CHAPTER 6 SYSTEMS DEVELOPMENT: MORE TRAVEL …...average work trip travel speeds improve 6 percent for autos and 3.5 percent for transit, and the amount of freeway traffic affected

2030 Regional Transportation Plan 6-1

CHAPTER 6 SYSTEMS DEVELOPMENT: MORE TRAVEL CHOICES

This chapter of the 2030 San Diego Regional Transportation Plan: Path-ways for the Future (RTP or the “Plan”) describes the Plan’s priorities for regional transportation infrastructure and service improvements. It includes sections on transit, highways and arterials, intercity and high-speed rail, border improvements, goods movement and intermodal facilities, aviation, and regional bikeways. (Further discussion of non-motorized alternatives is provided in Chapter 8 - Demand Management.)

The existing regional network consists of 610 miles of highways (including 13 miles of high occupancy vehicle lanes), 90 miles of regional transit service, and more than 1,000 miles of regional arterials. When imple-mented, the improvements in the 2030 RTP will develop a system of connected and free-flowing managed/high occupancy vehicle (HOV) lanes integrated with 24 new or improved high-quality regional transit services.

DEVELOPING THE 2030 RTP NETWORK

The development of the 2030 RTP started by determining the region’s needs for transit, highway, and arterial improvements to meet the travel demand of the 2030 Regional Growth Forecast Update. Labeled the Unconstrained Network, we use priorities to identify how much of the network we can build, operate, and maintain given revenue availability and flexibility. The 2030 RTP builds upon the existing transportation system in place today, the major project commitments planned or under construc-tion and closes the gap toward the ultimate network needs of the region.

The recommendations from past and current regional and corridor transportation studies are integral to the development of the Plan (see Appendix F). Since MOBILITY 2030, SANDAG completed the Independent Transit Planning Review, Escondido Rapid Bus Transit Priority Concept Study, I-15 Bus Rapid Transit Operations Report, I-805/I-5 South Corridor Study, Mid-Coast Strategic Transportation Study, and the Tribal Transportation Needs Survey. The recommendations from these studies have been considered in the Plan’s development. In July 2004, SANDAG adopted the Regional Comprehensive Plan, which has been integrated into the development of the RTP. Ongoing studies include the Coordinated Public Transit and Human Services Transportation Plan; State Routes (SRs) 75/282 Project Study Report, EIS and EIR; Short-Term Transit Parking Enhancement Strategies Study; Route 67 Project Study Report; and Los Angeles-San Diego-San Luis Obispo Rail Corridor PEIR/EIS, which are evaluating a variety of improvements and strategies to improve mobility in their specific focus areas.

CHAPTER CONTENTS

DEVELOPING THE 2030 RTP NETWORK .............................................06-1

A FOCUS ON REGIONAL PRIORITIES...........06-3

REGIONAL TRANSIT PLAN.............................6-9

EMERGING TECHNOLOGIES IN PUBLIC TRANSPORTATION...................6-24

A FLEXIBLE ROADWAY SYSTEM.................6-24

GOODS MOVEMENT AND INTERMODAL FACILITIES......................6-35

AVIATION AND GROUND ACCESS..............6-46

REGIONAL BIKEWAYS.................................6-50

THE ENHANCED SMART GROWTH LAND USE ALTERNATIVE......................6-56

PLANNING ACROSS BORDERS ....................6-59

ACTIONS ......................................................6-65

Recommendations from past and current regional and corridor trans-portation studies are integral to the development of the Plan.


6-2 2030 Regional Transportation Plan

Individual project recommendations from regional and corridor transportation studies are analyzed using criteria developed to evaluate similar categories of projects. Separate project evaluation criteria have been developed for highway corridor improvement projects, freeway-to-freeway and HOV-to-HOV connectors, regional transit services, and goods movement projects (see Technical Appendices). The relative project rankings in each of these categories are considered in the development of the Plan and in regional programming decisions.

The 2030 RTP is a high-level strategic planning document. The regional transportation improvements included in the Plan are subject to additional, more detailed engineering and environmental analyses as projects move through the development process.

Transportation Alternatives Analysis

To develop the 2030 RTP, SANDAG evaluated various transportation network alternatives to illustrate “what if” scenarios. Initially, different approaches to planning the transit network were evaluated, keeping in mind the potential shared use of the HOV/Managed Lane system. Scenarios were then evaluated at different levels of investment above the constrained revenues level of funding. The SANDAG Board directed evaluating higher levels of investment, given that traditional revenue sources in the Revenue Constrained scenario would not complete the investments in our priority corridors. The chosen level of investment for the Reasonably Expected scenario in the 2030 RTP was then further evaluated by investing the additional regional funding in a particular emphasis – for highways, transit, or balanced between the two.

The balanced approach between transit and highway investments showed the best overall benefit to the region. It provided congestion reduction in the urban core and urban fringe, while at the same time boosting transit ridership. When compared to the Revenue Constrained scenario, the average work trip travel speeds improve 6 percent for autos and 3.5 percent for transit, and the amount of freeway traffic affected by congestion during the peak period drops 25 percent. The results of the alternatives with highway or transit emphasis reflect travel improvements in one area to the detriment of the other. The balanced approach provided relief to already congested corridors around the region, such as Interstate 5 north and south, Interstate 805, and State Route 78. The balanced approach resulted in transit passenger miles going up 4.7 percent over the Revenue Constrained Scenario.

The results of the initial alternatives analysis were considered in the development of the Plan’s Reasonably Expected Revenue Network. Performance measures were evaluated for the improvements and services to individual corridors, and for their benefits systemwide. (The Technical Appendices provide more information about the analysis.)

The balanced approach between transit and highway investments showed the best overall benefit to the region.


The Plan’s Reasonably Expected Revenue Network described in this Systems Development Chapter, combined with Land Use, Systems Management, and Demand Management strategies described in other chapters, are intended to provide the best balance and benefits across all of the RTP goals – Mobility, Livability, Accessibility, Reliability, Efficiency, Sustainability, and Equity.

A FOCUS ON REGIONAL PRIORITIES

Funding for transportation is scarce, and for several decades now, has not kept up with the public’s appetite for travel and demand for transportation services. The 2030 RTP recognizes this fact and calls for pursuit of additional funding while focusing our investment on priority corridors and projects. These priorities are derived from two sources. In 2005 after the passage of the TransNet sales tax extension, the region established the Early Action Program to advance revenues and expedite high-priority improvements included in the sales tax measure. In addition to the commitment to these TransNet projects, shown in Table 6.1, SANDAG prioritized all of the planned transportation projects using adopted transportation project evaluation criteria. The priorities act as a guide to select the multimodal facilities and services that are essential to meeting the mobility and accessibility goals of the region.

Regional facilities and services connect to larger transportation systems beyond the San Diego region’s boundaries (freeways and rail networks in other parts of the state and nation) as well as to local systems of streets and roads and transit services in our communities. Freight also is moved on the regional transportation network, and requires good access and connectivity with local logistics centers and terminals to ensure the efficient transition of goods on and off of the network. The Reasonably Expected Revenue Network shown in Figure 6.1 identifies the regional highway, transit, arterial, and goods movement projects included in the 2030 RTP.

Easing the Commute

Investments in transportation capacity are a top regional priority and support growth management objectives when appropriately designed and implemented. The 2030 RTP looks into the future to deliver a new transportation vision and plan. It focuses on providing viable travel choices during peak hours when most of our traffic congestion occurs.

The 2030 RTP calls for pursuit of additional funding while focusing our investment on priority corridors and projects.



Since much of this demand is driven by the need to commute to and from work and school, the Plan looks at incentives for encouraging alternative commuter travel choices. Transportation Demand Management funding has been increased over the MOBILITY 2030 Plan to place a stronger emphasis on reducing the demand that solo drivers place on the transportation network. This includes making it more convenient, fast, and safe to ride transit, carpool, or vanpool during peak hours, or bike or walk to work or school. In our fast-paced world, saving time is a very real and powerful incentive for encouraging these more sustainable travel choices.

One of the Plan’s major objectives is to provide competitive transit travel times to major job centers, such as downtown San Diego, Sorrento Valley/Sorrento Mesa/University Towne Centre (UTC), Kearny Mesa, Palomar Airport Road, and Otay Mesa. New and improved regional transit services and Managed/HOV lanes for carpools, vanpools, and other users will improve substantially accessibility to these major regional job centers.

6-52030 Regional Transportation Plan

Table 6.1—TransNet Early Action Program Project Descriptions

EARLY ACTION PROJECT DESCRIPTION

BLUE AND ORANGE LINE TROLLEY IMPROVEMENTS

Vehicle and station upgrades to accommodate low-floor vehicles on the Blue and Orange Trolley Lines

I-5 HOV LANE EXTENSION Extend northbound HOV lane to Manchester Avenue, construct southbound HOV lane between Manchester Avenue and I-805

I-5 LOMAS SANTA FE INTERCHANGE

Reconfigure on-ramps and off-ramps, modify local circulation

I-5 NORTH COAST Complete environmental document for I-5 widening between La Jolla Village Drive and Vandegrift Boulevard

I-15 BRT STATIONS (SR 163 to SR 78)

Modify Escondido transit center, construct transit centers at Del Lago, Rancho Bernardo, Sabre Springs, and Mira Mesa

I-15 BRT STATIONS (Downtown to SR 163) & SERVICE

Construct transit centers at University Avenue and El Cajon Boulevard, modify Downtown transit centers, BRT service between Escondido and Downtown San Diego

I-15 FASTRAK® Expand Managed Lane technology between SR 163 and SR 78

I-15 MIDDLE (SR 56 to Centre City Pkwy)

Construct four Managed Lanes with fixed median barrier, add auxiliary lanes

I-15 NORTH (Centre City Pkwy to SR 78)

Construct four Managed Lanes with fixed median barrier, add auxiliary lanes

I-15 SOUTH (SR 163 to SR 56)

Construct four Managed Lanes with moveable median barrier, add auxiliary lanes

I-805 NORTH (SR 52 to I-5)

Complete environmental document for I-805 widening

I-805 MIDDLE (SR 94 to SR 52)


I-805 SOUTH (SR 905 to SR 94)


MID-CITY RAPID BUS Design and operate Rapid Bus service between San Diego State University (SDSU) and Downtown San Diego along El Cajon and Park Boulevards

MID-COAST Construct and operate LRT service between Old Town transit center, University of California at San Diego (UCSD), and University Towne Centre (UTC)

OTAY BRT BRT service between Otay Mesa and Downtown San Diego

SPRINTER Oceanside to Escondido Rail

SR 52 (SR 125 to SR 67)

Complete environmental document for SR 52 Managed Lanes

SR 52 WESTBOUND TRUCK LANE

Extend general purpose lane from 1.4 miles east of Santo Road to I-15

SR 52 MANAGED LANES (I-805 to SR 125)

Construct two Managed Lanes

SR 76 (Melrose to Mission Road)

Widen from two lanes to four lanes

SR 76 (Mission to I-15)

Widen from two lanes to four lanes

SR 76 ENVIRONMENTAL ENHANCEMENT

Environmental enhancements for SR 76 widening

SUPER LOOP High-frequency circulator route in University City serving UCSD and UTC

P A C I F I C O C E A N


CampPendleton

76

1-D

905 115

125

54

805

805

8055

5

5

282

163

94

675252

15

56

78

78

78

76

67

8

8

15

125

125

75

94

15

52

San Diego Region

MAP AREA

Figure 6.1

2030 REASONABLYEXPECTED REVENUE

NETWORKNovember 2007

Managed/HOV Lanes

General Purpose/Toll Lanes

Freeway Connectors

HOV/BRT Connectors

Additional Freight Projects

0 3 6

0 4.83 9.6

MILES

KILOMETERS

Transit/Rail

Oceanside

Carlsbad

Encinitas

Del Mar

Solana Beach

Poway

SanDiego

Coronado

ImperialBeach

LemonGrove

LaMesa

Santee

El Cajon

Escondido

Vista

SanMarcos

ChulaVista

Tijuana, B.C.

UNITED STATES

MEXICO

NationalCity

County of San Diego

Camp Pendleton

OrangeCounty

0 3 6

MILES

RiversideCounty

San DiegoCounty

NorthernExtent

5

241



REGIONAL TRANSIT PLAN

The 2030 RTP envisions a regional transit system that is the first choice for many of our trips. The long-range transit vision calls for a network of fast, flexible, reliable, safe, and convenient transit services that connect our homes to the region’s major employment centers and major destinations. This vision was first developed in 2001 when SANDAG, Metropolitan Transit System (MTS), and North Country Transit District (NCTD) adopted the Regional Transit Vision, setting in place the framework for transit improvements in MOBILITY 2030 in 2003 and now in the 2030 RTP.

Independent Transit Planning Review

In refining the current Regional Transit Plan, an Independent Transit Planning Review (ITPR) of the transit element of MOBILITY 2030 was used as input. The ITPR resulted from the passage of the TransNet Extension in 2004, which included a commitment to conduct an independent assessment to help determine the most cost-effective and cost-efficient service and infrastructure plan for the region. This review process included the formation of a peer review panel of transit and land use experts from across North America, and a consultant team that conducted the technical studies. The ITPR was completed in June 2006 when the SANDAG Board of Directors accepted the ITPR report for planning purposes for the preparation of the 2030 RTP. The final ITPR report was issued in December 2006.

The key recommendations from the ITPR panel are summarized below, along with a discussion on how they were used in the development of the 2030 Regional Transit Plan (Table 6.2).

Transit Market Research

The Regional Transit Plan is based in part on private-sector market research conducted in 2000 by the Metropolitan Transit Development Board (MTDB) and NCTD that identified the critical attitudes and preferences that influence San Diegans’ daily travel choices. Daily travel needs may include commuting to work or school, shopping for food, clothing, or services, or traveling to the movies or to visit friends. The type and timing of a trip and a variety of other factors influence our decision to travel by transit or private automobile. For instance, if we’re taking our kids to the movies, we are probably more likely to drive a car, because of the size of our party and because parking is free at the theater. We may be more likely to take transit to work, if we are traveling at a time when the freeways are most congested, our transit trip is convenient, and we have to pay to park at our work site.

The long-range transit plan calls for a network of fast, flexible, reliable, safe, and convenient transit services that connect our homes to the region’s major employment centers and major destinations.



Table 6.2—ITPR Transit Planning Recommendations

ITPR Recommendation 2030 RTP Response

The transit planning approach should be a top-down effort, starting with creating a good system plan.

The RTP is a comprehensive regional vision for transit based on a network of rail, bus rapid transit (BRT), arterial rapid bus, and local bus services working together as a system to address a wide range of travel needs.

Use of corridor or sub-area transit mode share goals are a more effective strategy than a single regional mode share goal.

Specific corridor mode share goals that are tied to the transit investments planned for these corridors are included in this 2030 RTP.

The preponderance of transit funding should be applied to corridors that serve higher concentrations of transit riders.

This plan puts a greater emphasis on serving the region’s urban core areas and smart growth areas where land use densities and urban design are conducive to transit. For example, 21 of the 24 new or improved transit services in the Reasonably Expected Scenario serve the region’s urban core area.

Transit investments can help steer growth into smart growth centers/corridors; highway investment should support transit services by developing HOV and other high occupancy facilities that benefit public transit.

The adoption of the Regional Comprehensive Plan has enabled an integration of land use and transit planning; the Smart Growth Concept Map and 2030 RTP were developed in a joint planning effort to ensure that both plans are supportive of one another.

Downtown San Diego is a key to the success of the regional transit system.

As part of the urban core focus, downtown represents one of the key areas where significant improvements are planned for rail, BRT, arterial rapid, and local bus services. For example, 18 of the 24 new or improved transit services in the Reasonably Expected Scenario serve the Downtown San Diego area.

The priority for major transit capital investment should not be directed toward the Managed Lanes corridors, but consideration should be given to exploiting the potential of managed lanes for transit.

While Managed Lanes facilities represent an important part of the overall 2030 RTP network, including development of freeway-based BRT services, most of the RTP transit service improvements occur outside the freeway corridors with local bus, arterial rapid bus, and rail services.

Evaluate various service options for Managed Lanes BRT operations, including dedication of lanes to transit, creation of separate transit guideways, and two-lane versus four-lane facilities.

A number of alternative Managed Lanes scenarios were evaluated and documented in a December 2006 Transportation Committee report. The 2030 RTP reflects the current multimodal strategy continues to be the optimal scenario for meeting both transit and highway travel needs within those corridors.

More emphasis should be placed on exclusive bus corridors/busways rather than fitting them into highway corridors.

Two transit guideway projects are included in the RTP based on their potential cost-effectiveness in providing for high-speed travel for BRT, Rapid Bus, and local bus services: the Downtown to Kearny Mesa corridor and the University City/Sorrento Mesa area. Feasibility studies will be needed to evaluate routing alignment options and develop more detailed cost estimates.

Upgrade local services incrementally toward achieving BRT service in arterial corridors, not just highway corridors.

The RTP acknowledges there are various levels of BRT services that can be upgraded over time. The Regional Transit Plan provides a significant investment in upgrading local bus service frequencies and developing a system of low capital cost arterial rapid services that would offer higher-speed services for longer distance tripmaking through use of limited stops and transit priority measures. Arterial rapid services could evolve into full BRT services with additional capital investment over time. An example of this is the Mid-City Rapid Bus service, which is scheduled for initial implementation as an Arterial Rapid transit service, but is expected to be upgraded to full BRT service by 2030.

Recognize that corridors can include several types of BRT. The freeway BRT corridors would have both all-day, all-stop trunk service, along with peak-period limited stop service aimed at providing one-seat rides in high demand corridors connecting to key regional employment centers.


By segmenting the travel market, it is possible to identify potential system changes, which can influence ridership of different groups. For example, increasing transit speeds may attract persons who want to get to their destinations as quickly as they can, while improving the look and feel of transit vehicles may attract those who prefer a more comfortable travel experience over a faster ride.

In preparing updates to their transit plans, MTDB and NCTD undertook extensive surveys of residents from all parts of the region. Conducted in spring 2000, the surveys were used to better understand the different travel markets in the region and the attributes and sensitivities that are part of a person’s decision on the mode he or she chooses for making a trip.

Market research, trip movement analysis, and input from local jurisdictions were used to develop four transit service concepts. Each transit service concept accommodates distinct market needs and together, provides a network of complementary services to the region.

Regional Yellow Car services provide the fastest type of service and are designed to serve longer-distance regional trip making. Yellow Car services would need a high level of transit priority treatments in order to maintain high travel speeds, and would have limited station stops.

Corridor-level Red Car services provide rapid, very frequent transit services along the region’s major travel corridors, serving medium-distanced trip making. Extensive use of transit priority measures plays an important role to allow bypass of congested segments. Stops would be more frequent than Yellow Car services, but still have a wider average spacing than Blue Car services in order to facilitate higher speed travel.

Blue Car services provide for shorter-distanced tripmaking with frequent stops. While the nature of these services means a lower average travel speeds than the Yellow and Red Car service concepts, use of spot transit priority measures would be advantageous in areas with severe congestion.

Green Car services are local shuttles that circulate through local communities and employment centers to connect people to and from their homes and work sites and Yellow and Red Car services.

Link with Transit Agency Plans

In 2006 MTS completed the Comprehensive Operational Analysis (COA) to restructure metropolitan area transit services to better address current travel patterns and markets. The goals are to improve the attractiveness and effectiveness of bus and trolley services and achieve long-term financial sustainability through increased ridership and productivity. The COA also set a goal of establishing headways of 15 minute all-day service on routes in key corridors within the urban core. The system changes and the headway goals are incorporated into the 2030 RTP.

Increasing transit speeds may attract persons who want to get to their destinations as quickly as they can, while improving the look and feel of transit vehicles may attract those who prefer a more comfortable travel experience over a faster ride.

In 2006 MTS completed the Compre-hensive Operational Analysis (COA) to restructure metropolitan area transit services to better address current travel patterns and markets.



In 2006 NCTD began the North County Transit Plan, a detailed effort to coordinate BREEZE bus services with the start-up of SPRINTER rail service in December 2007. These system changes and headway goals along major North County corridors also are incorporated into the 2030 RTP.

Regional Transit Plan Elements

Based on input from the Independent Transit Planning Review, transit market research, and the MTS/NCTD short-range transit plans, a number of key elements were identified to guide the development of the Regional Transit Plan. The aim is the development of a strong system design that, combined with strong transit/land use integration, seeks to maximize the role public transportation can play in addressing regional mobility needs. Key elements of the transit system plan include:

Transit Priority Measures: In order for transit to offer competitive travel times with the automobile and ensure transit trip reliability, the plan puts a strong investment in transit priority measures to bypass congested arterial and freeway segments. When used on a corridor-wide basis, the use of transit priority measures also can reduce operating costs, leading to a more cost-efficient system. The types of transit priority measures used by transit service type are discussed in the next section.

Transit Service Types: The transit plan builds off the existing investment in rail and bus services, introduces new products (Bus Rapid Transit and Arterial Rapid), and upgrades the rail network and local bus services in order to provide a range of products designed to serve the different travel needs in the region. Using the transit service concepts developed as part of the transit market research discussed above, there are four groups of fixed-route transit service modes that are included in the RTP transit plan:

— Commuter Rail and Bus Rapid Transit (BRT) services facilitate long-distance trip-making based on the Yellow Car service concept. High operating speeds are achieved by long station spacing (4-5 miles on average for BRT) and dedicated rights-of-way for transit that bypass congested areas. Dedicated rights-of-way for BRT services include taking advantage of freeway Managed Lanes/HOV facilities (managed to ensure free-flow travel for transit), along with dedicated transit guideways in key high volume transit travel corridors where Managed Lanes/HOV facilities are not planned. All-day, all-stop trunk BRT services are complemented with peak-period commuter express services designed to provide very limited stop, “one-seat ride” connections to key regional employment centers. Capital improvements, including the completion of Coastal rail double-tracking, are key to adding additional commuter rail service.

Aim of the RTP is the development of a strong system design that, combined with strong transit/land use integration, seeks to maximize the role public transportation can play in addressing regional mobility needs.


— Light Rail and Arterial Rapid Bus services facilitate medium distance tripmaking based on the Red Car service concept. Station spacing is three-quarters to one mile on average and a variety of transit priority measure strategies are used to maximize operating speeds. Light rail often may operate in dedicated rights-of-way or along arterial streets with block signaling or other signal treatments. Arterial Rapid Bus services provide higher-speed alternatives to local bus services in high volume arterial corridors and utilize a range of lower-capital cost signal priority treatments, short segments of transit-only lanes, and limited station stops to achieve faster travel times. Arterial Rapid services can be upgraded to BRT over time through use of dedicated transit lanes to bypass congested arterial segments.

— Local Bus services facilitate shorter-distance tripmaking within our communities with frequent station spacing based on the Blue Car service concept. Local Bus services serve as the backbone of the transit system that provides the primary access into communities where fixed-route services are warranted.

— Shuttle Bus services are designed to provide intra community circulation based on the Green Car service concept. The success of these types of service is premised on high service frequencies and strong demand for both intra community trip making and distributors for Commuter Rail, Bus Rapid Transit, Light Rail, and Arterial Rapid services in regional employment centers and high density residential/commercial areas.

Transit Experience: In order to attract new market segments to public transportation, the customer experience must be considered. Factors ranging from transit access (e.g., ability to safely cross a streets, station amenities, real-time information) to vehicle design (e.g., interior design, seat availability and comfort, WiFi connections) play a key role in a person’s decision on whether to choose transit. The plan factors in capital and operating cost resources to implement a high quality transit product.

Urban Core Focus: The plan also showcases the integration of public transportation and local land uses, a central theme of the 2030 RTP. Transit investments are focused in the urban core areas where the greatest population densities and the highest concentration of smart growth land uses either already exist or are planned. In suburban areas, investments are made in the more developed corridors and where smart growth projects also are planned for the future. In both cases, transit is integrated into communities that are pedestrian-friendly and serve as pleasant wait environments for transit customers.

Rail Network Investment: The plan commits resources for both the rehabilitation and expansion of the current light rail and commuter rail system.

Transit investments are focused in the urban core areas where the greatest population densities and the highest concentration of smart growth land uses either already exist or are planned.



Senior and Human Service Transportation: As our population ages, the percentage of persons 60 years and older is forecast to more than double between now and 2030. The plan places increased attention on transportation for seniors, along with services for persons with limited means and individuals with disabilities that are coordinated with conventional fixed-route services.

Implementing the Regional Transit Plan: The Reasonably Expected Transit Network

Because there are insufficient resources to implement the full Regional Transit Plan developed as part of the Unconstrained Network, a subset of priority services were developed as the Reasonably Expected Transit Network. These priorities are based on project rankings established in collaboration with MTS and NCTD and using project evaluation criteria approved by the SANDAG Board. The Reasonably Expected Transit Network is shown in Figure 6.2 and outlined in Table 6.3. Highlights from this plan include:

Investments in Existing Transit System Improvements. Significant changes have been made to both the MTS and NCTD systems in recent years that have resulted in improved system cost-effectiveness and service levels in the urban core areas that have strong transit-supportive land uses. Additional investment is included in the Transit Plan to bring existing bus services in key travel corridors up to the service goal of 15 minute or better all-day service frequencies. In addition, the plan includes significant capital investment to rehabilitate and expand the carrying capacity of the existing Commuter Rail and Light Rail network.

TransNet Early Action Program. MTS, NCTD, and SANDAG have worked cooperatively to develop a number of short-range transit projects that will put the initial phases of the plan on the street for people to experience first hand. These early action projects are expected to be implemented over the next three to five years, and include the UTC/UCSD Super Loop shuttle, South Bay and I-15 BRT projects, and Mid-Coast LRT.1 These projects will play close attention to customer amenities, demonstrate the integration of transit and land use policies, and help build public support for future investments.

While the planning continues for the I-15 BRT through Mid-City, cross-over centerline stations are no longer possible due to operational safety issues. SANDAG, Caltrans, and the City Heights community will be developing a design for bus rapid transit stations in conjunction with community planning for transit oriented development, with a goal of implementation in coordination with the startup of I-15 BRT service in 2012.

1 Light rail transit (LRT) is the currently adopted Locally Preferred Alternative (LPA) for the

Mid-Coast corridor. The 2004 TransNet measure assumes LRT in the corridor unless federal funding cannot be secured.

Additional investment is included in the Transit Plan to bring existing bus services in key travel corridors up to the service goal of 15 minute or better all-day service frequencies.



Oceanside

Carlsbad

Encinitas

Del Mar

Solana Beach

Poway

SanDiego

Coronado

ImperialBeach

LemonGrove

LaMesa

Santee

El Cajon

Escondido

Vista

San Marcos

ChulaVista

Tijuana, B.C.

UNITED STATES

MEXICO

NationalCity

County of San Diego

Camp Pendleton

MAP AREA

Figure 6.2

2030TRANSIT NETWORK

(With Route Numbers)

November 2007

0 3 6

0 4.83 9.6

MILES

KILOMETERS

Light Rail/Commuter Rail

Bus Rapid Transit

Rapid Bus

76

1-D

90511

5

125

54

805

805

8055

5

5

282

163

94

675252

15

56

78

78

78

76

67

8

8

15

125

125

75

94

15

52

399

399

398

398

398570

510

611

610628

520

610680

210610

680

210

530

470610

530

634

10

120

120

640

628680

11

11

90

472

399

30

41

2 955

472

510

530

470

350



Table 6.3—New or Improved Transit Routes

SEQ. # DESCRIPTION PEAK

HEADWAY (minutes)

OFF-PEAK HEADWAY (minutes)

634 UCSD/UTC Super Loop 10 15

350 Escondido Rapid Bus 10 10

510 Increase in Existing Blue Line Trolley Service (current headways 7½/15) 7½ 7½

611 Mid-City Rapid Bus from SDSU to Downtown San Diego via El Cajon Boulevard and Park Boulevard

10 10

530 Increase in Existing Green Line Trolley Service (current headways 15/15) 7½ 7½

610 Escondido to Downtown San Diego via I-15/ SR 94* 10 15

680 Otay Mesa to Sorrento Mesa via I-805/I-15/SR 52 10 15

628 Otay Mesa to Downtown San Diego via I-805/SR 94 10 15

398 Increase in Existing COASTER Service (current headways 36/120)** 20 60

520 Increase in Existing Orange Line Trolley Service (current headways 15/15-30) 7½ 15

570 Mid-Coast Trolley from Downtown San Diego to Sorrento Mesa 7½ 7½

399 Increase in SPRINTER Rail Service (opening headways 30/30) 15 15

470 Riverside County to UTC/UCSD via Mira Mesa Boulevard (and via Carroll Canyon after 2020)***

10-30 15-60

120 Kearny Mesa to Downtown San Diego via 4th/5th/SR 163 Corridor Guideway 10 10

640 San Ysidro to Downtown San Diego and Kearny Mesa via I-5 and 4th/5th/SR 163 Corridor Guideway

7½ 7½

10 La Mesa to Old Town via University Avenue 10 10

90 El Cajon to Downtown San Diego via SR 125 & SR 94 10 10

11 SDSU to Downtown San Diego and Spring Valley via Adams, 1st Street, and Logan

15 15

210 Mira Mesa to Downtown San Diego via I-15 and SR 94 10 15

2 North Park to Downtown San Diego via 30th Street and Broadway 10 10

30 UTC to Downtown San Diego via La Jolla Village Drive, La Jolla Boulevard, Grand Avenue, and I-5

10 10

955 SDSU to National City via 54th Street, Euclid Avenue, and Main Street 10 10

41 Fashion Valley to UTC/UCSD via SR 163, Genesee Avenue, and La Jolla Village Drive

10 10

472 Oceanside to UTC via El Camino Real and I-5 10 10

* I-15 BRT services includes all-day core service (Route 610) and peak period express services (Routes 607 and 608) ** average headways *** peak headways at 10 minutes to Escondido and 30 minutes to Riverside County; off peak headways at 30 minutes to

Escondido and 60 minutes to Riverside County



Transit Guideways. Two transit guideway projects are included: Downtown San Diego to Kearny Mesa guideway via the 4th/5th/6th/SR 163 corridor and University City-Sorrento Mesa guideway. While both guideways show strong benefits in terms of ridership and travel time benefits, feasibility studies will be needed to assess alignments, stations, environmental/community issues, and capital costs.

Regional Rail Grade Separations. Many of the new or improved transit services in the Transit Plan use regional arterials and traverse the street network. As transit service frequency is increased over time, it will become important to examine the need for rail grade separations at critical intersections throughout the region. The 2030 RTP includes $671 million for regional rail grade separations, which will be allocated to prioritized intersections according to the SANDAG Board approved criteria. The regional rail grade separations criteria were developed in coordination with SANDAG, the transit agencies, and local jurisdictions. The $671 million is intended to fund those top priority projects as determined through this regional evaluation. However, if grade separations are required in order to add rail service, funds have been dedicated to specific projects. For example, grade separations along the Blue Line Trolley in Chula Vista and key intersections along the SPRINTER corridor have been funded as part of that particular transit project.

Transit Station and Parking Improvements. Providing transit station improvements as well as adequate parking at existing and future major transit stations is essential to the success of the Plan. The 2030 RTP includes nearly $604 million for improvements to existing commuter and light rail stations as well as for new transit stations. Proposed improvements include real-time information displays, customer waiting areas, and other features that integrate transit stations into community centers. An additional $735 million is allocated for parking facilities at major transit stations.

Freeway Shoulder Use. Many of the Plan’s new BRT services ultimately take advantage of the Managed Lane/HOV network proposed in the 2030 RTP. However, for the newer transit services that are moving ahead of the completion of Managed Lane/HOV facilities, the Plan assumes that these services would operate on freeway shoulder lanes on a limited basis during congested periods. Limited use of freeway shoulder lanes would allow transit services to bypass traffic bottlenecks and provide competitive travel times. Since 2005, the Buses on Shoulders Demonstration Project has been operating successfully along Interstate 805 and State Route 52. SANDAG, Caltrans, and MTS are pursuing legislation to continue the demonstration project and to expand the project to include other freeway shoulder lanes throughout the county.

The 2030 RTP includes $671 million for regional rail grade separations.

The 2030 RTP includes $1.3 billion for improvements to existing stations serving the COASTER and Trolley and for new Yellow and Red Car stations. Improvements include parking structures, real-time information displays, and other customer features.


Transit Priority Measures and Enhancements. As noted above, key elements of the Plan are a variety of arterial transit priority treatments such as signal priority and queue jumps that improve transit speeds within a mixed-flow travel environment without the need for dedicated transit lanes. Along with priority measures, arterial transit stations will improve with added amenities such as real-time “next bus” information signs, enhanced shelters and benches, and unique station branding. The lower capital costs for these priority measures offer a more cost-effective solution to improving transit in arterial corridors than the higher cost dedicated facilities for BRT service. These enhancements also will benefit local transit services. The 2030 RTP includes $250 million for these improvements.

Senior and Human Service Transportation. SANDAG annually develops a Coordinated Public Transit – Human Services Transportation Plan to coordinate fixed route transit service, Americans with Disabilities Act (ADA) service, community-based, non-profit and private services. Where the 2030 RTP provides a broad framework for these services, the Coordinated Plan provides the specific implementation strategies to guide these investments.

For fixed-route transit services, ADA requires that all transit vehicles have wheelchair lifts and other equipment to make them accessible to persons with disabilities. In addition, transit operators must provide a complementary service for those persons who, because of their disabilities, are unable to travel to the transit station. In compliance with federal and state regulations, all transit vehicles in the region are equipped with lifts and other accessibility features. A complementary paratransit system also is in place, providing curb-to-curb services to those who are ADA certified eligible. In addition to increases in existing fixed route transit services, the 2030 RTP calls for the ADA service budget to increase by 3 percent per year, equivalent to the average annual rate of growth of persons 60 years and older in the region.

The TransNet Senior Mini-Grant Program includes $1 million annually beginning in FY 2009 for specialized transportation services for seniors, based on a competitive process. Eligible projects would include local shuttles, volunteer driver programs, nutrition programs, taxi vouchers, and hospital transportation services. The 2030 RTP calls for funding to increase to $5 million annually for this program.



Coastal Rail Improvement Program

Our coastal rail corridor, a predominantly single-track railway, is shared by commuter and intercity passenger and freight rail services. On an annual basis, more than 4.5 million commuters ride COASTER trains south or Metrolink trains north from Oceanside using the coastal rail corridor. The corridor is part of Amtrak’s second busiest intercity rail corridor nationwide (carrying another 2.7 million annual passengers), and also is served by Burlington Northern Santa Fe freight rail services. Facing shared challenges, the 2030 RTP targets critical improvements in areas that will benefit all users of the coastal rail corridor, including future increases in both passenger and freight services.

The Plan includes substantial improvements to the corridor, including the completion of double tracking the rail line between Orange County and Downtown San Diego and tunnels at Del Mar and University City. Tunnel studies will be conditional upon appropriate environmental impact and alternative analyses. Station improvements include parking structures at most stations, as well as real-time information and other improvements. The feasibility of a seasonal platform at the Del Mar Racetrack also will be assessed. The state of rail bridges is a critical issue for the corridor and one focus of this plan is to replace aging single-track timber trestle bridges with modern double-tracked structures.

This corridor also is a priority for the State of California. For nearly 30 years, the State has supported Pacific Surfliner services both with capital and operating assistance. During this period, 87 percent of capital funding has been contributed by state and federal sources. These have resulted in faster, more frequent and convenient service, improved stations, and increased ridership through the coastal corridor.

Amtrak’s intercity passenger rail network connects the region to the rest of the nation with stations at Downtown San Diego, Solana Beach, and Oceanside. Our region is part of Amtrak’s Pacific Surfliner Corridor, a 351-mile corridor that stretches between San Diego to Los Angeles to San Luis Obispo. Two-thirds of the 2.7 million annual Amtrak passengers use the region’s three intercity stations. Figure 6.3 displays the Southern California intercity rail network.

The Los Angeles-San Diego-San Luis Obispo (LOSSAN) Rail Corridor Agency coordinates planning and programming on the coastal rail line. SANDAG, MTS, and NCTD are voting members of LOSSAN along with regional transportation and planning agencies in Orange, Los Angeles, Ventura, Santa Barbara, and San Luis Obispo Counties. LOSSAN sets priorities for improvements in the corridor that will increase the capacity of the rail line and the reliability of service. NCTD is the owner of the railway between the Orange County line and the southern limits of the City of Del Mar. MTS owns the railway south to the Santa Fe Depot in the City of San Diego. NCTD operates and maintains the entire San Diego County portion of the LOSSAN corridor.

The 2030 RTP includes substantial improvements to the coastal rail corridor, including the completion of double tracking the rail line between Orange County and Downtown San Diego.

Our coastal rail corridor, a predom-inantly single-track railway, is shared by commuter and intercity passenger and freight rail services. Facing shared challenges, the 2030 RTP targets critical improvements in areas that will benefit all users of the coastal rail corridor.

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In 2004 Caltrans finalized the LOSSAN Strategic Business Plan, a program of rail priority projects from Los Angeles to San Diego. This document was the precursor to the LOSSAN Corridor Programmatic Environmental Impact Report/Environmental Impact Statement (PEIR/EIS), finalized in 2007. It is the intent of SANDAG and other corridor rail agencies to use this docu-ment as the long-range rail plan to make improvements or conduct project-specific environmental work and alternatives analysis in areas where a preferred alignment has not been chosen.

High-Speed Rail Services

The California High-Speed Rail Authority (Authority) was created by the California Legislature in 1996 to develop a plan for the construction, operation, and financing of a statewide, intercity high-speed passenger rail system. The Authority has developed plans for an 800-mile system, which consists of five corridors connecting the major metropolitan areas of the state. Trains could reach speeds in excess of 200 miles per hour in more rural areas on a dedicated, fully grade-separated system, making it possible to travel from San Diego to San Francisco in under four hours, according to preliminary travel time analyses.

The San Diego region would be connected to the proposed high-speed rail system by two potential corridors—the Inland Corridor and the Coastal Corridor. The Inland Corridor (Los Angeles to San Diego via Riverside County) stretches from the Los Angeles area through the Riverside and Temecula areas to downtown San Diego via Interstate 15. The Coastal Corridor (Los Angeles to San Diego via Orange County) stretches from the Los Angeles area through Orange County and terminates at Anaheim. Existing commuter and intercity passenger rail services would feed into the high-speed rail network at this point.

A programmatic environmental impact report/environmental impact statement for the proposed statewide high-speed rail network was certified by the Authority in November 2005. Current law states that a $9.95 billion bond measure will be on the November 2008 California ballot, to fund the Bay Area to Los Angeles segment of the proposed plan. As preliminary engineering work continues on all corridors, SANDAG has dedicated $100 million in the 2030 RTP to match state and federal funds for high-speed passenger rail service along the I-15 corridor.

The Riverside County Transportation Commission (RCTC) completed a feasibility study in 2007 of proposed commuter rail service to Downtown San Diego along I-15. This proposed commuter service would use the alignment proposed by the Authority and would either use (1) existing commuter rail equipment or (2) high-speed commuter equipment and share the facility with the high-speed intercity service. RCTC decided not to pursue this service at this time.

High-speed rail trains could reach speeds in excess of 200 miles per hour in more rural areas on a dedicated, fully-grade-separated system, making it possible to travel from San Diego to San Francisco in under four hours.



EMERGING TECHNOLOGIES IN PUBLIC TRANSPORTATION

In January 2007 the SANDAG Transportation Committee discussed a White Paper on Emerging Technologies in Transportation. The paper reviewed a number of emerging technologies that are designed to add capacity to our transportation system, including magnetic levitation (Maglev), personal rapid transit and group rapid transit, and other conceptual systems. Many are high-speed, grade-separated systems that offer alternatives to our traditional modes of public transportation.

In FY 2006 SANDAG studied the possibility of a Maglev system along an East-West corridor between downtown San Diego and a possible future airport site in Imperial County. The study found that this system would be feasible but noted lack of operational experience, particularly in mountainous terrain and through long tunnels. Fares were expected to cover the operations and maintenance costs. Capital costs ranged from $15.2 billion to $18.2 billion for alignments that ranged from 79 miles to 98 miles in length (more information is found in Appendix F).

Pending a change in federal funding legislation, SANDAG also plans to study the potential for Maglev in a north-south corridor that could connect to a Maglev system that is currently planned by the Southern California Association of Governments (SCAG). This will be part of SANDAG’s proposed Air-Rail Network Study to address both airport capacity and rail connections and how high-speed rail can help alleviate short-haul airport demand. The study is proposed to conclude in FY 2010.

A FLEXIBLE ROADWAY SYSTEM

Roadways in the region serve multiple purposes and accommodate different types of travel. They accommodate transit vehicles, automobiles, movement of freight, and bicycles. The local streets and arterials connecting our communities are typically used for shorter trips, while the region’s highways link our homes with major job and activity centers and accommodate our longer trip needs. The 2030 RTP recognizes that improvements and capacity enhancements are needed to improve mobility on our highways and regional arterial networks, especially where transit and other alternatives are not as feasible as they are in the region’s more urbanized areas.

The Plan’s 2030 vision is for a flexible highway system in which the same lanes used by transit also are utilized by carpools, vanpools, and fee-paying patrons (similar to FasTrak® where fees fund transit services in the I-15 corridor). As shown in Figure 6.4, the 2030 RTP includes an extensive network of Managed/HOV lanes which are critical to many of the Plan’s regional transit services.

The Plan’s 2030 vision is for a flexible highway system in which the same lanes used by transit also are utilized by carpools, vanpools, and fee-paying patrons.

SANDAG has proposed an Air-Rail Network that will address both airport capacity and rail connec-tions and how high-speed rail can help alleviate short-haul airport demand.



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Figure 6.4

2030HIGHWAY NETWORK

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The Managed/HOV lanes operate at free-flow speeds, provide a quicker ride to high occupancy vehicles, and several of them also serve solo drivers who want to pay a fee to save time. Table 6.4 summarizes the major capital improvements included in the 2030 RTP. Highway and regional arterial improvements in the Plan are integrated and coordinated to support as well as complement the expanded transit system.

Completing Regional Highways

The 2030 RTP includes the funding to maintain and preserve the existing highway system (see Chapter 4 – Financial Strategies). Improving the efficiency of the regional transportation system also is one of the Plan’s priorities, and Systems Management and Demand Management strategies are discussed in detail in Chapters 7 and 8.

After these basic needs, the Plan’s priorities are completing missing links in the regional highway system and developing a Managed Lane/HOV network that will serve multiple modes. The Plan will complete highways such as SR 52 in Santee, and State Routes 11, 125, and 905 serving the South Bay and our border with Mexico. These same facilities serve both commuter and freight travel in the region. Two new freeway-to-freeway connections will be completed along Interstate 5 at its junctions with State Routes 56 and 78, and the interim connectors at State Routes 94/125 will be replaced with a full facility. Highway capital improvements make up about $12 billion of the Plan.

The Managed Lane/HOV Network

Unlike neighboring Orange and Los Angeles Counties to the north, the San Diego region lacks an HOV network on our regional highways. Currently, about 13 miles of mainline HOV facilities exist on portions of Interstates 5, 15, and 805. The 2030 RTP will develop a robust Managed Lane /HOV network that includes major four-lane managed facilities on Interstates 5, 15, and 805 and HOV facilities on State Routes 52, 78, 94, and 125 (totaling more than 200 mainline miles). The managed lane facilities on Interstates 5 and 805 are modeled after the I-15 Managed Lanes project.

The I-15 model showcases the integration of transit and roadways into a flexible transportation system for the corridor. Currently under construc-tion, the I-15 Managed Lanes will create a 20-mile managed lane facility between State Routes 163 and 78. When completed, it will feature a four-lane HOV facility with a movable barrier (similar to the movable barriers on the San Diego-Coronado Bridge), multiple access points to the regular highway lanes, and direct access ramps for buses and other high occupancy vehicles. A high frequency rapid bus system would operate in these lanes, connecting North County areas to job centers at Sorrento Valley/Sorrento Mesa/UTC and downtown San Diego.

The Plan will complete highways such as SR 52 to Santee, and State Routes 11, 125, and 905 serving the South Bay and our border with Mexico.



Table 6.4—Major Capital Improvements – Reasonably Expected Revenue Scenario

Transit Facilities Cost ($ millions)

SPRINTER Rail $484 Mid-Coast Light Rail $1,008 Downtown to Kearny Mesa Guideway $660 Sorrento Mesa Guideway $450 Transit Parking Structures $735 SPRINTER Rail Double Tracking and Westfield NC Fair Extension $669 Coastal Rail Double Tracking and Other Improvements $1,350 Coastal Rail Tunnels (Del Mar and UTC) $1,004 Regional Rail Grade Separations $671 Local Share for I-15 High Speed Rail $100 Improved/New Major Transit Stations and Centers $603 Transit Priority Measures/Enhancements $250 Vehicles for New Services $489 Arterial BRT Transit Priority Improvements $395

Subtotal $8,868

HOV and Managed Lane Facilities

Freeway From To Existing Improvements

I-5 SR 905 SR 54 8F 8F + 2HOV $202

I-5 SR 54 I-8 8F 8F + 2HOV $934

I-5 I-8 La Jolla Village Dr. 8F/10F 8F/10F + 2HOV $200

I-5 La Jolla Village Dr. I-5/I-805 Merge 8F/14F 8F/14F + 2HOV/ $160

I-5 I-5/I-805 Merge Vandegrift Blvd. 8F/14F 8F/14F+ 4ML $2,740

I-15**** SR 94 SR 163 6F/8F 8F + 2HOV $265

I-15 SR 163 SR 56 8F + 2ML (R) 10F + 4ML/MB $414

I-15 SR 56 Centre City Pkwy. 8F 10F + 4ML/MB $427

I-15 Centre City Pkwy. SR 78 8F 8F + 4ML $210

SR 52 I-805 SR 125 4F/6F 6F + 2ML(R) $330

SR 78 I-5 I-15 6F 6F + 2HOV $650

SR 94 I-5 I-805 8F 8F + 2HOV $200

SR 94/SR 125 I-805 I-8 8F 8F + 2HOV $834

I-805 SR 905 I-5 8F 8F + 4ML $3,336

Subtotal $10,902

HOV and BRT Connectors

Freeway Intersecting Freeway Movement

I-5 I-805 North to North & South to South $170 I-15 SR 78 East to South & North to West $213 I-15 SR 94 South to West & East to North $140 I-15 I-805 North to North & South to South $66 I-805 SR 52 West to North & South to East $190 I-805 SR 94 North to West & East to South $95

Subtotal $874


Highway System Completion

Freeway From To Existing Improvements

I-5/I-805 Port of Entry – Mexico --- Inspection Facility $30 SR 11* SR 905 Mexico --- 4T $300 SR 52 SR 125 SR 67 --- 4F $538 SR 125** SR 905 San Miguel Rd. --- 4T $640 SR 125 San Miguel Rd. SR 54 --- 4F $160 SR 905 I-805 Mexico --- 6F $595

Subtotal $2,263

Highway Widening, Arterials, and Freeway Interchanges

Routes From To Existing Improvements

I-5 J Street Sea World Dr. 8F Access Improvements $225 I-5 I-805 SR 56 10F 14F $186 I-5 Vandegrift Blvd. Orange County 8F 8F + 4T $810 I-8 2nd Street Los Coches 4F 6F $54 I-15 SR 78 Riverside County 8F 8F + 4T $2,060 SR 52 I-5 I-805 4F 6F $119 SR 56 I-5 I-15 4F 6F $53 SR 67 Mapleview St. Dye Rd. 2C/4C 4C $400 SR 75/SR 282*** Glorietta Blvd. Alameda Blvd. 6C 6C + 2TU (PE only) $20 SR 76 Melrose Dr. I-15 2C 4C $500 SR 125** Telegraph Cyn. San Miguel Rd. 4T 8T $130 SR 125 San Miguel Rd. SR 54 4F 8F $40 SR 241** Orange County I-5 --- 4T/6T $552 Regional Arterials and Local Access Freeway Interchanges $1,437

Subtotal $6,586

Freeway Connectors

Freeway Intersecting Freeway Movement

I-5 SR 56 West to North & South to East $185 I-5 SR 78 West to South & South to East $200 SR 94 SR 125 West to North & South to East $150

Subtotal $535

Goods Movement Facilities¹

Improvements

Port District Marine Terminals Ground Access and Terminal Capacity $597 South Bay Rail Yards, Sidings, Third Main Line $328 Mexican Rail Rehabilitation, Spurs, Transload $32 East Otay Border Crossing Port of Entry $350 SR 905 Add 2 general purpose lanes (6F to 8F) from I-805 to Border $200 Otay Mesa SB Truck Route Widen and realignment $23 Air Cargo at SDIA Access, warehouses, transload $142 Pipeline Terminal access to I-15 $32

Subtotal $1,704

Total $31,732

KEY

C = Conventional Highway Lanes F = Freeway Lanes TU = Tunnel

T = Toll Lanes MB = Movable Barrier

ML = Managed Lanes (HOV & Value Pricing) HOV = High Occupancy Vehicle Lanes ML(R) = Managed Lanes (Reversible)

* public/private partnership ** privately funded *** funding from federal discretionary defense funding sources **** HOV dedication and/or construction contingent on completion and operation of SR 15 Mid-City BRT stations and system Improvements ¹ Additional Goods Movement Action Plan (GMAP) improvements included in the Reasonably Expected Revenue scenario

Table 6.4—Major Capital Improvements – Reasonably Expected Revenue Scenario (cont’d)



The project is an innovative solution to the growing traffic congestion in the corridor that will offer a premium level of service to transit users, ridesharers, and solo paying commuters during rush hours. During the off-peak periods, Managed Lanes could be used to facilitate goods movement through the region.

In addition to mainline Managed Lane/HOV facilities, the Plan includes direct HOV-to-HOV connectors at the I-5/I-805 merge and five other interchanges where major HOV facilities intersect. The direct HOV-to-HOV connectors proposed in the Plan were selected based on the traffic levels of the connector and the overall interchange, transit integration, habitat and residential impacts, and cost effectiveness.

The continued planning for the I-15 BRT in Mid-City is referenced on page 6-14. Dedication or construction of additional lanes for HOV or other uses in the SR 15 Mid-City segment of I-15 is contingent on the completion and operation of BRT stations and system improvement pursuant to agree-ments between the State and City of San Diego.

Completing the Arterial Network

Like highways, the arterial network plays a role in improving regional transit as well as serving subregional trips. The 2030 RTP provides funding for transit priority treatments on arterials, such as traffic signal priority measures (priority for transit by extending the green phase of the traffic light, for example), “queue jumpers” to bypass bottlenecks on local streets, and grade separations, where needed. The Plan includes major transit capital projects (Figure 6.5), such as transitways, double tracking, and direct access ramps between freeway HOV lanes and major transit stations. These link regional arterials to the Managed Lane/HOV network and transitways at strategic locations like major stations, providing transit vehicles with easy access to the regional network.

Completing the Regional Arterial System is a priority in the 2030 RTP. The regional arterials provide critical links to the highway network and serve as alternative routes to the highways themselves. Planned improvements to the Regional Arterial System (Figure 6.6) are identified in the local circulation elements of the cities and the county. Funding is intended to come from the local jurisdictions, which are responsible for improving regional roadways and local streets to meet their residents’ needs and mitigate the effects of local land use developments. Proposition 42 and the voter-approved $2,071 per dwelling unit for regional arterials (beginning in 2008 with the extension of TransNet) would contribute to the construction of these facilities.

The 2030 RTP assumes additional arterial improvements besides capacity enhancing projects. These include traffic signal coordination, traffic detection systems, transit priority measures, and management systems to optimize the arterial network and integrate arterial operations with other modes (see Chapter 7).

The 2030 RTP provides funding for transit priority treatments on arterials, such as traffic signal priority measures (priority for transit by extending the green phase of the traffic light, for example), “queue jumpers” to bypass bottlenecks on local streets, and grade separations.



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A Corridor Approach

The 2030 RTP recognizes the importance of planning from both a regional perspective as well as within a subregional context. The Plan realizes that no one size fits all, as the long-term performance of transportation facilities and services is heavily dependent on surrounding land uses and nearby communities.

The individual modal improvements in the Reasonably Expected Revenue Network are tailored to supporting land uses in major travel corridors. They build upon multimodal systems already in place and add preferred improvements recommended under completed or ongoing transportation planning studies (see Appendix F). This corridor approach considers multiple facilities, modes, jurisdictions, and land uses. The objective is to select the most effective mix of strategies to improve mobility within a specific corridor.

To improve sustainability, the 2030 RTP focuses major roadway and transit improvements in urban/suburban areas of the region, encouraging future growth away from the region’s more rural areas. However, the Plan recognizes the need to address the unique transportation issues facing the region’s rural communities, particularly those affected by increasing development on the tribal reservations.

Accommodating bicycle and pedestrian travel also is important as we develop our regional highways and arterials. New highway and arterial facilities, such as freeway interchanges or widened arterial streets, should be designed to encourage bicycle and walking, and should not be a barrier to those trips.

GOODS MOVEMENT AND INTERMODAL FACILITIES

While much of our transportation system is designed to primarily move people, it also serves goods movement. The federal transportation bill is the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), and it requires that the 2030 RTP include a more comprehensive regional freight strategy that extends the planning horizon for goods movement to be compatible with the Plan.

The Freight Working Group was formed in 2005 to assist in the development of a regional freight strategy and list of prioritized projects, called the Goods Movement Action Plan (GMAP). The Working Group used a systems approach to identify current and future needs for the region’s freight systems (including air cargo, border crossings, maritime, pipelines, rail, and roadways) and show how these systems can work together as one. The federal initiatives place emphasis on planning for interregional and international trade corridors, identifying infrastructure

This corridor approach considers multiple facilities, modes, juris-dictions, and land uses. The objective is to select the most effective mix of strategies to improve mobility within a specific corridor.



requirements necessary to support both the regional and national supply chain, and preparation of a plan of finance for freight infrastructure.

Goods Movement Trends

During the past 25 years, the manufacture of goods has moved overseas, driven by rising demand for inexpensive products and a desire to take advantage of lower production costs. The trend toward a global economy shifts the flow of goods from a traditional regional distribution network to a worldwide system of international trade gateways and corridors. The more global the supply chain becomes, the greater the challenges to match the existing goods movement infrastructure with the emerging flows of international trade.

California and the United States have assumed expanded roles in global trade, particularly as importers. Global trade cannot function without the network of intermodal freight infrastructure and services which permit products from far-away places to fill an ever-increasing demand in California and the nation.

The rapid growth in goods movement and the emergence of Southern California as the nation’s largest gateway to international trade is the result of the unprecedented shift toward a global economy and the way the world conducts business today. Of the nation’s incoming goods, 43 percent of all container goods and 12 percent of all goods coming in from Mexico arrive through Southern California’s land and sea ports destined for cities across the nation. Both the Los Angeles and San Diego Customs Districts report that goods movement has more than doubled since the emergence of Asia and the Pacific Rim in international trade and passage of the North American Free Trade Agreement (NAFTA) with Canada and Mexico in 1994.

At the state level, the administration has established among its highest priorities, improving California’s goods movement industry and infra-structure to generate jobs, increase mobility, and improve California’s quality of life. The state, in collaboration with the logistics industry, local and regional governments, and other stakeholders, recently developed a California Goods Movement Action Plan (CAGMAP), and voters approved legislation to provide $3 billion for goods movement infrastructure and diesel emissions reduction.

At the local level, the San Diego region is located on the “fault line” of the emerging global economy. Because of its location on the U.S.-Mexico border and its natural seaport, the region faces extraordinary economic opportunities and policy choices concerning whether to pursue an expanded role in international trade. The influences of the global economy are almost unavoidable for the region as it lies adjacent to California’s largest trading partner – Mexico, and to the nation’s busiest maritime complex and international trade gateway – the Ports of Los Angeles and Long Beach.

California and the United States have assumed expanded roles in global trade, particularly as importers.

Because of its location on the U.S.-Mexico border and its natural seaport, the San Diego region faces extraordinary economic opportunities and policy choices concerning whether to pursue an expanded role in international trade.


In 2006 the San Diego Customs District reported more than $33 billion in international trade goods passed through the San Diego gateway -- $28.6 billion through the U.S.-Mexico Port of Entry (POE) (via approximately 2 million trucks), and $9 billion through the Port of San Diego’s two marine terminals (nearly 3.5 million tons in maritime cargo). The growth rate of trade at the San Diego Customs District is expected to parallel that of the larger Los Angeles District.

While the region has the potential as an important hub in the global goods movement network, the region’s large population and market size (second in California) also creates a major demand for domestic goods movement infrastructure. Separate from international trade, domestic goods move-ment in the region also is on the rise and requires a complex and sophis-ticated infrastructure to serve its residents. The region’s growth rate for domestic goods movement closely parallels the growth rate for population and is generally tied to the demand for food stuffs, consumer goods, construction materials, and transportation. A 2007 study conducted for the Southern California Multi-County Goods Movement Action Plan, including participation by SANDAG, projects traffic volumes for air cargo, border crossing, maritime, pipeline, and rail will triple by 2030. Truck volumes are expected to double over the same period.

The San Diego region, like others worldwide, was caught unprepared by the global trade shift. The region’s freight systems exhibit substantial congestion and delay, as well as some loss of existing and potential business because of capacity constraints. The worst freight bottlenecks are at the U.S.-Mexico POE, both marine terminals, and the coastal and south line railways connecting with Mexico.

Existing Conditions in the Region

The movement of goods in the San Diego region involves intermodal systems of air cargo, border crossing, maritime, pipeline, rail, and roadways/truckways. The existing conditions, capacity needs, and other important issues for each of the region’s individual freight systems are summarized below. The passenger components for aviation, border, rail, and roadway systems are discussed more fully by topic elsewhere in the RTP.

Air Cargo. California’s Global Gateways Development Program (GGDP) identifies San Diego International Airport (SDIA) as one of the priority air cargo gateways in California. The air cargo capacity at SDIA is currently constrained by limited infrastructure. As a result, past studies have shown that a majority of the air cargo generated in the region uses airports in Los Angeles or the Inland Empire, resulting in a lost economic opportunity for the region. Most of the remaining air cargo in the San Diego region is handled through SDIA. Air cargo activity has grown rapidly at SDIA, increasing at an average annual rate of 8.5 percent through 2000, then slowing to a more moderate

The San Diego region, like others worldwide, was caught unprepared by the global trade shift. The region’s freight systems exhibit substantial congestion and delay, as well as some loss of existing and potential business because of capacity constraints.



rate of growth of 4.3 percent annually. In 2005 SDIA handled more than 167,000 tons.

Border Crossing. In 2006 approximately $29.8 billion in trade was handled at the region’s two commercial truck POEs at Otay Mesa and Tecate. Caltrans projects that the 2.0 million trucks that crossed the California-Mexico border in 2003 will increase to 3.1 million trucks in 2010 and 5.6 million trucks by 2030. According to SANDAG’s study on Economic Impacts of Wait Times at the San Diego-Baja California Border, trucks crossing at the border at Otay Mesa and Tecate currently experience delays of more than two hours on average without secondary inspection. In addition, the lack of adequate freight rail infrastructure leaves many businesses unable to link their industrial-manufacturing facilities in Mexico to the U.S. rail network, leaving businesses dependent upon trucks as the only means to ship goods and raw materials.

Maritime. San Diego Bay is a natural harbor located about 96 nautical miles southeast of Los Angeles and just north of the U.S.-Mexico border. The Port of San Diego has two marine terminals on San Diego Bay: one at Tenth Avenue in the City of San Diego and one in National City. In 2006 the two terminals handled approximately 3.5 million tons of cargo worth more than $9 billion. Built in the 1950s, the Tenth Avenue Marine Terminal (TAMT) is a general cargo terminal. It supports cool-frozen food storage, break bulk, dry-liquid bulk, small container operations, and project materials. The National City Marine Terminal (NCMT) is the primary POE for import automobiles and lumber. In 2007 approximately 500,000 motor vehicles will be handled at NCMT for distribution by rail and truck throughout the United States.

The Port’s maritime capacity is severely constrained by limited space, ground access, infrastructure, and channel depth. While the potential for maritime growth is substantial, the expansion of existing and new businesses is being turned away due to the lack of infrastructure. Also, the Port needs to determine whether to build additional marine terminal capacity to help support the state and Southern California seaport network to avoid the diversion of ships, business, and jobs to other ports.

Pipeline. In the San Diego region, Kinder Morgan Energy Partners (a private company) is the sole provider of bulk freight transport by pipeline. The pipeline network runs between Orange, California and the Kinder Morgan Terminal located in Mission Valley. Kinder Morgan transports more that five million gallons of petroleum per day, the equivalent of more than 600 tank trucks carrying 8,700 gallons per truck. The region’s volume of petroleum products shipped by pipeline is projected to continually increase, and new pipeline capacity would be required beginning in 2015. The region needs to construct

In 2006 approximately $29.8 billion in trade was handled at the region’s two commercial truck POEs at Otay Mesa and Tecate.

The Port of San Diego has two marine terminals on San Diego Bay: one at Tenth Avenue in the City of San Diego and one in National City. In 2006 the two terminals handled approximately 3.5 million tons of cargo worth more than $9 billion.


improved truck access to the pipeline terminal to reduce freeway hazards and improve the efficient delivery of petroleum products.

Rail. The Burlington Northern Santa Fe (BNSF) and San Diego and Arizona Eastern (SD&AE) Railways transport rail freight in the San Diego region. The BNSF is the freight operator on the coastal corridor between National City and Orange County and on the east-west line between Oceanside and Escondido. The San Diego and Imperial Valley (SD&IV) is the freight operator on SD&AE’s South and Desert lines owned by MTS. In 2005 after being closed since 1983, the Desert line re-opened to revenue service, but east-west traffic remains light and unprofitable to date. The San Diego to Tecate line, which runs through Mexico, connects the South line to the Desert line. The San Diego to Tecate line handles about 6,000 annual carloads interchanged via the Coastal corridor and South line. In 2006 all of the region’s rail operators handled more than 28,000 carloads, including such commodities as motor vehicles, lumber, chemicals, petroleum, agricultural products, cement, and aggregate.

Freight rail capacity along the coast and south to Mexico is currently constrained by limited infrastructure and the sharing of track with passenger operations including Amtrak, the COASTER, and Trolley. Proposed NCTD and MTS/SD&AE rail capacity improvements would reduce current passenger/freight rail bottlenecks and increase capacity for existing port and border freight. Logistics centers at key locations would bring rail and trucks together to transfer loads where local or subregional industrial/manufacturing demand is high. Track improvements on the San Diego to Tecate line would provide better connections and service to manufacturing centers in Mexico, with the potential to divert trucks to rail and possibly provide crossborder passenger service at some point in the future.

Road/Truckways. In the San Diego region, Interstates 5, 805 and 15 are the major north-south corridors that accommodate significant volumes of commercial trucks, while State Routes 94/125, Interstate 8, and State Route 905/Otay Mesa Road are the region’s primary east-west truck corridors. These north-south and east-west corridors serve both domestic cargo, as well as international trade routes.

The majority of the region’s freight travels by truck. Congested freeways and highways affect freight movements, especially at key access points, including the border. Freeway access is poor to the terminals serving air cargo, maritime, rail, pipeline, and logistic centers.

Substantial widening mainly focused on HOV and Managed Lanes is planned along the region’s primary truck routes. Managed Lanes will be constructed on the primary north-south routes of I-5, I-15, and I-805. The potential use of Managed Lanes in the off peak for goods movement will be evaluated in the near future. Other considerations for additional truck

Proposed NCTD and MTS/SD&AE rail capacity improvements would reduce current passenger/freight rail bottlenecks and increase capacity for existing port and border freight.

The majority of the region’s freight travels by truck. Congested free-ways and highways affect freight movements, especially at key access points, including the border.



capacity include improvements on an outer loop consisting of SR 54, SR 125, SR 52, SR 67, and SR 94.

Developing the Regional Freight Strategy and Goods Movement Action Plan (GMAP)

In 2005 SANDAG formed a Regional Freight Working Group (FWG) composed of freight agencies and organizations including the California Department of Transportation, Kinder Morgan Pipelines (private owner/operator of the region’s only petroleum products pipeline), Metropolitan Transit System, North County Transit District, San Diego & Arizona Eastern Railway, San Diego County Regional Airport Authority (SDCRAA or Airport Authority), Port of San Diego–Maritime Division, and the U.S. Department of Homeland Security–Customs and Border Protection Division. Input from freight operators and local stakeholders also were included.

The FWG first documented existing conditions and plans for the region’s various freight modal systems. The group then identified and evaluated system gaps, system-to-system integration requirements, and intermodal opportunities necessary to prepare the region’s freight strategy. The working group also identified fundamental policy issues for discussion by the region’s decision makers concerning development of the Regional Freight Strategy.

While many questions remain unanswered about the region’s future role in global trade, the Regional Freight Strategy initially assumes an average annual growth rate of 5 percent for all freight. The Regional Freight Strategy identifies a list of prioritized projects known as the San Diego Regional Goods Movement Action Plan (GMAP) based on objective project evaluation criteria. The Regional Freight Strategy also includes actions necessary to ensure the integration and compatibility of the region’s freight systems with local communities, environment, and quality of life goals and are compatible with the goods movement systems of adjacent regions.

The full list of proposed projects in the GMAP is contained in Appendix B. These projects are included along with the other Unconstrained Needs for the region. All of the projects that directly or indirectly benefit goods movement and are contained in the Reasonably Expected Revenue scenario are shown in Figure 6.7 and listed in Table 6.5. In many cases, the GMAP project list overlaps with other passenger highway and rail projects. Outside of those shared-use facilities, $1.8 billion of the highest-ranking air cargo, border, maritime, pipeline, and rail improvements are included in the Reasonably Expected Revenue Scenario. These types of projects typically have not been included in prior RTPs, and their inclusion here assumes that they would be funded through the development of separate revenue sources, such as federal and state freight-specific funds, gateway impact fees, and tolls.

The Regional Freight Strategy identifies a list of prioritized projects known as the San Diego Regional Goods Movement Action Plan (GMAP) based on objective project evaluation criteria.



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2030 REASONABLYEXPECTED REVENUEPROJECTS ON THE

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Table 6.5—San Diego Regional Goods Movement Action Plan – Reasonably Expected Revenue Scenario

System/Project DescriptionEstimated Cost

(millions)

MARITIME

NCMT Capacity and Operational Improvements - Access, Rail, Wharf, Decking, and Realignment $183.1 $183.1

TAMT Capacity and Operational Improvements - Ground Access and Realignment $357.1 $225.0 $132.1

Port Expansion (250 acres on-dock/inland port) $282.8 $282.8

RAIL

Coastal - Sidings, Passing, Rehabilitation, Shared Use $1,350.0 $1,350.0

South Line/Trolley, Sidings, Passing, Yards incl. Port, Mexico Connectivity, Coronado Branch Rehab $327.6 $327.6

Mex Rail Rehabilitation, Maquilla Spur, Transload $31.6 $31.6

SPRINTER - Improvements $484.0 $484.0

SPRINTER Double-Tracking - Planned $199.0 $199.0

Coastal, Del Mar / Miramar Hill Tunnel $475.0 $475.0

BORDER

EOM Border Crossing SR 905-8F, SR 11-4T, South Truck Route $1,468.0 $895.0 $573.0

ROAD/TRUCKWAY

I-5, Widen/HOV, SR 905 to SR 54 $202.0 $202.0

I-5, Widen/HOV, SR 54 to I-8 $934.0 $934.0

I-5, Access Improvements, J Street to Sea World Drive $225.0 $225.0

I-5, Widen/HOV, I-8 to I-5/I-805 Merge $360.0 $360.0

I-5/I-805, N/N-S/S HOV Connectors $170.0 $170.0

I-5 Widen, I-5/I-805 Merge to SR 56 $186.0 $186.0

I-5 Widen/ML, I-5/I-805 Merge to Vandegrift Blvd. $2,740.0 $2,740.0

I-5/SR 56, W/N-S/E Freeway Connectors $185.0 $185.0

I-5/SR 78, W/S-S/E Freeway Connectors $200.0 $200.0

I-5 Widen/Toll, Vandegrift Blvd. to Orange County $810.0 $810.0

I-8, Widen, 2nd Street to Los Coches $54.0 $54.0

I-15, Widen/ML, SR 163 to SR 56 $414.0 $414.0

I-15, Widen/ML, SR 56 to Centre City Parkway $427.0 $427.0

I-15, Widen/ML, Centre City Parkway to SR 78 $210.0 $210.0

I-15/SR 78, E/S-N/W, HOV Connectors $213.0 $213.0

I-15, Widen/Toll, SR 78 to Riverside County $2,060.0 $2,060.0

SR 52, Widen, I-5 to I-805 $119.0 $119.0

SR 52, Widen/ML, I-805 to SR 125 $330.0 $330.0

SR 52, SR 125 to SR 67 $538.0 $538.0

SR 56, Widen, I-5 to I-805 $53.0 $53.0

SR 67, Widen, Mapleview Street to Dye Road $400.0 $400.0

SR 76, Widen, Melrose Drive to I-15 $500.0 $500.0

SR 78, Widen/HOV, I-15 to I-15 $650.0 $650.0

SR 94, Widen/HOV, I-15 to I-805 $200.0 $200.0

SR 94/SR 125, Widen/HOV, I-805 to I-8 $834.0 $834.0

SR 94/SR 125, W/N-S/E Freeway Connectors $150.0 $150.0

SR 125, SR 905 to San Miguel Road $770.0 $770.0

SR 125, San Miguel Road to SR 54 $200.0 $200.0

I-805, Widen/ML, SR 905 to I-5 $3,336.0 $3,336.0

I-805/SR 94, N/W-E/S HOV Connectors $95.0 $95.0

I-805/SR 52, W/N-S/E HOV Connectors $190.0 $190.0

AIR CARGO

SDIA Access to I-5 $31.6 $31.6

SDIA, Aircraft/Ground Access, AC Facilities,Transload $110.7 $110.7

PIPELINE

I-15 Access to KM MV Terminal $31.6 $31.6

TOTAL $23,087.1 $21,383.0 $1,704.1

SAN DIEGO REGIONAL GOODS MOVEMENT ACTION PLAN Reasonably Expected Revenue Scenario

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Freight Impacts on Local Communities, Health, and the Environment

The Regional Freight Strategy proposes a proactive approach to addressing the impacts of goods movement on the region’s local communities, health, and the environment. Identification of strategies and policies which will reduce or eliminate the impacts of freight movement in the region is essential. Particular emphasis will be placed on addressing the impacts in communities which shoulder a disproportionate exposure to air contaminants associated with goods movement. While actions for mitigating impacts are still evolving, the region is committed to pursuing a regional freight system design that would avoid creating new community, health, and environmental impacts, as well as diminish existing impacts wherever possible. The region will seek funding to develop an ongoing program to reduce and remove goods movement system impacts on the region’s communities, health, and the environment.

San Diego’s Regional Freight Strategy is in its early stages, and additional economic and land use studies will better define and develop the region’s trade role and regionwide policies and guidelines for integrating goods movement facilities and land uses with local communities. In the meantime, a starting point for goods movement environmental assessment is the initial Clean Air Plan by the Port of San Diego. They are preparing an inventory of emissions and energy use at its marine terminals, then developing a plan with public participation to address methods of reducing emissions (clean) and energy waste (green). For emissions, these actions may include the conversion of vessels, on-terminal equipment, and/or off-terminal trucks and rail to clean fuels, shore-power or electrification, as well as other strategies. For energy waste, the plan could include the use of alternative fuels, solar applications, windmills, and other energy substitutes or saving devices. In addition, the region will work together with the California Air Resources Board (ARB) and the San Diego Air Pollution Control District (APCD) to seek funding for project-level and ongoing programs to reduce emissions, modernize fleets, and enable freight agencies to address other goods movement impacts.

The region will also address, through the Regional Comprehensive Plan (RCP) and its scheduled updates, the land use policies which increase the impacts of goods movement on public health and the environment. For example, the siting of residences in extreme proximity to ports and distribution centers, as well as major goods movement corridors, could increase the impacts to public health associated with goods movement. Policies and strategies to prevent new incompatible land uses of this type will be identified. The ARB has released a “Land Use and Air Quality Handbook” which contains guidance related to these policies.

The Regional Freight Strategy proposes a proactive approach to addressing the impacts of goods movement on the region’s local communities, health, and the environment.


Finally, the region will work with stakeholders to use lessons learned from the Clean Air Plan and other interim programs and studies to transfer successful applications to the other freight modes and to create a regionwide clean-green freight initiative as a new component of the RCP. The regional plan also would incorporate clean-green measures developed as part of the region’s economic and land use studies, such as selection of a particular role in trade, certain commodities, or trade routes. Any program that is developed will include an intensive public participation process to include various stakeholders, such as industry, community-based organizations, environmental organizations, elected officials, and other interested parties. The regionwide freight initiative would be adopted into the RCP and next, the RTP.

A project that addresses an existing impact, as well as providing for future growth, is the Port Access Study. In 2003 the SANDAG Central I-5 Corridor Study evaluated truck ground access improvements for the Port of San Diego’s two marine terminals to address resident concerns about truck noise and emissions. The study identified several alternatives. In 2007 the Port of San Diego, in cooperation with the Barrio Logan Community, local agencies, and SANDAG, used a state planning grant to select a final alignment for truck access that enjoys full community and business support. The new alignment will link both terminals via Harbor Drive to 32nd Street and Interstate 15, rerouting trucks out of the Barrio Logan community.

Freight Technology Development

Many new freight technologies are undergoing research and development. The Regional Freight Strategy focuses on the deployment of potential technologies and systems that would enable improved safety and carrying capacity for trucks, rail, and maritime vessels and would provide faster, cleaner, and more efficient transfer of goods from one conveyance to another. Many of these technologies are being developed and proven in our own backyard. Rather than proposing the region monitor advances of freight technologies, the Regional Freight Strategy proposes the region develop deployment scenarios for promising technologies. The deployment scenarios would map out a concept of operations and incremental path of deployment in order to realize successful applications. The region should develop operational concept scenarios to determine how automated highways, computerized train control, and magnetic levitation or propulsion technologies could be deployed in the future to improve the efficiency of the region’s intermodal freight system.

A new project for Port access will link both terminals via Harbor Drive to 32nd Street and Interstate 15, rerouting trucks out of the Barrio Logan community.



Freight Data and Planning Needs

A key issue in assessing the health of our goods movement network is the limited amount of data for freight decision-making. Data on goods movement is needed to identify and evaluate numerous options for mitigating congestion, improving economic competitiveness, enabling effective land use planning, optimizing investments, and enhancing safety and security. Informed choices rely on good data. Efforts are underway by the Transportation Research Board and the Bureau of Transportation Statistics to improve the amount and consistency of data for freight planning. SANDAG, Caltrans, and the region’s freight agencies should work together to evaluate the kinds of data necessary to support goods movement decisions and begin a goods movement data collection system.

Many freight system owners/operators do not have long-range plans that extend to the same 20+ year planning horizon as the RTP. The emphasis in SAFETEA-LU to develop a comprehensive regional intermodal freight strategy requires SANDAG and the freight owners/operators to work together to establish a long-range goods movement plan. Some agencies adopt short- or long-term master plans, which map out improvements for their facilities (e.g., airport and seaport), while other organizations (such as rail companies) normally focus on a much shorter planning timeframe. Updated freight market analyses and business plans are a necessity given the new global trade environment. Coordinated planning among agencies is even more important as federal, state, and regional governments consider public investment in transportation infrastructure that serves both the public good and private enterprise. SANDAG should work to ensure that each of the region’s freight agencies prepare and maintain long-range master business plans consistent with preparation of the RTP.

AVIATION AND GROUND ACCESS

Existing Conditions

The San Diego region is served by two commercial service airports, San Diego International Airport (SDIA) and McClellan-Palomar Airport. Commercial service airports provide regularly scheduled passenger service. Ten general aviation airports and four military airports also are located within the County (see Figure 6.8).

SDIA is the region’s primary commercial airport, having served 17.5 million passengers and 221,000 aircraft operations in 2006. In that same year, approximately 165,800 tons of air cargo were shipped through a combination of dedicated cargo aircraft and belly cargo in passenger planes. SDIA has one runway that is 9,400 feet in length.

Data on goods movement is needed to identify and evaluate numerous options for mitigating congestion, improving economic competitive-ness, enabling effective land use planning, optimizing investments, and enhancing safety and security. Informed choices rely on good data.

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Transit access to the airport is provided by the MTS Route 992 (“The Flyer”), which connects to Amtrak, the COASTER, and the regional trolley and bus system in downtown San Diego, primarily at Santa Fe Depot. Shared-ride vans, shuttles, limousines, and taxi services are provided by a variety of off-airport companies. Car rental services are available in nearby off-airport properties.

There are currently no direct access ramps from the region’s freeways to SDIA. Airport users driving to the passenger terminals access the airport via North Harbor Drive, a regional six-lane arterial road. Washington Avenue is the primary ground access road for cargo transporters. Parking at the airport is constrained by limited land. There currently are 4,085 parking spaces located on airport property, and 6,000-8,000 spaces operated by commercial off-airport property owners.

Palomar Airport, located in the City of Carlsbad, also will be a factor in the future integration and optimization of the regional commercial transportation system. The County of San Diego is currently revitalizing and modernizing Palomar Airport to include a complete renovation and modernization of the main terminal. Improvements include the taxiway, parking areas, and improved airport vehicle access. In addition, the County is negotiating international customs services in the future terminal facility.

The two airports are vitally important to the prosperity of the region and link San Diego to the rest of the United States and the world. The services provided facilitate the movement of people and products and help to ensure that the region remains competitive in the global marketplace.

Long-Range Planning for Aviation Needs

According to passenger forecasts prepared in 2004, the region will generate 27.1 to 32.7 million annual passengers in 2030. The growth rate in air cargo tonnage is expected to be 3.9 percent to 4.8 percent annually between 2002 and 2030. As a result, the 2030 demand will be 487,100 to 622,100 tons per year, compared to 165,800 tons in 2006. The single runway at SDIA is the limiting factor in meeting this forecasted demand. According to the FAA, the airfield will reach severe congestion at 260,000 annual operations, likely to occur between 2015 and 2022.

As a result of the airport’s deficiencies in meeting projected demand, the Airport Authority began to examine potential replacement airport sites in 2003. In November 2006 a countywide ballot measure calling for the Airport Authority to work with the military on a joint-use airport at the Marine Corps Air Station Miramar was defeated.

Planning for the region’s aviation needs to 2030 and beyond requires a comprehensive examination of the region’s assets, including SDIA and the other airports described above, options for connecting into service pro-vided by surrounding jurisdictions both within Southern California and in Mexico, and consideration of using other modes (especially high-speed rail)



Senate Bill 10 requires the preparation of a regional strategic aviation plan (RASP) to improve the performance of the regional aviation system, and an airport multimodal accessibility plan (AMAP) to improve surface transport-ation to the airports.

to meet some of the region’s demands. Long-range planning also requires an evaluation of how to provide convenient ground access to the airports from the region’s planned highways and high-capacity transit services. The role of SDIA in meeting aviation demand also requires examination, with the goal of maximizing the efficiency of the airport property and surrounding lands.

This planning effort should include the Airport Authority, SANDAG, all the airport operators, the transit providers, and other government and private stakeholders. Senate Bill 10 was signed by the Governor in October 2007, providing structure for a more comprehensive approach to planning San Diego’s regional aviation needs and transportation connections. The law requires the preparation of a regional strategic aviation plan (RASP) to improve the performance of the regional aviation system, and an airport multimodal accessibility plan (AMAP) to improve surface transportation to the airports. The RASP requirement will be led by the Airport Authority, while SANDAG will take the lead on the AMAP requirement. Both the RASP and the AMAP efforts will include major participation by both agencies. In the meantime, any proposed airport improvements should be carefully examined to ensure that they do not conflict with plans for the ultimate configuration of SDIA.

REGIONAL BIKEWAYS

Most neighborhood bicycle trips can be accommodated on local streets where traffic volumes are lower and vehicle speeds are slower. However, converting a higher share of both community and intercommunity trips to bicycling will require improvements to the region’s bikeway network.

The San Diego Regional Bicycle Plan is currently being developed as a complementary and supporting document to the RTP. The bicycle plan will represent the combined efforts of SANDAG staff, the SANDAG Regional Bicycle and Pedestrian Working Group (BPWG), local jurisdictions, local agencies, advocacy groups, and citizens in the San Diego region.

The underlying principle of the San Diego Regional Bicycle Plan is derived from the federal and state directives placing greater emphasis on accommodating pedestrians and bicyclists when designing roadway facilities. In 2001 Deputy Directive 64, issued by Caltrans, stated that bicyclists must be considered in all planning and project development activities. The U.S. Department of Transportation has a similar policy. SANDAG’s goal is to support these policies and to meet state requirements for bicycle transportation plans as required by the Streets and Highways Codes Section 891.2. These policies also will serve as a framework for organizing the plan itself. To enable the region to realize its potential as a place where the bicycle is a viable means of transportation, it must be embraced by many different organizations, including cities, the County of San Diego, transit operators, the bicycling public, as well as other agencies.


The goal of the plan is to encourage the development of a unified bicycle system throughout the San Diego region that serves the needs of people using their bicycle for transportation and recreational bicyclists with connections to local and regional activity centers and transit facilities and other regional non-motorized systems. This plan is regional in focus and concentrates on broader policies and programs, while providing a framework for local decision-makers to determine specific local routes and facilities.

The San Diego Regional Bicycle Plan will accomplish the following:

Define a network of regionally significant bicycle routes, facilities, and necessary support programs;

Identify gaps in the network and recommend specific improvements needed to fill the gaps;

Develop cost estimates to complete construction of the regional network;

Develop a funding strategy to build and maintain the regional bike network;

Provide a design manual focusing on bicycle-friendly designs for all streets and roadways through new technologies, standards, guidelines, and innovative treatments on all new roadways and multi-use paths; and

Provide policy direction and identify programs to assist local jurisdictions in improving safety, education, and awareness about bicycle travel.

While all roadways are open to bicycle travel unless it is specifically prohibited, the California Highway Design Manual establishes three classifications of facilities specifically for bicycle traffic as shown in Table 6.6. The plan envisions an intercommunity bikeway network that is a combination of these facility types.

The San Diego Regional Bicycle Plan concentrates on broader policies and programs, while providing a framework for local decision-makers to determine specific local routes and facilities.



Table 6.6—Bicycle Facility Types

FACILITY DESCRIPTION

Bike Path (Multi-Use Trail), Class I An 8- to 12-foot paved path within its own right-of-way to provide a nonmotorized connection or access where it cannot be provided on the roadway.

Bike Lanes, Class II Five-foot lanes striped on the outside of the roadway and identified with signs and pavement markings.

Bike Route, Class III Roads designated by signs as preferred routes for bicycle travel.

Bicycle Facility Types. Figure 6.9 and Table 6.7 show the planned regional bikeway corridors network. The purpose of the network is to connect all the major communities in the region with convenient and attractive bikeways. The network was designed to ensure that all high-demand corridors are covered and that there is good bike access to the transit system of the future. Where adequate bikeways currently exist or where projects currently are being developed, Figure 6.9 depicts the bikeway’s alignment. In some cases, however, only the need for bikeway improvements has been identified. In that case, only a general corridor is depicted. Where local jurisdictions have adopted bicycle transportation plans, the bikeways in the network were based on those plans. Where no plan exists, the corridors were selected in consultation with local agency staff.



76

1-D

905 11

5

125

54

805

805

805

5

5

5

282

163

94

6752

52

15

56

78

78

78

76

67

8

8

15

15

125

125

75

94Regional Bikeway

Regional Arterials

Future Regional Arterials

Highways

Future Highways

0 3 6

0 4.83 9.6

MILES

KILOMETERS

Figure 6.9

REGIONALBIKEWAY CORRIDORS

November 2007


San Diego Region

Oceanside

Carlsbad

Encinitas

Del Mar

Solana Beach

Poway

SanDiego

Coronado

ImperialBeach

LemonGrove

LaMesa

Santee

El Cajon

Escondido

Vista

San Marcos

ChulaVista

Tijuana, B.C.

UNITED STATES

MEXICO

NationalCity

County of San Diego

MAP AREA


Table 6.7—Regional Bikeway Corridors

BIKEWAY AREAS SERVED

Coastal Rail Trail Oceanside, Carlsbad, Encinitas, Solana Beach, Del Mar, and San Diego

Camp Pendleton Trail Oceanside to San Clemente

I-15 Bikeway Riverside County to Mid City San Diego

San Luis Rey River Trail North Oceanside from the Beach to I-15

El Camino Real Oceanside, Carlsbad, and Encinitas

Inland Rail Trail Escondido, San Marcos, Vista, Oceanside, and adjacent unincorporated areas

Palomar Airport Road/ San Marcos Boulevard

Carlsbad to San Marcos

La Costa Avenue/ Rancho Santa Fe Road

Encinitas to San Marcos

Escondido Creek Bikeway Escondido

Mid-County Bikeway Del Mar, San Diego, Rancho Santa Fe, and Escondido

SR 56 Bikeway San Diego and Poway

Scripps Poway Parkway Scripps Ranch and Poway

Central Coast Corridor Torrey Pines, La Jolla, Pacific Beach, Mission Beach, Mission Bay, Point Loma, and Downtown San Diego

SR 52 Bikeway Clairemont, Kearny Mesa, and Santee

San Diego River Bikeway Ocean Beach, Mission Valley, Mission Trails Regional Park, and Lakeside

East County – Downtown San Diego Corridor

La Mesa, Mid City, North Park, and Downtown San Diego

SR 94 Corridor Bikeway Lemon Grove, Mid City, and Downtown San Diego

SR 125 Corridor Santee, La Mesa, Lemon Grove, Bonita, Chula Vista, and Otay Mesa

Sweetwater River Bikeway Chula Vista, National City, and Bonita

SR 54 Bikeway Lakeside, El Cajon, Rancho San Diego, and Spring Valley

I-8 Corridor Lakeside to Imperial County

Bayshore Bikeway San Diego, Coronado, National City, Chula Vista, and Imperial Beach

Chula Vista Greenbelt Otay River, Chula Vista, and Otay Lakes

SR 905 Corridor Otay Mesa and International Border

El Camino Real San Luis Rey River Bike Path, Oceanside, Carlsbad, Encinitas, and Solana Beach

Border Access Otay-Nestor and San Ysidro



THE ENHANCED SMART GROWTH LAND USE ALTERNATIVE

In Chapter 5, Land Use – Transportation Connection, the Smart Growth Concept Map contains existing, planned, and potential areas for smart growth development throughout the region. Two-thirds of those areas are not presently included in the adopted general plans for the cities and the county. The RCP strongly promotes more smart growth in the region, and the TransNet program includes incentives to support smarter, more sustainable land use.

To evaluate the potential benefits of implementing all of the potential smart growth areas in the region, a travel forecast was run using the Reasonably Expected Revenue transportation network and the Enhanced Smart Growth land use assumptions, which reflect all of the potential smart growth areas, as well as existing and planned smart growth areas developing by 2030. Using the regional performance measures laid out in Chapter 2, the results were compared to the Plan, which has the same transportation network but includes land use forecasts based on adopted local general plans.

As detailed in the following discussion, the Smart Growth Alternative would provide numerous benefits to the region. The performance measures for the Smart Growth alternative maintain or improve the results in every category when compared to the Reasonably Expected Revenue Scenario. Complementing our existing and planned transportation network and services with smart growth land uses would improve the performance of the transportation system and better meet our mobility needs in the future.

Regional Performance

In Table 6.8, the Smart Growth alternative has been added to compare regional performance measures with Current Conditions, the Reasonably Expected Revenue scenario (the Plan), and the No Build Alternative. The Plan shows increased travel speeds for commuters using the Managed Lane/HOV system (a measure of Mobility). The Smart Growth alternative would increase auto and carpool speeds even more, as less trips travel as single occupant vehicles in the peak period. Average work trip travel time also would improve, dropping from 30 to 29 minutes.

Compared to the No Build scenario, the Plan produces dramatic decreases in freeway congestion (a measure of Reliability), lowering it from 54 percent in No Build to 30 percent. In the Smart Growth alternative, congestion would be even lower than 2006 figures, and at 26 percent, is another 4 percent lower than the Plan in the peak period.

The Smart Growth Alternative would maintain or improve the results in every category when compared to the Reasonably Expected Revenue Scenario.


Under Livability, work trip mode splits improve in the Plan. The drive-alone percentage drops to 77.8 percent, carpools jump to 13.2 percent, and transit rises to 7.3 percent. Transit goes up even more in the smart growth alternative (to 8.6 percent), and average trip distance drops as more commuters live near the enhanced transit system and take advantage of the carpool lanes.

Under Sustainability, the results of implementing the land uses in the potential areas shown on the Smart Growth Concept Map would be significant. The impact of providing more housing and employment along our transit corridors would result in an increase of 42 percent over current conditions in daily transit passenger miles per capita versus the 22 percent increase already projected for the Plan. Vehicle miles traveled per capita would actually drop by almost 2 percent when compared to current conditions, while it would grow for all of the other alternatives, Lower fuel consumption would follow suit, dropping slightly below existing conditions and below the projected consumption in the Reasonably Expected Revenue Scenario.

Table 6.8—Comparison of Regional Performance Measures

Current (2006)

Reasonably Expected (2030)

Smart Growth RE

(2030)

No Build (2030)

27 30 29 34

17 18 18 21

Auto 27 23 24 20 Carpool 28 31 31 23 Transit 10 12 12 10

61% 56% 57% 53%

66% 63% 64% 62%

0.01 0.01 0.01 0.01

32% 30% 26% 54%

19% 19% 17% 36%

5.09 5.80 4.55 13.07

5.22 5.68 4.11 12.77

$2.27 $2.29 $2.28 $2.35

N/A 2.56 2.55 2.40

Daily hours of delay on the regional freight network (hours per 1000 VMT)

Out-of-pocket user costs

Total 25-year public and private travel costs

EFFICIENCY

Annual weekday projected number of accidents/ fatalities per capita

Congested peak-period travel conditions (freeway network)

Congested daily travel conditions (freeway network)

Daily vehicle delay per capita (minutes)

Goals and Performance Measures

MOBILITY

ACCESSIBILITY

RELIABILITY

Average work trip travel time (in minutes)

Average daily travel time (in minutes)

Average work trip travel speed by mode (in m.p.h.)

Work/school trips within 30 minutes in peak periods

Non-work trips within 15 minutes

Vehicle miles traveled per capita would actually drop by almost 2 percent when com-pared to current conditions, while it would grow for all of the other alternatives.



Table 6.8—Comparison of Regional Performance Measures (cont’d)

Current (2006)

Reasonably Expected (2030)

Smart Growth RE

(2030)

No Build (2030)

66% 65% 65% 62%

68% 67% 67% 64%

Drive Alone 81.1% 77.8% 76.4% 81.3% Carpool 10.8% 13.2% 13.2% 11.2% Transit 6.4% 7.3% 8.6% 5.8% Bike/Walk 1.7% 1.7% 1.8% 1.7%

6.44 6.76 6.64 6.75

0.020 0.005 0.005 0.005

1.46 1.50 1.44 1.53

27.65 28.54 27.30 29.16

0.59 0.72 0.84 0.56

50 155 155 110

Low income population N/A 19 19 22 Non low income population N/A 18 18 20 Minority population N/A 18 18 21 Non minority population N/A 18 18 21

Low income population N/A 59% 58% 54% Non low income population N/A 56% 57% 53% Minority population N/A 58% 58% 54% Non minority population N/A 55% 56% 52%



SUSTAINABILITY

EQUITY

Percent of daily trips within 1/4 mile of a transit stop

Work trip mode split (peak periods)

Average trip distance (miles)

Smog forming pollutants (tons per year) per capita

Total on-road fuel consumption (all day) per capita (gallons)

Systemwide VMT (all day) per capita

Percent of peak-period trips within 1/4 mile of a transit stop

LIVABILITY

Goals and Performance Measures

Non-work trips within 15 minutes

Homes within 1/2 mile of a transit stop

Transit Passenger Miles (all day) per capita

Gross acres of constrained lands consumed for transit and highway infrastructure (2006 to 2030)

Average travel time per person trip (in minutes)

Work/school trips within 30 minutes


PLANNING ACROSS BORDERS

The 2030 RTP looks beyond the San Diego region to link transportation and land use planning across our borders with Orange, Riverside, and Imperial Counties, and Baja California, Mexico. The SANDAG Borders Committee provides oversight for binational planning and interregional planning programs under its purview and advises the SANDAG Board of Directors on major interregional planning policy-level matters.

The last several years have seen a steady increase in interregional and international commuting, as more people are choosing to live in Riverside County and Baja California, Mexico, while keeping their jobs here. The 2030 Regional Growth Forecast Update continues to recognize these travel trends and account for future housing for our workers both within the San Diego region as well as outside of the region’s boundaries.

I-15 Interregional Partnership Program

The I-15 Interregional Partnership (I-15 IRP) is a voluntary partnership of local officials representing SANDAG and the Western Riverside Council of Governments (WRCOG). The I-15 IRP was formed in 2001 to address the imbalance of jobs and housing that has developed between the San Diego region and southwestern Riverside County in the past decade. In 2003 the I-15 IRP completed an existing conditions report documenting the volume and travel characteristics of interregional commuters, along with existing roadway conditions in the I-15 Corridor. In 2004 the I-15 IRP completed a study that identifies short- and long-term strategies to address both the causes and impacts caused by the increasing number of interregional commute trips in the corridor.

Short-term strategies from the I-15 IRP, most of which are currently underway, include promotion of transportation demand management (TDM) strategies, including interregional coordination of rideshare programs between Riverside County Transportation Commission (RCTC) and SANDAG, implementing Park and Ride lots along the I-15 corridor, and joint marketing and promotion of alternative transportation services (e.g., carpools, vanpools, and public transit) targeting solo commuters in the corridor.

There already is a strong market for these types of services. As of October 2007, 249 of the 572 vanpools (44%) participating in SANDAG’s Regional Vanpool Program originated from Riverside County. The Riverside Transit Agency (RTA) began commuter express bus service in 2003, and there is private transit service connecting Riverside County residents with jobs in the San Diego region. The 2030 RTP proposes four additional toll lanes on I-15 north to SR 78, as well as the extension of the I-15 bus rapid transit system north to Temecula in Riverside County. Along with planned improvements in Riverside, the 2030 RTP supports ridesharing and transit in the north I-15 corridor.

Today, 44 percent of the vanpools participating in SANDAG’s Regional Vanpool Program originate from Riverside County.

The 2030 Regional Growth Forecast Update recognizes interregional travel trends and accounts for future housing for our workers both within the San Diego region as well as outside of the region’s boundaries.



In 2007 SANDAG completed Phase II of the I-15 IRP. Phase II focused on the implementation of an employment cluster study, while at the same time working with RCTC, RTA, and WRCOG to implement strategies in the areas of transportation and housing that were identified in the Phase I effort. Phase III has received additional funding to develop a Strategic Implementation Plan (SIP), using a multimodal approach to reduce con-gestion in the I-15 corridor at the county line. In addition, the two regions will coordinate efforts in economic development, based on employment clusters and smart growth housing programs.

Binational Transportation

To accommodate the dynamic border transportation system, the 2030 RTP includes major projects to open a new border crossing, improve access to existing commercial and passenger border crossings, and expand freight rail service. Collectively and in conjunction with projects at Imperial County border crossings, these projects will modernize and transform transporta-tion infrastructure along the U.S./Mexico border from San Diego/Tijuana east to Arizona/Sonora. Long-term forecasts developed using the San Diego Region-Baja California crossborder travel demand model project that crossborder vehicle traffic will more than double between 2000 and 2030.

International Border Crossings. The San Diego region shares a common international border with the municipalities of Tijuana and Tecate in the State of Baja California, Mexico. The population of the border area of San Diego and Tijuana-Tecate surpassed 4.5 million people in 2005. Three ports of entry serve the region – San Ysidro, Otay Mesa, and Tecate. Those who cross the border into the United States regularly face long and unpredictable waits.

Delays for crossborder personal travel and freight movements were estimated to cost the San Diego-Baja California economies nearly $4.2 billion in lost output and a loss of more than 35,000 jobs in 2005. Both output and job losses are projected to more than double in the next ten years if steps are not taken to improve border crossing and transportation infrastructure and management.2 Air quality at the border also is affected by excessive idling from trucks and private vehicles.

Created in 2002, the U.S. Department of Homeland Security (DHS) consolidated the principal border and transportation security agencies – the Immigration and Naturalization Service, U.S. Customs Service, U.S. Coast Guard, Animal and Plant Health Inspection Service, and the Transportation Security Agency. The mission of DHS includes ensuring safe and secure borders, welcoming lawful immigrants and visitors, and promoting the free flow of commerce.

2 SANDAG, Estimating Economic Impacts of Border Wait Times at the San Diego-Baja

California Border Region, 2006.

To accommodate the dynamic border transportation system, the 2030 RTP includes major projects to improve access to border crossings, expand freight rail service, and coordinate commercial vehicle crossings.

Delays for crossborder personal travel and freight movements were estimated to cost the San Diego-Baja California economies nearly $4.2 billion in lost output and a loss of more than 35,000 jobs in 2005.


San Ysidro is the busiest land port of entry in the western hemisphere. It is the region's primary gate for auto and pedestrian traffic in both directions. Up to 50,000 passenger vehicles cross daily into San Diego at this POE. About 26,000 pedestrians also travel through this border crossing into San Diego daily. Most people who cross northbound on foot or on their bicycles use the trolley or buses to complete their journey.

Commercial truck traffic uses the Otay Mesa and Tecate POEs. The Otay Mesa land port has 100 bays for handling truck inspections and serves autos and pedestrians as well. Truck, auto, and pedestrian traffic use the same facility at Tecate. The Otay Mesa commercial crossing continues to rank third in terms of the dollar value of trade that passes through it along the U.S.-Mexico border (after Laredo-Nuevo Laredo and El Paso-Ciudad Juarez in Texas). In 2006 Otay Mesa handled $28.6 billion dollars worth of freight, making this commercial crossing the busiest along the California-Baja California border. The Tecate POE handled nearly $1.2 billion in trade in 2006.

In 2002 Caltrans Global Gateways Development Program (GGDP)3 identified the California/Mexico border region as a major international trade region and the Otay Mesa POE as one of the key border crossings. Most recently, in January 2007 the California Business, Transportation and Housing Agency and the California Environmental Protection Agency identified the San Diego/Border region as one of the state’s four “port-to-border” goods movement corridors.4

The existing port of entry’s infrastructure is already taxed, and growth in trade is expected to continue across the border in both directions over time. Short-term circulation improvements to alleviate existing congested conditions for southbound commercial vehicles at the Otay Mesa POE have been implemented, and others are in progress at this time. With funding from the U.S. Federal Highway Administration (FHWA), SANDAG and Caltrans are conducting an Intelligent Transportation System (ITS) study. One of the objectives of this study is to identify technologies to monitor and report commercial vehicle wait times at the Otay Mesa POE.

Two miles east of Otay Mesa, a fourth border crossing is being planned at Otay Mesa East to improve traffic flows between the two countries and to provide an alternate entry for passenger vehicles and commercial trucks. Scheduled to open in 2015, this new port of entry and State Route 11, a three-mile, four-lane state highway, will connect the U.S./Mexico border to key state highways. In Mexico, the Otay Mesa East-Otay II POE would connect with the Tijuana-Rosarito

3 Caltrans, Global Gateways Development Program (January 2002) 4 Business, Transportation and Housing Agency and California Environmental Protection

Agency, Goods Movement Action Plan (January 2007)

In 2006 Otay Mesa handled $28.6 billion dollars worth of freight, making this commercial crossing the busiest along the California-Baja California

A fourth border crossing is being planned at East Otay Mesa to improve traffic flows between the two countries and to provide an alternate entry for vehicles and commercial trucks.



Corridor, which was inaugurated in October 2006, and to the Tijuana-Tecate free and toll roads.

The U.S. Department of State (DOS) coordinates with Mexico’s federal government through the Secretariat of Foreign Relations (Secretaría de Relaciones Exteriores or SRE) and the Embassy of Mexico on issues affecting the U.S.-Mexico border. In January 2006 U.S. DOS sent the Embassy of Mexico a diplomatic note stating the interest of the U.S. federal government in the construction of a new border crossing at Otay Mesa East, and a response from Mexico’s federal government was received in May 2006 indicating the Mexican government’s interest in conducting the necessary feasibility studies.

Caltrans currently is conducting a program environmental impact report and phased environmental impact statement to identify and preserve a corridor for future SR 11, identify an area for the future Otay Mesa East POE, and study the functionality of the existing Commercial Vehicle Enforcement Facility (CVEF) on eastern Otay Mesa. Identification and preservation of the highway corridor and POE will facilitate the application process for a presidential permit for the POE, land use planning by local jurisdictions, and right-of-way acquisition for the future projects. Work on the presidential permit application is being performed concurrently.

On behalf of Caltrans, SANDAG conducted a financial feasibility study to evaluate the viability of implementing SR 11 and the Otay Mesa East POE as toll- or fee-based facilities.5 Findings of this study indicate that this project is a potentially good investment, and hence the facility is assumed as a toll road in the regional network. However, public participation would be necessary to attract sufficient private capital to finance construction and management of the Otay Mesa East POE.

The federal and state governments of the United States and Mexico, the City of San Diego, and the Municipality of Tijuana continue to study various options to expand the San Ysidro border crossing. The U.S. General Services Administration (GSA) developed four alternatives in its San Ysidro Border Station Feasibility Study that call for a new northbound inspection facility, including primary booths, secondary inspection area, administration space, and a pedestrian processing facility. A new southbound inspection facility also would be con-structed as part of this project—matching Mexico’s proposal to relocate its border station to the closed commercial gate at Virginia Avenue-El Chaparral west of the existing facility. Realignment of I-5 and I-805 would be necessary to provide access to the inspection facilities. The environmental clearance for this project is expected in fall 2008. The project is likely to be built in three or four phases, with the final phase completed in fall 2014.

5 SANDAG, State Route 11 Toll Road and East Otay Mesa Port of Entry Financial Feasibility

Study (December 2006)

Identification and preservation of the SR 11 highway corridor and POE will facilitate the application process for a presidential permit for the POE, land use planning by local jurisdictions, and right-of-way acquisition for the future projects.


In 2000 SANDAG conducted a feasibility study6 for another border crossing that would link Jacumba in San Diego County and Jacumé in the Municipality of Tecate, Mexico. This study recommended that California and Baja California government agencies continue planning and coordination efforts to identify and reserve right-of-way for inspection facilities and connecting roadways to allow for the development of a future POE. The Secretariat of Infrastructure and Urban Development (SIDUE), Baja California’s state planning agency, also has considered this location for a future port of entry in its long-range planning work to improve access for passenger vehicles and trucks that travel between Baja California and locations east of San Diego.

Binational Intermodal Issues. Key intermodal components of the binational transportation system include POEs, rail, roadways, transit, and seaports. Included in the 2030 RTP are plans to improve the recently re-opened rail link to the east, the San Diego and Arizona Eastern (SD&AE) Railway. The railroad offers opportunities to improve the international and interstate movement of goods in, out, and through the Southern California/Baja California region. In addition to the SD&AE Railway, plans to expand port facilities at the Ports of San Diego and Ensenada and a proposal to build a new seaport in Punta Colonet (Baja California) are likely to affect crossborder freight transportation.

Full implementation of the trucking provisions of the North America Free Trade Agreement (NAFTA) to allow trucks from the United States and Mexico to move freely in each country is still pending. However, in September 2007, the U.S. Department of Transportation’s Federal Motor Carrier Safety Administration began the implementation of a one-year cross-border trucking demonstration project that would expand current border operations to allow up to 100 U.S. trucking companies to operate in Mexico and up to 100 Mexican trucking companies to operate beyond commercial zones in the United States.

Nevertheless, binational commercial vehicle traffic uses the San Diego regional highway system. In 2006 approximately 828,000 trucks crossed northbound at the San Diego region-Baja California border. About 57 percent of these truck trips have a final destination in other California counties, while 21 percent are destined outside of the state. The remaining trucks travel within the San Diego region.

Major highway projects addressing binational transportation needs that are included in the 2030 RTP include State Route 905 to connect Interstates 5 and 805 to the Otay Mesa POE, the South Bay Expressway (SR 125 tollway) that will open to traffic in 2007 and will connect the Otay Mesa POE with the San Diego regional and

6 SANDAG, Feasibility of Opening an International Border Crossing at Jacumba-Jacumé

(2000)

In 2006 approximately 828,000 trucks crossed northbound at the San Diego region-Baja California border. About 57 percent of these truck trips have a final destination in other California counties, while 21 percent are destined outside of the state. The remaining trucks travel within the San Diego region.



interregional highway network, and the future SR 11 toll road that will link to the proposed Otay Mesa East border crossing. Other investments included in the 2030 RTP on Interstates 5, 8, 15, and 805 also will serve these key international trade corridors.

Completed in 2003, the San Ysidro Intermodal Transportation Center, which is located east of I-5, has improved pedestrian safety and access to the various transit services, local businesses, and the international border. On the west side of I-5, a new intermodal center also has been built. The Friendship Plaza project accommodates transit services, a walking path, and a bicycle lane for people crossing into Mexico as well as a “kiss and drop” area. Improvements to sidewalks on the Camino de la Plaza bridge over I-5 will enhance pedestrian access between both intermodal centers.

Border Airport Services. There are two public airports in the immediate border region. Tijuana International Airport located in Mesa de Otay, Tijuana, is a passenger and cargo airport with service to major cities in Mexico. It has a single runway of 9,800 feet with options to extend it up to 15,000 feet and to build a second runway. Brown Field, owned and operated by the City of San Diego, is located in Otay Mesa just north of the border. It is primarily a general aviation field with one runway of 8,000 feet and a second runway of 3,000 feet.

The SDCRAA is considering a cross-border terminal among the options for meeting the region’s future aviation needs. According to Grupo Aeroportuario del Pacífico (GAP), the private agency that operates the Tijuana International Airport, this airport has significant unused capacity. The SDCRAA conducted a feasibility study in early 2007 to identify the issues associated with constructing and operating a cross-border terminal connection between the United States and Tijuana’s airport. The study concluded that a connection would face a variety of major challenges, including legal and regulatory, market demand, and logistics. However, none appear to be insurmountable. Since then, the SDCRAA Board authorized a study to evaluate the potential market demand study for a crossborder terminal connecting to Tijuana International Airport. The study was initiated in August 2007 and is anticipated to be completed in April 2008.


ACTIONS

The following actions support the Plan’s Systems Development Chapter recommendations.

SYSTEMS DEVELOPMENT

Proposed Actions Responsible Parties

Focus on Priorities Corridors – The following proposed actions support the RTP goals of Mobility, Livability, and Accessibility.

1. Maintain project evaluation criteria for prioritizing highway, regional transit, and direct freeway and HOV connector projects, and update these criteria to better reflect the goals of the RTP, as needed.

SANDAG

2. Allocate regional funds to transportation projects, programs, and services based on established criteria, which provide priority to implementing smart growth, the TransNet Early Action Program, the Congestion Management Program, and performance monitoring efforts.

SANDAG

Regional Transit Plan – The following proposed actions support the RTP goals of Mobility, Accessibility, Reliability, Livability, Sustainability, and Equity.

3. Incorporate planned transit services identified in the 2030 RTP into local general plans, community plans, and specific project development plans, and reserve appropriate right-of-way.

Local Jurisdictions

4. Implement appropriate transit priority measures on local streets and regional arterials such as signal priority or queue jumper lanes for transit vehicles.

Local jurisdictions, MTS, and NCTD

5. Provide funding in the Regional Transportation Improvement Plan to support the proposed regional rail grade separation program, pursue additional federal, state, and local revenue sources to leverage funds in the regional program, and create a prioritized list of projects using the adopted criteria.

SANDAG, MTS, NCTD, and Caltrans

6. Develop a 2020 Regional Transit Systems Phasing Plan, reflecting the priorities contained in the RTP that would determine routing alignments and technology types for regional transit services, identify station locations, evaluate connections to local bus services and shuttles, and address other systems planning issues as required.


7. Secure future rights-of-way and pursue implementation of improved transit services, including early action projects as opportunities occur.


8. Refine design guidelines for transit stations to incorporate customer features (e.g., public restrooms), bicycle and pedestrian access, and other design considerations.

SANDAG, MTS, and NCTD



SYSTEMS DEVELOPMENT


9. Develop a toolbox of successful strategies for funding the ongoing maintenance of transit centers. This would include an evaluation of regional parking demand and needs at major transit stations and development of a regional parking strategy. .


10. Coordinate I-15 BRT planning efforts with RTA and RCTC to provide BRT service to Riverside County commuters.

SANDAG, MTS, NCTD, RTA, and RCTC

11. Consistent with the priorities identified in the RTP, expand fixed-route services into developing areas when sufficient density and funding exist to make service cost-effective, enhance transit service to existing developed areas, and provide feeder services to new rail stations.


12. Annually update the Coordinated Public Transit – Human Services Trans-portation Plan, which serves as the region’s five-year transit plan, and implement service productivity, reliability, and efficiency improvements.

SANDAG

13. Implement the service productivity and other recommendations from the performance audit process of the Transportation Development Act.

SANDAG, MTS, NCTD, and other transit operators

14. Conduct study of existing public/private funding partnerships for transit services nationwide. Identify applicable partnerships for the San Diego region that would promote smart growth/joint development and provide funding for station facilities (e.g., parking structures) and/or station maintenance.


15. Evaluate the feasibility of transit guideways in the Downtown San Diego-Kearny Mesa and University Towne Center-Sorrento Mesa corridors.


16. Secure funds, to include planning grants, to conduct a detailed study of the advantages and disadvantages of emerging transportation technologies such as maglev, in anticipation of the next RTP update.

SANDAG

17. Based on the Program Environmental Impact Report/Environmental Impact Statement for the LOSSAN corridor, proceed with project-level environ-mental studies, design and implementation of double tracking, and other rail improvement projects in the coastal rail corridor. Tunnel studies will include appropriate environmental and alternative analyses.



SYSTEMS DEVELOPMENT


18. Support efforts to secure federal and state funding to improve and expand the LOSSAN intercity passenger rail services.

CHSRA, Caltrans, SANDAG, NCTD, MTS, Amtrak, and Southern California rail agencies

19. Coordinate with efforts of the CHSRA for high-speed passenger rail service on the coastal rail and inland I-15 corridors.

SANDAG, Caltrans, MTS, NCTD, and RCTC

20. Work with the CHSRA, RCTC, and other agencies on the feasibility of commuter rail service along the I-15 corridor, while at the same time, evaluating other types of interregional transit service options such as BRT.

SANDAG, MTS, NCTD, CHSRA, and RCTC

21. Continue to coordinate coastal rail efforts with the LOSSAN member agencies and explore new initiatives, such as the Metrolink-Amtrak-Caltrans Rail-2-Rail program.

SANDAG, MTS, NCTD, Caltrans, and Amtrak

22. Improve accessibility of transit stops and walkways to stops for persons with disabilities and identify potential funding programs for these improvements.

SANDAG, MTS, NCTD, and local jurisdictions

23. Improve connections and transfers between paratransit and fixed-route transit operations.

SANDAG, MTS, NCTD, paratransit operators, and Coordinated Transportation Service Agency

24. Facilitate efforts to promote coordination among fixed-route and paratransit operators and non-profit agencies in the region.

SANDAG, MTS, NCTD, paratransit operators, and Coordinated Transportation Service Agency

25. Continue educational efforts on use of transit and accessibility equipment among persons with disabilities.


26. Continue to use the SANDAG Social Services Transportation Advisory Council (SSTAC) to recognize the changing transit needs of seniors and persons with disabilities, including those too frail to access traditional fixed-route and ADA paratransit services.

SANDAG, MTS, NCTD, paratransit operators, and CTSA

27. Implement and expand the TransNet Senior Mini-Grant Program. SANDAG, MTS, NCTD, paratransit operators, and CTSA

28. Implement recommendations of the Coordinated Public Transit – Human Services Transportation Plan.

SANDAG, MTS, NCTD, paratransit operators, and CTSA



SYSTEMS DEVELOPMENT


Highways and Arterials – The following proposed actions support the RTP goals of Mobility, Reliability, Efficiency, and Sustainability.

29. Incorporate planned highway network identified in the RTP into local general plans, community plans, and specific project development plans, and reserve appropriate right-of-way through the subdivision review process and other means.

Local jurisdictions

30. Develop PSRs in accordance with the priorities identified in the RTP. Caltrans

31. Provide operational and other improvements, such as auxiliary and passing lanes where appropriate, to improve safety and to maximize the efficiency of highways and arterials. Pursue additional state and federal funding to match regional program and develop a prioritized list of potential projects for consideration in future funding cycles.

SANDAG, Caltrans, and local jurisdictions

32. Implement signal timing programs along the designated Regional Arterial System and improve traffic signal operations by interconnecting signalized intersections under centralized control and by coordinating with ramp signal systems at freeway interchanges.

SANDAG and local jurisdictions

33. Develop guidelines to ensure that all regionally funded transportation projects preserve or enhance existing non-motorized access and provide for appropriate access where such facilities are planned.

SANDAG, Caltrans, and local jurisdictions

Goods Movement and Intermodal Facilities - The following proposed actions support the RTP goals of Mobility, Accessibility, Livability, Efficiency, and Reliability

34. Support development of state and federal goods movement and trade corridor policies, programs and funding for regional goods movement infrastructure.

SANDAG, Caltrans, freight agencies, and local jurisdictions

35. Develop a strategic plan for public/private funding partnerships for goods movement services in the San Diego region.


36. Continue coordination with Mexico and the southern California agencies participating in the Multi-County Goods Movement Action Plan (MCGMAP) to address the connectivity and integration of goods movement infrastructure and services across jurisdictional boundaries.

SANDAG and other agencies

37. Allocate regional funds to goods movement projects, programs, and services based on established criteria and priorities from the San Diego Regional Goods Movement Action Plan (GMAP).



SYSTEMS DEVELOPMENT


38. Support efforts to secure state and federal rail funding to improve and expand the coastal, south and Mexican rail lines.

CHSRA, Class I railroads, Caltrans, SANDAG, NCTD, MTS, Amtrak, and southern California rail agencies

39. Analyze the economic opportunities available through an expanded role in trade and goods movement to determine the region’s role/policies in trade and goods movement.


40. Update the SANDAG RCP to include policies, programs, and guidelines to integrate goods movement land uses and facilities with minimal impact to adjacent communities.


41. Support and provide assistance for the update of local general plans to identify long-term goods movement, industrial-manufacturing infrastructure needs, and connectors to the regional freight network based in coordination with economic studies and RCP updates.


42. Support and provide assistance for the update of freight agencies’ (e.g., rail companies), master business and long-term development plans to include agency trade market analysis and input from economic studies and updates of the RCP and local general plans.


43. Further evaluate potential logistic centers that would integrate intermodal freight to establish specific staging areas and connectors to the regional freight network.

Caltrans, SANDAG, Port of San Diego, MTS, and shippers

44. Reserve appropriate right-of-way when possible for GMAP projects as opportunities occur.


45. Determine the type of volume, value and routing data necessary to support decisions concerning the Regional Freight Strategy, and implement data collection.

SANDAG, Caltrans, and freight agencies

46. Proceed with project-level environmental studies, design, and implementa-tion of GMAP projects as funds become available.


47. Evaluate use of rail capacity and Managed Lanes facilities for freight move-ment during off-peak periods.

NCTD & MTS, Caltrans, and SANDAG

48. Develop a strategic plan to determine if upcoming technologies could be deployed in the future to enable improved efficiency of the region’s intermodal freight system.

SANDAG, Caltrans, and freight agencies



SYSTEMS DEVELOPMENT


Aviation – The following proposed actions support the RTP goals of Mobility, Accessibility and Efficiency.

49. Update the Airport Master Plan for SDIA to meet capacity needs through the year 2030, and incorporate into future updates of the RTP.

SDCRAA and SANDAG

50. Evaluate ground access improvements to SDIA for short-term needs and in context of the long-term needs identified in the updated Airport Master Plan.

SDCRAA, SANDAG, MTS, NCTD, Caltrans, and City of San Diego

51. Conduct a Regional Air-Rail Network Study that considers expanded use of the region’s general aviation airports, connections to airports in Los Angeles, the Inland Empire, and Tijuana, and the use of rail to provide both airport connections and relieve short haul demand.

SANDAG, SDCRAA, MTS, and NCTD

52. Based on work completed for the SDIA Airport Master Plan and the Air-Rail Network Study, coordinate on the regional strategic aviation plan (RASP) and airport multimodal accessibility plan (AMAP) as outlined in Senate Bill 10 in time to coordinate major components into the 2011 RTP.

SDCRAA and SANDAG

Regional Bikeways – The following proposed actions support the RTP goals of Mobility, Accessibility, Efficiency, Reliability, Livability, Sustainability, and Equity.

53. Complete the San Diego Regional Bicycle Plan. SANDAG

Borders System Development – The following proposed actions support the RTP goals of Mobility, Accessibility, Efficiency, and Reliability.

54. Pursue funding for future phases of the I-15 IRP. SANDAG, Western Riverside Council of Governments, Caltrans, and other local agencies

55. Secure funding for needed transportation infrastructure in the region’s border areas (e.g., SR 11 and the Otay Mesa East POE), and coordinate the implementation of border-related capital and operating improvements with the federal General Services Administration (GSA).

Caltrans, SANDAG, City of San Diego, County of San Diego, GSA, and Mexico


CHAPTER 7 SYSTEMS MANAGEMENT: MAKING BETTER USE OF WHAT WE HAVE

Our existing transportation system represents a major investment of resources over the past several decades. While the 2030 San Diego Regional Transportation Plan: Pathways for the Future (RTP or the “Plan”) identifies additional investments needed to meet future transportation needs, it is critical that the region make the best use of the facilities already in place. There are a wide range of emerging technologies and opportunities to increase the effectiveness of overall transportation system management. New management possibilities are emerging as we continue to make progress toward enhancing data collection and improving information delivery to travelers.

Transportation professionals are gaining access to the types of data and tools needed to provide a complete view of the transportation network. These tools utilize sophisticated data analysis and information-processing techniques, allowing for the definition and development of real-time management and operations strategies. The information also allows for the delivery of real-time information to travelers, enabling them to make the best choices and get the optimum effect from use of the system.

There is an opportunity to take a “portfolio” approach to managing the transportation system by deploying a range of tools and strategies in a coordinated manner, with a focus on the delivery of a system for real-time systems management. Such a system would drive our operational strategies to focus on measurable effects and adoption of proactive operations.

These tools and strategies can be applied within the framework of an objectives-driven approach and balanced with similar approaches for demand management to address specific transportation goals. A growing trend in larger transportation systems nationally and internationally is to develop strategies and tactics aimed at congestion reduction by tackling demand and capacity management simultaneously.

While the Systems Management and Demand Management chapters of the 2030 RTP will provide a high-level overview of this balanced approach, the 2007 Intelligent Transportation Systems Strategic Plan provides a detailed strategy of how portfolio investments would occur and be measured to ensure that positive effects are delivered.

CHAPTER CONTENTS

PERFORMANCE MONITORING ...................... 7-2

CONGESTION MANAGEMENT PROGRAM .................................................. 7-5

FREEWAY SERVICE PATROL......................... 7-13

PUBLIC SAFETY............................................. 7-13

HIGH OCCUPANCY TOLL LANES................. 7-14

INTEGRATED PERFORMANCE MANAGEMENT ........................................ 7-15

INTELLIGENT TRANSPORTATION SYSTEMS.................. 7-16

ADVANCED TECHNOLOGIES AND INNOVATIVE SERVICES .................. 7-18

ACTIONS ....................................................... 7-23

It is critical that the region make the best use of the existing facilities in addition to realizing the benefits of future system improvements.

Documents

CHAPTER 6 SYSTEMS DEVELOPMENT: MORE TRAVEL …...average work trip travel speeds improve 6 percent for autos and 3.5 percent for transit, and the amount of freeway traffic affected