections throughout the City.
__________
Policy 3.1.E.10:	
The City should seek grant funding to implement the city-
wide pedestrian and bicycle systems in addition to 
encouraging incremental development by the private sector 
through various new development and/or redevelopment 
projects.
__________
Policy 3.1.E.11:	
The City should develop equestrian use facilities where 
access can be coordinated with regional trail systems, 
existing equestrian facilities and horse properties, and 
designated open space areas.
____________
Objective 3.1.F:	
Efficiently expand Peoria’s transit system as an attractive 
and convenient alternative for Peoria residents, workers, 
and visitors.
__________
Policy 3.1.F.1:	
The City should contract with Valley Metro to expand local 
fixed route transit service along major arterial streets in 
Peoria at a minimum of two-mile spacing south of Bell 
Road.  


__________
Policy 3.1.F.2:	
The City should seek to increase the frequency and service 
area of transit service. 
__________
Policy 3.1.F.3:	
The City should seek commuter express service at strategic 
City locations to major employment centers in Glendale and 
Phoenix.
__________
Policy 3.1.F.4:	
The City should investigate private sector alternatives to the 
Dial-A-Ride service to provide equivalent or better service 
levels at an equal or lower cost.
__________
Policy 3.1.F.5:	
The City should investigate the feasibility of a flex-route 
system in the absence of an expanded fixed-route service.
____________
Objective 3.1.G: 	
Provide for the existing and future linkage of pedestrian and 
automobile traffic with existing and future public transit 
systems and facilities.  
__________
Policy 3.1.G.1:	
The City should coordinate with the Regional Public 
Transportation Authority (RPTA) to develop passenger 
transit and Park-and-Ride facilities at selected locations in 
commuter corridors.	
__________
Policy 3.1.G.2:	
The City shall encourage site planning and transit-oriented 
design and land uses around future transit centers to 
emphasize the ease and safety of pedestrian circulation and 
orientation of compatible and mutually supportive uses.


__________
Policy 3.1.G.3:	
The City shall include sidewalks, bus pullout bays and 
transit shelters within future development located along 
designated commuter corridors and transit routes.
__________
Policy 3.1.G.4:	
The City should establish transit-oriented development 
regulations, guidelines and incentives to provide land uses 
and improvements around future transit centers that 
facilitate and encourage ridership.

3.c.	CIRCULATION PLAN

The transportation system for Peoria should be well maintained 
and improved to accommodate the existing needs and long-range 
objectives for growth, revitalization, and redevelopment. Each 
component of the Circulation Element achieves a wide range of 
objectives which, when combined into a comprehensive network, 
allow for the satisfaction of a variety of travel demands throughout 
the City.

To address each of the identified issues, a functional classification 
system establishing a hierarchy of streets has been prepared to 
meet the needs of the designated land uses and functional 
circulation components.  The functional classification system 
addresses both urban and rural conditions (based on the character 
of the recommended land use pattern) and provides for the 
comprehensive needs for all citizens whether they are driving a car 
to work, riding a bus to the store, or riding a bicycle to school.

In general, the primary purpose of roadway classifications is to:

?	Establish a logical, integrated system for each jurisdiction;
?	Relate geometric traffic control and other design standards 
to the roadways in each classification; and
?	Establish a basis for developing long-range programs, 
improvement priorities and fiscal plans.

The functional classification characteristics describe the service 
performed, typical trip lengths, access spacing and continuity of 
the Peoria roadway system.  For transportation system planning, as 
well as specific design purposes, roadways are most effectively 
classified by function.

Roadways have two basic functions:

?	To provide mobility from point to point, and
?	To provide access to adjacent land uses.

From a design standpoint, these two functions are incompatible.  
For property access with ingress and egress, low speeds are 
desirable, usually accompanied by inconsistent flows with a large 
number of turning movements.  Mobility demands higher speeds 
and uniform flows with limited turning movement interference.

FUNCTIONAL CLASSIFICATION
In the City of Peoria, five functional categories are used to classify 
roadways.  These categories are:

?	Principal Arterial Roadways;
?	Arterial Streets;
?	Collector Streets;
?	Local Streets; and
?	Rural Streets.

These categories comprise the hierarchy of functional roadway 
classes in Peoria and relate directly to the different types and 
lengths of generated trips.  Travel demand determines these 
characteristics.

Principal arterial roadways (e.g. freeways, expressways) are 
designed and constructed to satisfy the demand for high mobility.  
Rapid travel between points in a safe manner is the primary 
objective of these roadways.  Access to land uses is tightly 
controlled, limited only to approved intersections or interchanges 
in order to preserve the speed and high volume characteristics of 
the facility.  Dangerous conditions would result if low speed, 
multiple access traffic were permitted on these roads.  Conversely, 
local roadways are developed with the primary objective of 
providing convenient access to adjacent land areas.  Between these 
two extremes are arterials and collectors.  These roadways must 
provide both land access and mobility.

Roadway function establishes the type of transportation service 
provided, which is related to the degree of access control.  
Increasing access control allows traffic to travel at higher speeds in 
a more uniform manner.  Table 3-1, Functional Classification 
System, illustrates the relationship between roadway categories, 
primary function and degree of access control.

	TABLE 3-1
FUNCTIONAL CLASSIFICATION SYSTEM

Roadway 
Category
Primary 
Function
Degree of Private 
Access Control
 Principal Arterial
Mobility
High
 Arterial Streets
Mobility
High
 Collector Streets
Mobility and 
Accessibility
Transition
Moderate
 Local Streets
Accessibility
Low
Source: BRW, Inc., 2000

In addition to the ability of each classification to satisfy various 
travel demands, facility spacing, continuity and access control 
mechanisms are key distinguishing features of the functional 
system.  Table 3-1 documents important characteristics of each 
functional class. 

The recommended Functional Classification System to serve the 
proposed Land Use Plan is illustrated on Figure 3-1, Circulation 
Plan, with detailed definitions of each functional class presented.

The Principal Arterial system includes the network of freeways and 
expressways that are significant to the region in terms of the 
nature and composition of the travel served.  The Principal Arterial 
system should serve the major activity centers and link with the 
major recreation areas in the north and should have the highest 
traffic volumes and carry a high proportion of the total urban 
traffic on a minimum of mileage.

The Principal Arterial system should carry the major portion of 
trips entering and leaving the urban area, as well as the majority of 
through movements desiring to bypass major City centers.  In 
addition, significant internal travel between commercial business 
districts and outlying residential areas, between older mature 
communities and between suburban centers should be served by 
this classification of roadway.  Lake Pleasant Parkway currently 
serves as a Principal Arterial connecting Carefree Highway and 
State Route 74.  Loop 303, when completed, will provide a regional 
freeway route complementing Loop 101.

Because of the nature of the traffic volumes served by the Principal 
Arterial system, almost all fully and partially controlled access 
facilities will be part of this functional classification.  Design types 
that are often included under the Principal Arterial system are:

?	Freeways
?	Access Controlled Roadways (e.g., Lake Pleasant Parkway)

The distance between Principal Arterials will depend upon the 
developed densities/intensities of particular portions of the urban 
area.  The spacing of Principal Arterials may vary from less than 
two miles in highly developed central business areas to five miles 
or more in undeveloped areas in the north.  The addition of three 
yet to be determined interchanges on Loop 303 within the 
planning area will also directly impact the Principal Arterial system.

For Principal and Arterials, service to abutting land is secondary to 
the provision of service for major traffic movements.  It should be 
noted that only partially controlled access facilities are capable of 
providing any direct access to land, and such service should be 
incidental to the primary functional responsibility of mobility.

The Arterial street system for the City of Peoria should 
interconnect and augment the Principal Arterial system to provide 
service trips of moderate length and a somewhat lower level of 
travel mobility than principal arterials. This system also distributes 
travel to geographic areas smaller than those identified in the 
Principal Arterial system, and provides north-south and east-west 
continuity within the City.


See Figure 3-1
CIRCULATION PLAN


The Arterial system includes facilities that allow more land access 
than the Principal Arterial system, at a lower level of traffic 
mobility.  Such facilities provide inter-community continuity, but 
ideally should not penetrate identifiable neighborhoods.

The spacing of Arterial streets may vary from ¼ to ½ mile in central 
commercial areas, but not more than one-half mile elsewhere in 
the City.  These streets are usually located along and within the 
section-line grid system.  

The Collector Street system differs from the Arterial system by 
penetrating neighborhoods and distributing trips from the Arterial 
system to the ultimate destination, which may be on a Local or 
Collector street.  In some cases, because of the design of the 
street system, through traffic may be carried on some Collector 
streets.  The Collector system provides land access and local traffic 
movement within residential neighborhoods, commercial and 
industrial areas.

The Local Street System for the City of Peoria is composed of:

?	Commercial and Industrial Local Streets;
?	Residential Local Streets;
?	Rural Residential Local Streets; and
?	Public and Private Streets.

The Local Street System comprises all facilities that are not 
included within the higher classification systems.  This system 
provides direct access to abutting land and access to the higher 
roadway systems with minimal through traffic movement.  On-
street parking is generally permitted on local streets, unless 
otherwise posted.



Table 3-2, Right-of-Way Widths, provides examples of 
recommended right-of-way widths for each functional 
classification (see Street Classification Map for specific location) 
which include:

TABLE 3-2
ROADWAY WIDTHS 

Roadway Type
Right-of-Way Width
  Principal Arterial
150’
  Arterial
130’-110’
  Collector
60’
  Rural Collector
60’
  Local
50’
  Rural Local
50’
      Source: City of Peoria, 1999

NORTH CENTRAL PEORIA CIRCULATION STUDY AREA
The Circulation Map delineates a circulation study area (the North 
Central Peoria Circulation Study Area) as generally bounded by 75th 
Avenue (east), 91st Avenue (west), Happy Valley Road (north) and 
Bell Road to the south.  The study area acknowledges that a lack of 
east-west access adversely impacts traffic conditions. 

The purpose of this future study is to explore options for 
improving short and long term circulation patterns in the study 
area.  The study will be structured to enlist the advisement and 
involvement of representatives from affected jurisdictions and 
neighborhoods including, but not limited to, the Arizona 
Department of Transportation (ADOT), City of Glendale, Westbrook 
Village, Dove Valley Ranch and Fletcher Heights.

If the recommendations of the study conclude that the Circulation 
Map requires modification to reflect changes in functional 
classification (i.e. collector upgraded to an arterial) or provide for 
new transportation infrastructure not on the Circulation Map (i.e. a 
new roadway connection or additional bridge crossing), then a 
Major Amendment would need to be initiated and brought before 
the City Council through the public review process outlined in 
Chapter 14 (‘Plan Administration’).   An affirmative action for the 
amendment would require a 2/3 vote of the City Council.

BIKEWAYS, TRAILS AND PEDESTRIAN CIRCULATION
The Circulation Plan illustrated on Figure 3-1, Circulation Plan, 
includes the desired Street System.  The Street System includes 
Collectors, Arterials, Rural Parkways and Principal Arterial 
roadways. The City’s Trails Master Plan establishes corridors that 
have the potential to become the recreational “spines” of the City 
and provide significant transportation benefits.  The Trails Vision 
is significant relating to recreation, transportation, and civic pride. 
It states:

“We envision a City with an inter-linked trails network 
from Lake Pleasant to Northern Avenue that includes 
connections to other trails outside Peoria.  The trails 
network has been developed to transition from the 
natural environment that exists in the northern 
region of the City to an urbanized character through 
the developed City.  The network of trails provides a 
safe, non-motorized pathway system for diverse user 
groups as well as public safety and emergency 
personnel.  The trail system was implemented 
through a public/private partnership and invites all 
trail users to enjoy the outdoors and the high quality 
of life in the City.  The system relies on a dedicated 
group of Peoria private citizens for assistance with 
ongoing improvements, surveillance and 
maintenance.”



The Trails Plan identifies four types of system categories. They 
include:

?	On-Street Bicycle Routes that consist of designated and 
non-designated on-street bicycle lanes that serve as on-
street connectors to other bicycle facilities and multi-use 
paths and trails.  Standards for on-street bicycle routes are 
identified on the City’s Street Classification Map.

?	Paved Multi-Use Paths that consist of a paved off-street 
facility used by multiple user groups such as bicyclists, 
walkers, runners, hikers, strollers, in-line skaters, 
skateboarders, and others.

?	Unpaved Multi-Use Trails that consist of an unpaved off-
street facility used by multiple user groups such as 
mountain bicyclists, walkers, runners, hikers, equestrians, 
and others.
 
*	Equestrian Trail that consists of an unpaved off-street 
facility designated only for equestrian use that may connect 
to paved or unpaved multi-use trails.

Table 3-3, Trail Miles, provides a summary of the types and 
mileage of trail routes in the City.

TABLE 3-3
TRAIL MILES
Trail Classification
Length in Miles
 On-Street Bicycle Lane
110
 Paved Multi-Use Path
53
 Unpaved Multi-Use Trail
52
 Equestrian Trail
49
 Total Length
264
      Source: City of Peoria, 1999
Each of the trail elements are desired to be integrated into 
residential areas, City parks, and major activity centers creating a 
network promoting bicycling, recreational activities, and non-
vehicular circulation access.  Residential developers are 
encouraged to develop spur and through trails to neighborhood 
parks, schools, and business centers.  Commercial development is 
encouraged to develop trail access that minimizes conflict between 
motorists, pedestrians and cyclists and provide pedestrian 
amenities such as bike storage racks, water faucets, pedestrian 
shade structures and benches.

The Trails Plan identifies the half-mile streets for on-street bicycle 
lanes.  This may not adequately serve the commuter bicyclist 
community that desires bicycle lanes on all the arterial lanes.  
Specifically, the City may need to revisit the Trails Plan with 
particular attention to bicycle access through North Peoria.  Due to 
topographical constraints, north-south access is limited. 

A Pedestrian Plan will supplement the Rivers and Trails Master Plan 
by specifically addressing the on and off-street system in the 
urbanized parts of the City, provide a comprehensive inventory 
and analysis of pedestrian amenities, crosswalks, and 
neighborhood park access. This will identify strengths and 
weaknesses of the recreational oriented Trails Plan and provide 
vital insight to the connections necessary between the on-street 
bicycle lanes and off-street system to create an interconnected 
network.  This effort will also build upon the MAG regional off-
street system plan (‘ROSS Plan’) and the MAG Pedestrian Plan 2000 
by incorporating policy and design efforts benefiting Peoria.  

In addition, John F. Long, MAG, Flood Control District and several 
West Valley communities have partnered in an effort to realize an 
interlinking regional trail network along the river corridors (West 
Valley Recreation Corridor) for the West Valley that identifies 
regional connections through local municipalities.  This will build 
consensus for cities in the western portion of Maricopa County 
desiring to connect regional systems of trails and equestrian 
facilities.

TRANSIT
The City commissioned a Long-Range Transit Study in July 2000 
that examined Peoria’s current transit infrastructure, funding 
opportunities, public attitudes towards transit and a survey of 
future conditions. The Study serves as a guide for transit 
investments and decision-making over the next twenty years.  It is 
intended to be compatible with the overall vision, goals, objectives 
and policies established in the General Plan.  Efforts are currently 
underway to explore the feasibility of moderate improvements to 
the existing transit infrastructure provided by recommendations 
contained within this study.

Like other “outer-ring” Valley communities, the study indicated 
that Peoria residents are currently under-served by transit.  
Regional fixed route service to Peoria provided by Valley Metro is 
very limited and is not leveraged by a locally dedicated revenue 
source for transit service.  In addition, current regional funding 
that provides Peoria’s regional fixed route service expires in 2006.  

The current Dial-A-Ride service administered by the City provides 
a basic transportation service to the general public, the elderly, the 
disabled, and the transit dependent.  Peoria’s residents have 
shown support for improved transit service in two recent surveys 
of both Dial-A-Ride customers and the general public.  Specific 
improvements requested include Park-and-Ride lots, commuter 
express service, better local fixed route coverage, and weekend 
service.

According to the aforementioned transit study, the transit market 
can be defined by three distinct segments: 
1)	The mobility-impaired, 
2)	The transit-dependent, and
3)	The commuter market.  

The mobility-impaired rider takes transit because they cannot 
drive due to age or infirmity.  The transit-dependent rider is 
typically a student or an employed person who cannot afford a car.  
Depending on the number of people in the household, a 
household earning up to $30,000 annually could make good use 
of the savings offered by a good quality transit service. 

In 1990, only 12 percent of work-related trips began and ended in 
Peoria.  The remaining 88 percent commuted to destinations 
outside the City.  The largest destination by far was the City of 
Phoenix with 54 percent of work trip destinations.  Glendale had 
an additional 12 percent and “Other County Destinations” included 
another 14 percent.  Improving commuter service into Phoenix and 
Glendale should be the top priority for Peoria transit service. 

There is some justification for adding express bus service from 
Peoria to large employment centers to the south and east.  The 
significant distance commuters have to drive to employment 
destinations in Phoenix, Tempe, Chandler or Scottsdale makes bus 
travel unattractive to most people who have access to an 
automobile.  Faster service is the critical incentive needed to entice 
Peoria riders onto the bus. 

3.d.	IMPLEMENTATION PROGRAM

The Implementation Program for the Circulation Element is 
presented in Table 3-4, Circulation Implementation Program.  The 
table is presented under the following four headings:

Implementation Measure	Lists the action necessary to carry out 
the Circulation Element of the General 
Plan.

Lead Department/Agency	Identifies the responsible City 
department for accomplishing that 
particular measure.

Projected Timeframe	Identifies and prioritizes the timeframe 
for the measure to be initiated.

Potential Funding Sources	Lists the potential funding, City staff, 
volunteer or other community resource 
necessary to carry out the 
implementation action.



TABLE 3-4
CIRCULATION IMPLEMENTATION PROGRAM

Implementation 
Measure
Lead 
Department/ 
Agency
Projected 
Timeframe 
(Years)
Potential 
Funding
Sources
1.	Develop a Street 
Classification Map 
conforming to the 
General Plan.
Consultant / 
Engineering / 
Public Works / 
Community 
Development 
Departments
0-1
?	General Fund 
Revenues
2.	Complete the North 
Central Peoria 
Circulation Study.
Engineering / 
Public Works 
Departments
0-2
?	General Fund  
Revenues – CIP
?	IGA’s; Outside  
Sources (ADOT 
& Glendale)
3.	Identify existing and 
future high volume 
intersections for 
additional pedestrian 
refuge areas and safety 
amenities. 
Engineering / 
Public Works 
Departments
0-1
?	Streets Fund 
Revenues
4.	Identify funding for 
transportation 
improvements in 
identified Growth Areas.
Engineering / 
Public Works 
Departments
Ongoing
?	General Fund 
Revenues – CIP
?	Streets Funds 
Revenues
?	Development 
Impact Fees
5.	Develop a designated 
Truck / Freight Corridor 
Plan.
Engineering / 
Public Works 
Departments
0-2
?	Streets Fund 
Revenues
?	General Fund  
Revenues – CIP
6.	Develop a long-range 
Traffic Management 
Plan incorporating ITS.
Engineering / 
Public Works 
Departments
0-5
?	General – CIP
?	Street Fund 
     Revenues 



TABLE 3-4
CIRCULATION IMPLEMENTATION PROGRAM
(Continued)

Implementation 
Measure
Lead
Department/
Agency
Projected 
Timeframe 
(Years)
Potential 
Funding 
Sources
7.	Develop roadway 
design features that 
enhance bicycle & 
pedestrian use & 
access.
Community Services/ 
Engineering / Public 
Works Departments
0-2
?	Operating Fund  
 Revenues
8.	Identify additional 
right-of-way 
needed for bicycle 
lanes or shoulders 
on new arterial 
roadways north of 
Deer Valley Road.
Engineering / Public 
Works Department
Ongoing
?	General Fund  
– CIP
9.	Develop a Strategic 
Plan to connect 
half-mile street 
bicycle lanes south 
of Deer Valley Road 
with new arterial 
lanes or shoulders 
north of Deer Valley 
Road.
Engineering / Public 
Works Department
5-10
?	TEA-21
?	Trails Heritage  
Fund Grants
?	National  
Recreational  
Trails Fund
?	Public Access   
Grants
?	General Fund  
– CIP
?	Streets Fund  
Revenues
10. Develop a city-wide 
Pedestrian Plan as a 
supplement to the 
Trail Plan that 
provides access to 
parks, schools, 
major commercial 
and employment 
areas.
Community Services/ 
Community 
Development / 
Engineering / Public 
Works Departments
2-4
?	TEA-21
?	General Fund  
– CIP
?	Trails Heritage 
Fund Grants
? 	National 
Recreational 
Trails Fund


TABLE 3-4
CIRCULATION IMPLEMENTATION PROGRAM
(Continued)

Implementation 
Measure
Lead
Department/
Agency
Projected 
Timeframe 
(Years)
Potential 
Funding 
Sources
11.	Develop transit and 
pedestrian-oriented 
site design 
guidelines for high 
intensity and density 
areas.
Community 
Development 
Department
0-2
? 	Operating Fund 
Revenues
  Source:  BRW, Inc., 2001

The Planning and Zoning Commission should review and provide 
recommendations to the City Council for revisions to the 
Implementation Program on an annual basis in order to continue 
to pursue implementation of the Peoria General Plan.  The Director 
of the Community Development Department and staff persons 
responsible for the General Plan implementation should monitor 
the status of each implementation action throughout the year and 
provide a general recommended framework to the Planning and 
Zoning Commission for annually updating the General Plan’s 
Implementation Program.
3. CIRCULATION ELEMENT

		PEORIA GENERAL PLAN
		PEORIA, ARIZONA
	3-5
3. CIRCULATION ELEMENT

		PEORIA GENERAL PLAN
		PEORIA, ARIZONA
	3-1