Project History. As population, traffic, and trade have generally shown a steady rate of growth in the San Diego-Tijuana border region, State and local transportation and land use agencies in California and Baja California have identified the need for additional access and transportation facilities to connect the regions of San Diego and Tijuana. The existing border crossings in the region are located in San Ysidro and Otay Mesa. The San ▇▇▇▇▇▇ ▇▇▇ provides a non-commercial crossing to approximately 33.3 million people annually using various modes of travel1, while the Otay Mesa ▇▇▇ provides both commercial and non-commercial crossing to approximately 1.5 million commercial trucks and 6 million non- commercial vehicles annually.2 These POEs frequently experience long delays for both commercial and non-commercial vehicles. Ultimate capacities are being reached and although some improvements are planned, limited available right-of-way, rugged terrain and surrounding development constrain further expansion. Improvements to the existing Otay Mesa transportation corridor (U.S. and Mexico) are constrained by adjacent residential, commercial, and industrial development. Tijuana land use agencies have indicated that the residential, commercial and industrial urbanization, along with the difficult terrain adjacent to the U.S.-Mexico border between the Pacific Ocean and the San Ysidro Mountains, have severely limited the number of remaining options for a future border crossing between San Diego and Tijuana.3 Currently, a limited and decreasing number of sites are available in the Otay Mesa area. The international component of a border crossing requires the coordination between the U.S. and Mexico. A Letter of Intent entitled “Binational Corridor Preservation for State Route 11 – Tijuana/Rosarito 2000 and Site Designation for the East Otay Mesa-Mesa de Otay II Port of Entry”, referred to as the SR-11 Letter of Intent, included support for the creation of a new international border crossing facility designated as East Otay Mesa - Otay II. Coordination is critical to the success of delivering the U.S. and Mexico projects on similar schedules. The U.S. ▇▇▇ and Mexico ▇▇▇, as well as a CVEF and connecting roadways on each side of the border must all be operational prior to utilization of the new crossing. The SR-11 Letter of Intent was signed in 1998 by the following agencies: Caltrans District 11 County of San Diego City of San Diego SANDAG Municipality of Tijuana Municipality of Playas de Rosarito Secretariat of Human Systems and Public Works of the State of Baja California Human Settlements The SR-11 and Otay Mesa East ▇▇▇ facilities have been studied under a two-tier process: a first tier, “Phase I”, programmatic level study, and a second tier, “Tier II”, project level study. The two-tier process was selected because it would allow for critical milestones to be achieved earlier in the project. The milestone of an Approved Presidential Permit allowing for a crossing at the international border required environmental documentation of the proposed program. A ▇▇▇ would not be approved for operation without this. With a Phase I Record of Decision (ROD) dated October 3, 2008, a corridor for SR-11 was preserved, allowing San Diego County to proceed with adjacent development. 1 SANDAG, San Ysidro Port of Entry Reconfiguration Mobility Study, January 2010 2 CALTRANS, SR905/125 Interchange at Otay Mesa Port of Entry TBCR Program Application 3 SANDAG, 2007 Regional Transportation Plan White Paper: Crossborder Transportation, December 2006 In Phase I, a Programmatic Environmental Impact Report/Phase I Environmental Impact Statement (PEIR/PEIS) was prepared and certified to evaluate SR-11 and the ▇▇▇ at a programmatic level. The purpose of Phase I was to identify the preferred SR-11 corridor and ▇▇▇ site, and allow for the following: Consideration and approval of a Presidential Permit for the location of an International Border Crossing by the U.S. Department of State (DOS) Facilitation of land use and circulation planning in the East Otay Mesa Specific Plan (EOMSP) area by local agencies Support of international cooperation efforts to pursue the development of a new Otay Mesa East ▇▇▇ Future designation of right-of-way for each facility in cooperation with local and regional jurisdictions to ensure the right-of-way is shown conceptually on planning documents The Tier II EIR/EIS, supported by this Project Report, is scheduled to be completed Spring 2012. The study area was based on the preferred corridor identified in Phase I and modifications to the approved SR-905 project required to construct the project (see Figure 1). The Tier II Draft EIR/EIS was published on November 24, 2010 and circulated for comment. The history of the project can be summarized as follows: 2005 SR-11 included on SAFETEA-LU List of High Priority Projects in San Diego 2007 SR-11 included in SANDAG‟s 2030 Revenue Constrained Regional Transportation Plan (RTP) 2008 SR-11 included in the Regional Transportation Improvement Program (RTIP) 2008 Senate Bill (SB) 1486 approved, granting authority to SANDAG to operate a toll facility on SR-11 2008 Conditional Presidential Permit was granted by DOS for the “piercing of the border” The SR-11 PSR, completed in 2000, identified three alternative alignment locations, a no build alternative, and a local road alternative. The Phase I Project Report for SR-11, completed in 2008, identified a preferred corridor, the Western Alternative, to be studied further in the Tier II process. The Tier II Draft Project Report, published in November 2010, studied multiple alternatives with several variations, with analysis resulting in the recommendation of the project described in this Project Report. Planned project funding involves the collection of a toll or user fee for the use of SR-11. The revenue generating capability outlined in SB 1486 authorizes the project to be financed in a non-traditional way, through a public-public partnership. SANDAG will serve as the Toll Authority per SB 1486. This type of financing strategy is a mechanism whereby capital infrastructure projects are funded and built through a partnership of only public agencies through the sale of bonds. A Traffic and Revenue Study (T&RS) is currently being jointly prepared by ▇▇▇▇▇▇ and Caltrans to study the revenue generating capability of the project through tolling.
Appears in 2 contracts
Sources: Project Baseline Agreement, Project Baseline Agreement
Project History. As population, traffic, and trade have generally shown a steady rate of growth in the San Diego-Tijuana border region, State and local transportation and land use agencies in California and Baja California have identified the need for additional access and transportation facilities to connect the regions of San Diego and Tijuana. The existing border crossings in the region are located in San Ysidro and Otay Mesa. The San ▇▇▇▇▇▇ ▇▇▇ provides a non-commercial crossing to approximately 33.3 million people annually using various modes of travel1, while the Otay Mesa ▇▇▇ provides both commercial and non-commercial crossing to approximately 1.5 million commercial trucks and 6 million non- commercial vehicles annually.2 These POEs frequently experience long delays for both commercial and non-commercial vehicles. Ultimate capacities are being reached and although some improvements are planned, limited available right-of-way, rugged terrain and surrounding development constrain further expansion. Improvements to the existing Otay Mesa transportation corridor (U.S. and Mexico) are constrained by adjacent residential, commercial, and industrial development. Tijuana land use agencies have indicated that the residential, commercial and industrial urbanization, along with the difficult terrain adjacent to the U.S.-Mexico border between the Pacific Ocean and the San Ysidro Mountains, have severely limited the number of remaining options for a future border crossing between San Diego and Tijuana.3 Currently, a limited and decreasing number of sites are available in the Otay Mesa area. The international component of a border crossing requires the coordination between the U.S. and Mexico. A Letter of Intent entitled “Binational Corridor Preservation for State Route 11 – Tijuana/Rosarito 2000 and Site Designation for the East Otay Mesa-Mesa de Otay II Port of Entry”, referred to as the SR-11 Letter of Intent, included support for the creation of a new international border crossing facility designated as East Otay Mesa - Otay II. Coordination is critical to the success of delivering the U.S. and Mexico projects on similar schedules. The U.S. ▇▇▇ and Mexico ▇▇▇, as well as a CVEF and connecting roadways on each side of the border must all be operational prior to utilization of the new crossing. The SR-11 Letter of Intent was signed in 1998 by the following agencies: Caltrans District 11 County of San Diego City of San Diego SANDAG Municipality of Tijuana Municipality of Playas de Rosarito Secretariat of Human Systems and Public Works of the State of Baja California Human Settlements The SR-11 and Otay Mesa East ▇▇▇ facilities have been studied under a two-tier process: a first tier, “Phase I”, programmatic level study, and a second tier, “Tier II”, project level study. The two-tier process was selected because it would allow for critical milestones to be achieved earlier in the project. The milestone of an Approved Presidential Permit allowing for a crossing at the international border required environmental documentation of the proposed program. A ▇▇▇ would not be approved for operation without this. With a Phase I Record of Decision (ROD) dated October 3, 2008, a corridor for SR-11 was preserved, allowing San Diego County to proceed with adjacent development. 1 SANDAG, San Ysidro Port of Entry Reconfiguration Mobility Study, January 2010 2 CALTRANS, SR905/125 Interchange at Otay Mesa Port of Entry TBCR Program Application 3 SANDAG, 2007 Regional Transportation Plan White Paper: Crossborder Transportation, December 2006 In Phase I, a Programmatic Environmental Impact Report/Phase I Environmental Impact Statement (PEIR/PEIS) was prepared and certified to evaluate SR-11 and the ▇▇▇ at a programmatic level. The purpose of Phase I was to identify the preferred SR-11 corridor and ▇▇▇ site, and allow for the following: Consideration and approval of a Presidential Permit for the location of an International Border Crossing by the U.S. Department of State (DOS) Facilitation of land use and circulation planning in the East Otay Mesa Specific Plan (EOMSP) area by local agencies Support of international cooperation efforts to pursue the development of a new Otay Mesa East ▇▇▇ Future designation of right-of-way for each facility in cooperation with local and regional jurisdictions to ensure the right-of-way is shown conceptually on planning documents The Tier II EIR/EIS, supported by this Project Report, is scheduled to be completed Spring 2012. The study area was based on the preferred corridor identified in Phase I and modifications to the approved SR-905 project required to construct the project (see Figure 1). The Tier II Draft EIR/EIS was published on November 24, 2010 and circulated for comment. The history of the project can be summarized as follows: 2005 SR-11 included on SAFETEA-LU List of High Priority Projects in San Diego 2007 SR-11 included in SANDAG‟s 2030 Revenue Constrained Regional Transportation Plan (RTP) 2008 SR-11 included in the Regional Transportation Improvement Program (RTIP) 2008 Senate Bill (SB) 1486 approved, granting authority to SANDAG to operate a toll facility on SR-11 2008 Conditional Presidential Permit was granted by DOS for the “piercing of the border” The SR-11 PSR, completed in 2000, identified three alternative alignment locations, a no build alternative, and a local road alternative. The Phase I Project Report for SR-11, completed in 2008, identified a preferred corridor, the Western Alternative, to be studied further in the Tier II process. The Tier II Draft Project Report, published in November 2010, studied multiple alternatives with several variations, with analysis resulting in the recommendation of the project described in this Project Report. Planned project funding involves the collection of a toll or user fee for the use of SR-11. The revenue generating capability outlined in SB 1486 authorizes the project to be financed in a non-traditional way, through a public-public partnership. SANDAG will serve as the Toll Authority per SB 1486. This type of financing strategy is a mechanism whereby capital infrastructure projects are funded and built through a partnership of only public agencies through the sale of bonds. A Traffic and Revenue Study (T&RS) is currently being jointly prepared by ▇▇▇▇▇▇ and Caltrans to study the revenue generating capability of the project through tolling.
Appears in 1 contract
Sources: Project Baseline Agreement