Arizona Urbanism, part 3: 

Rail Policy Recommendations

Executive Summary 

Phoenix and Tucson have significant potential for expanding and improving their rail transit systems. This report proposes the conversion of major arterial roads into dedicated rail corridors to enhance transit efficiency and incentivize public transportation use, ultimately fostering a more sustainable and livable urban environment.

Introduction

Phoenix is on the right track with its rail projects. So far, large surface streets, a term referring to non-highways within the city, have been the primary corridors for implementing rail alignments. That is, the light rail runs down the middle of some of Phoenix’s famously wide roads. Such behemoths of asphalt are rightly called "stroads" by some, a derogatory term for these inefficient and dangerous stretches of pavement that function poorly as both streets and roads.

The problem with this setup is that the train often has to stop at intersections and mix with car traffic, which slows travel speed significantly and makes it a less competitive option for commuters. The goal should be to increase rail speed by dedicating entire streets to transit, making it faster and more appealing.

Proposal for Arterial Street Rail Conversion

Phoenix is on the right track with its rail projects. So far, large surface streets, a term referring to non-highways within the city, have been the primary corridors for implementing rail alignments. That is, the light rail runs down the middles of some of Phoenix’s famously wide roads. Such behemoths of asphalt are rightly called "stroads" by some, a derogatory term for these inefficient and dangerous stretches of pavement that function poorly as both streets and roads.

What I propose is the closure of some of these so-called arterial streets and their conversion to rail corridors. The problem the current light rail faces is that the train often mixes with car traffic and must stop at intersections. This significantly slows the potential rate of travel, making it a less attractive option for commuters. Increasing rail speeds would have the opposite effect, making it a far more competitive transit mode.

Phoenix's grid layout makes it possible to largely redirect traffic to adjacent streets. A likely objection to this would be that it might increase congestion on those adjacent streets. But that is a feature, not a bug. The goal is to increase public transit ridership, which means incentivizing its use. A carrot-and-stick approach maximizes this impact. The stick is the increased inconvenience of traffic, while the carrot is the improved transit experience made possible by the proposed road closures and their conversion to rail. This strategy allows for relatively easy rail expansion, as this redesign does not require the creation of entirely new corridors but instead repurposes existing infrastructure.

Car access along these corridors must still be allowed through situationally adapted solutions, such as parallel access roads, limited crossings, and increased bike and pedestrian infrastructure. Tucson is also ripe for this type of rail expansion, though it does not currently have a light rail system. However, it has similar broad avenues to Phoenix. In Tucson, a more moderate approach—reminiscent of Phoenix's existing light rail implementation—might be necessary.

Tucson’s Rail Expansion Potential

Unlike Phoenix, Tucson lacks a system of concentric highways and freeways looping around the metro. It is hemmed in by the 9,000-foot Santa Catalina Mountains to the north, preventing such a road network from ever having been built. Therefore, the diversion of traffic to adjacent streets would likely cause more than just an inconvenience—it could become a severe issue. However, full closures might still be possible in certain areas, such as converting the proposed BRT route on Stone Ave into a light rail corridor. Such a development would be highly beneficial given the dispersed pattern in which new mixed-use developments are emerging across the region.

"Urban Mosaic": Densifying Pockets in the Phoenix Metro

For example, many new mixed-use developments are springing up along the North Loop 101 in the Valley, which is fantastic. These include multi-story, multi-family units of all types, with shopping and employment nearby. But that’s only so useful if you then can’t get anywhere else outside of a small walking radius without a car. The North Loop 101 is 15 miles from downtown Phoenix and even farther from urban centers in Scottsdale, Mesa, and Tempe. This development pattern presents a unique situation, which I propose capitalizing on.

These densifying pockets can be connected by rail, allowing for higher density in key centers while maintaining lower density in between. This is a strategy employed in cities like Vancouver, where zoning near rail stations effectively encourages high density while areas farther away remain lower density. This approach ensures that people who want to live in a more urban setting, within walking distance of amenities and transit, can do so, while those who prioritize space still have options. This avoids a situation where all low-density areas are pushed to the periphery while all urban amenities are concentrated in the center. Instead, we can focus on creating a mosaic of urban and suburban spaces that better meets diverse housing demands

Transportation Efficiency

Not only does this approach satisfy both ends of the housing market, but it also increases overall transportation efficiency within the city. By expanding the number of amenities available in urban pockets, the average travel distance for low-density community dwellers can actually be reduced. I recall living in a southern suburb of Phoenix and having to drive around 30 minutes just to get to a movie theater, despite tens of thousands of people living in the so-called "urban village" of Laveen. You could probably count the number of sit-down restaurants on two hands. That is not a great way to foster a local community.

It also meant that anytime you wanted to do anything beyond getting takeout or buying groceries, you had to drive at least 20 minutes—often in heavy traffic. This not only increases stress and worsens health outcomes but is also detrimental to the environment. By creating high-density, transit-accessible pockets, we can reduce these inefficiencies and make the city more livable for everyone.

Conclusion

Arizona’s cities must prioritize transit-oriented development by repurposing arterial roads for rail expansion. By doing so, Phoenix and Tucson can improve connectivity, reduce congestion, and make their cities more livable. This isn’t about eliminating cars—it’s about creating more choices for people who would prefer to rely less on them.

By linking these dense nodes via rail, residents can have real alternatives to long, stressful commutes. Supportive land-use policies should accompany transit expansion to ensure that density is encouraged near rail stations. Funding sources, including federal transit grants and public-private partnerships, will be essential in making this shift feasible. If executed well, Arizona’s rail expansion could serve as a national model for transforming sprawling Sun Belt cities into more connected, transit-friendly places.