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First-ever construction project for Valley Metro awarded
Two contractors to begin work on facilities for new LINK bus service
Valley Metro News Release

Phoenix, AZ (Nov. 21, 2008) Two contractors received the official nod from the Valley Metro Board of Directors Thursday to proceed with a new bus project that includes the construction of bus stations (See Attachment A) and a transit center in Mesa. A first for Valley Metro Regional Public Transportation Authority (RPTA), the construction project will focus on facilities and street improvements for a new bus service that begins with the grand opening of METRO light rail on December 27, 2008.

“This is a very exciting and historic day for Valley Metro as we embark on the very first construction project in the agency’s 23-year history,” said David A. Boggs, Valley Metro RPTA executive director. “By doing so, we are building the transit plan that the voters approved in 2004.”

The new bus service, called Valley Metro LINK, travels a 12-mile corridor with stops every half-mile in downtown Mesa and every mile outside of downtown, is the first of five routes in the Valley to receive the new, state-of-the-art transit service. LINK, which will operate in new 63-foot environmentally-friendly buses (See Attachment B), extends the METRO light rail service from the Sycamore Transit Center to Superstition Springs Mall in Mesa. The bus stations and street improvements are designed to accommodate the new LINK vehicles.

Award of the contracts are as follows:

Contractor Name	Project	Bid Amount
SDB Contractors	Construction of 26 bus stations and improvements along Main Street and Power Road	$ 5,158,294
Ry-Tan Contractors	Superstition Springs Transit Center for bus parking, expanded auto parking and a driver comfort station	$ 2,275,000

The project bids resulted in a 10 percent savings to the overall project budget. Funding for these construction activities are received fully through the Proposition 400 Regional Transportation Plan’s half-cent countywide sales tax that provides for transportation and transit improvements in Maricopa County.

According to the U.S. Department of Transportation, for every $1 billion of federal spending on highway construction nationwide, 47,500 jobs are generated. Using that formula, there could be as many as 351 jobs generated annually from the Valley Metro construction projects awarded today.

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Major Changes to Valley Metro Bus Service in December
City of Phoenix Public Transit Department News Release

PHOENIX — Bus service in Phoenix will undergo significant alterations on Dec. 29, so passengers should double check their routes and bus schedules before they travel. The Phoenix Public Transit Department is making a number of changes to Valley Metro bus service within the city to connect passengers with METRO light rail; and, because of funding reductions, has suspended bus service for a number of early morning and late night bus trips during the weekdays, as well as bus frequency levels on Saturdays. Phoenix City Council hopes to restore service when the economy improves.

“Every passenger’s situation is different, so our best advice is to plan ahead by checking the bus and rail schedules; for many riders their usual route or schedule may be changing on Dec. 29,” says Public Transit Director Debbie Cotton. She adds that to help passengers understand the changes, transit staff will be at Phoenix transit centers to answer questions (see schedule below) and information will be available on-line at ValleyMetro.org in early December.

On Dec. 29, some bus routes along or intersecting with the light rail route will be permanently changed to complement light rail service: the Red Line is eliminated (in Tempe and Mesa, as well) with most of the route replaced by light rail; the Blue Line (renamed Rt. 39-40th St.) south of Camelback Road is eliminated; and Route 15-15th Avenue is extended to serve both the Metrocenter Transit Center and Sky Harbor Airport. In addition, adjustments will be made to routes: Route 1-Washington/Jefferson, Route 13-Buckeye, and Route 60-Bethany Home Road.

Weekday bus trips will start within Phoenix after 5 a.m. and before 10 p.m.- the exact start times for trips vary from route to route. Late night service will be available if the trip begins before 10 p.m., allowing the bus finish its route.

Other changes include:

Saturday service - frequency levels on all routes will be similar to that of the Sunday schedule.
I-17 RAPID - elimination of one afternoon trip
SR-51 RAPID - reconfiguration of route to serve CityNorth (56th St. & Deer Valley Road); elimination of two afternoon trips.
Phoenix Neighborhood Circulators - Saturday service changes for ALEX, DART, Deer Run, MARY, and SMART
DASH Downtown Loop - elimination of late night service 6:30 – 8 p.m.

Phoenix buses carry about 161,000 boardings each weekday, or about 70% of all bus riders in the Valley.

Phoenix transit service has several funding sources based on sales taxes that haven been in decline: Transit 2000, a citizen-approved sales tax for transit improvements; the city of Phoenix’s general fund, and a ½-cent regional sales tax for transportation.

The bus schedule changes will be available in the December 2008 edition of the Valley Metro Transit Book and on-line at ValleyMetro.org.

Public Outreach Events in Phoenix

December 1, 4:30 – 9 a.m. Central Station, Central Avenue & Van Buren Street
December 1, 2:30 – 4:30 p.m., Ed Pastor Transit Center, Central Avenue & Broadway Road
December 2, 6:30 – 8:30 a.m. and 2:30 – 4:30 p.m., Sky Harbor International Airport Terminal 3, West Mezzanine
December 2, 11:30 a.m. – 1:30 p.m., Phoenix City Hall, 200 W. Washington St.
December 3, 5 – 7 a.m., Paradise Valley Transit Center, Cactus & Tatum roads
December 4, 4:30 – 9 a.m. and 2:30 – 4:30 p.m., Metrocenter Transit Center, Metrocenter Mall
December 5, 4:30 – 9 a.m., Sunnyslope Transit Center, Third Avenue & Dunlap Road
December 5, 2:30 – 4:30 p.m., Central Station, Central Avenue & Van Buren Street
December 5, 2:30 – 4:30 p.m., Desert Sky Transit Center, 75th Avenue & Thomas Road

Valley Metro starts process to raise prices of bus fare, Dial-a-Ride
Meetings in 2009 will determine how much fees will climb
By MIKE BRANOM
TRIBUNE
Nov. 21

Taking the bus and calling for Dial-a-Ride soon will be more expensive, despite the effort of Tempe officials.

The board of directors at Valley Metro, which administers the region’s bus system, voted Thursday to start a process likely to end in fare hikes.

Exactly how much more fares will cost won’t be known until after a series of public meetings, to be held in early 2009, and the board’s final vote for approval in February.

New ticket prices then would go into effect, at the latest, in July.

But a consultant’s presentation to the board laid out a myriad of possibilities, the first being increases phased in over two years.

Under this proposal, by July 2010 the cost of a base fare, good for a single local boarding with no transit slip, would be $1.75 — up from its current price by 25 cents a year.

Other options under study are to raise the base fare even higher, to $2 or $2.25.

The only board member voting against the authorization of public hearings was Tempe Vice Mayor Shanna Ellis.

Her approval of Valley Metro’s fare hike of December 2007, Ellis said, came under the belief the agency would be waiting several years before raising ticket prices again. She also said increased fares would hit low-income families the hardest.

Also speaking against the hike was Catherine Mayorga, the Tempe Chamber of Commerce’s vice president for public affairs. She said the current economic slump was not the time to be making mass transit less affordable.

The board, in justifying the increase, said Valley Metro’s primary source of funding — sales tax revenue — is slumping. That hinders the agency in meeting its goal of earning back 25 percent of its operating expenses through fares.

Also, the consultant from Booz Allen Hamilton told the board that Valley Metro charges far less than other cities’ transit agencies.

A comparison with 11 other cities showed the average cost for their base fare was $1.84.

For information, visit Valley Metro’s Web site atwww.valley metro.org/bus/fare_increases.

In other action, the board:

• Voted unanimously to approve four contracts, worth more than $8 million, for establishing Mesa Main Street Bus Rapid Transit and constructing the Superstition Springs Mall Transit Center. This 15-mile line will connect the mall’s Park-and-Ride lot with the Sycamore Street transit center west of downtown.

The project’s total budget is $15.5 million.

• Acknowledged the effort of Tempe Mayor Hugh Hallman, a director on the board of Metro light rail, to have that agency merge with Valley Metro. The latter board’s response on Thursday was a unanimous vote to have the chief executives of Valley Metro and Metro come together for a presentation to both boards about the advantages and disadvantages of a merger.

Hallman has said combining the two agencies would save about $2 million.

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Residents put transit at top of ADOT meeting
By Denise Holley
Published Friday, November 21, 2008 9:22 AM MST
Nogales International

People who came to a community workshop on transportation Wednesday in Nogales didn’t want to talk about cars and highways. Instead, the 10 residents zeroed in on what Santa Cruz County doesn’t have- “ a public-transit system.

The Arizona Department of Transportation (ADOT) has invited the public to meetings around the state to help shape its long-range transportation plans for the year 2050, said spokeswoman Linda Ritter.

At two workshops at the Holiday Inn, ADOT offered three scenarios for participants: A, personal vehicle mobility; B, transit mobility; and C, focused growth. The evening group took “A” off the table at the start.

“Why can’t we have an established transit system for Santa Cruz County with specific times?” asked Lourdes Mendez of Rio Rico. She chairs the Community Networking Team, a group of service providers in the county.

This touched off a lively discussion about the old school buses that line up on Terrace Avenue to take passengers north to shopping areas.

Those north-south routes don’t take people to the hospital, the mission or the food bank and there’s no set schedule, said Barbara Ann “Bobbie” Lundstrom, a member of the state transportation board.

Many people with disabilities can’t board those school buses, but get rides in vans designated for them and elders, noted another participant.

What about those 15-passenger shuttles that run to Tucson or Phoenix? How safe are they? Why can’t they depart on a schedule?

A couple of years ago, Nogales could have applied for a federal grant to start a transit system, said Christopher Fleming, a former member of the city planning and zoning commission. But the application was not submitted.

“We really need a countywide system, so people can take the bus from Rio Rico to Nogales,” said Marshall Magruder of Tubac.

Nancy Fleming, a retired teacher in Nogales, thought the buses should go farther north.

“People in Green Valley are always looking for labor,” she said. “Young people are willing to go to Green Valley for $10 an hour.”

Other factors determine the need for transportation, said James Zumpf, an ADOT planning supervisor. “We have to start looking at land use.”

Magruder noted that the county Comprehensive Plan calls for urban growth in the south, suburbs in the middle and a rural environment in the north.

“You can affect land use by putting in transit,” suggested Christopher Fleming.

Nancy Fleming asked why residents couldn’t lobby for passenger rail service from Nogales to Tucson and Phoenix.

“Transportation is the outcome of demographics,” she said.

Take these ideas to your city council, suggested Laurel Parker of AECOM, a consultant for ADOT. “I think we have the makings of a (transportation) commission in this room.”

About 10 residents attended the afternoon dialogue, Ritter said. “We heard similar statements about the different needs in the county.”

All these ideas will go into a statewide plan by next spring, Parker said. “We’ll be back.”

ADOT will post the results of its community workshops on the Web site www.bqaz.gov.

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For New Transportation Secretary, a Hard Road Ahead
By Lyndsey Layton
Washington Post
Tuesday, November 25, 2008; A02

The next transportation secretary will walk into an agency that oversees an outdated air traffic control system; congested roads, rails and skies; crumbling highways and bridges; and a financing system teetering on collapse.

Transportation experts, both parties in Congress and the current White House agree that the traditional ways of easing congestion and funding transportation are not working and that a fundamental overhaul is needed.

A key problem is the Highway Trust Fund, which generates about $50 billion annually for road, bridge and transit projects. The vast majority of this money -- about 82 percent -- goes to roads and bridges, while 15 percent goes to transit and 3 percent toward highway safety.

The fund dates from 1956 and relies on the federal gasoline tax, which has not been increased by Congress in 15 years. The tax is not indexed to inflation, so it remains steady at 18.4 cents per gallon, despite the rise in gas prices.

As the nation's transportation needs have grown, gas tax revenue has not kept up, largely because of two factors: Cars and trucks have become more fuel-efficient, and gas prices have soared, leading motorists to drive less.

The result is that the highway fund is becoming an increasingly unreliable source of transportation dollars. In the past fiscal year, the fund was taking in less revenue than it was paying out to states. It was headed for insolvency in September when Congress stepped in with an $8 billion emergency transfer from the general fund. Without that, hundreds of transportation projects underway across the country would have slowed or stopped.

Some think that the infusion is not enough to keep the highway fund afloat.

"It won't get us through the year," said John Horsley, executive director of the American Association of State Highway and Transportation Officials.

What's more, the federal deficit has grown to the point that the general fund cannot be relied upon to keep bailing out the highway fund, according to an analysis by the Government Accountability Office.

Meanwhile, the costs of maintaining the country's transportation network and expanding it to accommodate growth are soaring. Transportation spending at federal, state and local levels totals about $90 billion annually. But the nation needs to spend about $225 annually for 50 years to create a highway and transit system that can sustain economic growth, according to the nonpartisan National Surface Transportation Policy and Revenue Study Commission, chartered by Congress.

The commission recommended gradually increasing the federal gas tax to 40 cents a gallon, a move that the Bush administration and many in Congress have opposed. President-elect Barack Obama has not said whether he favors raising the tax.

Other ideas to raise revenue include expanding toll roads, increasing public-private partnerships and using congestion pricing, a system in which motorists or transit passengers pay more during peak travel periods. Another idea, which is being tried in Oregon, is to charge motorists a tax based not on the gas they buy but on the number of miles they drive.

The Clinton administration experimented with some of these initiatives, but the Bush Transportation Department has embraced them, particularly toll roads and public-private partnerships.

Under Bush, the department has been shrinking the federal role in road building and public transportation and opening the sector to private investors who assume the risks of building the projects in exchange for profits from tolls and fees.

Congressional Democrats and some Republicans, along with transit advocates, have accused the department of rationing good road transportation to those who can afford fees, tolls and taxes. In some cases, the public-private partnerships have lacked adequate protection of the public interest, according to reports by the GAO.

"We need to look at all kinds of alternatives," said William Millar, president of the American Public Transportation Association, an industry group that represents transit systems. "Tax credit bonds, public-private partnerships, tolling, user fees -- we should be looking at it not from an ideological standpoint but from a very practical standpoint. . . . There may be places even in public transit where you could charge more for certain services."

New leaders at the Transportation Department will also have to address the country's ailing intercity passenger rail network, Amtrak. A recent GAO analysis found a dysfunctional system in which the players -- Amtrak workers, freight railroads, and state and federal governments -- hold divergent views about the purpose of rail service, the federal role and appropriate funding. The GAO found a system in "poor financial shape" and hobbled by a structure "that doesn't effectively target federal funds where they provide the greatest public benefits, such as transportation congestion relief."

The new secretary also will have to quickly craft a proposal for Congress to reauthorize the nation's five-year transportation spending plan, which expires in September. The law gives $286 billion to transportation projects. Most observers say reauthorizing the same amount will not be enough, considering the country's needs. Last year, for example, the Federal Highway Administration declared 72,000 bridges, or 12 percent nationwide, to be structurally deficient.

During the campaign, Obama proposed creating a national infrastructure bank, an independent bank that would disburse $60 billion over 10 years and determine the level of federal investment based on factors such as location, project type, regional and national significance, and environmental benefits. The idea is to make more rational decisions about spending, removing some of the politics. Critics say $60 billion doesn't come close to addressing needs.

In addition, the new secretary will have to try to jump-start a stalled plan to create a state-of-the-art air traffic control system that uses satellites to allow pilots and controllers to see the exact location of an aircraft, making takeoffs and landings safer. It also would make them faster, easing delays that are plaguing air travel. The legislation, which would also reauthorize the Federal Aviation Administration for five years, is in limbo in the Senate.

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Mesa pushes light-rail oriented projects along tracks
by Gary Nelson
Nov. 25, 2008 12:56 PM
The Arizona Republic

Mesa is adding to its economic-development toolbox with a new set of guidelines for promoting the areas around its light-rail line.

The proposal would create a new land-use category in Mesa's general plan called mixed use/transit-oriented development. The City Council is likely to consider and approve the idea early next year after passage last week by the Planning and Zoning Board. Related zoning ordinances would soon follow.

It's designed to encourage dense, urban-style development near the light-rail line that opens Dec. 27. According to Mesa planning documents, "Individual developments are expected to be at least two stories in height along the transit corridor and three stories in station areas, be located close to the street, and work together to form a continuous edge along the street."

West Main Street is a far cry from that vision right now, but one project is already under way.

Site work has begun for West Main Station Village, a mixed residential-business development about a half-mile east of the Sycamore light rail station. The project will replicate part of a Southern Pacific Railroad passenger depot that used to exist in downtown Mesa.

Dennis Kavanaugh, who this year reclaimed his seat on the City Council representing southwest Mesa, said the new land-use category, and subsequent changes to Mesa's zoning code, should encourage more such projects.

"At last, at last, at last," Kavanaugh said. "We were talking about this when I left the council" in 2004.

Even then, however, it was hardly a new idea.

Phoenix passed a transit-oriented zoning law in December 2003 and Tempe followed suit in January 2005.

Since then, Tempe has seen numerous projects spring up along its portion of the light-rail line.

But while Mesa is only now getting around to an official land-use policy, the city hasn't been idle in creating a vision for its West Main Street corridor.

Late last year the city, after two years of work, adopted a West Main Street Area plan to guide development in the area over the next 20 years.

Kavanaugh said Mesa's efforts already have borne fruit.

When a charter school explored the idea of using a vacant Main Street car dealership, Kavanaugh said, the city decided it didn't fit the light-rail area concept and helped it find another spot.

While Kavanaugh said he is disappointed Mesa took so long to develop its transit-oriented ordinances, he noted the planning department has been busy with numerous big projects, most notably a revolutionary approach to planning in the Gateway area.

Once the transit-oriented plan is finally in place, Kavanaugh said, it will be a great asset.

"Make clear the kind of quality development you want," he said. "But make sure there are no barriers in there to prevent it from happening."

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Valley residents remain split over cost, effects of light rail
by Glen Creno
Nov. 26, 2008 12:00 AM
The Arizona Republic

The Valley's about-to-open light-rail system has people taking sides.

Some complain that the $1.4 billion Metro light rail is a waste of money. Others are practically counting the days until the Dec. 27 launch. Those who get riled say the money would be better spent on freeways. Others say it will deliver crime along with passengers.

Enthusiastic backers say it's a missing piece of a transportation system too dependent on driving. It will attack congestion as people ride rather than drive to work, school or entertainment spots.

Put Robert Munoz of Mesa in the split-opinion category. He lives near the end of the line and has some worries that the system will transport criminals to his neighborhood. But he also likes the idea of walking to a train and riding to Chase Field. "If my son and I get a couple of tickets, we can hit the Diamondbacks game," Munoz said. "We don't have to worry about driving, traffic or parking."

Here's what more Valley residents have to say:

The believers

Rose Reed, 49, commutes by bus from Surprise to downtown Phoenix. She transfers to another bus downtown for the final leg to work.

The last part of the trip will be replaced by light rail. She thinks the train will lessen the time of her commute. Also, she said buses can be crowded, and she hopes the train won't be jammed. Reed said she rarely uses her car for commuting. She thinks the train will help in a number of ways.

"It will be great for commuting," she said. "It will cut down on the traffic and the pollution we have here."

***

Mike Simms, 37, of Phoenix, a project manager for an environmental engineering company, said he and his wife carpool but will switch to the train. He said riding it will "virtually eliminate driving from our schedule."

Simms said he and his wife also will use the train to go to dinner or events in downtown Phoenix.

***

The train will give Skip Stephenson, 58, a way to get to the East Valley from his home in northwest Phoenix. He said he wants to shop and "see what's new there." Stephenson, a retired police department property technician, was disappointed when a rail proposal was killed by Valley voters in 1989. He said rail will reduce his driving and make it easier to explore other areas. He will drive to the Christown station after rush hour to start his trip, avoiding commuters.

"I feel the new system will help to get a number of cars off the streets and freeways and make it less congested," he said.

The doubters

Mary Beth Besler, a 50-year-old Scottsdale resident who works in downtown Phoenix, said the trains doing test runs have been causing traffic problems.

"Nobody knows where they're going," she said. Drivers stop in the streets because they don't know what the trains are doing, she said.

Bessler thinks the trains will do little to cut congestion and predicts there will be traffic jams when they break down in intersections. A former Chicago resident, she said the Valley should have gone with subways or elevated trains.

"It would have been more efficient," she said. "It's off the street."

***

Sal Navarro, 27, of Avondale, said only people who work downtown will have any use for light rail.

"It screws up traffic," he said. "It cuts off traffic lanes."

It takes him 30 minutes to drive to work near Seventh Street and Buckeye Road. Taking a bus and light rail to work, he said, would more than double his commuting time.

"You'd have to get up early when you can just turn on your car and go."

***

Hal Balough, 72, a retired engineering consultant who lives in Glendale, said he was "appalled" that the rail line has its own corridor.

He called it an "absurd waste of resources" that the train has a dedicated path rather than sharing the streets with other traffic.

The big picture: Better for the earth

Ben Withey, 26, lives in Tempe and works at a bike shop in Ahwatukee Foothills. He can't take the train to work, but he expects to use it whenever he can to get to other parts of the region. He's a rail veteran from Denver.

"It shows the city of Phoenix is committed to looking at alternatives to the car," he said. "It is just a step in the right direction environmentally. . . . Fossil fuels are a finite resource. Fuel prices are down, but they eventually will come back up."

***

William Zaffer, 60, of Scottsdale, sells manufactured homes. He says the Valley's growth will turn inward as gas prices and commuting times increase, making rail more attractive.

"We've got to reverse urban sprawl," he said. "You can't keep going further and further out. You destroy farms and habitat. You destroy the connection to nature."

The principle: A cost the public shouldn't bear

Pat Pruzinsky, a 60-year-old dental-office manager who lives in Phoenix, said she doesn't like to see her city or federal taxes go toward subsidizing light rail.

Metro expects to fund 25 percent of its operating costs with fare revenue. Pruzinsky said fares shouldn't be subsidized.

"I strongly resent what's being pushed at us. The people who use it should be paying more," she said. "People should pay the actual cost of what it takes to ride the system. Who's subsidizing your gas? Who is going to subsidize my transportation cost to get from my home to my place of employment?"

***

Ernest Munoz, 59, of Phoenix, said the money spent on rail should have been used for buses that could have been on the streets already. He lives and works in south Phoenix and doesn't think he'll use the train much. He can't understand why Metro is considering raising bus and rail fares a few months after the rail system opens.

"That rail is a joke," he said, nodding toward a train parked by the downtown Phoenix transit station. "The buses would have been a lot better."

The intangibles: 'It's something cool'

Bezuwork Kidane, 20, lives in Scottsdale and is a psychology student at Arizona State University. She recently traveled to San Francisco and rode the trolleys there. She liked the system and said it was especially effective around the city's downtown.

"It's something cool that Phoenix is doing, but there's always something different in Phoenix," she said. "I think it will bring a lot of business along the whole line."

***

The rail line runs in front of the India Plaza strip mall in Tempe. Owner Raveen Arora, 60, likes rail's potential to improve commuting and help the environment, and he's happy the construction is done.

Arora also thinks rail can unite diverse populations along its line. He said he grew up in Calcutta, India, which he described as "a community at large floating around on rails." Arora said there's something about trains that gets riders chatting and connecting.

"When you are driving, you look at the road," he said. "My concept of this is it bridges cultures."

***

Alicia Togno, 37, a dean at Phoenix School of Law, said when she and her husband moved from New York in 2006 to the historic Willo neighborhood, they wanted to replicate as much as possible the urban environment they were used to in Manhattan and Brooklyn. She bought her first car when she moved here only because she had to have one to get around.

"Having lived in New York City, it's extremely convenient to be able to go places without worrying about a car," she said. "It's very liberating to be able to use your two feet."

She also sees it having another impact. "Everything is very spread out here. . . . It makes it a closer community. It brings everyone together."

The unintended consequences: Effects on crime

Jeff Bishop, 35, lives in north-central Phoenix where the extension of the 19th Avenue section of the line heads toward his neighborhood. While some worry that light rail will bring more criminals to their neighborhood, he is worried about crime in the houses that were taken by eminent domain for the next 3-mile extension just starting.

Bishop said several houses have been "gutted" by vandals. He said the city should have razed or rented the homes.

"During the entire construction, I think we will have an increase in crime."

***

Linda Smith, 57, of Phoenix, an insurance-claims assistant, said the start of light rail will mess up the bus route she takes to work. She will have to transfer at Central Avenue, forcing her to "waste a lot of time waiting in an unsafe place." She worries the station will be a "haven" for homeless people and violent criminals.

She would have liked to see the existing transit system improved before an "ugly, unsafe and inconvenient streetcar" was built.

***

Mike Hamad, 37, of Scottsdale, owns a liquor store near the rail line in Tempe. He said the trains will bring "some low people" to Tempe, but he also likes the prospect for new business. He'll respond to transients and shoplifters as he always does.

"I call the cops, and they come and get them," he said. "I'll do the same thing (with rail). It will bring good and bad people to the neighborhood. I'm sure there will be some losses, but it will be good for business, too."

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FRIENDS OF TRANSIT, inc.
a 501 (c)(3)
P.O. Box 36916
Phoenix, AZ 85067-6916
(602) 818-1024
info@friendsoftransit.org

Know the Signs No Cars on the Tracks Never drive, park or stop your vehicle on the light rail tracks.

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Know the Signs
No Cars on the Tracks
Never drive, park or stop your vehicle on the light rail tracks.