Sedona in Motion is doing just that as the citywide traffic mitigation plan is steadily moving ahead. The Sedona City Council was updated on the progress of the projects — which in all total around $35 million — during its meeting Tuesday, Dec. 11. 

The majority of the nearly three-hour update focused on a pair of SIM projects — the Forest Road bypass and the proposed bike and pedestrian study. Other updated projects included the neighborhood connector roads, which is now at the bottom of the council’s priority list as a result of feedback from several residents.

But those still on track include slip lanes at the Y; a one-way exit out of Tlaquepaque to Portal Lane as well as the pedestrian crossing; and improved transit and traveler information signs on Interstate 17.

“This whole process has been a long time in the making,” City Manager Justin Clifton said.

“I think we’re going on three years since we started this. We’ve done a lot, had a lot of public participation but sufficed to say, while we’ve done a lot we understand there’s still a lot more to do.”

Engineering Supervisor Stephen Craver said for the Forest Road connection, a feasibility study and conceptual design has been completed.

At the direction of council, a survey was performed to identify how Uptown residents would use the connection if constructed. The survey began on Oct. 22 and closed a month later. Approximately 1,050 letters with surveys were mailed out to mailing addresses, site addresses and post office boxes. They mailed all the owners, along with the site resident if different than the owner mailing address.

The purpose of this was to not exclude any homeowner or renter from taking the survey. Each letter had a password that expired after one use to ensure only one survey per household was counted. Additionally, there are 660 residential parcels with 124 vacant parcels in Uptown. Overall, they had 334 completed surveys.

The survey findings included:

• About 78 percent of survey takers were supportive of this project, and 18 percent were not supportive.
• Survey takers were mostly either strongly supportive or strongly opposed.
• Almost 85 percent of survey takers said they would use the extension if constructed.
• Almost 74 percent of survey takers support the project even if acquisition and/or condemnation may be needed.
• Conversely, about 24 percent of survey takers did not support the project if acquisition and/or condemnation may be needed.

The Hyatt Piñon Point homeowners association has expressed opposition to the project, especially Option 3, which would cut through its tennis courts and eliminate some of the parking area. The other two options have been deemed less intrusive than the third, with both ending along State Route 89A near the U.S. post office, thus bypassing the State Routes 89A and 179 intersection and Brewer Road roundabout.

Ever since this project was proposed, the city has received pushback from the handful of residents who live along the private portion of Forest Road. Their concerns include additional traffic and noise and impact on views as well as the possibility of condemnation of some property, which the city would have to pay for. Some have said it would be used too much while others have said it would be a waste of money because it wouldn’t be used enough to justify the cost.

“The survey, as issued, we feel is flawed,” said Mac Penman, who bought a house and adjoining parcel on Forest Road in 2014.

“For example, the cover sheet that went out with the survey lists three benefits and only two impacts. And the budget is understated at $2 million to $3 million. It may cover the actual cost of design and construction but in no way comes close to the legal fees and property costs as the project is designed entirely on private property.”

Council chose to hold off on making a decision in order for staff to come back with a more detailed plan on where the roadway — which could include a 40-foot right of way with a 22-foot-wide road — would traverse. With no extra amenities like sidewalks, the cost of design, construction and land acquisition could range from $1.3 million to $1.9 million, Craver said.

“I’m going to keep an open mind until we have more information,” Mayor Sandy Moriarty said. “We do need more information to make a more reasonable decision. The SIM projects are all major ones as some entail more than others. But the projects were chosen to make a difference in the traffic situation. “To say no to any one project at this point is not what I want to do. It’s too soon. We need all of them to make a difference. That is not to say we’re going to do all of them. But if we don’t do most of them, we’re not going to make a difference.”

In terms of the bicycle and pedestrian improvements, Craver said these projects focus on improvements

that can make walking and bicycling safer, more convenient, and more comfortable. The improvements they are currently pursuing “begin the path toward a more bike-friendly and walkable Sedona.”

The improvements listed in the transportation master plan were not comprehensive, he said, and they continue to explore opportunities for improvements under this strategy. Public Works staff has worked with Community Development staff to identify early projects and focus areas. A local consultant is working on design for projects in several high priority areas.

Design was completed recently for a segment of shared use path at Sunset Park. This is scheduled to be constructed in the later part of December and January. Under this strategy, city staff is considering applying for a permit with Arizona Department of Transportation to install green lanes in West Sedona.

Although these types of improvements are in place in many state and local jurisdictions throughout the country, this would be the first application of green lanes within ADOT jurisdiction, Craver said.

“I believe we need to move forward with the creation of comprehensive bicycle and pedestrian plan,” said Doug Copp, the city’s bicycle coordinator.

“Much has changed in the city since the 1996 Sedona Urban Trails and Pathways Plan. A comprehensive plan would integrate people and places in the design of a transportation network. We need to look at all forms of bike and pedestrian infrastructure.”