HomeMy WebLinkAbout1997-10-28; City Council; 14404; North coast transportation study status reportI
MTG. 10/28/97 NORTH COAST TRANSPORTATION STUDY
RECOMMENDED ACTION:
Receive status report and seek public input on the North Coast Transportation Study.
ITEM EXPLANATION:
Earlier this year, the San Diego Association of Governments (SANDAG) initiated a M
Investment Study (MIS) for the Interstate 5 Corridor. This study is a requirement when seekir
Federal funding for major projects within the corridor. This study is now known as the North Cc
Transportation Study. The study is described in more detail in the attached SANC
correspondence and fact sheets.
SANDAG representatives will overview the study for the Council and public as a part of t
information and outreach efforts.
The study is being guided by a Policy and Technical Committee made up of coastal cities, Caltri
the County, NCTD, MTDB and the Coastal Commission. Councilmember Hall is the Carls
representative with Councilmember Nygaard as an alternate. The City Engineer represents
City on the Technical Committee.
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FISCAL IMPACT:
a Staff and Council support to the study has a estimated value of less than $5,000.
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September 12, 1997 letter to Council Member Hall from Kenneth Sulzer of Sandag.
North Coast Transportation Study fact sheet, dated August 20, 1997.
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%bns OF% San Diego ASSOCUTION 01 GOVERNMENTS
401 B Street, Suite 800
San Diego, California 92101-42:
(619) 595-5300 Fax (619) 59!
http://www.sandag.cog.ca.us
TO THE REG@
;@;
September 12, 1997
Hon. Manhew Hall
Councilmemb er
City of Carlsbad
1200 Carlsbad Village Drive
Cs1st;2dd, 5-4 ?2@(?8
Subject: North Coast Transportation Study
Dear Councilmember Hall:
Staff is beginning the first phase of the public information program for the North Coast Tra portation Study. We would appreciate your assistance in identifying the best contacts l
locations for this program.
As you will recall, the program has five major elements: an information sheet, a city-sponsc
public workshop, shopping center information “kiosks,” press outreach, and presentation;
existing community groups. The assistance we need is outlined in the following paragraphs.
Information Sheet. The draft information sheet is enclosed for your suggestions.
Public Workshop. Each city in the corridor has the opportunity to sponsor a workshop or
study. This workshop could be part of a series of Council workshops (as has already been (
in Carlsbad), sponsored by the planning commission, or be done in any format you think ’
Please let George Franck know what sort of workshop, if any, you would prefer.
Information Kiosks. Please identie three shopping centers or other locations where we t
reach the best cross-section of city residents and employees.
Press Outreach. Once the kiosks and workshop dates are established, we will approach the
to publicize the study and these events. Please let us know which reporters are most recept
this type of study and if you would like to participate in this outreach.
Presentations to Existing Groups. SMYDAG will be sending letters to existing servicc
community groups, offering to present the study at their general meetings. Please identify,
your staff to identify, the groups in your city that should be contacted.
MEMBER AGENCIES: Cities of Carlsbad. Chula Vista. Coronado, Del Mar, El Cajon, Encinitas, Escondido. imperial Beach, La Mesa,
ADVlSORYlLlAlSON MEMBERS: California Department of Transportation, US. Department of Defense. S.D. Unified Port D
National City. Oceanside. Poway. San Diego, San Marcos. Santee, Solana Beach. Vista, and County of San Diego.
S.D. County Water AUthoi<:y. ana TijuanaBaja California.
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SmAG expects to have the public information program underway by the end of the mont
and hopes to schedule most of the presentations during October. Please contact me or Georl
Franck with any ideas, comments or concerns you have about these activities. George can 1
reached at (619) 595-5378 or via e-mail to &@sandag.cog.ca.us.
Thank you for your assistance.
KE Executive sin& THE.SULZER Director
F& S”F/Cd
Enclosure
cc: Councilmember Julianne Nygaard
Lloyd Hubbs
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The Issue
Each weekday more than 200,000 vehicles travel on Interstate 5 near the I-5/1-805 split. Two to four ho
bumper-to-bumper congestion now occurs on 10 miles of the 48-mile corridor between the split and tl
of San Clemente just north of the Camp Pendleton Marine Base. In addition, thousands of other travel drive the old Coast Highway and El Camino Real as well as ride the rail system in the corridor. By the
The corridor is the essential link connecting San Diego and Los Angeles for both personal travel and 6
As the regional transportation planning agency, SWAG is studying the best ways to improve trat
residents and business people using the corridor, and at the same time, minimize social, economic a
environmental impacts .
2020, vehicle traffic will nearly double and the corridor will become the most heaYily traveled in the n
The Alternatives
SANDAG, in cooperation with Caltrans and other
government agencies in the area, is looking at the
following potential improvements:
Additional Freeway Lanes: Add one freeway lane
HOV lanes for a fee. The fee collected woul
used to build, maintain and operate transpi
facilities andservices in the corridor. Carpol
buses would have free use of the HOV lane
Local Street Improvements: Expand the lo(
system in an attempt to remove shorter trir
the freeway. Local street improvements wo
include the addition of new lanes, partial
interchanges at major intersections, and cla
gaps in the street system.
in each direction for the use of all traffic. No
additional freeway carpool lanes would be
included in this alternative.
Commuter Rail: Existing commuter rail services
can be faster and can have more frequent service.
These improvements include more passing tracks,
additional parking, and even new stations.
Carpool and Bus Lanes: Freeway capacity can be
increased with additional lanes for the exclusive
use of carpools and buses. Several high occupancy
vehicle (HOV) lane alternatives will be evaluated,
adding from 1 to 4 lanes in the median of
Interstates 5 and 805. One alternative would test the
feasibility of reversing a center HOV lane for use
during rush hesrs.
Transportation Management Improvement
at freeway ramps, park & ride lots, and an
kxpanded employer-based rideshare prop
Base-Case: All of the alternatives will be o
to a base-case alternative. This alternative j
the completion of the Interstate 5/805 intei
the completion of State Route 56 from Intel
15, fmdd coilinliier rail improvements, a
construction of Orange County’s Foothill tc
at the northern end of the corridor.
techniques include additional carpool bypi
Congestion (or Value) Pricing: Allow single
occupant vehicles to use any excess capacity in the
What Can You Do?
Right now is the time for you to find out more about the proposed travel alternatives. You live and/o
the area. You know what transportation system works best for you. Short-term improvements may br
implemented within a few years; however, funding for any major improvements may take 20 years o
Look for public notices in your local newspaper announcing community meetings and workshops i
Contact SANDAG’s project manager at 619/595-5378 or e-mail &@sandag.cog.c#.us.
be held near your neighborhood, community center, or shopping area.
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NORTH COAST TRANSPORTATION STUDY
FACT SHEET August 20,1997
SAN DIEGO’S NORTH COAST CORRIDOR
The North Coast Corridor extends fiom the Orange County boundary south to the
University community in the City of San Diego. Major transportation facilities in the
corridor include the San Diego Northern (formerly Santa Fe) Railway, Interstate (I) 5,
1-805, El Camino Real and the old coast highway. The study area is shown on Map 1.
TRAVEL PROBLEMS IN THE CORRIDOR
By the year 2020, the corridor will become the most heavily traveled corridor in the
region. It is the essential link which connects San Diego to Los Angeles for both personal
travel and fieight. 1-5, the major highway facility in the corridor, provides the major Er?k
between Mexico and Canada along the west coast of the United States. The San Diego
Northern Railway provides the only rail fieight linkage between San Diego and the rest of
the nation.
Hiahway Deficiencies: The freeway does not accommodate existing travel demand and
congestion will grow. On weekdays, between two to four hours of congestion now
occurs on 10 miles of the 48-mile corridor. Congestion also occurs during the weekend
and on the corridor’s streets and roads.
A large percentage of vehicles using the freeway are making relatively short trips because
the arterial street system parallel to the freeway is not adequate. The high percentage of
trucks on the freeway and the rolling terrain creates speed conflicts between trucks and
automobiles.
Commuter Rail Service Deficiencies: Commuter rail service fiequencies and travel time
of passing locations. The railway rnust be shared with inter-city passenger service and
fieight service.
Access to commuter rail stations is difficult fiom the population centers in the areas east
of 1-5. The demand for parking at most stations is approaching or exceeding the supply.
Corridor Issues: The corridor is extremely environmentally sensitive. Corridor resources
include wetlands, coastal bluffs, visual resources and the natural habitat of several
endangered species of plants and animals.
Existing residential and commercial uses are located adjacent to the railway and fieeway
rights-of-way, increasing the cost of expandicg ;hese transportation facilities. In addition,
these existing uses nay be sensitive to noise and air pollution.
are constrained by the predominantly single-track rail facility which has a liited number
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Several unique facilities are located in the corridor, including the Del Mar fairgrounds, the
University of California, the Camp Pendleton Marine Corps base, and the proposed
LegoLand theme park. Special events at these facilities put unusual demands on the
transportation facilities. In addition, much of the congestion on the freeway is related to
weekend travel, not the weekday commute.
ALTERNATIVES
The MIS will evaluate a range of alternatives to see how well different kinds of transportation
improvements will meet the travel demands in the corridor. These alternatives include:
Commuter Rail: The existing commuter rail services in the corridor can be improved to
provide faster and more frequent service. These improvements include more passing tracks,
additional parking and even new stations.
Carpool and Bus Lanes: The fleeway capacity can be expanded through the addition of lanes
for the exclusive use of carpools and buses. Several High Occupancy Vehicle (HOV) lane
alternatives will be evaluated, adding flom 1 to 4 lanes in the median of Interstates 5 and 805.
One alternative would test the feasibfity of reversing a center HOV lane for use in the primary
direction of travel during the morning and afternoon commute-periods.
Congestion (or Value) Pricing: A variation of the previous alternative, this alternative would
allow single occupant vehicles to use any excess capacity in the HOV lanes for a fee. The fees
collected would be used to build, maintain, and operate transportation facilities and services in
the corridor. Carpools and buses would continue to have free use of the HOV lanes.
Additional Freewav Lanes: This alternative would add one freeway lane in each direction for
the use of d tr&c. No additional Geeway carpool lanes would be included in this alternative.
Local Street Improvements: In an attempt to remove shorter trips fiom the keeway, this
alternative would expand the local street system. Local street improvements would include the
addition of new lanes, partial interchanges at major intersections, and closing gaps in the street
system.
Transportation Management Imtxovements: Lower-cost management techniques can do a lot
to increase the capacity of the corridor. These techniques include additional carpool by-pass
lanes at fieeway ramps, Park & Ride lots, and an expanded employer-based Transportation
Demand Management (TDM) program. A higher cost version of this alternative would add
elements of a state-wide Intelligent Transportation System (ITS) priority corridor study.
Base Case: The alternatives listed above will be compared to a base-case, or “no-build’’
alternative. In addition to existing facilities, the no build alternative includes facilities
programmed for construction over the next several years. The completion of the Interstate
5/805 interchange, the completion of State Route 56 from Interstate 5 to 15, funded commuter
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rail improvements, and the construction of Orange County’s Foothill toll road at the northern
end of the corridor are part of the base case alternative.
HOW YOU CAN BE INVOLVED?
Four San Diego transportation agencies are cooperating to complete the North Coast
Transportation Study. SANDAG, &e regional decision-making body, is the lead agency.
Caltrans, North County Transit and the Metropolitan Transit Development Board are all
providing staff to complete technical tasks. The County and the cities in the mmdor are
participating through membership on policy and technical advisory committees for the study.
SNAG will conduct a two phase public outreach program consisting of workshops and
presentations to existing groups. This fall. the first phase will outline the problems in the
corridor and identi@ possible solutions. The second phase will show how much these possible
solutions help travel in the corridor.
The opinions of corridor residents, business people and commuters is requested throughout the
study. If you wish to be placed on the project mailing list or would like to mange a
presentation on the study, please call George Franck at (619) 595-5300 or e-mail SAKDAG at
gf?@sandag. cog. cam.
WHATISANMIS?
The North Coast Transportation Study is a major investment study (or MIS). An MIS
identifies the transportation problems in a corridor, and evaluates a range ofthings that can be
done to solve those problems. It is a cooperative study which involves the transportation
agencies who have decision-making responsibilities or operate services in the corridor.
An MIS involves the public, local government, and the County in deciding what transportation
facilities will be built in the corridor. State and federal agencies cooperate in the study and
projects recommended by the MIS are eligible for state and federal fhding.
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CARLSBAD CITY COUNCIL WORKSHOP - TRANSPORTATION SERVICES
Wednesday, September 3, 1997; 1 :30 p.m. - 5:30 p.m.
Carlsbad Senior Center Auditorium - 799 Pine Avenue
Carlsbad, CA 92008
DESIRED OU TCOMC
Understanding of the information and data that currently exists regarding Carlsbad
transportation systems.
.
AGENDA
1130 - I r45 p.m.
I e Agenda Overview/lntr0ductions City Manager Ray Patchett
Desired Outcome
Summary of Previous Workshop Outcomes
1 :45 - 3:30 p.m.
II. Updates on Current InformatiordData
1~45 - 2:15 m
0 San Diegs Association of Governments Deputy Executive Director
(Committee structure & function,
1-5 Major Investment Study)
Stuart Shaffer
2;15 - 2:45 p.m,
North County Transit District Executive Director
(current ridership data, fixed route study Martin Minkoff
Coaster service)
2:45 - 3:15 D.m,
a City .sf Ca:isb& (recent traffic S~Z~~PC, City Fqgirleor I Icyd Huhbs
circulation element of General Plan)
3:15 - 3:30 R.~Z BREAK
3:30 - 3:40 Dm,
0 Update on Parking in the Village Acting Housing and
(parking utilization study, in-lieu fees) Redevelopment Director
Debbie Fountain
3:40 - 4:lO p.m.
4: 10 - 5:30 p.m.
Public Comment
City Council Discussion: Issues and Next Steps
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San Diego ASSOCLATION 0
e GOVERNMENTS
401 B Street, Suite 800
San Diego, California 92101 -422
(619) 595-5300 Fax (619) 595
http llwww sandag cog ca us
September 3, 1997
TO: Honorable Mayor and City Council
City of Carlsbad
FROM: SANDAG Staff
SUBJECT: San Diego Association of Governments
Committee Structure and Function
The following description of SANDAG's organization and management is drawn from the
FY'98 Overall Work Program. While the Board committees and most transportation committees
are listed, other committees have been formed to address specific issues.
In addition, the Board of Directors appoints ad hoc committees to advise on specific studies. For
example, both Policy and Technical Advisory Committees advise staff and the Board on the
North Coast Transportation Study.
The formation of SANDAG as a voluntary association of governments provides a solid basis for a
truly regional approach to decision-making. This is enhanced by a variety of active committees
whose members are selected both for their particular expertise and regional representation. This
regional perspective is complemented by the use of state and local agency personnel working in
cooperation with SANDAG staff on the various programs and projects.
The following sections outline the structure and responsibilities of the Association's Board of
Directors, staff and committees.
A. BOARD OF DIRECTOR§
The Board Of Directors is the governing body responsible for establishing dl of the agency's
policies and programs. The Directors are elected officials, either a mayor, councilmember or
supervisor, from each of the region's 18 incorporated cities and the county government. Any
newly incorporated city in the county may become a member of the Association by signing
the existing SANDAG Joint Powers Agreement. The California Department of
Transportation, the US. Department of Defense, the San Diego Unified Port District, the San
Diego County Water Authority, and a representative from the Republic of Mexico serve on
the Board as non-voting, advisory members.
MEMBER AGENCIES Cities of Carlsbad, Chula Vista, Coronado, Del Mar, El Calon, Encinitas, Escondido, Imperial Beach, La Mesa, Lemon G
National City, Oceanside, Poway, San Diego, San Marcos, Santee, Solana Beach, Vista, and County of San Diego
S D County Water Authority, and TijuandBaja California
ADVISORY/LIAISON MEMBERS California Department of Transportation, U S Department of Defense, S D Unified Port District,
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The voting system used by the Board on first ballots is the “one-agency, one-vote” principle.
with a simple majority required to pass any action. The Joint Powers Agreement alsc
provides for a “weighted vote” formula which distributes 100 votes among each of the
member agencies. The weighted vote can be called for by one agency, with a second required
by two additional member agencies. Under the formula, the 100 votes are distributed among
the 19 member agencies approximately by population. Five member agencies representing at
least 51 % of the votes are required to approve a weighted vote action. (When a new membez
joins in mid-year, it is given one vote until the distribution is recalculated each June.)
However, as a practical matter, the weighted vote is used very rarely.
The weighted vote distribution (as of July 1997) is: Carlsbad, 3; Chula Vista, 6; Coronado, 1;
County of San Diego, 17; Del Mar, 1; El Cajon, 3; Encinitas, 2; Escondido, 5; Imperial
Beach, 1; La Mesa, 2; Lemon Grove, 1; National City, 2; Oceanside, 6; Poway, 2; San
Marcos, 2; Santee, 2; Solana Beach, 1; Vista, 3; and San Diego, 40.
B. STAFF
To support the agency’s work and decision-making efforts, the Board of Directors has
assembled a professional staff with a broad range of expertise to work on regional needs. The
staff is guided by an Executive Director who is appointed by the Board. Exercising authority
delegated by the Board, the Executive Director has administrative responsibility for the
regular professional and clerical staff as well as contract consultants and staff loaned from
other agencies for specific projects. Staff expertise encompasses urban planning, accounting,
administration, statistics and demographics, mathematics, computer programming,
economics, environment, transportation, engineering, research, information systems, public
communications, and law.
C. COMMITTEES
The formation and use of committees at the agency is based upon the objective of providing
opportunities for involvement in regional programs by citizens, agency ofticids and staff, and
representatives of interest groups. Some are standing committees responsible for policy
direction and review, while others are established on an ad hoc basis to assist with specific
projects. In addition to the committee structure, interagency task forces are frequently used to carry out other regional activities.
1. Executive Committee. This is a standing committee composed of Directors responsible
for setting the monthly S ANDAG agenda, reviewing grant applications, reviewing
legislative proposals, and giving staff policy direction. The committee usually includes
the Board Chairperson and Vice Chairperson, the Board representative from the City of
San Diego, the County of San Diego and the immediate past Chairperson. The
committee also has three alternate members.
Budget Review Committee. This is a standing committee responsible for a detailed
review of the Overall Work Program and Program Budget before submittal to the Board
of Directors each year. This seven-member committee includes five Board members,
the San Diego Taxpayers’ Association, and the CitiesKounty Managers’ Association.
2.
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3. Transportation Subcommittee. This committee of six SANDAG Board members is
advisory to the Association on matters pertaining to transportation programming issues
including the TransNet local transportation sales tax program.
4. Regional Transportation Advisory Committee. This is the Association's overall
transportation advisory committee. The purpose of the committee is to help ensure
regional coordination of all transportation programs and studies, reviewing
transportation related legislation and financial issues, reviewing the implementation oi
the Regional Transportation Plan (RTP), and recommendations on transportation fund
allocation.
Its membership consists of representatives from various citizen, civic and specia
interest groups. In addition, there are public agency representatives from Caltrans
Metropolitan Transit Development Board (MTDB), North San Diego County Transil
Development Board (NSDCTDB), the City of San Diego, the County of San Diego
two smaller cities, the San Diego Unified Port District, and the Air Pollution Contra
District.
Regional Transit Management Committee. This committee is responsible for transj
coordination and recommendations to S ANDAG on transportation fund allocation. 1
consists of the general manager of each transit operator, Caltrans and the APCD.
6. CitiesKountv Transportation Advison, Committee. This committee's responsibilitie
include review and advice on: (1) transportation fund allocation; (2) highway-relatec
aspects of the Regional Transportation Plan (RTP), Regional Transportatioi
Improvement Program (RTIP), transportation sales tax, and S hort-Range Transportatioi
Plan; and (3) highway-related studies. Membership consists of representatives fron
each of the region's cities and the county government, public transit operators, transj
boards, and Caltrans.
5.
7. The Regional Intelligent Transportation Systems (ITS) Strategic Plannin;
Subcommittee is appointed by the CitiesKounty Transportation Advisory Committel
to oversee the development of the region's plan (OW 103.28) for the deployment o
intelligent and advanced transportation systems and technologies and its inclusion z
part of the Regional Transportation Plan. Membership consists of representatives fro1 each of the region's cities, the County, Caltrans, the MTDB, and the NSDCTDB,
The Southern California Intelligent Transportation Systems (ITS) Priority Corridc
Steering Committee is appointed by the transportation planning agencies which mak
up the multi-regional Southern California Priority Corridor (Los Angeles - San Diego
The membership includes SANDAG, SCAG, Los Angeles, Orange, Riverside, Sa
Diego, and Ventura County Transportation Commissions, Caltrans Districts 7, 8, 1
and 12, Cdtrans New Technology, the California Highway Patrol, Air Resources Boar
and representatives of private industry. The Steering Committee oversees th
implementation of the Southern California ITS Priority Corridor Showcase Project,
federal demonstration of intelligent transportation systems and technologies; and th
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development of the multi-regional ITS Strategic Plan for Southern California and it:
incorporation into the various agencies' Regional Transportation Plans. SANDAC
serves as the contract administrator for the Southern California lTS Priority Corridoi
activities (OWP 104.14).
Bicvcle Facilities Committee. This group assists in the development of the bicyclc
facilities portion of the RTP, and recommends projects for funding under tht
Transportation Development Act of 1971, as amended (SB 325), the TransNet local
transportation sales tax program, and other state and federal funds. The committee
includes citizen participants, one staff person from each member agency, San Diego
Transit, the Unified Port District, and Caltrans.
Subcommittee for Accessible Transportation. This committee's work is to respond to
federal requirements and increased local interest and involvement in accessibility
issues. Responsibilities include review and advice on: (1) federal funding programs foI
the elderly and disabled; (2) coordination of elderly and disabled vehicles; (3) the
Overall Work Program; and (4) special studies or updates. Membership consists 01
representatives from the region's transit operators and user groups.
Aviation Committee. This committee coordinates and establishes priorities for airport
projects, and advises the Regional Transportation Advisory Committee and S ANDAG
on airspace issues and related intergovernmental review. Membership consists of the
region's four public airport operators (the County of San Diego, City of San Diego, City
of Oceanside, and the San Diego Unified Port District), Caltrans, and a Federal
Aviation Administration representative. SANDAG serves as the Airport Land Use
Commission (ALUC). ALUC activities continue to be the primary responsibility of ad
hoc committees established for each study.
12. Traffic Engineers' Council. The San Diego Regional Traffic Engineers' Council
(SANTEC) serves as the agency's technical advisory committee on regional traffic
engineering matters. Membership consists of a traffic engineering representative from
each of the region's cities, the County of San Diego, and Caltrans.
9.
10.
1 1.
13. Transportation Demand Management Advisory Committee. The TDM Advisory
Committee serves as an advisory committee for the Transportation Demand
Management Work Element (Job 104.11). It consists of representatives from the
private and public sectors and the region's Transportation Management Associations.
Conformity Workinn Group. The purpose of the Conformity Working Group (CWG)
is to meet federal interagency coordination requirements for the transportatiodair
quality conformity process. The CWG is comprised of representatives from SANDAG,
the Air Pollution Control District (APCD), the California Department of Transportation
(Caltrans), the California Air Resources Board (ARB), the U.S. Department of
Transportation (USDOT), and the U.S. Environmental Protection Agency (USEPA).
14.
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NORTEI COAST TRANSPORTATION STUDY
FACT SHEET
August 20,1997
SAN DIEGO’S NORTH COAST CORRIDOR
The North Coast Corridor extends from the Orange County boundary south to the
University community in the City of San Diego. Major transportation facilities in the
corridor include the San Diego Northern (formerly Santa Fe) Railway, Interstate (I) 5,
1-805, El Camino Real and the old coast highway. The study area is shown on Map 1.
TRAVEL PROBLEMS IN THE CORRIDOR
By the year 2020, the corridor will become the most heavily traveled corridor in the
region. It is the essential link which connects San Diego to Los Angeles for both personal
travel and freight. 1-5, the major highway facility in the corridor, provides the major link
between Mexico and Canada along the west coast of the United States. The San Diego
Northern Railway provides the only rail freight linkage between San Diego and the rest of
the nation.
Hinhwav Deficiencies: The freeway does not accommodate existing travel demand and
congestion will grow. On weekdays, between two to four hours of congestion now
occurs on 10 miles of the 48-mile corridor. Congestion also occurs during the weekend
and on the corridor’s streets and roads.
A large percentage of vehicles using the freeway are making relatively short trips because
the arterial street system parallel to the freeway is not adequate. The high percentage of
trucks on the freeway and the rolling terrain creates speed conflicts between trucks and
automobiles.
Commuter Rail Service Deficiencies: Commuter rail service frequencies and travel time
are constrained by the predominantly single-track rail facility which has a limited number
of passing locations. The railway must be shared with inter-city passenger service and
freight service.
Access to commuter rail stations is difficult from the population centers in the areas east
of 1-5. The demand for parking at most stations is approaching or exceeding the supply.
Corridor Issues: The corridor is extremely environmentally sensitive. Corridor resources
include wetlands, coastal bluffs, visual resources and the natural habitat of several
endangered species of plants and animals.
Existing residential and commercial uses are located adjacent to the railway and fi-eeway
rights-of-way, increasing the cost of expanding these transportation facilities. In addition,
these existing uses may be sensitive to noise and air pollution.
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Several unique facilities are located in the corridor, including the Del Mar fairgrounds, the
University of California, the Camp Pendleton Marine Corps base, and the proposed
LegoLand theme park. Special events at these facilities put unusual demands on the
transportation facilities. In addition, much of the congestion on the freeway is related to
weekend travel, not the weekday commute.
ALTERNATIVES
The MIS will evaluate a range of alternatives to see how well different kinds of transportation
improvements will meet the travel demands in the corridor, These alternatives include:
Commuter Rail: The existing commuter rail sewices in the corridor can be improved to
provide faster and more fi-equent service. These improvements include more passing tracks,
additional parking and even new stations.
Carpool and Bus Lanes: The fieeway capacity can be expanded through the addition of lanes
for the exclusive use of carpools and buses. Several High Occupancy Vehicle (HOV) lane
alternatives will be evaluated, adding fiom 1 to 4 lanes in the median of Interstates 5 and 805.
One alternative would test the feasibility of reversing a center HOV lane for use in the primary
direction of travel during the morning and afternoon commute-periods.
Congestion (or Value) Pricing: A variation of the previous alternative, this alternative would
allow single occupant vehicles to use any excess capacity in the HOV lanes for a fee. The fees
collected would be used to build, maintain, and operate transportation faciities and services in
the corridor. Carpools and buses would continue to have fi-ee use of the HOV lanes.
Additional Freeway Lanes: This alternative would add one fieeway lane in each direction for
the use of all traEc. No additional fieeway carpool lanes would be included in this alternative.
Local Street Improvements: In an attempt to remove shorter trips fiom the fi-eeway, this
alternative would expand the local street system. Local street improvements would include the
addition of new lanes, partial interchanges at major intersections, and closing gaps in the street
system.
Transportation Management Improvements: Lower-cost management techniques can do a lot
to increase the capacity of the corridor. These techniques include additional carpool by-pass
lanes at fi-eeway ramps, Park & Ride lots, and an expanded employer-based Transportation
Demand Management (TDM) program. A higher cost version of this alternative would add
elements of a state-wide Intelligent Transportation System (ITS) priority corridor study.
Base Case: The alternatives listed above will be compared to a base-case, or “no-build”
alternative. In addition to existing facilities, the no build alternative includes facilities
programmed for construction over the next several years. The completion of the Interstate
5/805 interchange, the completion of State Route 56 fi-om Interstate 5 to 15, funded commuter
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rail improvements, and the construction of Orange County’s Foothill toll road at the northern
end of the corridor are part of the base case alternative.
HOW YOU CAN BE INVOLVED?
Four San Diego transportation agencies are cooperating to complete the North Coast
Transportation Study. SP;NDAG, the regional decision-making body, is the lead agency.
Caltrans, North County Transit and the Metropolitan Transit Development Board are all
providing staff to complete technical tasks. The County and the cities in the corridor are
participating through membership on policy and technical advisory committees for the study.
SANDAG will conduct a two phase public outreach program consisting of workshops and
presentations to existing groups. This fd. the first phase will outline the problems in the
corridor and identii possible solutions. The second phase will show how much these possible
solutions help travel in the corridor.
The opinions of comdor residents, business people and commuters is requested throughout the
study. If you wish to be placed on the project mailing list or would like to arrange a
presentation on the study, please call George Franck at (619) 595-5300 or e-mail SNAG at
@@sandag. cog. ca.us.
WHAT IS AN MIS?
The North Coast Transportation Study is a major investment study (or MIS). An MIS
identifies the transportation problems in a corridor, and evaluates a range of things that can be
done to solve those problems. It is a cooperative study which involves the transportation
agencies who have decision-making responsibilities or operate services in the corridor.
An MIS involves the public, local government, and the County in deciding what transportation
projects recommended by the MIS are eligible for state and federal funding.
facities will be built in the corridor. State and federal agencies cooperate in the study and
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