Agenda Item No. 5 Tribal TWG September 9, 2015
AGENDA ITEM NO. 15-09-5 TRANSPORTATION COMMITTEE SEPTEMBER 4, 2015 ACTION REQUESTED – RECOMMEND
SAN DIEGO FORWARD: THE REGIONAL PLAN: SUMMARY File Number 3102000 OF PUBLIC COMMENTS AND PROPOSED CHANGES
Introduction Recommendation
On April 24, 2015, the SANDAG Board of Directors The Transportation Committee is asked to accepted the Draft San Diego Forward: The Regional recommend that the Board of Directors Plan (Regional Plan) and its Sustainable Communities accept the proposed modifications to the Strategy (SCS) for public review and comment. The Draft San Diego Forward: The Regional public comment period for the Draft Regional Plan, Plan (Regional Plan) and its Sustainable its SCS, and its Draft Environmental Impact Report Communities Strategy (SCS) in (EIR) closed on July 15, 2015. substantially the same form as presented in this report. The proposed changes will Prior to its release, SANDAG received more than 7,000 be considered in the Final Regional Plan comments that helped develop and shape the Draft and its SCS, and evaluated in the Final Regional Plan. After the Draft Regional Plan was Environmental Impact Report prior to released, SANDAG received nearly 1,000 comments Board adoption, which is scheduled for from local jurisdictions, community based October 9, 2015. organizations, other non-profit organizations, various government agencies, professional organizations, and interested citizens. These comments were submitted at public workshops and public hearings, and also via email, the online comment tool, fax, and letters.
The notable changes proposed for the Final Regional Plan and its SCS are discussed in this report and are summarized in Attachment 1. A summary of the comments and draft responses on the Draft Regional Plan and its SCS is included as Attachment 2. An overview of comments made on the Draft EIR also is provided as Attachment 3. Responses to the Draft EIR comments will be included with the Final EIR, which is expected to be presented to the Board of Directors at its October 9, 2015, meeting.
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Discussion
Public Comments on the Draft Regional Plan
The comments received on the Draft Regional Plan generally covered the following broad issues:
Advancing Transit Projects – Multiple comments were received requesting the general advancement of transit projects to earlier phases in the Regional Plan.
Support for/Opposition to Transportation Modes and Specific Projects – Many comments generally supported public transit, active transportation, and alternatives to freeway enhancements, including advancing the implementation of these components and Managed Lanes. Support for specific transit projects included the Trolley Project from San Ysidro to Carmel Valley (Route 562), the Rapid from San Ysidro to Old Town and Kearny Mesa (Route 640), the Rapid from San Diego State University to Palomar Street (Route 550), the peak Rapid from San Ysidro/Otay Mesa to Sorrento Mesa and University Town Center (Routes 688, 689, 690), COASTER and SPRINTER improvements, as well as increased transit frequencies. Grade separations on the Blue and Orange Trolley Lines and on the coastal rail corridor also were supported. Support for specific Managed Lanes projects include State Route 78 from Oceanside to Escondido. Managed Lanes on the Interstate 5 (I-5) North Coast Corridor received both comments of support and opposition. Many commenters expressed opposition to the addition of Managed Lanes on the State Route 94 segment between I-5 and Interstate 805 and requested community alternatives be analyzed. Caltrans, the lead agency for this project, has indicated that it will evaluate additional alternatives in the Draft EIR.
More Active Transportation Infrastructure – Many commenters expressed support for more bike routes and infrastructure and the advancement of those projects to earlier timeframes. Also, comments were submitted regarding pedestrian safety near transit stops and freeway overpasses.
Greenhouse Gas Reductions – Various comments were received on greenhouse gas reductions, including references to Senate Bill 375 (Steinberg, 2008) as well as to Assembly Bill 32 (Perez, 2012), Executive Orders S-3-05 and B-30-14, and speculation on future or pending greenhouse gas legislation.
Public Health – An interest in protection of public health was expressed in several comments relating to implementation of the Regional Plan.
Funding – Dozens of comments were received on funding and the desire to use flexible funding (including TransNet funding allocations) to advance transit and active transportation projects.
Public Comments on the Draft Regional Plan EIR
SANDAG received 35 letters, emails, online submissions, and comment cards containing more than 500 comments, many of which applied to both the Regional Plan and its EIR. Responses to the Draft EIR comments will be provided in the Final EIR and presented to the Board at its October 9, 2015, meeting. In accordance with the California Environmental Quality Act, all responses to public agency comments will be provided ten days prior to the October 9, 2015, meeting. Attachment 3 lists the agencies, organizations, and individuals that submitted comments on the Draft Regional Plan EIR.
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Among the EIR comments received, several themes emerged where various commenters raised similar issues. To address these themes and to assist in the review of the information, SANDAG is developing six Master Responses that provide detailed information to address the issues raised. SANDAG also will provide additional information to specific comments where nuanced issues were not covered in the Master Responses. In addition to the Master Responses, SANDAG will provide responses to the individual comments, as is customary practice. Where appropriate, responses to comments will be accompanied by edits or revisions to the Final EIR. The Master Responses will address the following issues:
1. EIR Alternatives 2. Project Funding 3. Greenhouse Gas Emissions Analysis 4. Greenhouse Gas Emissions Technical Methodology (includes a discussion regarding the reasons for differences in calculation results since the adoption of the 2050 Regional Transportation Plan/SCS) 5. Greenhouse Gas Emissions Impacts and Mitigation Measures 6. Mitigation Measures
California Air Resources Board Meeting
The California Air Resources Board (ARB) heard an informational update on the Draft Regional Plan and its SCS at its June 25, 2015, meeting. The staff presentation focused on the SANDAG regional greenhouse gas reduction targets established in 2010, regional growth and development patterns, key strategies included in the Draft Regional Plan and its SCS, performance measures, as well as a status update on implementation activities relating to the 2050 Regional Transportation Plan/SCS. ARB staff will collaborate with SANDAG staff to complete the technical evaluation of the SCS and review the Final Regional Plan and its SCS, once submitted (this occurs after SANDAG Board adoption), for any changes that affect the final greenhouse gas quantification determination. The ARB Executive Officer will issue an ARB executive order accepting or rejecting the determination.
Proposed Changes to the Draft Regional Plan and SCS
There were several comments that resulted in proposed changes to the Draft Regional Plan in order to reflect additional project features requested during the comment period. No revisions are proposed to the phasing of projects. The proposed modifications and changes are discussed in Attachment 1. Also, based on public comments received, additional minor edits will be made in the Final Regional Plan and its SCS to text, tables, and figures to clarify or expand explanations of the projects, programs, services, and actions.
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Next Steps
Pending acceptance of the proposed changes by the Board of Directors, staff will prepare the final version of San Diego Forward: The Regional Plan and its SCS. It is expected that on October 9, 2015, the Board of Directors will be asked to certify the Final EIR prepared for the Regional Plan and its SCS, make a finding that the Regional Plan and the 2014 Regional Transportation Improvement Program, as amended, are in conformance with the State Implementation Plan for air quality, and adopt the Final Regional Plan and its SCS.
CHARLES “MUGGS” STOLL Director of Land Use and Transportation Planning
Attachments: 1. Summary of Proposed Changes from Draft Regional Plan to Final Regional Plan 2. Public Comments and Draft Responses on the Draft Regional Plan 3. List of Comment Letters on the Draft Regional Plan Environmental Impact Report
Key Staff Contact: Phil Trom, (619) 699-7330, [email protected]
4 23 Attachment 1
Summary of Proposed Changes from Draft Regional Plan to Final Regional Plan
Proposed Network Modifications
Transit
1. Add two new stations at H and 24th Streets on the Rapid service between San Ysidro, Downtown San Diego, and Kearny Mesa via Interstate 5 (I-5) and State Route 163 (Route 640).
2. Add an extension to Imperial Beach on the Iris Trolley Station to Otay Mesa East Port of Entry Rapid service (Route 905).
3. Add a new station in the vicinity of 28th Street on the State Route 94 (SR 94) corridor for Rapid services from South, East, and North County (Rapid Routes 225, 90, and 235).
Local Streets and Roads
4. Update the local streets network in the travel demand model to include access routes to McClellan-Palomar and Gillespie Field airports identified in the Airport Multimodal Accessibility Plan.
Proposed Text Modifications (Chapters 1 through 5)
Based on a review of the comments in Attachment 2, the following areas are proposed for inclusion or modification in Chapters 1 through 5.
Overall Changes
1. Revise all maps with jurisdictional and military base labels to identify tribal lands and recognize the presence and involvement of the sovereign tribal nations in the region.
Chapter 1
2. Add a new section on the importance of water and water resource planning to explain the San Diego County Water Authority’s approach to manage drought and ensure long-term supply reliability for the region. This includes an explanation of the Urban Water Management Plan and the ongoing coordination between the Water Authority and SANDAG.
3. Add a new section on demographics and the regional growth forecast through 2050 to provide a better foundation for the analysis of land use and transportation connectivity.
Chapter 2
4. Add a new section on the development of the revenue constrained transportation network. This discussion would include more information about the inclusion of the transportation projects in the revenue constrained network as well as the evaluation of the network as a whole through the application of various performance measures.
5. Expand the regional transit descriptions to include a summary of the ferry service between Coronado and Downtown San Diego. Also include in this section, a description of aerial skyway as a potential future option to enhance connectivity or provide alternative access for future projects.
5 24 6. Update the per capita greenhouse gas emissions reductions results from passenger vehicles for 2020 and 2035 to reflect the revised calculations that account for the proposed network modifications and the required California Air Resources Board (CARB) adjustment factor (Table 2.1). The CARB adjustment for SANDAG lessens the per capita results for both 2020 and 2035 by two percentage points. For example, before the ARB adjustment, per capita reductions for 2020 were 17 percent, and after applying the adjustment, the reductions became 15 percent.
7. Reference the new Executive Order B-30-15, issued on April 29, 2015, after the release of the Draft Regional Plan, which establishes an interim statewide greenhouse gas emission reduction goal of 40 percent below 1990 levels by 2030 (Chapter 2 and Appendix D).
Chapter 3
8. Add a section describing the State Route 125 (SR 125) toll road (South Bay Expressway) including revenues and costs associated with operations and maintenance resulting from the SANDAG acquisition of the SR 125 toll road in late 2011. Adjust revenues and costs as shown in Table 1 on page 7 of this attachment.
Chapter 4
9. Update the economic analysis with revised benefit-cost and economic impact data and social equity analysis to reflect proposed modifications to the transportation network and project cost estimates.
Chapter 5
10. Expand the description of incentives to include the Bike Month Mini-Grant Program and the Walk, Ride, and Roll to School Program.
11. Add several additional actions in the Final Regional Plan. See Proposed Final Regional Plan Actions section on page 8.
Proposed Appendices Modifications
1. Include a new map showing the existing 2012 regional bike network (Appendix A).
2. Include a description of the San Diego County Community Trails Master Plan and show these trails in the revised California Coastal Trail and Community Trails Master Plan map (Appendix A, new Figure A.16).
3. Include a new map showing the Planned High-Speed Train Overview (including the two High- Speed Rail alignment alternatives) (Appendix A).
4. Add a new section discussing the “off-model” methodology to estimate greenhouse gas emissions reductions of several Regional Plan strategies (Appendix C).
5. Clarify the description of Mobility Hubs to include Safe Routes to Transit improvements. (Appendix E).
6. Update the 2012 Greenhouse Gas Inventory for San Diego County and Projections (Appendix D).
6 25 7. Revise maps for Social Equity: Engagement and Analysis (Appendix H) concerning healthcare access.
8. Add a section on coordination between SANDAG and the San Diego County Water Authority on the water forecasting process (Appendix J).
9. Include modifications to the Regional Arterial System in the City of Chula Vista (Appendix M).
10. Add the Final SANDAG Transit Oriented Development Strategy, once accepted by the Board of Directors (Appendix U.4).
11. Add the Draft 2015 Freight Gateway Study Update (Appendix U.15).
12. Include a description of opportunities to align active transportation improvement projects at freeway interchanges with relevant projects funded with State Highway Operations Protection Program funds. Include a description of the Active Transportation Implementation Strategy in Appendix U.16.
Proposed Adjustments to Costs and Revenues
Table 1 summarizes the project cost estimates that are proposed to be revised for the Final Regional Plan. Project revenues are proposed to be adjusted accordingly.
Table 1 – Proposed Cost Adjustments to the Final Regional Plan Proposed Initial Cost in Adjusted Cost in Draft Regional Final Regional Plan Project Plan ($ in millions - Year ($ in millions - Year of Expenditure of Expenditure dollars) dollars) Rapid Route 640 Stations1 $125 $206 Rapid Route 905 Extension to Imperial $0 $2 Beach2 SR 94 (I-5 to Interstate 805) 28th Street $637 $703 Transit Station
1 New stations at H and 24th Street serving Chula Vista and National City 2 Three additional stations from Iris Trolley Station to Imperial Beach
Additionally, updates are proposed to the Draft FasTrak® Revenues to reflect the total revenues versus the previous net revenues that were included in the Draft Regional Plan. Since the cost of operations, maintenance, and subsidies for transit will continue to be included in the total costs, the FasTrak revenues will be updated to match those expenditures.
7 26 Correction to Unconstrained Transportation Network Description
The COASTER tunnel at University Towne Centre (UTC) was inadvertently omitted from the unconstrained list of projects in Appendix A (Table A.5). It is proposed that the UTC tunnel be added back to the list of unconstrained projects.
Proposed Final Regional Plan Actions
Based on a review of the comments in Attachment 2, the following implementation actions are proposed to be added to the near-term and continuing actions listed in the Chapter 5:
Near-Term Actions
1. Develop an Intraregional Tribal Transportation Strategy with tribal nations in the region (funded through the Caltrans Sustainable Transportation Planning Grant Program and the Southern California Tribal Chairmen’s Association).
2. Explore development of a regional military base access plan and implementation program.
3. Develop a long-term specialized transportation strategy through 2050, as part of the next SANDAG Coordinated Plan biennial update, to address the increasing specialized service needs of seniors and persons with disabilities.
Continuing Actions
1. Continue to support the SANDAG TransNet Smart Growth Incentive and Active Transportation Grant Programs, seek additional funding to leverage both programs, and enhance resources in the Smart Growth Tool Box.
2. Work with partner agencies to develop a regional Transportation Systems Management and Operational Strategy. This Strategy will craft the vision for developing multi-agency and multimodal goals and objectives aimed at improving procedures across jurisdictions for regional/corridor level performance management and operations.
3. Continue to work with member agencies on parking management solutions.
4. Continue to coordinate with the San Diego County Water Authority on longer-term demand forecasting to ensure adequate and reliable water supplies for the future.
8 27 Attachment 2
DRAFT
Public Comments and Draft Responses
9 28 Draft San Diego Forward: The Regional Plan Public Comments and Draft Responses
COMMENTS RECEIVED BY THE CLOSE OF THE PUBLIC COMMENT PERIOD ON JULY 15, 2015 No. Name Agency Comment Response Source
1 Angel Fuerte Able-Disabled San Diego County needs to invest into more crosswalks The Draft Regional Plan includes funding for pedestrian improvements such as marked crosswalks, through Safe Routes to Transit projects, bicycle and Comment Advocacy pedestrian improvements at freeway interchanges, Regional Bike Network projects, and through the Active Transportation grant program and Smart Card Growth Incentive Program. Your comment also has been shared with staff from the County of San Diego.
2 Cindy Lennon Able-Disabled I have two issues I would like to comment on. Transportation plans that Restrooms are available at certain Metropolitan Transit System (MTS) transit centers for the use of patrons, including 12th & Imperial, Old Town, Comment Advocacy involve the use of public transportation/mass transit fail to address one El Cajon, and San Diego State University. Hours and access vary by location. Unfortunately, the maintenance and security costs are high due to misuse Card issue of particular importance to persons with disabilities and seniors and vandalism. These expenses reduce funds available for MTS to provide transit services. It is recognized that restrooms are a desirable feature, but (growing demographic) - lack of restrooms available. You expect some until a more cost-effective solution becomes available, adding additional facilities is unlikely. to take a 1-3 hour ride without restrooms available. Even at the HUBS, Active transportation improvements pay particular attention to the region's most vulnerable populations: seniors, people with disabilities, and there are no public restrooms! You need to incorporate restrooms into schoolchildren. It is important to note that active transportation projects, such as Safe Routes to Transit projects, will provide safer access for these the planning. There seems to be a push to incorporate bike lanes. Also vulnerable populations, through pedestrian enhancements and traffic calming. Additionally, even Regional Bike Plan projects will include improvements not the best choice for persons with disabilities and seniors. Short such as traffic calming and streetscape enhancements that will benefit pedestrians, in addition to people who bike. section of bike routes will do little to relieve traffic congestion. I would view riding a bike with cars around me as dangerous. I don't consider them a good option and would place less emphasis on them.
3 David Dios Able-Disabled I want for my kids to have safe public transportation. The Draft San Diego Forward: The Regional Plan lays out a future where there is a rich network of transit services available for us and the next Comment Advocacy generations. Card
4 E. Carter Able-Disabled Portland, OR Hanau & Frankfurt Germany green/sustainability The SANDAG Transportation Demand Management division (iCommute) works with military bases throughout the region to promote transportation Comment Advocacy programs. Earthquake resistant building. Bus & Shuttle programs with services that reduce single occupancy vehicle trips. For example, iCommute manages the Regional Vanpool Program which provides a $400 per month Card DOD and bases for employees to ease congestion. subsidy for eligible vanpools. The military is the leading industry sector for vanpools in the program. iCommute also partners with military bases to actively promote the federal Transportation Incentive Program (TIP) to military employees. TIP is a subsidized benefit that provides up to $130 per month to military personnel that vanpool or take transit.
5 Edward Acosta Able-Disabled I would like it if the connected bike lanes were done soon. By 2050, the Regional Plan includes full build-out of the entire regional bike network. This includes $200 million worth of projects that will be Comment Advocacy implemented within the next ten years, through the Regional Bike Plan Early Action Program. Card
6 Erica Cresta Able-Disabled It's a pretty good plan We appreciate your support and feedback. Please continue to follow along in this process by visiting SDForward.com. Comment Advocacy Card
7 Gregario Able-Disabled You guys are doing great. We appreciate your support and feedback. Please continue to follow along in this process by visiting SDForward.com. Comment Advocacy Card
8 Jonathan Chase Able-Disabled Buses are cool ;) We appreciate your comment. We, too, believe that local buses and Rapid transit are a key component to the region's transportation system. Today, Comment Advocacy buses account for nearly two-thirds of transit ridership and, with this plan, we will invest even more resources for local route improvements as well as Card the regional Rapid services. By 2020, existing bus services in the urbanized areas will experience increased frequencies to 15 minutes all day, and by 2035, service will increase to 10 minutes all day. By 2050, we will have 32 new bus Rapid services.
9 R. Salas Able-Disabled We should add outlets into the Trolley. They also should add another There is no plan or proposal at this point to add charging outlets to the Metropolitan Transit System (MTS) buses or Trolleys. The costs of and the time Comment Advocacy Trolley because they get packed (Blue Line). The new Trolley (Cars) that required to manage and maintain such fixtures would likely draw resources from core activities of providing transit service and maintaining other Card they "made" should be changed back to the new (old) one. vehicle systems. MTS has increased Blue Line frequencies during the weekday peaks to every 7.5 minutes to address high ridership demand. The ability to add more capacity is limited by block lengths in downtown and constraints of the downtown operating environment. However, better frequencies will still be considered as demand warrants and resources are available. Comment doesn't specify the reason for preferring older Trolley cars, but MTS intends to continue purchase of low floor vehicles as they are substantially more convenient for seniors and the disabled and reduce dwell times at stations, improving schedule reliability and passenger experience.
10 Rebecca Taylor Able-Disabled The 78 is getting more and more congested. HOV lanes are needed. The Interstate-5 (I-5) to College Avenue segment and the Twin Oaks to Interstate-15 (I-15) segment along the State Route 78 (SR 78) are both Web Advocacy anticipated to be complete by 2025, with two new Managed Lanes. The middle portion of SR 78 is planned for completion by 2035. Both SR 78 connectors are included in the Draft Regional Plan by 2025.
11 Rebecca Taylor Able-Disabled The transit system needs to be put at the forefront of the plan. The Improvements to the transit system are a key part of the Draft Regional Plan, with a significant percentage of projected future revenues going to rail, Web Advocacy communities of concern depend on public transportation and right Rapid, and local bus projects. In addition, many of the highway projects are focused on developing a regional network of Managed Lanes facilities that now it is failing them. will be used by the Rapid services operating on Managed outlined in the draft plan to bypass congestion in the main freeway lanes.
12 Ricardo Ramirez Able-Disabled It's a really good plan for our future Thank you for your feedback. Please follow along and participate by visiting the project website, SDForward.com, and joining our e-mailing list. Comment Advocacy Card
10 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 29 August 28, 2015 No. Name Agency Comment Response Source
13 Tihanna Smith Able-Disabled I think they are going to make San Diego a better place We appreciate your support and feedback. Please continue to follow along in this process by visiting SDForward.com. Comment Advocacy Card
14 Able-Disabled There is a need to return to collaborative communication between bus The two transit operators (the Metropolitan Transit System and North County Transit District) try to ensure that transfer connection meets are met. Comment Advocacy lines to assist riders make connections. Most are "time points" on the system schedule, which means that drivers are not allowed to leave before that scheduled time. Unfortunately, traffic Card congestion impacts time schedules and some transfer meets are missed. The Draft Regional Plan includes increasing frequencies on most urban bus routes to every ten minutes throughout the day, which will make transfers more convenient since the wait time between buses is reduced.
15 Able-Disabled Making sure that the information is user friendly and available. Regional travel information is available through a number of different venues including the iCommuteSD.com website, 511SD.com website (as well as Comment Advocacy the mobile app available for iOS and Android), shiftsandiego.com, and the transit operator's websites (SDMTS.com and GONCTD.com). SANDAG, Card Metropolitan Transit System, and North County Transit District are all active on social media (Facebook and Twitter) and provide travel information updates on a daily basis, as well. Information regarding transportation services and information for seniors, persons with disabilities, and social service recipients can be found on our partner agency's website, FACTSD.com.
16 Able-Disabled Very Good information. Thanks for answering questions regarding Thank you for your feedback. Please follow along and participate by visiting the project website,SDForward.com, and joining our email list. Comment Advocacy traffic, Park & Rides and Freeways. - Good Job. Card
17 Bahed Hernandez Alliance for The 78 needs to be widened and include carpool lanes asap. The Interstate 5 to College Avenue segment and the Twin Oaks to Interstate 15 segment along the State Route 78 (SR 78) are both proposed to be Web Regional complete by 2025, with two new Managed Lanes. The middle portion of SR 78 would be complete following these projects. Both SR 78 connectors Solutions are included in the plan by 2025.
18 Barbara Reeves Alliance for Better bus service is needed along San Marcos Blvd. The Draft San Diego Forward: The Regional Plan includes creation of a network of 15 minute service frequencies on bus routes in the urbanized areas Web Regional by 2020, and every 10 minutes by 2035. Solutions
19 Barbara Reeves Alliance for More planned preservation is a good thing. Approximately half of the County of San Diego would be conserved as open space. The local jurisdictions are in various stages of the adoption of Web Regional regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation Solutions and management of an interconnected of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program (EMP) which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
20 Barbara Reeves Alliance for The rapid transit bus lines in North County need to be included sooner The timing of the transit improvements in the Draft San Diego Forward: The Regional Plan is based on project rankings and available funding, among Web Regional in the plan. other factors. Unfortunately there are not sufficient funds to implement as many projects as early as we would like. Solutions
21 Bill Baker Alliance for Focus on open space preservation is critical. We appreciate your comment and thank you for participating in this planning process. Approximately half of the County of San Diego would be Web Regional conserved as open space. The local jurisdictions are in various stages of the adoption of regional habitat conservation plans. These plans will protect Solutions wildlife and provide for open space throughout the region by identification, conservation and management of an interconnected network of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
22 Bill Baker Alliance for Access to the airport is vital for the county. Access from/to the airport can be done by taking any Trolley line or bus routes serving downtown San Diego, and then boarding the Route 992 airport Web Regional bus (which runs every 15 minutes). We are also working to establish a pedestrian link from the Middletown Trolley station that is served by the Green Solutions Line and future Mid-Coast Trolley line to a new on-airport shuttle bus (to be operated by the San Diego Regional Airport Authority) that will run from the new rental car facility now under construction along Pacific Highway. This pedestrian link and shuttle stop will be located a short 1/8 mile walk from the Trolley station and is scheduled for completion in mid-2016. Trolley riders will be able to use the shuttle at no cost.
23 Cindy Li Alliance for The mobility hubs are desperately needed in North County. Thank you for your comment. SANDAG is in the process of developing a Regional Mobility Hub Implementation Strategy to identify transportation Web Regional services, amenities, and urban design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy Solutions will recommend improvements, conceptual designs, and implementation options for different communities served by high-frequency transit throughout the San Diego region. Mobility hub locations will be prioritized based on a variety of factors including the mix of land uses and the type and frequency of available transit service. Smart growth opportunity areas will also be leveraged to identify viable sites for mobility hub investments.
24 Cindy Li Alliance for The bike access improvements are great. We appreciate your support and feedback. Please continue to follow along in this process by visiting SDForward.com. Web Regional Solutions
25 David Hernandez Alliance for Cost of rapid bus trips must be affordable. Downtown to North County The cost of riding Trolley, Rapid, and local bus services is less than the cost of owning and operating a car. While it is understood that the cost of using Web Regional public Transportation is very difficult. transit can be a challenge for some people, fares are an important part of the funding picture for operating transit. Given the limited amount of funding Solutions available for transit operations, reducing fares would likely mean that Trolley and bus services would have to be reduced to cover the loss in revenues. Discounts are available for seniors, persons with disabilities, and youth. Many companies will partially or fully subsidize the cost of monthly transit passes.
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26 David Hernandez Alliance for There needs to be an easier and quicker way to get to Mexico from Currently transit riders can take the COASTER to downtown San Diego and then connect to the Blue Line Trolley to the San Ysidro Trolley Station. The Web Regional North County. Draft San Diego Forward: The Regional Plan includes Rapid Express services on the future Interstate 5 Managed Lanes from San Ysidro to Downtown Solutions that will be a faster alternative to the Blue Line, as well as increased COASTER service frequencies.
27 Kurt Lemrise Alliance for Route 353 is confusing. Please contact the North County Transit District Customer Service for support with route planning (760-966-6500) or check gonctd.com. A map of this Web Regional existing route can be found athttp://www.gonctd.com/wp-content/uploads/Schedules/353.pdf. Solutions
28 Kurt Lemrise Alliance for The plan predicts many more jobs in the future. This will be a good San Diego's economy is projected to remain competitive into the future. Web Regional thing for San Diego County. Solutions
29 Leticia Macias Alliance for Rapid service from South County to Palomar Airport road will be great Thank you for your feedback. Rapid service 650, Chula Vista to Palomar Airport Road Business Park, is included in the Draft San Diego Forward: The Web Regional and helpful. Regional Plan. New Rapid services are also planned in a number of arterial and freeway corridors to provide higher-speed services for people making Solutions longer distance trips. For a full list, please see Appendix A: Transportation Projects, Costs, and Phasing.
30 Lin Wu Alliance for I find that many people using the HOV lanes are not commuting. It is Currently, High Occupancy Vehicle (HOV) lanes and Express or Managed Lanes in the San Diego region give priority access to carpools with two or Web Regional people on vacation or families. The HOV should be 3 or more people. more persons. Other regions in California have increased the occupancy requirement, especially during rush hours. SANDAG monitors the performance Solutions They should have to be driving age or above. of the HOV lanes and if levels of service were to drop below acceptable conditions, increasing occupancy to three or more people would be evaluated.
31 Lin Wu Alliance for I like that access to public transportation will improve for communities Thank you for participating in the process. Please follow along by visiting the project website, SDForward.com and joining our emailing list. Web Regional of concern in this new plan. Solutions
32 Maria Lopez Alliance for The high speed rail will be great and is much needed. Thanks for your comment. SANDAG continues to coordinate with California High-Speed Rail Authority. Web Regional Solutions
33 Martin Ramirez Alliance for We need to get managed lanes across the entire 78 freeway. The Draft San Diego Forward: The Regional Plan includes the addition of Managed Lanes on the State Route 78 corridor from Interstate 5 to Interstate 15. Web Regional Solutions
34 Martin Ramirez Alliance for The pick up times for buses need to be expanded to all hours of the The Draft San Diego Forward: The Regional Plan includes the creation of a 15 minute all-day network of Trolley and bus services in the urban areas of Web Regional day. Many people work at night but no buses are available. the region by 2020, and a ten-minutes all-day network by 2035, including later evening service. Solutions
35 Mary Aguirre Alliance for I like that the open space is being protected even with the growth of Based upon current plans, approximately half of the County of San Diego will be conserved as open space. Local jurisdictions in the region are in various Web Regional the County. stages of the adoption of regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by Solutions identification, conservation and management of an interconnected network of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
36 Rich Thompson Alliance for The high speed rail will be good to find new and cheaper housing The California High-Speed Rail Authority is currently working with local jurisdictions in other corridors to properly integrate high-speed rail stations into Web Regional options and new jobs. the community, including smart growth areas and activity centers that could potentially include affordable housing components. We would expect a Solutions similar effort for future stations in the San Diego region.
37 Rich Thompson Alliance for Pricing of public transportation needs to be more affordable. Balancing the cost of transit fares and service levels is the heart of the matter. There are limited operating funds available and all funding is being used Web Regional to maximize service. While many people would like fare levels to be lowered, this could have a negative impact on the funding available for service. Solutions Discounts are available for seniors, persons with disabilities, and youth (18 and under). The $5 Day Pass allows unlimited use of most rail and bus services (fares for COASTER and Rapid Express are higher).
38 Rosa Quintana Alliance for The high speed rail to the airport will be helpful. This needs to be done Thanks for your comment. The Los Angeles to San Diego segment of the rail line is included as Phase 2 in the California High-Speed Rail Authority Web Regional soon. plans. SANDAG continues to coordinate with the Authority. Solutions
39 Rosa Quintana Alliance for The regional bike plan should be implemented soon. This is lacking in By 2050, San Diego Forward: The Regional Plan includes full build-out of the entire regional bike network. This includes $200 million worth of projects Web Regional San Diego. that will be implemented within the next ten years, through the Regional Bike Plan Early Action Program. Solutions
40 Tammy Perry Alliance for The cost of public transportation needs to be lowered for the Balancing the cost of transit fares and service levels is the heart of the matter. There are limited operating funds available and all funding is being used Web Regional communities of concern. to maximize service. While many people would like fare levels to be lowered, this could have a negative impact on the funding available for service. Solutions Discounts are available for seniors, persons with disabilities, and youth (18 and under). The $5 Day Pass allows unlimited use of most rail and bus services (fares for Coaster and Rapid Express are higher).
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41 Tammy Perry Alliance for The regional bike plan needs to be put in place and implemented soon. SANDAG adopted the Regional Bike Plan in 2010, as well as a Regional Bike Plan Early Action Program (EAP) in 2013 that will build $200 million worth Web Regional of projects over the next ten years. These EAP projects are currently being planned and implemented. By 2050, San Diego Forward: The Regional Plan Solutions includes implementation of the entire Regional Bike Network.
42 Teresa Beltran Alliance for The double tracking on the Sprinter will definitely help with commute We appreciate your feedback. Efficiency improvements to provide 20-minute frequencies are planned to be implemented first. The SPRINTER Express Web Regional time. This I am looking forward to. and the extension to Westfield North County are anticipated to be implemented in later phases of the Regional Plan. Solutions
43 Roya Golchoobian American Public We find the main objective of your plan in line with our organization's We appreciate your feedback and are grateful for your interest in our region's future. Please continue to follow the development of the plan through Court Works mission and philosophy in such areas as identifying short- and long- our project website SDForward.com. Reporter Association term transportation alternatives that cover all options, including In regards to your comment "We are very encouraged by your plans for creating mobility choices that protect the environment while stimulating highway, transit, and pedestrian facilities, identifying the strategies for economic growth for protecting -- ...for 14.4 billion dollars increasing our GDP..." The statistic from our Economic Impact Analysis refers to Gross sustainability of growth without jeopardizing future plans, and for Regional Product, as opposed to Gross Domestic Product. keeping our eye on the big picture, while accommodating growth in ways that protect our quality of life. We are very encouraged by your plans for creating mobility choices that protect the environment while stimulating economic growth for protecting -- for projection of an annual increase of 53,000 new jobs in the region, for 14.4 billion dollars increasing our GDP, and 5.9 billion dollars increase in local income, and for accommodating population in housing growth while presenting 55 percent of the region's open space.
44 Robert J. Kard Air Polution The San Diego County Air Pollution Control District (District) has Thank you for reviewing the Draft San Diego Forward: The Regional Plan (Regional Plan) and appendices. As noted in the comment, the Draft Regional Letter Control District reviewed the San Diego Forward Regional Plan (Plan) and the Plan focuses on sustainability, alternative transportation options, compact land use, and minimizing and mitigating the effects of climate changes. County of San associated Draft Environmental Impact Report (EIR) documents, and Federal law requires SANDAG to develop a transportation plan built on reasonable assumptions of the revenues that will be available during the time Diego (APCD) provides the following comments: The San Diego County Air Pollution period covered by that plan. The Regional Plan is updated every four years, and with those updates, we continually reassess the region's financial Control District (APCD) supports the regional plan's focus on projections for transportation-related investments. Over 50 percent of the projected revenues in this plan are allocated to transit. In addition, our sustainability, alternative transportation, compact land use, and various incentive programs and resources are aimed at smart growth, active transportation, environmental mitigation, habitat planning, energy and minimizing and mitigating the effects of climate change. Our region climate action planning, and specialized transportation services for seniors. The Regional Plan strives to provide mobility options for all the region's will be greatly challenged over the next 40 years if we are to meet our residents within the reality of financial constraints. The SANDAG Board of Directors will consider the Regional Plan and the alternatives evaluated in the air quality and greenhouse gas reduction goals and the regional plan Draft Environmental Impact Report when making a decision on approval of the Regional Plan later this fall. will play a key role in ensuring we adequately reduce the emissions of those harmful air pollutants. One of the County's Sustainable Environment Strategic Initiatives is to "Enhance the quality of the environment by focusing on sustainability, pollution prevention and strategic planning." Although we understand the funding and operational constraints outlined in the alternatives analysis, many of the ideas proposed in Alternative 5D that contribute to this strategic initiative must be accomplished. For example, we believe incentivizing denser land use in the urban cores, strengthening and accelerating the construction of the transit and active transportation networks, and implementing strategies for discouraging single occupant vehicle trips are all crucial to achieving this vision. As such, we strongly encourage incorporating as many as possible of the Alternative 5D ideas into the final adopted plan.
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45 Robert J. Kard APCD The District offers the following specific comments on the Plan and the Based upon your suggestions, additional clarification regarding air quality will be included in the final San Diego Forward: The Regional Plan and Letter EIR: Air Quality The driving force behind the District's work is our appendices. There is a section earlier in Appendix H that discusses how the disadvantaged populations were selected and thresholds for low-income mission to improve air quality to protect public health and the and seniors. environment. The choices the region makes about our transportation In order to obtain the grams-per-person measure for each population, SANDAG staff ran the CT-EMFAC emissions model on scenarios at link level to system over the next 35 years will have a great impact, for better or obtain PM10 emissions. Using geographic information system (GIS) proximity analysis, the buffer of 500 feet on either side of roadways was created. worse, on our air quality. Given the current and future regulatory We developed a GIS model using map algebra to calculate the PM10 spatial distribution over the buffer area and the average PM 10 exposure per environment for air quality, the District supports options that minimize person for each population group. emissions of criteria pollutants and toxic air contaminants (TACs). It also encourages strong mitigation measures to minimize impacts of the plan. We have the following comments regarding the EIR's analysis of and impacts to air quality. Plan Appendix H Social Equity: Engagement and Analysis - Although the social equity analysis analyzed the differences in impact between the different scenarios, it does not seem to have analyzed the impacts of the Preferred Scenario to determine if this scenario disproportionately impacts disadvantaged communities compared to non-disadvantaged communities. For example, the analysis for Average Particulate Matter does not specify how the "population vs non- population" were selected and compared. Please provide more details on page 45 to outline how populations for analysis were selected and how the grams-per person measure was obtained for each population.
46 Robert Kard APCD EIR Page 4.3-19 references the attainment date for San Diego meeting The date established through a Court decision referenced in your comment will be updated in the final Appendix B and the Environmental Impact Letter the 2008 Eight-Hour Ozone Standard. Due to a recent U.S. Court Report. decision, the attainment date for marginal areas is now July 20, 2015, three years after the designation date under Section 182(a) of the Clean Air Act. The EIR document states the date as December 31, 2015, which was the original date EPA included in their rulemaking.
47 Robert Kard APCD EIR Page 4.3-29 - "As discussed in the Air Quality Planning and The 1982 SIP established four TCMs, which include ridesharing, transit, bicycling, and traffic flow improvements. While the level of implementation Letter Transportation Conformity analysis, there are four federally approved established in the SIP has been surpassed, SANDAG continues to fund and implement projects and programs in all of these four areas. The important Transportation Control Measures (TCMs) that must be implemented in role of these projects and programs is highlighted in Chapter 2 and Appendices A, E, and U.16 of the Draft San Diego Forward: The Regional Plan. San Diego, which the SIP refers to as transportation tactics. They include ridesharing, transit improvements, traffic flow improvements, and bicycle facilities and programs . ... The TCMs have been fully implemented." The use of the words "fully implemented" implies that there are no additional projects in these categories that could be implemented. Although these TCMs are currently in place, there is room in the plan to expand on them and increase their effectiveness and impact going forward to 2050. The Plan and EIR should discuss these enhancements, taking credit for going beyond the original measures.
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48 Robert J. Kard APCD Greenhouse Gas Emissions As Governor Brown states in Executive Final Regional Plan Appendix C will present the estimated contributions of several strategies toward reducing per capita greenhouse gas (GHG) Letter Order B-30-15 "[C]limate change poses an ever-growing threat to the emissions from passenger vehicles to address the Senate Bill 375 (SB 375) targets. Consistent with California Air Resources Board SB 375 modeling well-being, public health, natural resources, economy, and the protocols, the per capita GHG emissions reductions do not take credit for reductions due to low carbon fuels or more efficient vehicles. environment of California, including loss of snowpack, drought, sea level rise, more frequent and intense wildfires, heat waves, more severe smog, and harm to natural and working lands, and these effects are already being felt in the state." Moving into the future, these effects, and California's increasingly stringent greenhouse gas emission targets, will require fundamental changes to our transportation system. The District supports SANDAG's efforts to include all measures possible to minimize the greenhouse gas emissions of our region and mitigation measures to ameliorate their effects. Plan Page 24 - It is encouraging to see that the plan shows the region meeting the 2020 and 2035 targets for reducing greenhouse gas emissions from passenger vehicle use. However, it is impossible to assess this conclusion without more details. Specifically, the document should quantify how each strategy in the plan contributes to this GHG reduction. How much of the reductions in GHGs are due to low carbon fuels, more efficient vehicles, fewer miles traveled, more transit, walking, and bicycling, or other strategies?
49 Robert J. Kard APCD Transit is one of the important ways the region can minimize vehicle All projects included in the Draft San Diego Forward: The Regional Plan are ranked based on a number of factors, including smog-forming pollutants Letter miles traveled (VMT) and the associated air pollution and greenhouse gas and greenhouse gas emissions. Major transit capital investments, like arterial Rapid services, are located along key arterial corridors that have the ability production while still providing mobility options. The District supports to attract high numbers of riders, including new transit users who may be solo drivers today. Table A.3 includes arterial projects under the jurisdiction SANDAG's and the region's efforts to accommodate smart growth and of the cities and County. to provide a robust transit system serving our current needs and future growth areas. The District encourages SANDAG to prioritize transit projects as much as possible in this and future planning efforts. Plan Page 51 - New Rapid Service on Arterials - How do the arterial projects listed in Table A-3 relate to these proposed transit projects?
50 Robert J. Kard APCD Plan Appendix A, Table A.2 - Some projects under Transit Facilities have The $0 cost refers to the capital cost; outside of vehicles which are accounted for in a separate line item, these projects would operate on existing Letter $0 cost, such as a new San Marcos shuttle. If there are additional streets with no capital improvements needed to operate. Operational costs for all transit services listed in the Draft Regional Plan are included in Table operational costs associated with these new transit facilities, where are 3.2 Major Expenditures by Mode. However, for the San Marcos shuttle service, the operating costs would be covered by the City of San Marcos or those costs taken into account? other sources.
51 Robert J. Kard APCD Active Transportation: Active transportation provides people options In accordance with Deputy Directive 64, Caltrans will primarily be responsible for including active transportation improvements at freeway interchanges Letter that not only minimize air pollution and greenhouse gas emissions but as part of their projects. Figure 2.14 will be corrected to show active transportation improvements associated with the Managed Lane project on State also improve their health, and the livability and economy of their Route 94 between Interstate 5 and Interstate 15. communities, while reducing congestion. As such, the District supports SANDAG's efforts to encourage and prioritize active transportation opportunities in the Plan. Plan Page 58 Active Transportation Improvements Related to Highway and Freeway Interchanges - The plan includes incorporating crossing improvements for active transportation as part of future interchange projects. Is there a list of projects available for this item? For example, Figure 2.14 shows no interchange improvements on the Managed Lane project on SR 94 between Interstate 5 and Interstate 15. Will those interchanges be improved as part of the project but were not included in the map, or does their absence from the map indicate an absence of the interchange improvements?
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52 Robert Kard APCD Plan Page 107 - We are concerned that the region may not see $67 The revenue forecast is based on historical data including how successful SANDAG has been in statewide and nationwide competitive processes. There Letter million from the State Active Transportation Funds by 2020, as is an opportunity to review and revise as appropriate these forecasts in the next update to the Regional Plan. The Active Transportation Program assumed. Are there other funding strategies SANDAG might tum to if consists of two competitive programs, a region-wide one and a state-wide one. In the first two cycles alone, the region-wide program distributed local jurisdictions do not compete as well as expected for these $26.4 million to the San Diego region. In the first state-wide competitive cycle, applicants from the San Diego region secured an additional nearly statewide funds? Plan Page 109 - "Three percent of funding is aimed $14 million. A second cycle is currently underway. Additional cycles in both programs are anticipated to occur by 2020. at projects that promote walking, and bicycling, as well as smart The SANDAGs aggressive work to perform preliminary engineering on many Active Transportation corridors to position them to compete in future growth." Given the emphasis of the plan on encouraging VMT cycles makes the assumption of $67 million through 2020 a reasonable one. Once projects are completed, local jurisdictions that benefit from these reduction and moving to other modes of transportation, we believe facilities implement maintenance and operations activities from existing, eligible sources. that more of the total funding should be going to support active transportation projects. Plan Page 109 - "More than a third of total expenditures is designated for the operation, maintenance, and rehabilitation of transit, highways, and local streets and roads." Is any of this money designated for maintenance and rehabilitation of the active transportation network, or is that assumed as part of the regular maintenance responsibilities of the various agencies?
53 Robert Kard APCD Plan Page 144 - The Air Pollution Control District strongly supports SANDAG is continuing to expand its tools and techniques to quantify the impacts of investments in active transportation. Letter Action 6 "Incorporate regional transportation model enhancements to provide more robust data regarding bicycle and pedestrian travel and public health outcomes."
54 Robert J. Kard APCD Plan Appendix A Figures A.7, A.8, and A.9 - Please include Safe Routes Thank you for your comment. Safe Routes to Transit projects will be included as part of the phased Active Transportation Network maps in Letter to Transit projects on these maps, similar to Figure A.17. Appendix U.16, in the more detailed assessment included in the Active Transportation Implementation Strategy.
55 Robert J. Kard APCD Plan Page 75 Building Infrastructure for More Environmentally-Friendly Related to electric vehicles, the Draft Regional Plan recommends the establishment of a Regional Charger Program by setting aside approximately Letter Vehicles - Is there funding in the plan allocated for this infrastructure, $30 million of Congestion Mitigation and Air Quality Improvement Program funds expected between 2020 and 2050 (approximately $1 million or for working with local jurisdictions to create streamlined permitting annually) to fund the installation of publicly available electric vehicle charging stations (EVCS).The funding is identified in mitigation measure GHG-4C: and changes to building codes? Fund Electric Vehicle Charging Infrastructure on page 4.8-40 of the Draft San Diego Forward: The Regional Plan Program Environmental Impact Report. Regarding support for permit streamlining, the San Diego Regional Plug-In Electric Vehicle Readiness Plan referenced on page 76 of the draft Plan identifies some best practices for local jurisdictions on the permitting and inspection of EVCS. Additionally, the California Energy Commission has awarded SANDAG a grant to provide more technical support to local jurisdictions in their permitting and inspection processes. This approximately two- year project began in July 2015.
56 Robert J. Kard APCD Plan Page 110, 111 Figure 3.4 Project Expenditures, and Table 3.2 Specific fund sources are not assigned to specific projects. Flexible funds may be used for either highway, transit, non-motorized or local street and road Letter Expenditures by Mode - Please document how much of each outlined uses. Some funds are restricted. For example, State Highway Operations and Preservation Program (SHOPP) funds are used to rehabilitate the state funding source is planned to be dedicated to each mode or project highway system. In aggregate form, in the Draft San Diego Forward: The Regional Plan (Regional Plan), over 54 percent of the funding is proposed for type. For example, how much of the CMAQ funding is proposed to be transit and non-motorized projects, 15 percent for Managed Lanes and connectors, 6 percent for highway lanes and connectors. Remaining funds are spent on transit, managed lanes, local streets, and active proposed for local agencies and debt service. The typical uses for these funds are documented in Chapter 3 of the Draft Regional Plan. transportation, respectively?
57 Robert J. Kard APCD Plan Appendix A Table A.3 Phased Revenue Constrained Arterial For projects that will be implemented in the near term, the RTIP contains the most up to date project information as projects costs are revised on a Letter Projects - It would be helpful to have cost estimates for these projects frequent basis throughout the implementation of a project. Information on project details and funding for projects programmed in the RTIP can be also included in this document rather than having to refer to the 2014 accessed at https://projecttrak.sandag.org/. RTIP. Are the proposed transit and active transportation improvements Local jurisdictions are required by the California Complete Streets Act of 2008 to incorporate Complete Streets into their general plans as they revise in the regional plan for these corridors included in these projects listed their circulation elements. In accordance with the SANDAG Complete Streets Policy, SANDAG encourages local agencies to implement Complete in Table A.3? Do all of these projects include improvements for Streets principles if a circulation element revision is not planned in the near future, and to include Complete Streets principles in their project bicycling and walking as recommended in SANDAG's complete streets implementation. policy? If bicycle, pedestrian, and transit improvements are included in the arterial projects, they should be included in the project description.
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58 Brad Barnum Associated Brad Barnum, board member of the Associated General Contractors, Thank you for your support. We appreciate your comment. Court General that are building your infrastructure. We support the Regional Plan, Reporter Contractors and we ask you to stay the course. I'm not sure how many of you know of a Grateful Dead song called, "Truckin," and the quote is, "what a long strange trip it's been." And I'll tell you, if you were all there in 2004 when, two or three weeks after the November election, TransNet won. The coalition that surrounded that was incredible. And thank you for helping make that happen. Since that time, you've had SB 468, the Kehoe Bill. Agency attended the hearing in Solana Beach in 2011 in January and February. I can tell you the opposition from that bill and the opponents of that up the 5 corridor was incredible. You never thought that would come around, and that passed. And that was a big coalition, and that was needed to get you where you are at now. The Coastal commission approval of the North Coast Corridor Project -- can you believe you got that through? That's a great success story for everybody that was involved. Labor was behind you, the business community, and the transportation construction community was behind you. Now you have the EIR. It sounds like you're going to be there in a few weeks, and we wish you the best on that. We will be behind you as you go forward. In 2004, voters wanted you to have a balanced approach, and you're doing that, so we ask you to continue to stay the course. Thank you.
59 G. Maxes BAME CDC 94 East Expansion does not need to happen. Will only create more Caltrans has been studying the environmental impacts of adding Express Lanes along SR 94 between I-805 and Downtown San Diego. The addition of Web eastbound congestion. these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future SR 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed.
60 BAME CDC The Bus #10 and #7 on Saturdays and Sundays should have stops every Route 7 operates service through College & University every 12 minutes on Saturday and Sunday. Weekend Route 10 service to College & University Web 15 minutes at College and University. was discontinued for budgetary reasons in 2010, but frequent access is still available via Route 7 and a transfer at the City Heights Transit Plaza. MTS will consider extending Route 10 on weekends in the future pending available resources and sufficient ridership demand.
61 BAME CDC The drivers need to have more patience with the passengers and I am MTS encourages riders to contact the Customer Service Department at (619) 557-4555 if they experience any issues with bus operators. Web in favor of the changes for the prosperity of our communities. More Rider safety and security is a priority for MTS. In addition to a large team of enforcement officers and security guards, many MTS buses and Trolley and security stations have security camera systems that record activity. Also, MTS encourages riders to contact the Transit Enforcement Department at (619) 595-4960 or text (619) 318-1338 if they witness suspicious or criminal activity on MTS vehicles or property. More information on MTS Safety and Security initiatives can be found on the MTS website on the "MTS Safety & Security" page.
62 BAME CDC Estoy muy acuerdo en que estén mejorando el servicio. Pero, estoy en MTS encourages riders to contact the Customer Service Department at (619) 557-4555 if they experience any issues with bus operators. MTS alienta a Web desacuerdo con la manera que actúan los choferes. No tienen paciencia los pasajeros a contactar el Departamento de Servicio a Clientes al (619) 557-4555 en caso de tener algún problema con conductores de autobús. y no esperan para que la gente se siente y así empezar el bus. Una vez un chofer no espero para que me bajara y provoco que se me quebraran los lentes. Eduquen a sus empleados. I am very much in favor of improving the transit service. But I do not agree with the way in which the drivers behave. They don't have patience and they don't wait for the people to be seated before they start driving the bus. On one occasion, a driver didn't wait for me to get off the bus and I broke my glasses. Educate your employees.
63 BAME CDC The buses on Saturday and Sunday should run every 15 minutes. Route frequencies are driven by the level of ridership demand. Saturday and Sunday demand is lower on most routes, although some do operate every Web 15 minutes or better, even on weekends. For example, Routes 7, 8, 9, 30, 201/202, 204, and 215 operate every 12-15 minutes on Sundays (Routes 8 and 9 seasonally). As demand increases on other routes, MTS will consider adding frequencies, pending available resources to do so.
64 BAME CDC Good start it off Thank you for your feedback. Please continue to follow along in this process by visiting SDForward.com. Web
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65 BAME CDC I like the service, but I would like that services in some routes were The Draft Regional Plan includes increasing service frequencies on most urban routes to every 10 minutes all day, including higher frequencies on Web more frequent. I would also like more services on Saturday and Sunday weekends. The next generation of smart cards will make the Compass Card easier to use and simplify fare payment. and more flexible pricing for monthly passes. El borrador del Plan Regional incluye el aumento en la frecuencia de servicios en la mayoría de las rutas urbanas a cada 10 minutos durante todo el día, Me gusta su servicio pero me gustaría que en algunas líneas fueran incluyendo mayor frecuencia los fines de semana. La próxima generación de tarjetas inteligentes hará que la Tarjeta Compass sea más fácil de usar y más frecuentes los servicios. Sábados y domingo que haya más servicios simplificará las formas de pago. y precios más flexibles para pases mensuales.
66 BAME CDC Me gustaría saber más acerca de los cambios y los pases del mes y que Children 5 and under ride MTS buses and Trolleys for free, and youth 6-18 can purchase discounted passes. Details of all fares and passes for MTS Web haya más pases gratis para los niños o precios reducidos. Y que el services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004. sábado y el domingo sean más continuos los autobuses. Route frequencies and days of service are driven by the level of ridership demand. Saturday and Sunday demand is lower in most areas, and in some it María Luisa is insufficient to warrant that service. As demand increases in these areas, MTS can add service to match, pending available resources to do so. For I would like to know more about the changes and the monthly passes more specific requests, riders can contact the Customer Service Department at (619) 557-4555. and that there were more free passes for children or reduced prices. I Niños de 5 años o menores viajan gratis en autobuses de MTS y en el Trolley, y jóvenes de 6 a 18 años pueden adquirir pases con descuento. Detalles would also like more busses on Saturdays and Sundays. de todas las tarifas y pases para servicios de MTS están disponibles en línea enwww.sdmts.com o llamando a la oficina de Información y Planificación Maria Luisa de Viajes al (619) 233-3004. La frecuencia de las rutas y días de servicio son determinadas por el nivel de demanda de pasajeros. Los sábados y domingos tienen una demanda menor en la mayoría de las áreas, y en algunas otras la demanda no es suficiente para proveer el servicio. Al tiempo que la demanda aumente en dichas áreas, MTS puede añadir servicios para satisfacer la demanda, dependiendo en la disponibilidad de recursos. Para peticiones más específicas, pasajeros pueden contactar el Departamento de Servicio al Cliente al (619) 557-4555.
67 BAME CDC I see no discrepancies in the new expansion plan, I believe that all MTS encourages riders to contact the Customer Service Department at (619) 557-4555 if they experience any issues with transit enforcement officers. Web phases of the plan when executed will significantly improve the pace of transportation, but also the over all tempo of the residents in the community for the better. With this expansion, transit enforcement workers should be retrained in etiquette, work ethics, and restraint. A lot of transit enforcement feel the need to use excessive force when confronting people.
68 BAME CDC ¿Qué es lo que piensan de nuestra seguridad estando en sus sistemas Rider safety and security is a priority for MTS. In addition to a large team of enforcement officers and security guards, many MTS buses and Trolley and Web de transporte públicos? Podrían poner seguridad en los trolleys? Si stations have security camera systems that record activity. Also, MTS encourages riders to contact the Transit Enforcement Department at hubiera seguridades en los trolley producirían más empleos, lo que (619) 595-4960 or text (619) 318-1338) if they witness suspicious or criminal activity on MTS vehicles or property. More information on MTS Safety significa menos pobres y menos desempleados. and Security initiatives can be found on the MTS website on the "MTS Safety & Security" page. What do you think of our safety while using your public transportation La seguridad y protección de los pasajeros son una prioridad para MTS. Aunado al amplio equipo de oficiales de seguridad, muchos autobuses de MTS systems? Could you put safety officers at the trolleys? It would produce y Trolley y estaciones tienen sistemas de cámaras de seguridad que graban la actividad de los usuarios. Asimismo, MTS alienta a los pasajeros a more jobs, which means fewer poor people and less unemployment. contactar al Departamento de Aplicación de Tránsito al (619) 595-4960 o mensaje de texto al (619) 318-1388 si son testigos de actividad sospechosa o criminal en vehículos o propiedad de MTS. Más información sobre Seguridad de MTS e iniciativas de Seguridad puede ser encontrada en el sitio web de MTS en la página “MTS Safety & Security.”
69 BAME CDC Would like to see in the plan an underground train system like in Undergrounding rail systems is significantly more expensive than at-grade or even elevated rail alignments. In some areas (e.g. the tunnel on the Green Web Japan. Line at San Diego State University) are justified given the difficulty of implementing an at-grade or elevated line. This type of situation is common in systems like Japan where dense land use development makes underground alignments the only real option available. But where at-grade alignments are feasible, they offer a more cost-effective project and allow limited transit funding to be used to implement additional transit project improvements.
70 BAME CDC Faster service that way there is a smaller chance of someone being late. MTS has been taking steps to increase the speed of service: streamlining routings, consolidating bus stops, and most recently, implementing signal Web Also, something that provides shade for every stop. priority measures on Rapid routes. Unfortunately these measures are reduced in effectiveness by increased traffic and congestion, so we are continually evaluating ways to improve our efficiency. Suggestions from riders on specific routes are welcome by contacting our Customer Service Department at (619) 557-4555. Shelter locations are prioritized by the number of daily boardings at each location. MTS endeavors to install shelters at high ridership stops, where space and necessary infrastructure is available. Some locations are not possible for a shelter because there is insufficient width to maintain accessibility requirements, the sidewalk is not level or otherwise suitable for the installation, or the number of rider boardings is too low to warrant a shelter. Although there are a limited number of shelters available, MTS is happy to review any location upon request for a future installation. Such comments can be submitted to the MTS Customer Service Dept. MTS is currently purchasing up to 600 shelters, which will represent a 35 percent increase in the number of shelters provided.
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71 BAME CDC To whom it may concern, MTS - The drivers are very aggressive when MTS encourages riders to contact the Customer Service Department at (619) 557-4555 if they experience any issues with bus operators. Web they drive. They do not wait until they sit down. They are not courteous. Also bus stops are not welcoming, they are dirty and there is no chair or place to sit down and wait for the buses. They also ask to many times for papers and do not put the ramp down for the elderly. - Concerned citizen
72 BAME CDC I appreciate the upgrade that the transportation system is making but Shelter locations are prioritized by the number of daily boardings at each location. MTS endeavors to install shelters at high ridership stops, where Web we need more benches and sun/rain protectors on the Oceanview space and necessary infrastructure is available. Some locations are not possible for a shelter because there is insufficient width to maintain accessibility route, Logan, Imperial, Madera Ave, Logan Heights and Encanto requirements, the sidewalk is not level or otherwise suitable for the installation, or the number of rider boardings is too low to warrant a shelter. Communities. We also need more respect from drivers. They are often Although there are a limited number of shelters available, MTS is happy to review any location upon request for a future installation. Such comments rude, disrespectful, and look down on us. They have yelled at me, can be submitted to the MTS Customer Service Dept. MTS is currently purchasing up to 600 shelters, which will represent a 35% increase in the pulled away before I had even had a chance to hold on to something number of shelters provided. and have seen others fall-- I don't want this to happen to me. I am over MTS encourages riders to contact the Customer Service Department at (619) 557-4555 if they experience any issues with bus operators. 60 and am very upset at their behavior. Please take action to remedy this. Thank you for your attention to this grave matter.
73 Melanie Nally BIOCOM We're here in support of the Plan as well. BIOCOM leads the advocacy Thank you for your comment. We encourage you to continue following the development of the plan by visiting SDForward.com. Court efforts for the southern California life science community with more Reporter than 650 members, including biotechnology and medical device companies, universities, basic research institutions, and support service firms. San Diego's life science cluster employs 60,000 people, and supports another 158,000 jobs, for a total county-wide impact of over 218,000 jobs. This represents 37 -- 37 billion dollars in economic activity. As an advocacy organization, we are engaged in ensuring that the life science industry has every tool for success, including the necessary infrastructure for the transportation of employees and products. SANDAG has worked closely with the public, including BIOCOM, to create a balanced plan that includes both public transit and highway improvements. This balance is a necessary and realistic approach to transportation in our region. Effective, efficient transportation systems are vital to our companies, both as employers and manufacturers, and will be critical to San Diego's economic future.
74 Donna Tisdale Boulevard At our regular meeting held on July 2nd, after reviewing issues, The Draft Regional Plan supports a greater focus on housing and job growth in the region’s urbanized areas with existing and planned infrastructure; Letter Planning Group concerns, and options, the Boulevard Planning Group (BPG) voted protecting sensitive habitat and open space; investing in a transportation network that gives people transportation options and reducing greenhouse unanimously (7-0-0) to authorize the Chair to submit comments on gas emissions; addressing the housing needs of all economic segments of the population; and implementing the plan through incentives and their behalf. The BPG is an elected community land use advisory group, collaboration. located in fire-prone and groundwater dependent rural eastern San Diego County, under the jurisdiction of San Diego County. County policy requires that our comments be sent to them directly and copied to non-County entities. These comments, focused on rural impacts and concerns, are limited in scale and scope due to a lack of time and other obligations. According to conflicting and erroneous census summaries, Boulevard’s population is somewhere between 319, 1,099, and 1,700, with approximately 24 % or our population listed as American Indian. The Campo, Manzanita, and La Posta tribal communities are adjacent to the Boulevard Planning Area and our communities share the same resources and schools. A majority of our school children qualify for free meals. We believe our current predominantly low-income population is between 1,200 and 1,500. We feel that SANDAG’S Regional Plan and key goals (Mobility Choices; Habitat and Open Space Preservation; Regional Economic Prosperity; Environmental Stewardship; Partnerships and Collaboration; and Healthy and Complete Communities) have not really been applied to our area. There seems to be a chronic bias towards urban areas, while shunting the harmful industrial scale projects into our sensitive and scenic rural areas, even though we all pay into the same system.
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75 Donna Tisdale Boulevard Our Group generally supports point-of-use generation and storage The Regional Energy Strategy (RES) includes goals for both distributed generation and large-scale renewable energy, which aligns with the State's Letter Planning Group projects, with proper installation, filters, and clean inverters on new preferred loading order for meeting electricity needs and reducing greenhouse gas emissions. The RES, beginning on page 51, acknowledges that and existing homes, ranches, schools, Border Patrol facilities, tribal siting of large-scale renewable energy infrastructure must be done in a way that considers and minimizes adverse impacts to the surrounding casinos, and similar participating facilities. We strongly oppose community and environment. industrial scale projects that suck up millions of gallons of local sole- source drought-stressed potable groundwater resources, increase traffic on rural roads that were never designed for this type of heavy traffic/abuse, provide few to no local jobs, alter our rural community character and quality of living, increase already significant fire risk and degrade property values, wildlife habitat, and public health and safety. We are unwilling hosts.
76 Donna Tisdale Boulevard Main issues of concern include but are not limited to the following: Several of the community-based organizations in our CBO Outreach Network focused on rural populations, including the El Cajon Collaborative, the Letter Planning Group Limited backcountry outreach, taxation without representation, Mountain Empire Collaborative, and Vista Community Clinic. The rural population is represented on the SANDAG Board by a rural County Supervisor. exploitation of drought - stressed sole-source groundwater resources, The County sits on all Policy Advisory Committees and the Director of Planning sits on the Regional Planning Technical Working Group. San Diego renewable energy conversion of rural neighborhoods, scenic and other Forward's Sustainable Communities Strategy aims to address the issues mentioned. There were no disproportionate impacts to low-income natural resources and wildlife, disproportionate impacts to populations found in the Benefit-Cost analysis of the Plan. Indeed, more benefits accrued to low-income populations than the rest of the population. predominantly low-income communities, inadequate rural transportation funding.
77 Donna Tisdale Boulevard Mega Region = exploitation of resources with little to no benefits for The Regional Energy Strategy, beginning on page 51, acknowledges that siting of large-scale renewable energy infrastructure must be done in a way Letter Planning Group impacted communities: Boulevard and Jacumba are included in the that considers and minimizes adverse impacts to the surrounding community and environment. Mega Region and are targeted for exploitation and conversion of our absentee-owned ranchlands, public lands, and open space, into a commercial industrial renewable energy/transmission sacrifice zone, where no such zoning exists. If allowed to proceed, the planned conversion would overwhelmingly benefit San Diego’s urbanized areas at the expense of our fire-prone wildlands, drought-stressed groundwater resources, currently clean air quality, property values, rural and scenic character, wildlife, public health and safety, and rural quality of life. The addition of thousands of acres and hundreds of miles of fire-sparking and fire-fighting electrical obstacles increases already high insurance costs for our impacted residents.
78 Donna Tisdale Boulevard SANDAG's Regional Energy Planning - From our rural view, the Guiding The Regional Energy Strategy includes goals to increase the total amount of clean distributed generation, support the development of renewable Letter Planning Group Principles including Social Equity and Environmental Justice are merely energy resources to meet and exceed the requirements set by the Renewable Portfolio Standard, and implement cost-effective steps and incentives to empty catch phrases that have not resulted in additional or noticeable reduce peak demand, including energy storage. SANDAG works with local governments and other stakeholders to implement these goals by providing protections/benefits for the disproportionate impacts we have been, assistance and information on financing and incentives, resources on ways to streamline permitting, and education and training on clean energy. and continue to be, subjected to at the hands of SANDAG and other local entities, developers, and organizations. SANDAG should do what they can to prioritize, protect, and incentivize property owners and their rights to install point-of-use renewable energy generation and storage. The 2012 RES update is now outdated due to the Rapid growth/spread of renewable energy. SDG&E’s current on-site DG/PV installation rate is much higher than expected. As of May 15, 2015, the San Diego Reader reported that SDG&E claimed a rate of 32% renewable energy including 369MW of rooftop solar, 59MW from 11 solar projects in San Diego County, and 789MW from 6 large-scale solar projects in Imperial County. The article also includes SDG&E’s map of projects (below), that show additional in-state and out-of-state energy project locations. SDG&E reports they will be compliant with 33% renewables mandate by the end of 2015.
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79 Donna Tisdale Boulevard On page 64, Recommended Actions that raise concerns for our rural RE-1, RE-2, and RE-3 are recommended actions to implement the Renewable Energy goal of the Regional Energy Strategy (RES). While SANDAG has Letter Planning Group communities and for which no community outreach has taken place in not taken action to implement these measures, a description of the efforts made by other regional entities since the 2009 RES adoption is included on the impacted areas, that we are aware of: RE-1 (Identify potential page 4 of the RES Goals Summary Report included in Appendix U.9. locations in the region that could accommodate utility-scale renewable energy infrastructure). Disproportionately impacted communities are usually the last to be informed— placing them in an unjust position of trying to catch up and undo what has already been done behind the scenes, with little to know transparency. RE-2 (Explore options to pre- permit zones of appropriate land for renewable energy development – renewable energy parks). § Developers often quietly approach legislators and decision makers, in an ex- party manner, to support changes that place outside interests over community interests, with no notice to those communities. Rural communities then have to belatedly scramble to find a way and funds defend themselves against often publicly funded projects and developers and biased decision makers. RE-3 (Identify existing barriers to siting large-scale renewable energy installations (e.g., renewable energy parks) in the San Diego region). So-called barriers and freedom of speech are often our only defense against well-funded and politically connected crony capitalism and politically driven projects. Rural communities have rights, too, and deserve protection rather than concerted efforts by outsiders to alter long-fought community plans and zoning. Mountain Empire Health/Collaborative was funded by SANDAG for rural community outreach that did not include any meetings in Boulevard or Jacumba. Campo is about an hour round-trip from Boulevard and longer from Jacumba.
80 Donna Tisdale Boulevard While we appreciate the services they do provide for rural residents, on SANDAG has no role in, nor takes a position on, individual energy plants and projects. The regulatory bodies responsible for decisions pertaining to the Letter Planning Group the issue of renewable energy projects and San Diego Forward, energy projects identified in your comment would be the local jurisdiction and the California Public Utilities Commission. Within the proposed regional Mountain Empire Health/Collaborative has a conflict-of-interest plan draft environmental impact report (Draft EIR), SANDAG identifies all SDG&E renewable energy projects that are approved, online or in because, despite major community opposition, they have accepted development in Tables 4.6-1 and 4.6-2 on pages 4.6-2 through 4.6-3. The Draft EIR does recommend SANDAG consider PV shading and energy potentially quid-pro-quo money from several energy developers in efficiency measures similar to those you suggested for transportation projects on page 4.8-42. exchange for supporting their projects, including Iberdrola (200MW Tule Wind), Soitec Solar (80 MW Rugged Solar, 60MW Tierra Del Sol Solar, 5MW LanWest and 22MW LanEast), and the Hamann Companies who are absentee hosts to Soitec’s Rugged Solar. We strongly oppose any Infrastructure Financing Districts or similar renewable energy overlay zones for our communities. Some recent IFD proposals did not even allow a vote by local residents/property owners. How equitable is that?? Calling them renewable energy “parks” is a misnomer. At ground zero, they are ugly, noisy, water-sucking, dust, glare, and electrical-pollution-generating industrial energy zones enclosed by 6 foot chain link fences topped with barbed wire— converting fragrant chaparral, scenic pasture lands and high meadow habitat and blocking wildlife corridors. o Commercial urban and suburban properties/warehouses with lots of flat roof space and lots of open parking lot spaces can and should be covered with PV parking shade covers. They make far better targets for so-called renewable energy parks, and don’t require such extensive, expensive, and destructive transmission projects that generate a high guaranteed rate of return for monopoly utilities and increased rates for consumers.
81 Donna Tisdale Boulevard Limited Public Transit Choices: Boulevard/Jacumba and other rural Providing cost-effective public transit services in rural areas characterized by low density, auto-oriented development patterns is difficult. The Draft Letter Planning Group communities have very limited public transit options. Our communities Regional Plan assumes that most transit investments will be in the Urban Area Transit Strategy boundary where land uses are conducive to new and are not even included on most of the maps. expanded transit services. That being said, there is the possibility for modest service improvements in rural areas like Boulevard and Jacumba, notably for seniors and persons with disabilities using a variety of federal, state, and local funding sources.
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82 Donna Tisdale Boulevard Senior & Disabled Transportation Services: It is our understanding, The Coordinated Public Transit - Human Services Transportation Plan (Coordinated Plan [Appendix U.1]), developed every two years, addresses senior Letter Planning Group through Mountain Empire Health, SANDAG currently provides about transportation and rural area transportation needs. The Coordinated Plan provides a five-year blueprint for the implementation of public transit and $5,000 towards gas cards for people who are willing to transport social service transportation concepts described in the current Regional Transportation Plan. It establishes a regional strategy to provide transportation disabled and seniors to town and back from rural east county. Those to recognized transportation-disadvantaged groups, including seniors, individuals with disabilities, and persons with limited means. grant funds are appreciated. However, drivers do not get paid anything The development of the next Coordinated Plan will begin in September 2015, with extensive outreach later in the fall, including in the rural areas of for their time and they must have Red Cross training which limits San Diego. This comment will be revisited during the development of the next Coordinated Plan. participation. SANDAG should consider providing and/or reinstating funds for a transport vehicle and drivers. Rural tribally owned casinos offer an untapped potential win-win opportunity for additional rural transportation and park and ride options (GHG reductions) through sharing casino shuttle buses and parking resources/expenses for non- gaming public transit. Outreach, details, and SANDAG or other funding options would need to be proposed, worked out with, and approved by, willing individual tribal governments/entities.
83 Donna Tisdale Boulevard Appendix A: The planned Jacumba/Jacume Port of Entry is listed on As you correctly point out, these two projects are listed as Unconstrained Projects since no funding has been identified for them. If these projects were Letter Planning Group page 38 and the Desert Line project and $1.82 billion in 2014 dollars to move toward implementation when funding is identified, environmental reviews would be conducted. on page 38 seems to be a pie-in-the-sky project based on the current condition of the mostly original cross ties and tracks that are overgrown and filled or eroded in many places. Both are listed as Projects of interest to SANDAG; to be financed by other parties. If they ever come to fruition, both projects will impact our rural communities and resources, and will require a significant amount of water. Where will that water come from?
84 Donna Tisdale Boulevard Table A-5 on page 47; Bicycle/Pedestrian improvements listed for I-8 The projects listed in your comment are identified in the Unconstrained Transportation Network as future needs. No funding has been identified for Letter Planning Group on-off ramps at a cost of $500,000 to $3 million each: I-8 at Pine these projects. Valley, Buckman Springs, Kitchen Creek, Crestwood, Boulevard, Jacumba, In ko Pah. Our communities would prefer to have those millions of dollars used for other local improvements that better serve residents. We rarely see bicycles on I-8 in our area, most use Hwy 94 and Historic Route 80. Boulevard does not even have a library or real community center, but we are still trying.
85 Donna Tisdale Boulevard Appendix H Social Equity: Engagement and Analysis: As of July 1st, The Draft San Diego Forward: The Regional Plan (Regional Plan) follows Title VI of the Civil Rights Act which defines minority populations as a Letter Planning Group Latinos are officially the new majority in California. How will this new protected class of persons of certain race, ethnicity or national origin; the Title VI definition is not based on majority/minority distinctions. Low-income majority impact the definition of MINORITY (endnote #2) and the Low- rural populations are considered disadvantaged in the Social Equity Analysis. Income Minority data used in the Draft Regional Plan and DEIR? The Coordinated Public Transit - Human Services Transportation Plan (Coordinated Plan [Appendix U.1]), developed every two years, addresses senior Predominantly low-income rural communities should qualify as transportation and rural area transportation needs. The Coordinated Plan provides a five-year blueprint for the implementation of public transit and “disadvantaged”, regardless of their ethnic composition. Large scale social service transportation concepts described in the current Regional Transportation Plan. It establishes a regional strategy to provide transportation energy/transmission projects, meant to serve urban/suburban San to recognized transportation-disadvantaged groups, including seniors, individuals with disabilities, and persons with limited means. Diego, generate lots of heavy traffic, heavy equipment, and heavy The development of the next Coordinated Plan will begin in September of 2015, with extensive outreach later in the fall, including in the rural areas of water trucks that frequently exceed load limits on local roads and San Diego. damage roadbeds on our limited number of paved roads, including the concrete bed of Historic Route 80 and Historic Route 94. Rural Local roadway projects and maintenance are under the purview of the County of San Diego. Your comments have been shared with staff at the transportation issues/concerns are not readily evident in the Regional County of San Diego. Plan or DEIR. Mountain Empire Health/Collaborative did hold several meetings but none were held in Boulevard or Jacumba, according to the write up @ page 67, which includes several spelling errors. We do support the Highest Priorities listed on page 67: Seniors and our region’s youth are most impacted by the lack of mobility. Lack of transportation connectivity further impacts the health conditions of our region’s population. Limited transportation options coupled with limited access to food is a challenge. Limited access to technology does not allow our region to be informed on para-transit programs. Reopening the volunteer driver reimbursement program.
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86 Donna Tisdale Boulevard Appendix U9 Regional Energy Strategy: Renewable Energy on page 4 SANDAG will continue to monitor the County of San Diego's energy and climate planning efforts, and include the latest information in future updates Letter Planning Group of The County’s 2013-2015 Strategic Energy Plan appears to focus on of the Regional Energy Strategy. streamlining small scale wind and solar and point-of-use generation— not industrial scale projects. The County’s Climate Action Plan has been rescinded after court losses. The County’s Comprehensive Renewable Energy Plan has apparently stalled with the next meeting date for the Phase One report expected to be in the fall of 2015. The County’s Wind Energy Ordinance has unresolved CEQA litigation in the Court of Appeals. Iberdrola’s 200MW Tule Wind project was approved in 2012 for approximately 13,000 acres (abutting the Boulevard Planning Area) but has not yet started construction; they have no Power Purchase Agreement and no Eagle Take Permit; they also requested a 2- year extension for BLM’s Notice To Proceed. BLM granted a one-year extension to December 2015, saying a 2-year extension may not be in the public interest. o Invenergy’s lease with the Campo Kumeyaay Nation for the 160MW Shu’luuk Wind and solar project (abutting Boulevard Planning Area) was terminated after the tribe voted it down due to inadequate lease payments and health concerns. Enel Green Power’s 90-150 MW Jewel Valley Wind and solar project in Boulevard was withdrawn after the Wind Energy Ordinance was approved to include low-frequency noise limits and restriction of new wind energy projects to the Wind Resource Area in the NE section of Boulevard near the Tule Wind project in McCain Valley (McCain Valley National Cooperative Land and Wildlife Management Area and McCain Valley Recreation Area). SDG&E withdrew their 57 MW Manzanita Wind project after failing to secure site control from the Manzanita Band of Kumeyaay Nation whose members have complained of adverse health and well being impacts generated by noise and electrical pollution generated by the existing 50MW Kumeyaay Wind turbines located on Campo tribal lands next door.
87 Donna Tisdale Boulevard [Draft Regional Plan Appendix U.9] - Progress since Regional Energy The County of San Diego's efforts to reduce energy and water use at their facilities support the goals of the Regional Energy Strategy. SDG&E's Borrego Letter Planning Group Strategy adoption @ page 6: San Diego County has made significant Springs Microgrid Demonstration Project is included on page 13 of the Regional Energy Strategy Goals Summary Report included in Appendix U.9. progress on reducing energy/water use at their facilities and meeting LEED standards on new construction. SDG&E’s Borrego Microgrid23 project, which has been around since 2010, should be added to UCSD microgrid resource listed.
88 Donna Tisdale Boulevard Draft Regional Plan Appendix U.9- 4.4.1 Greenhouse Gas Emissions in The GHG emissions from the energy used by Sempra's Costa Azul LNG import facility are not accounted for in the San Diego Regional GHG Emissions Letter Planning Group the San Diego Region & Table 4-2: It is unclear if the Green House Gas Inventory since the Inventory only covers emission sources within San Diego County. However, emissions associated with the combustion of LNG in San (GHG) Emissions are included for Sempra’s Costa Azul LNG import Diego County are accounted for in the Inventory. facility, located in the San Diego area, just south of the border. Sempra is transitioning Costa Azul into an export facility. The Costa Azul facility shares San Diego’s air basin and within the MEGA REGION. The cooling and heating process required to convert natural gas to and from Liquefied Natural Gas (LNG) is highly energy intensive and should be counted for local emissions. LNG is also transported via diesel run ships and those transportation emissions must also be counted.
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89 Kanani Brown California Given the proximity of significant portions of the County’s key regional SANDAG understands how sea level rise and climate change can threaten public health, the regional economy, and infrastructure investments. This is Email Coastal infrastructure adjacent to the coast, it is imperative that transportation recognized in the San Diego Forward Chapter 2 - A Strategy for Sustainability. SANDAG considers potential impacts of climate change on Commission and land use planning carefully anticipate the effects of predicted sea transportation projects by designing infrastructure to withstand impacts of sea level rise, extreme heat, and intense rain events. level rise and associated hazards. Ensuring that coastal infrastructure is Further, through the Environmental Mitigation Program, SANDAG is studying climate change impacts on regional habitat and species to better designed to accommodate for the projected range of sea level rise understand how to manage habitat preserve areas in the future. Finally, SANDAG has been coordinating regional shoreline preservation to reduce throughout the life of projects in accordance with the relevant policy impacts from rising sea levels and has built two regional sand replenishment projects. The California Coastal Commission recognizes shoreline and guidelines of the various federal, state, and local agencies is an preservation and sand replenishment as a strategy to minimize the impacts of shoreline erosion caused by sea level rise. SANDAG will continue to seek increasing concern to the Coastal Commission. Although Appendix F opportunities to maintain the region's shoreline and implement the Regional Shoreline Preservation Strategy. (Climate Change Projects, Impacts, and Adaptation) of the DEIR does mention end-of-century climate change projections, it is unclear whether sea level rise conditions have been modeled for the entirety of the expected life of major infrastructure projects, which for most bridges, for example, would be approximately 75-100 years. Projects should be modeled to include both tidal and fluvial hydraulics across this range of projected increases in global mean sea level rise as applied to the local area (e.g. San Diego County open coast) and in the context of storm surge, wave run-up, and erosion and other variables affecting water levels as applicable. Additionally, while Appendix F does list examples of adaptation measures found in other local and regional plans and studies, it is unclear whether these adaptation measures have been incorporated into the Regional Plan. Although the Regional Plan may duplicate other plans’ adaptation measures, it should be revised to make clear commitments regarding the suite of adaptation measures that are to be included in the Regional Plan itself. The list of adaptation measures described in the Regional Plan is also brief (Page F-16); and therefore, we recommend that these be augmented with adaptation measures from the California Coastal Commission Sea Level Rise Policy Guidance, the final version which is scheduled to be adopted by the Commission at the August 12-14, 2015 meeting.
90 Kanani Brown California While this Plan includes more investment in transit and active The phasing of the Draft Regional Plan ‘s transit and active transportation investments are consistent with federal and state legal requirements that a Letter Coastal transportation than any previous RTP, it fails to prioritize public transit Regional Transportation Plan be based upon reasonable assumptions of the revenues available during each time period covered by that plan. Over 50 Commission and active transportation projects in the first phases (2025 or 2035) percent of the plan's investment is allocated toward the operation, maintenance, and development of the transit system for all time periods covered by and instead defers these projects to later phases of the Plan (2050) to the plan. SANDAG has included as many transit projects in the 2020 and 2035 phases of the Plan as are feasible given funding restraints and project minimize total VMT and GHG emissions. Review of the various approval timelines. A large transit project included in the last phase of the Draft Regional Plan is the High-Speed Train service. SANDAG does not alternatives analyzed for comparison indicates that several of the control this project as it will be funded by the California High-Speed Rail Authority, which controls the timing of this project. SANDAG has also proposed alternatives with increased focus on transit priorities are included nearly $590 million (in year of expenditure) in active transportation projects in the earliest phase of the Draft Plan and an additional options that would reduce impacts to numerous coastal resources $1.7 Billion (in year of expenditure) in the second phase of the Draft Plan. while still achieving all of the project objectives. For example, under To address scoping comments requesting further acceleration of transit and active transportation investments, all of the Draft EIR’s action alternatives Alternative 5D total VMT would increase by only 7.2 million miles per accelerate transit and active transportation investments to the first ten years of the proposed Plan. The SANDAG Board of Directors will consider the year, or 9 percent, by 2050 compared to an increase of 15.7 million comparative merits of these alternatives and their components, including the environmentally superior alternative (Alternative 5D), before it makes a miles per year, or 20 percent by 2050 under the proposed Regional decision on adopting a final Regional Plan. Although the comment recommends further investigation into the alternatives, it does not recommend a Plan. We recommend that further investigation into these alternatives is particular alternative that the EIR should have evaluated. warranted to determine what system of transportation projects is most protective of sensitive coastal and environmental resources while at the same time achieving the project objectives. While there may be existing constraints that make the environmentally superior alternative infeasible today, the Regional Plan is a long-range planning document and there will likely be changes in policy and funding for transit within its planning horizon – especially if SANDAG advocates for such changes. At the very minimum, certain components of the environmentally superior alternative (e.g. prioritization of public transit and active transportation projects) should be seriously considered for inclusion in the final Regional Plan.
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91 Kanani Brown California The San Diego International Airport is a major visitor-serving facility SANDAG works closely with the San Diego County Regional Airport Authority on connecting transit services to the airport. The Draft Regional Plan Letter Coastal within the Coastal Zone and the Airport Transit Plan should be includes two airport express routes based on their plans from the I-5 and I-15 corridors (the idea here being a service similar to the Flyaway services to Commission referenced and considered as a part of the Regional Plan. The San LAX). While a shuttle service from Old Town to the airport has been discussed, there are no definitive plans as yet and a number of issues to be Diego County Regional Airport Authority is in the process of updating worked out. Should these plans progress to a more defined level, we can include in upcoming regional plans (they are updated every 4 years). their Airport Transit Plan with its completion anticipated this fall. While some components of this plan are identified in the Regional Plan, including the Intermodal Transit Center, other components such as an express bus or shuttle between the airport and the Old Town Transit Center are lacking and should be included in the document. The airport is an integral part of San Diego’s transportation system and it is important that new transit links such as the Old Town Transit Center shuttle and Intermodal Transit Center are included as part of this plan to ensure public access to and along the coast is maximized while minimizing VMT and energy consumption. We look forward to future collaboration on improvements to the transportation system located within the San Diego region, and appreciate the commitments presented within the Regional Plan to preserve and enhance coastal resources. If you have any questions or concerns, please do not hesitate to contact me at our San Diego District Office.
92 Bill Figge California The California Department of Transportation (Caltrans) would like to Thanks for your review of the Draft Regional Plan and your acknowledgment that the draft Plan meets the state RTP guidelines. Letter Department of thank the San Diego Association of Governments (SANDAG) for Transportation providing the San Diego Forward: The Regional Plan (Regional Plan) for (Caltrans) review. The Regional Plan, including its Sustainable Communities Strategy (SCS), is built on an integrated set of public policies, strategies, and investments to maintain, manage, and improve the transportation system so that it meets the diverse needs of the San Diego region through 2050. The Federal government requires metropolitan planning organizations, such as SANDAG, to complete a long-range transportation plan covering a minimum timeline of 20 years in order to receive Federal transportation funds. Caltrans has reviewed the Regional Plan and found that it has fulfilled all the requirements of the Caltrans 2015 Regional Transportation Plan Guidelines pursuant to California Government Code Section 14522.
93 Bill Figge California Caltrans offers the following comments: For the checklist, when listing SANDAG will add page numbers to references in the RTP checklist and will make a greater effort to identify more explicitly the location of required Letter Department of where in the document SANDAG met the requirements, it would be language in the final Regional Plan and Appendices. Transportation more helpful if SANDAG incorporated the required language in the (Caltrans) body of the document (Chapters 1-5). A large portion of the checklist refers the reader to the appendices without page numbers which inhibited the process of reviewing the checklist with the draft.
94 Bill Figge California Chapter 1, page 16, we recommend listing the data source for all of The regional growth forecast is the source of this information and is mentioned on page 15. Letter Department of the assumptions of the 2050 demographic projects. If the source is the Transportation SANDAG Regional Growth Forecast, we recommend referencing it on (Caltrans) this page for clarity.
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95 Bill Figge California Caltrans participates in SANDAG's implementation of a comprehensive We appreciate Caltrans’ collaboration throughout the development of the Draft Regional Plan and also look forward to a continued partnership to Letter Department of public outreach and involvement program to support development of a implement the final Regional Plan. Transportation collaborative Regional Plan and SCS. As part of this multi-modal (Caltrans) cooperation, Caltrans and SANDAG staff worked closely to align modeling and air quality conformity with specific Caltrans project schedules. The Regional Plan includes SANDAG's efforts to promote alternative modes of transportation beyond single occupant vehicles. The Regional Plan's investment strategy focuses heavily on expanding public transit and active transportation (biking and walking), while also reconfiguring existing highways to promote carpooling, public transit, and other alternatives to driving alone. The Regional Plan includes projects that will use nearly 50 percent of the Regional Plan's revenues toward transit infrastructure and operations. Through its work with regional partners and development of substantial performance measures, SANDAG has shown how its SCS will meet and exceed the California Air Resources Board's targets, reducing GHG emissions by 18 percent in 2020 and 24 percent in 2035. Caltrans appreciates the opportunity to review the Regional Plan and looks forward to working with SANDAG to provide for a multimodal transportation network in the San Diego region, as planned for in the Regional Plan and SCS.
96 Michelle Boehm California High- Thank you for the opportunity to comment on SANDAG's April 2015 SANDAG will continue to work with the California High-Speed Rail Authority on the more detailed planning and engineering associated with high- Letter Speed Rail Draft of San Diego Forward: The Regional Plan. The California High- speed rail alignments in the San Diego region. Authority Speed Rail Authority (Authority) is pleased to report that the California High-Speed Rail (HSR) Program will contribute to economic development, enable a cleaner environment, improve air quality, reduce greenhouse gas emissions, support efficient mobility, and increase livability in California and the San Diego region. As such, the HSR Program is broadly consistent with the principles and goals of San Diego Forward including the sustainability principles. San Diego Forward highlights many of the benefits that the San Diego region will receive from the HSR Program. Specifically: • The HSR connection to the planned Airport Intermodal Transit Center. This will provide passengers with direct connections between HSR and San Diego International Airport, in addition to Amtrak, COASTER, Trolley, and other local transit services. • Recognition that HSR "could help alleviate problems caused by exhausted capacity at San Diego International [Airport] from 2035 to 2050."
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97 Michelle Boehm California High- San Diego Forward notes that the Authority's 2014 Business Plan does SANDAG will continue to work with the California High-Speed Rail Authority, both on specific high-speed train (HST) alignments in the region and Letter Speed Rail not provide a specific timeline for extension of HSR to San Diego. improvements to the LOSSAN corridor that will serve as a feeder service to the HST stations in Orange and Los Angeles counties. Authority Despite this, the Authority welcomes discussion to begin early planning for service to the San Diego region. The 2014 Business Plan proposes HSR stations in both the Downtown San Diego/Airport and Escondido areas. Beyond the HSR system itself, the Authority-in collaboration with many partner agencies-is also implementing a statewide rail modernization plan that will provide near- and long-term benefits to the regional transportation networks that connect to HSR. Several sections of San Diego Forward discuss improvements to the San Luis Obispo-Los Angeles-San Diego (LOSSAN) rail corridor. Some of these capital improvements contain funding from The Safe, Reliable High- Speed Passenger Train Bond Act for the 21' 1 Century (Proposition lA), which was the original authorizing statute for the HSR Program. This act authorizes $950 million in bond funds for capital improvements to intercity rail lines, commuter rail lines, and urban rail systems that will provide direct connectivity to the HSR system and its facilities. Of the fifteen Proposition lA-funded HSR connectivity projects, four are located in SANDAG's jurisdiction: 700 N Alameda, Room 3-532, Los Angeles, CA 90012 • www.hsr.ca.gov 1. Blue Line Light Rail Improvements: This project consists of improvements to existing infrastructure, including replacing deteriorated rails and tracks; replacing and rehabilitating switches and signaling; and reconstruction of existing platforms to accommodate low-floor vehicles. The implementing agency is SANDAG, which has received $57.8 million in Proposition 1A funds for the project through the Urban and Commuter Rail Program. 2. Positive Train Control, San Onofre to San Diego: The project will implement PTC along the LOSSAN corridor between San Onofre and Downtown San Diego. The implementing agency is the North County Transit District, which has received $24.0 million in Proposition lA funds from the Intercity Rail Competitive Program. 3. North San Diego County Transit District, Positive Train Control: The project consists of implementing all aspects of PTC along the LOSSAN Corridor. The implementing agency is the North County Transit District, which has received $17.8 million of Proposition 1A funds for the construction phase through the Urban and Commuter Rail Program. 4. Positive Train Control, Moorpark to San Onofre: The project will implement PTC along the LOSSAN corridor between Moorpark and San Onofre. While this area is mostly north of the San Diego region, the improvements will provide indirect benefits by improving operations and safety for Amtrak and Metrolink trains that serve San Diego. The implementing agency is the Southern California Regional Rail Authority, which has received $46.6 million in Proposition lA funds through the Intercity Rail Formula Program for the project.
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98 Michelle Boehm California High- Finally, as part of our advanced planning for the Los Angeles-San Diego SANDAG will continue to participate as a member of the Inland Corridor Group on high-speed train alignments and connectivity projects specific to Letter Speed Rail section of the HSR Program, we have initiated a Strategic Investment the San Diego region as well as the larger southern California region. Authority Plan with SANDAG and other partners of the Inland Corridor Group. This effort will identify transportation projects planned by SANDAG and local jurisdictions that will improve connectivity to HSR and potentially can be packaged into a comprehensive investment strategy. This plan also will identify regional and local land use plans and strategies that promote optimal land uses that can be supported by HSR. Thank you for considering these comments. The Authority looks forward to ongoing collaboration with SANDAG on issues of shared interest, including passenger rail modernization, expansion of complementary transit services, and station area planning that will leverage the investments being made in multi-modal transit infrastructure at the state, regional and local levels and improve air quality. We invite you to visit our website at www.hsr.ca.gov for additional information. Please contact Mr. David VanDyken, Southern California Planning Liaison, at (916) 669-6631 or [email protected] if you have any questions.
99 Barbara Cobb Cardiff Town I don't like the idea of roundabouts at Birmingham and I-5 especially. It The Final Environmental Impact Report/Environmental Impact Statement for the I-5 North Coast Corridor Project includes the traditional diamond Web Council will change the look and feeling of our community from a small town interchange and a roundabout option at the Birmingham and I-5 Interchange. The roundabout option was included at the request of the City of to a busy major intersection and a busy large town like any other. Encinitas. Proposed modifications to freeway interchanges are subject to the Caltrans Intersection Control Evaluation (ICE) Policy which requires various There are many other ways to handle traffic at this intersection. A types of interchange configurations to be considered. Each type of configuration has various benefits and drawbacks which are included in the roundabout feels like surgery when you don't need it. evaluation. While roundabouts can be effective in calming traffic and better accommodate non-motorized roadway users, they are not necessarily the best solution in all locations. Future improvements at the Birmingham/I-5 interchange will require additional design studies to identify the most functional configuration. The result of these future studies will be shared with the City and the public.
100 Alma Bejarano Casa Familiar Solicitamos que se construya la central intermodal de San Ysidro más A study which developed a concept for a potential future San Ysidro Intermodal Transit Center (ITC) was completed in 2014. The study explored Comment pronto para incrementar la productividad de esta zona y que la different financing strategies for building the facility including potential for public private partnerships. If additional funds are identified this project Card población de San Ysidro no esté aislada de la innovación y de los could be advanced. In addition to the ITC, the draft Regional Plan includes multiple transit projects serving San Ysidro, including Rapid routes 905 from beneficios. the Iris Street Trolley station to the Otay Mesa POE, 640A from San Ysidro to Old Town Transit Center via City College, 640B from Iris Trolley to Kearny We request that the intermodal transit station at San Ysidro be built Mesa via City College, 688 from San Ysdiro to Sorrento Mesa (peak period), and a new Trolley line - Route 562 from San Ysidro to Kearny Mesa and sooner in order to increase the productivity of this area, and the Carmel Valley along the I-805 corridor. population of San Ysidro is not isolated from the innovation and Un estudio que plantea un concepto para una posible Estación Intermodal de Transporte Publico en San Ysidro (ITC, por sus siglas en inglés) fue benefits. completado en el año 2014. El estudio exploró diversas estrategias financieras para llevar a cabo la construcción de dicho centro intermodal de transporte, incluyendo una posible asociación entre el sector público y privado. Si fondos adicionales son identificados, este proyecto podría implementarse antes de lo previsto. Aunado a la Estación Intermodal, el borrador del Plan Regional incluye múltiples proyectos de transporte público que ofrecen servicios en San Ysidro, incluyendo la Ruta Rápida 905 que va de la estación de Trolley en Iris Street hacia la garita de Otay Mesa, 640A de San Ysidro a Old Town Transit Center vía City College, 640B de la estación Iris a Kearny Mesa vía City College, 688 de San Ysidro a Sorrento Mesa (durante horas pico), y una nueva línea de Trolley – Ruta 562 de San Ysidro a Kearny Mesa y Carmel Valley a lo largo de I-805.
101 Alma Bejarano Casa Familiar Que los autobuses exprés a San Ysidro 644 y 688 circulen más veces al Route 640A which will travel from San Ysidro to Old Town Transit Center via City College is planned to have 10 min peak period frequencies and 15 Comment día. minute off-peak frequencies. Route 688 from San Ysidro to Sorrento Mesa via I-805/I-15/SR 52 corridors is planned to have 15 minute peak-period Card We request that the express buses routes to San Ysidro 644 and 688 frequencies. circulate more times a day. La Ruta 640A, la cual viajará de San Ysidro hacia el Centro de Transito de Old Town a través de City College, está planeada para realizar viajes cada 10 minutos durante horas pico, y cada 15 minutos durante horas de menor demanda. La Ruta 688 que viajará de San Ysidro a Sorrento Mesa a través de las autopistas I-805/I-15/SR 52 está planeada para realizar viajes cada 15 minutos durante horas pico.
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102 David Flores Casa Familiar Casa Familiar through its community workshops and input would The Draft Regional Plan includes implementation of express bus service on I-5 from San Ysidro to downtown San Diego, Old Town Transit Center and Web request that since the Blue Line Express project was not considered and Kearny Mesa before 2030. Because of the congestion along I-5, the timing of this service is tied to the completion of the Managed Lanes that will instead offered Bus Rapid Transit service as an option that it be allow the express service to bypass the congested main lanes. implemented within the first 5 years of the plan instead of later. The The SANDAG Board of Directors will consider each of the alternatives analyzed in detail in the Draft EIR - including Alternatives 5A-5D - and make community really uses both the Blue line Trolley and the Bus service written findings about their feasibility as part of the CEQA environmental review process before taking action on the Final Plan. and there are many families and individuals that need this service to be more efficient and frequent. It is an inequity a community with high use has to wait much longer to receive any type of express service. While the community supports the Early Bike Action program for connecting bicycle infrastructure from the border to the Bayshore bikeway, much more is needed to deal with active transportation connections and freeway/pedestrian/bicycle improvements. Casa Familiar also supports Alternative 5, the Environmentally Superior Strategy since the community has not and will not be a recepient of freeway/highway infrastructure. It is a lower income community that should be identified as a disadvantaged community by Cal EPA for Greenhouse Gas Reduction Funds and whose projects under this plan should be prioritized. Casa Familiar, as part of the CBO Network, appreciates SANDAG's efforts in reaching out to communities of concern through this network in order to present more information in Spanish to community members.
103 David Flores Casa Familiar As part of the SANDAG CBO Network, the Border Health Equity Study The Plan does not include Managed Lane or Highway improvements on corridors surrounding the San Ysidro community. Several new transit routes Letter and our seat at the Public Health Stakeholder Group, our work with are planned to serve the area including Route 562 which will run from San Ysidro to Carmel Valley providing access to jobs along the 805 corridor and SANDAG staff continues to grow and has been very productive for the the Rapid Route 905 which will provide an east-west connection to Otay Mesa and Otay Mesa East. Additionally, Rapid route 688 will provide peak community of San Ysidro and the clients that we serve. Many of our period service to Sorrento Mesa, one of the region's larger employment centers. clients are low-income residents of the South Bay that use public transportation on a very frequent, if not daily basis. Overall, for San Ysidro, the following points have been brought to our attention from the presentations and workshops of San Diego Forward - Because San Ysidro's freeway infrastructure is built out, no investment is being made by SANDAG in any scenario or alternative for freeway infrastructure. No managed/toll lanes, Highway projects, Operational Improvements or Freeway Connectors.
104 David Flores Casa Familiar Casa Familiar suggests a social equity process or map be included that The Healthy Community Index is a pilot project of HUD, but shows promise in demonstrating the current conditions of a community. This concept will Letter identifies how investments are being made for communities of be considered in the next update the Regional Plan. The Title VI analysis for the Regional Plan analyses the traveler and their demographic concern. This is a lot of funding over the life of The Regional Plan to characteristics. The analysis did not find any disparate affects or disproportionate impacts on disadvantaged populations. not identify this disparity. The current pilot Healthy Communities Assessment Tool presented by U.S. HUD consultants through SANDAG Regional Planner, Stephan Vance, could serve to measure health and other indicators that could clearly serve in a social equity process.
105 David Flores Casa Familiar Due to the fact that $0 in investment is being made for freeway No freeway investments are proposed in San Ysidro since there is no congestion northbound from the border on either I-5 or I-805 to SR 905 and the Letter infrastructure projects in San Ysidro and also due to the fact that southbound traffic delays are dependent on inspections or operations at the border which SANDAG does not control. The Rapid improvements are SANDAG is not considering the Trolley 540 Blue Line Express Project, planned around 2026-2040 timeframe; the timing of these improvements is coordinated with the Managed Lanes improvements along the two residents and Casa Familiar urge the SANDAG Board to: a. EXPEDITE freeway corridors that the Rapid services will use. Rapid Service - prioritize to be built by the year 2020, instead of 2035, Retrofit projects to improve bike/pedestrian access to existing transit stops and stations are included in the Unconstrained Network. However, these since there will be no other "express" service for such huge projects will be considered through the implementation of Mobility Hub projects which are included in the Revenue Constrained Plan. transportation ridership. b. INCLUDE the following Active Transportation projects currently in the "Unconstrained" category found on page 45 and page 46 of Appendix A: 1. Calle Primera between Willow Rd and Via de San Ysidro (Safe Routes to Transit) u. Dairy Mart Rd I San Ysidro Blvd at I-5 (Bike & Ped. Improvements) v. Via De San Ysidro at I-5 (Bike & Ped. Improvements) IV. Camino De La Plaza at I-5, 1-805 (Bike & Ped. Improvements) v. E. San Ysidro Blvd at I-805 (Bike & Ped. Improvements)
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106 David Flores Casa Familiar We urge the SANDAG Board to also consider compressing the timeline A study which developed a concept for a potential future San Ysidro Intermodal Transit Center was completed in 2014. The study explored different Letter of the San Ysidro Intermodal Transit Center into one Phase to be financing strategies for building the facility including potential for public private partnerships. If additional funds are identified this project could be completed by 2035, or once again have a more aggressive timeline for advanced. this much needed infrastructure. Adjust Phase 1 to 2020 and Phase 2 to 2035. The heavy ridership on the Blue Line Trolley from San Ysidro continues to provide success for SANDAG.
107 David Flores Casa Familiar The comment we have heard over and over at our presentations and Fare policies at SANDAG and MTS were changed to replace timed transfers and two-hour passes with a Day Pass, valid for unlimited rides all day on Letter workshops in San Ysidro continue to revolve around the issue of most MTS buses and Trolleys for the price of a round trip Trolley ticket. The vast majority of MTS riders already use a multiday or monthly pass to ride bringing back ''transfers" capability and/or reducing transit fares for the system; cash passengers represent a small percentage of ridership. In part this is because already offers substantial discounts to seniors, youth, and seniors and students. the disabled. Senior/disabled monthly passes are discounted 75 percent; youth monthly passes are priced at 50 percent of the adult pass price. In addition, the senior/disabled cash fare is a 50 percent discount over the adult cash fare. While offering a two-hour pass may provide a discount to some riders, a system wide reduction in fare revenue would result in fewer resources available to provide service or subsidize the other fare discounts.
108 David Flores Casa Familiar We applaud SANDAG for creating the CBO Network, this has provided Thank you for your continued participation in the process. Letter great input necessary for outreach and advocacy; and for accepting and working with the San Ysidro community on the Border Health Equity Study. Including San Ysidro in the Regional Bike Plan-Early Action Program, and identifying the benefits to the region with the new 562 Trolley are investments that are applauded by the community and Casa Familiar.
109 Guadalupe Casa Familiar Es un proyecto maravilloso muy ambicioso, pero a muy largo plazo. Por We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Comment Bejarano favor, que no se extienda más el tiempo. requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that Card It is a wonderful and very ambitious project, but it is planned for a very plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, long term. Please do not extend the time. and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future. Le agradecemos por su participación en el proceso de planificación. En cuanto a su comentario relacionado al tiempo del desarrollo de los proyectos, leyes federales y estatales requieren que SANDAG desarrolle un plan basado en suposiciones razonables de los recursos que estarán disponibles durante el periodo cubierto por el Plan. Los proyectos serán implementados entre el presente y el año 2050. Por favor refiérase al Apéndice A, el cual incluye la lista de proyectos de transporte público, autopistas y Carriles Exprés, e instalaciones para bicicletas que serían construidos para el 2020, 2035, y el 2050. Para más información sobre la disponibilidad de fondos, por favor refiérase al Capítulo 3: Financiando Nuestro Futuro.
110 Guadalupe Casa Familiar Que las rutas 640 y 688 exprés se construyan dentro de los primero 5 Federal and state laws require SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the Comment Bejarano años. period covered by that plan. Based on projected funding, projects are phased in to the plan depending on when expected funds are available. Both Card I hope that the 640 and 688 Express bus routes are constructed within Rapid Routes 640 and 688 are slated for implementation by 2030. the first five years. Leyes federales y estatales requieren que SANDAG desarrolle un plan regional basado en suposiciones razonables de los recursos que estarán disponibles durante el periodo cubierto por el Plan. Basado en el presupuesto estimado, los proyectos son agendados en el plan dependiendo en la disponibilidad de fondos. Ambas, las Rutas Rápidas 640 y 688, esperan ser implementadas para el año 2030.
111 Luz Camacho Casa Familiar Please move forward the transportation module at the San Ysidro Improvements to the San Ysidro Intermodal Transit Center (ITC) are included in the Draft Regional Plan, along with Rapid Express services that would Comment Border Crossing. We need this project to be finished sooner than it is connect San Ysidro to the north via both the I-5 and I-805 corridors. the San Ysidro ITC project could be advanced if additional funding, including Card planned. The current situation is horrible. Also, express bus services in private/public partnerships are identified. the San Ysidro/Otay region are urgent need.
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112 Margarita Casa Familiar ¿Por qué no involucrar a personas jóvenes con ideas más futuristas en To support the development of San Diego Forward: The Regional Plan, SANDAG implemented a comprehensive public outreach and involvement Comment Velázquez vez de a personas de la tercera edad? program. Early in the planning process, the agency developed a Public Involvement Plan (PIP) to guide the public outreach program. Per Government Card Why are you not involving young people with fresh and futuristic ideas Code Section 65980(b)(2)(E), Public Involvement Plans for individual projects or plans must draw upon the SANDAG Public Participation Plan, which instead of seniors? serves as a guiding framework for all of the agency’s PIPs. The Public Participation Plan was adopted by the SANDAG Board of Directors on December 21, 2012, and the PIP was subsequently adopted on February 22, 2013. Information regarding SANDAG's public involvement processes and outreach programs can be found in Appendix F: Public Involvement Program. Outreach events were attended by participants of all ages, and feedback was considered, regardless of age. The Regional Plan workshops welcomed all ages to each event. In addition, the Community-Based Organizations also provided outreach to their communities, including youth. Con el fin de apoyar el desarrollo de San Diego Forward: El Plan Regional, SANDAG implementó un programa de alcance y participación pública. En las etapas tempranas del proceso de planeación, la agencia desarrolló un Plan de Participación Pública (PIP, por sus siglas en inglés) con el fin de guiar el programa de alcance público. Por estipulación del Código Gubernamental Sección 65980(b)(2)(E), Planes de Participación Pública para proyectos o planes deben basarse en el Plan de Participación Pública de SANDAG, el cual sirve de marco de referencia para todos los Planes de Participación Pública de la agencia. El Plan de Participación Pública fue adoptado por la Junta de Directivos de SANDAG en Diciembre 21 de 2012, y el PIP fue adoptado en Febrero 22 de 2013. Información relacionada a los procesos de participación pública y programas de alcance pueden ser encontrados en la Apéndice F: Programas de Participación Pública. Participantes de todas las edades estuvieron presentes en eventos de alcance público y sus comentarios fueron considerados sin importar su edad. Los talleres del Plan Regional dieron la bienvenida a personas de todas las edades. Ademas, las Organizaciones Comunitarias también proporcionaron alcance público, incluyendo jóvenes.
113 María Jimenez Casa Familiar Que los proyectos no sean tan a largo plazo y que en los nuevos Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the time period Comment proyectos de autopistas se construyan amortiguadores de ruido. covered by that plan. While we’re anticipating around $204 billion over 35 years, we don’t have all the money right now. Also, a majority of the Card We need projects that are not long-term, and that the new highway funding sources are tied to certain types of projects (for example, transit infrastructure or highway operations and maintenance) and we don’t have the projects include sound walls. authority to interchange them. These constraints come with specific provisions from Congress or the state Legislature. The “revenue constrained scenario” for transportation investments detailed in our Regional Plan plays by those rules. It’s what we can do given the budget we project. The analysis of sound wall mitigation is conducted at the project implementation level and not at the program level for the Regional Plan. Individual environmental analysis is conducted on each project including mitigation.
114 María Swadener Casa Familiar Más líneas peatonales de Tijuana a San Ysidro, y de San Ysidro a Actualmente, la Administración de Servicios Generales de Estados Unidos (GSA, por sus siglas en inglés) está llevando a cabo un proyecto de expansión Comment Tijuana. y reconfiguración para mejorar la Garita de San Ysidro. La reconfiguración de la Garita incluye mejoras para atender vehículos y peatones dirigiéndose Card It would be good to have more pedestrian lanes from Tijuana to San hacia ambos lados de la Garita, incluyendo casetas de inspección primarias, área de inspección secundaria, áreas administrativas, así como instalaciones Ysidro and from San Ysidro to Tijuana. de cruces peatonal en los lados Este y Oeste del cruce fronterizo. El número de líneas peatonales hacia el Norte incrementará de 13 a 22 líneas en el lado Este de la Garita. Aunado a esto, una instalación peatonal en el lado Oeste está actualmente en fase de construcción, la cual proveerá acceso directo a Virginia Avenue en el lado de EE.UU., y abrirá 10 nuevas líneas peatonales hacia el Norte y dos líneas reversibles de acceso peatonal. Una vez que el proyecto sea completado, se espera que disminuyan las largas demoras en el cruce fronterizo. Currently, the U.S. General Services Administration (GSA) is executing an expansion and reconfiguration project to improve the San Ysidro land port of entry (POE). The POE reconfiguration project calls for north and southbound capacity improvements for vehicles and pedestrians, including primary booths, a secondary inspection area, administration space, and pedestrian processing facilities on the western and eastern ends of the port. The number of northbound pedestrian lanes will increase from 13 to 22 lanes on the eastern side of the POE. Additionally, a western pedestrian facility is currently under construction, which will provide direct access to Virginia Avenue on the U.S. side, and will open ten new northbound and two- reversible pedestrian processing lanes. Once the expansion project is complete, the increased capacity is projected to reduce the long border crossing delays at this POE.
115 María Swadener Casa Familiar To make routes 688 and 640 more frequent. We cannot wait too long These two Rapid services operating on Manages Lanes are planned for implementation by 2030. Rapid 640 would operate every 10 minutes in the peak Comment to have a better service.Agilizar las rutas 688 y 640. No podemos period, 15 minutes in the off-peak. Rapid 688 is a commuter-oriented service that would operate every 15 minutes during the weekday peak periods. Card esperar tanto tiempo para tener mejor servicio. La implementación de estos 2 servicios de Autobús Rápidos está planeada para el año 2030. La Ruta Rápida 640 operaria cada 10 minutos durante horas pico, y cada 15 minutos durante horas regulares. La Ruta Rápida 688 es un servicio enfocado en viajes al trabajo, que operaría cada 15 minutos durante horas pico.
116 María Swadener Casa Familiar No podemos esperar 20 años para tener un mejor servicio de There is currently an express route 950 and local Route 905 that connect the Otay Mesa border crossing to the Iris Street Trolley station, where Comment transporte de la garita de Otay al centro de Chula Vista. passengers can then transfer to the Blue Line to travel to western Chula Vista. The South Bay Rapid, now in final design, will connect the Otay Mesa Card We cannot wait 20 years to have a better transportation service from border crossing to Downtown San Diego via Otay Ranch and eastern Chula Vista. The project is scheduled for completion in late 2017/early 2018. the Otay Mesa POE to Chula Vista. Actualmente existe la ruta exprés 950 y la Ruta local 905 que conectan la garita de Otay Mesa con la estación de Trolley en Iris Street, donde pasajeros pueden transferir a la Línea Azul del Trolley para viajar al oeste de Chula Vista. El South Bay Rapid, que se encuentra en su etapa final de diseño, conectará la garita de Otay Mesa con el centro de San Diego vía Otay Ranch y el este de Chula Vista. El proyecto está programado para ser finalizado a finales de 2017/inicios de 2018.
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117 Pachita Salas Casa Familiar Necesitamos que las rutas 644, 950, y 688 sean más rápidas para Route 644 is neither a current or planned bus route within the San Diego region. Local bus route 950 (Iris Trolley station to Otay Mesa), like many Comment transportarse. Las necesitamos pronto other local bus routes in the region, will benefit from a 15-minute frequency increase by 2020, and a ten-minute frequency enhancement in 2035. Card We need the bus routes 644, 950, and 688 to be faster for Rapid route 688 (San Ysidro to Sorrento Mesa) is a peak period only service that is slated for implementation by 2030. This route was ranked 12th out transportation. We need them sooner. of all transit service projects, with other transit routes scoring higher and therefore prioritized earlier in the plan. For more information on the ranking of each project by mode, please see Appendix M, Transportation Project Evaluation Criteria and Ranking. Actualmente, la Ruta 644 no existe y tampoco está contemplada para su planeación en la región de San Diego. La Ruta de autobús 950 (Iris Trolley Station a Otay Mesa), como muchas otras rutas de autobús en la región, se verán beneficiadas de un incremento en la frecuencia cada 15 minutos para el año 2020, y un aumento a 10 minutos en la frecuencia para el 2035. La Ruta Rápida 688 (San Ysidro a Sorrento Mesa) es un servicio que estará en funcionamiento solamente durante horas pico, y su implementación está planeada para el año 2030. Esta Ruta fue posicionada en el puesto número 12 en la lista de todos los proyectos de transporte público, con otras rutas siendo priorizadas en las etapas más tempranas del plan. Para más información sobre la lista de prioridades en cada proyecto, por favor refiéranse a la Apéndice M, Criterio de Evaluación y Clasificación de Proyectos de Transporte.
118 Steve Otto Casa Familiar There should be more funds for transit. The “pie chart” is distorted, San Diego Forward invests over 50 percent in transit. That does not include Managed Lanes/Connectors which would be an additional 15 percent Comment including a new managed lane referred as transit. (some used for transit). See Figure 3.4 on page 110 of Chapter 3. Card It should be more proportional. More money for transit in South County (environmental justice)
119 Steve Otto Casa Familiar South County projects should be constructed earlier. High transit The Draft Regional Plan is responding to this demand for increased mobility options by including a rich network of Trolley, Rapids operating on Comment demand is happening now, not in 2035. We need to start express bus Managed Lanes and arterials, and high frequency local bus improvements over the coming years. Because federal and state laws requires SANDAG to Card routes #640 and #688. develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan, projects are phased in to the plan depending on when expected funds are available. Projects will be implemented between now and 2050. Both Rapid Routes 640 and 688 are slated for implementation by 2030.
120 Steve Otto Casa Familiar We need Rapid Bus connector from San Ysidro Intermodal Station to The Draft Regional Plan includes Rapid 688 that will provide service from San Ysidro to Sorrento Mesa via the I-805 corridor and includes a stop at the Comment the new Eastlake Rapid Bus at Palomar/I-805 intersection. We need re- I-805/Palomar St station and tie in to the South Bay Rapid service. Card establish Bus-Trolley-Bus transfers. Trolley-bus transfers are inefficient and open to fraud. The Day Pass serves this same purpose, allowing the rider access to all Trolley and local/express bus services for the day. Discounted monthly passes also are available.
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121 Casa Familiar 300,000 personas cruzan todos los días de Tijuana a San Diego. Está Yes, the Regional Plan takes into account crossborder travel between Baja California and the San Diego region. Please see Appendix U.14: Borders for Comment tomado en cuenta el volumen de cruce peatonal en el plan? information related to border crossings. Card 300,000 people cross daily from Tijuana to San Diego. Does the plan The U.S. General Services Administration (GSA) is executing a major expansion and reconfiguration project to improve the San Ysidro POE, which is the take into account the volume of pedestrian crossing? busiest POE in the region. The San Ysidro POE handled an estimated 59 million bidirectional crossings in 2014 (shown in Figure U14.4). The reconfiguration project calls for north and southbound capacity improvements for vehicles and pedestrians, and pedestrian processing facilities on the western and eastern sides of the port. Improvements to southbound capacity also are part of the project. When completed, the POE will increase its capacity from 24 to 34 northbound lanes, with a total of 63 inspection booths. The number of northbound pedestrian lanes will increase from 13 to 22 lanes on the eastern side of the POE. In addition, there is a temporary connection of the I-5 with the El Chaparral POE on the Mexican side. When the realignment of I-5 is complete, it will terminate at Camino de la Plaza to provide direct access to Virginia Avenue on the U.S. side, and will increase the number of southbound vehicle lanes from five to ten, as well as 10 new northbound pedestrian lanes and two southbound reversible lanes. Once the expansion project is complete, the increased capacity is projected to reduce the long border crossing delays at this POE. In addition, an effort to improve pedestrian and bicycle mobility in our border region is a study completed by the Imperial County Transportation Commission (ICTC) to analyze existing conditions and access issues for people walking or bicycling across the six POEs that connect Imperial and San Diego counties with Baja California (Pedestrian and Bicycle Transportation Access Study of the California-Baja California Border Crossings). SANDAG and Caltrans also participated in the study along with Mexican partner agencies. It developed recommendations on how to improve facilities, infrastructure and connectivity for pedestrians and cyclists who travel through the POEs Sí, el Plan Regional toma en consideración los viajes transfronterizos entre Baja California y la región de San Diego. Por favor refiérase al Apéndice U.14: Fronteras para información relacionada a los cruces fronterizos. La Administración de Servicios Generales de Estados Unidos (GSA por sus siglas en inglés) está llevando a cabo un proyecto de expansión y reconfiguración para mejorar la Garita de San Ysidro, la garita más concurrida en la región. La Garita de San Ysidro atendió un estimado de 59 millones de cruces en ambas direcciones en 2014 (mostrado en la Figura U14.4). El proyecto de reconfiguración toma en cuenta las mejoras a la capacidad para atender vehículos y peatones cruzando hacia ambas direcciones, así como también instalaciones para inspección de peatones en el lado Este y Oeste del puerto fronterizo. Las mejoras a la capacidad para atender viajeros hacia el Sur también son parte del proyecto. Cuando sea completado, la Garita incrementara su capacidad para atender viajeros hacia el Norte de 24 a 34 carriles, sumando un total de 63 puestos de inspección. El número de líneas peatonales hacia el sur incrementara de 13 a 22 líneas en el lado Este de la Garita. Así mismo, existe una conexión temporal de la autopista I-5 con la Garita de El Chaparral en el lado Mexicano. Cuando el realineamiento de la autopista I-5 sea completado, terminara en Camino de la Plaza para proveer un acceso directo a Virginia Avenue en el lado Estadounidense, e incrementará el número de carriles viajando hacia el Sur de cinco a diez carriles, así como 10 nuevas líneas peatonales hacia el Norte y dos reversibles hacia el sur. Una vez que el proyecto de expansión sea completado, el aumento en la capacidad proyecta reducir las largas demoras en los cruces fronterizos en esta Garita. Aunado a esto, un esfuerzo para mejorar la movilidad de peatones y bicicletas en nuestra región fronteriza es el estudio completado por la Comisión de Transporte del Condado de Imperial (ICTC por sus siglas en inglés) para analizar condiciones existentes y cuestiones de acceso para personas cruzando caminando o usando bicicleta a través de las seis Garitas que conectan los condados de Imperial y San Diego con Baja California (Pedestrian and Bicycle Transportation Access Study of the California-Baja California Border Crossings). SANDAG y Caltrans también participaron en el estudio junto con agencias Mexicanas. El Estudio desarrolló recomendaciones en cómo mejorar instalaciones, infraestructura y conectividad para peatones y ciclistas que viajan a través de las Garitas.
122 City Heights Interesting meeting, a lot of info. Enjoyed working in group activity. We are thrilled that you found the public workshop interesting and we appreciate your participation in the draft plan review process. For more Web CDC *Purple Line * Safe Routes. information on the Draft transportation networks and Safe Routes to Transit, please see Chapter 2, A Strategy for Sustainability, and Appendix A, Transportation Projects, Costs, and Phasing.
123 City Heights Support purple line Trolley; more safe and well lit walking areas; happy Thank you for your comments -- initial advanced planning studies for the Purple Line will begin later this year, and the SR 15 in-line stations are now Web CDC about Blvd Transit Plaza. under construction.
124 City Heights Please listen to our community. We are activists; we are cultured; we We appreciate your involvement in the planning process. The feedback received from the on-going outreach process influences and helps guide the Web CDC are educated. Act upon our decisions quickly. Priority: Purple Line and development of the draft plan. Comments submitted on the draft plan will be included in Appendix F: Public Involvement Program, along with a staff safe routes for pedestrians on El Cajon Blvd. response to each comment. For more information on the Draft transportation networks and Safe Routes to Transit, please see Chapter 2, A Strategy for Sustainability, and Appendix A, Transportation Projects, Costs, and Phasing.
125 City Heights I believe the 54th Rapid is a priority. The 955 takes too long and the Rapid 550 is one of the highest ranked Rapid services in the Draft Regional Plan given its projected high ridership. Web CDC drivers are slow. Bus passes for youth. Discounted youth monthly passes are already available.
126 City Heights My top priorites are: 1) Purple line Trolley; 2) 54th Street Rapid; 3) Mid- These are all top-ranked projects in the Draft Regional Plan. Appendix A of the draft Plan shows the proposed phasing of these projects. Web CDC City bikeways.
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127 City Heights Prioritize transit over freeways and highways Much of the highway improvements are to create a system of Managed Lanes facilities, which give priority access to Rapid services and Web CDC 1. Trolleys; carpools/vanpools. These facilities provide time-competitive travel for alternatives to single-occupant vehicle travel. Transit capital and operations account for half of the investment plan in the Regional Plan. A good portion of the remaining investment is proposed for services and programs that 2. safe routes; support travel by transit. The Regional Plan calls for five new trolley lines, 32 new Rapid transit services, continued COASTER double tracking, SPRINTER 3. centerlines. Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit centers. A "Safe Routes to Transit" program is included in the Plan to fund improvements designed to make it easier and safer to access new transit stations. The Mid-City centerline stations on the SR 15 corridor currently are under implementation.
128 City Heights Please advance the purple line to 2025. Thank you so much The proposed Purple Line is the highest ranked transit project in the Draft Regional Plan, and initial planning studies will begin later this year. Because Web CDC of the magnitude of constructing a trolley line of this length and the extensive environmental review and public outreach involved, implementation by 2025 would be a challenge. There will be better idea of the project timeline once these initial planning studies are completed in 2016. Funding will also need to be identified.
129 City Heights 1. I want more street lighting at Azalea Park. Can we get Your comment has been shared with City of San Diego staff. Web CDC solar/wind lighting to lower cost of operating? 2. more community gardens. Fruit trees 130 City Heights We need a better bike route because the street bike road isn't working Many of the Regional Bicycle Plan Early Action Program projects, which are included in San Diego Forward: The Regional Plan, will build separate, Web CDC for me and need room for cars and a bike route for the riders. I think dedicated facilities for people who ride bikes (through cycletracks and class I facilities). that 15 and 94 freeways would be better option for those people
131 City Heights Trolley lines; bike & walking; carpooling …. Support local taxi drivers by The San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving alone, Web CDC providing community vouchers. They are part of our public transport including increased transit services, carpooling/vanpooling, bicycling, and walking. Taxi vouchers are included in the Coordinated Plan (Appendix U.1) system. Support free youth bus passes. as an implementation strategy to provide access for low income, senior and disabled persons. Discounted fares are available for seniors, persons with disabilities, and youth (18 and under).
132 City Heights We need overpass connectivity. Fairmount with Mission Gorge to avoid Local jurisdictions have purview over local streets. Your comment has been shared with City of San Diego staff. Web CDC that horrid intersection.
133 City Heights I would like to see more Rapid transportation going down University Additional service along the University Ave corridor is included in the Draft Regional Plan in two ways: Web CDC Ave. to downtown. The 7 and 10 get really crowded and it's a hassle to 1. upgrade of the limited stop Rt 10 service to a Rapid service and, go down University when public transportation is always crowded and 2. implementation of ten-minute all-day frequencies on bus and trolley services in the urban core areas that includes University Ave buses are always late.
134 City Heights Need an emphasis to protect bikers--protected lanes. Even better if we Many of the Regional Bicycle Plan Early Action Program projects, which are included in San Diego Forward: The Regional Plan, will build separate, Web CDC can separate pathways for different routes: dedicated bike and slow dedicated facilities for people who ride bikes (through cycletracks and class I facilities), and people who walk (through class I facilities). vehicle streets (i.e. golf carts, whatever to reduce congestion between cars and bikes/walkers.
135 City Heights University Avenue and El Cajon Blvd. are always congested. It takes These streets are under the purview of local jurisdictions. Your comment has been shared with staff at the City of San Diego. Web CDC longer to arrive from A-Z on these roads. Expanding the two will be very helpful to City Heights' residents and businesses.
136 City Heights Make walkable communities the highest priority. Reallocate funding Highway improvements (including highway lanes, freeway connectors, and operational improvements) complement and complete the existing highway Web CDC away from road and highway program wherever possible. Freeeways network. The draft Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and can wait, but our communites cannot! Vehicle miles driven (VMT) is certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, going down across our county. We need to design our transportation in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. system to help it go down locally. Stop expanding freeways!
137 City Heights I believe that we need to prioritize the Purple Line Trolley project and The proposed Purple Line is the highest ranked transit project in the Draft Regional Plan, and initial planning studies will begin later this year. Web CDC then the buses, and for them to pass more frequently. The draft Plan also includes additional service frequency to 10 minutes all day on most routes within the urban core area.
138 City Heights For City Heights residents, it's very important that the Purple Line The proposed Purple Line is the highest ranked transit project in the Draft Regional Plan, and initial planning studies will begin later this year. Because Web CDC Trolley begins as soon as possible. Thanks. of the magnitude of constructing a trolley line of this length and the extensive environmental review and public outreach involved, it will take a number of years to implement. There will be better idea of the project timeline once these initial planning studies are completed in 2016. Funding will also need to be identified.
139 City Heights I think that the bus transit should be increased to speed up daily The Draft Regional Plan includes increasing service frequencies on most bus routes within the urban core to every 10 minutes throughout the day. New Web CDC service. Rapid services are also planned in a number of arterial streets and managed lane corridors to provide higher-speed services for people making longer distance trips.
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140 City Heights I am a huge fan of fighting childhood obesity, so my number one Safe access for vulnerable populations, such as schoolchildren, is a principle that guides the active transportation investments in San Diego Forward: Web CDC charge is helping biking be safe and more accesible, especially for The Regional Plan. The draft Plan includes funding for Safe Routes to School programs, and Safe Routes to School infrastructure improvements will be school students. Children should ALWAYS have the safe option to get included in the implementation of Regional Bicycle Plan projects and Safe Routes to Transit projects, when schools fall within their project area to school (no matter where they live!). Safe bike routes and more bike boundaries. paths please!
141 City Heights I think there should be measurable driving reduction goals based on The SANDAG Board of Directors approved 22 quantitative performance measures which are used to evaluate the performance of the Regional Plan. Web CDC current modern miles driven now and goals for reduction each year. With the exception of the greenhouse gas reduction targets established by the California Air Resources Board, the Board has not adopted quantitative Adopt measurable performance goals. goals or targets for San Diego Forward: The Regional Plan.
142 City Heights Improve the bus service with more routes, more frequency, cleaner The Draft Regional Plan includes increases to existing bus and trolley services in the urbanized areas to every 15 minutes all day by 2020 and Web CDC buses, and more courteous drivers. Also, start work on the Trolley 10 minutes all day by 2035. A number of new trolley and Rapid services are also included. Planning studies for several new rail lines will begin later this projects already. year.
143 City Heights The residents of City Heights need the frequency of the buses to The Draft Regional Plan includes increases in service frequencies on trolley and bus routes in the City Heights area to every 15 minutes throughout the Web CDC increase during the week and the weekends, when people go out with day by 2020 and every 10 minutes throughout the day by 2035, including additional frequencies on weekends. their families.
144 City Heights For me, public transportation is very important. The Trolley is the fastest The Draft Regional Plan includes increased service frequencies on trolley and bus routes in the urbanized areas. A new Rapid 10 is also included that Web CDC service for many of us. The Route 10 should run 7 days a week. includes service 7 days a week.
145 City Heights I like to see a Purple Line Trolley for residents of South Bay that work in The planned Trolley Route 562 "Purple Line" is one of the highest priority transit projects in the Draft Regional Plan. Initial planning studies will begin Web CDC City Heights. I live in Bonita but I work in City Heights and sometimes it later this year. takes me up to an hour to get to work. And the same happens on my way home in the afternoon, from 3-5:30, the traffic very heavy.
146 City Heights Start with Bike and Pedestrian paths; improve public transport; freeway Transit capital and operations account for half of the investment plan in the Regional Plan. A good portion of the remaining investment is proposed for Web CDC overpass. services and programs that support travel by transit. The Regional Plan calls for five new trolley lines by 2050, 32 new Rapid transit services, continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit centers. Also included in the Plan are 8 Managed Lane Connectors and 7 Freeway Connectors throughout the network to provide connectivity. The Regional Plan also incorporates safer interchange crossings for bicycles and pedestrians as part of all future freeway and highway interchange projects. The Draft Regional Plan includes full build-out of the entire regional bike network and by 2025 $200 million in projects will be implemented through the bicycle Early Action Program funded through the TransNet sales tax measure. Most bike projects will have safety improvements not only for bicyclists but also for pedestrians. The Regional Plan incorporates safe bike and pedestrian access into investments in other modes of travel, including public transit and highway improvements-- a practice already assumed by SANDAG in ongoing planning and construction of capital projects.
147 City Heights Improve the frequency of buses between communities. Install lights in The Draft Regional Plan includes improvements in service frequencies on most bus routes in the urbanized areas to every 15 minutes all day by 2020 Web CDC the pedestrian areas to prevent accidents. Improve the Trolley stations and to 10 minutes all day by 2035. A "Safe Routes to Transit" program would fund improvements designed to make it easier and safer to access in the less favorable communities. transit stations. The recent Trolley Renewal project has upgraded all trolley stations along the Blue and Orange Lines.
148 City Heights Purple Line Trolley is priority; Bus Rapid transit takes less time (15 Both the Trolley Route 562 (Purple Line) and Rapid 550 (providing limited stop service in the local Rt 955 corridor) are two of the highest priority Web CDC minute frequency); 955 takes too long, too many run late. I need to projects in the Draft Regional Plan. travel by bus to work! I need to arrive faster and more reliably on time to my work.
149 Chula Vista Very important to note that there is a need for more jobs in Chula Vista As outlined in Chapter 1, the Series 13 Regional Growth Forecast estimates that nearly 50,000 new jobs will be added in Chula Vista as the Chula Vista Web Community so that people do not have to travel long distances, also need Bayfront, downtown investments, and new planned communities in eastern Chula Vista, come on line. In addition, the Otay Mesa border area will Collaborative affordable housing. become a much larger job center, growing from about 15,000 jobs today to more than 45,000 by 2050. Similarly, in South County, National City's general plan provides opportunities for more than 10,000 additional multifamily homes near the Blue Line Trolley and the planned Trolley line connecting San Ysidro and Carmel Valley via the Interstate 805 corridor.
150 Pablo Gomez Chula Vista I agree on everything you say, thank you. We appreciate your feedback. Please continue to follow along in this process by visiting SDForward.com. Web Community Collaborative
151 Chula Vista Need Trolley and bus to Chula Vista from Otay border. Rapid 225 (South Bay Rapid), now in final design, will operate from the Otay Mesa border crossing to downtown San Diego via eastern Chula Vista Web Community and Otay Ranch. For access to western Chula Vista, passengers today can ride MTS Routes 905 or 950 connecting the Otay Mesa border crossing to Collaborative the Iris Trolley station, then connecting to the Blue Line or local buses.
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152 Chula Vista Is a great project, and with help of the population in a short time we Thank you for the comment; SANDAG appreciates your feedback. Please continue to follow along in this process by visitingwww.SDForward.com. Web Community be have with best life in a future. Collaborative
153 Chula Vista I would like to see more transportation to Otay Border and also to the The Draft Regional Plan includes a new Rapid service that will connect the Otay Border Crossing with downtown San Diego via Otay Ranch, Chula Web Community beach. Vista, and National City. This project is currently in final design and is expected to open in early 2018. The project will include development of an Otay Collaborative Mesa Transit Center that will serve the new Rapid service and existing MTS Routes 905 and 950; it will be located within a short walk of the border crossing. In terms of access to the beach, there are a number of existing bus routes that go to various beaches in the region -- the Draft Regional Plan calls for frequencies on most of these routes to be increased to every 10 minutes throughout the day by 2035. Several new Rapid lines would provide high- speed access to beach areas in Imperial Beach, Ocean Beach, Pacific Beach, and in North County.
154 Chula Vista It’s an excellent future for our generation. Thank you for your comment. Please continue to follow along in this process by visiting SDForward.com. Web Community Collaborative
155 Chula Vista It’s better to have more Trolleys and busses for better transportation. We appreciate your comment and agree that both Trolleys and buses are the backbone for an efficient, safe, and convenient public transportation Web Community system. The Regional Plan calls for five new trolley lines and 32 new Rapid transit routes in addition to local bus routes. Collaborative
156 Chula Vista It would be better if you extend the Trolleys and trains to go to further All Trolley services are the same fare ($2.50 one way) and passengers can transfer between the Blue/Orange/Green Lines at no extra fare to complete a Web Community places for the same amount of money (fare?). one-way trip. A $5.00 Day Pass allows unlimited access of most MTS trolley and bus services, and NCTD Breeze and SPRINTER services. Collaborative
157 Chula Vista We need a mode of transportation from Otay border to Chula Vista, A new Rapid line called the "South Bay Rapid" will connect the Otay Mesa border crossing to downtown San Diego via Otay Ranch and eastern Chula Web Community Trolley (train) transfer from San Ysidro to Chula Vista. Vista--this project is scheduled to open in early 2018. The draft plan also includes a new trolley line connecting San Ysidro to Carmel Valley along the I- Collaborative 805 and I-15 corridors via Chula Vista, National City, Southeastern San Diego, Mid-City, Mission Valley, Kearny Mesa, University City, and Sorrento Mesa.
158 Chula Vista My comment is why there no lighting at 3rd Ave and Moss St next to Your comment has been shared with staff at the City of Chula Vista. Web Community Villa Campestre Apartments and Hilltop Ave. It’s very dark and there is Collaborative no street lighting, there is a lot of vandalism. There is no street lighting by the golf course on 3rd and Hilltop. What will be built in the old K- Mart building on 3rd and Moss?.
159 Chula Vista These meetings should be more often. We have held meetings on different stages of the Plan throughout the process with support from the Chula Vista Collaborative. It is important to note Web Community that meetings are expensive to conduct and resources are limited. Between meetings, information is provided through less costly approaches including Collaborative email blasts, newsletters and website updates.
160 Chula Vista I wish there would be service to the beaches and north of San Diego. The Draft Regional Plan includes a new trolley line connection to Pacific Beach. In addition, there are several new Rapid lines that would connect to Web Community Also the Trolley or bus transportation to the Otay Border. beach areas in Imperial Beach, Ocean Beach, and in north county communities. A new Rapid line called the "South Bay Rapid" will connect the Otay Collaborative Mesa border crossing to downtown San Diego via Otay Ranch and eastern Chula Vista--this project is scheduled to open in early 2018.
161 Chula Vista This is a wonderful project for our future generation and is good that We greatly appreciate your support and feedback. Please continue to follow along in this process by visiting SDForward.com. Web Community they are thinking right and doing things much better than before. Keek Collaborative up the good work and our children and their children will thank you for a job very well done.
162 Chula Vista All the information in this presentation was all very interesting. I wish SR 11 is the only new freeway proposed in the plan, but there will be operational and managed lane improvements to several other existing freeways. Web Community there would be more Freeways in the Future. Please see Appendix A for the complete list of proposed Managed Lanes and highway improvements. Collaborative
163 Chula Vista We need Trolley transportation to the beach and Otay Border. The Draft Regional Plan includes a new Trolley line connection to Pacific Beach. In addition, there are several new Rapid lines that would connect to Web Community beach areas in Imperial Beach, Ocean Beach, and in north county communities. A new Rapid line called the "South Bay Rapid" will connect the Otay Collaborative Mesa border crossing to downtown San Diego via Otay Ranch and eastern Chula Vista--this project is scheduled to open in early 2018.
164 Chula Vista I am content. We appreciate your participation in this planning process. Please continue to follow along in this process by visiting SDForward.com. Web Community Collaborative
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165 Chula Vista Is there a way to make transit cheaper for Chula Vista residents? Fares pay for only 42 percent of every ride MTS provides. To decrease fares, there would need to be a greater public subsidy for transit or a decrease in Web Community service. Even with the current fares, riding transit is more cost efficient than driving (studies show that eliminating a car for a family household would Collaborative save about $11,000 per year). Monthly passes for a family of five for unlimited transit use for a year would cost a little over $3,000. Also, MTS allows two kids to ride free on weekends. Kids under six ride free. Youth passes are 50 percent off. Theoretically, a local jurisdiction could subsidize transit fares for its residents but the cost of that subsidy would be borne by that jurisdiction.
166 Chula Vista Good presentation but waiting until 2050 for transportation needs to We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Web Community catch up will be taxing. requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that Collaborative plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
167 Chula Vista I wish there was service to the beaches north of San Diego by Trolley. The Draft Regional Plan includes a new Trolley line connection to Pacific Beach. In addition, there are several new Rapid lines that would connect to Web Community Also transportation by Trolley or bus to Otay Border. beach areas in Imperial Beach, Ocean Beach, and in north county communities. A new Rapid line called the "South Bay Rapid" will connect the Otay Collaborative Mesa border crossing to downtown San Diego via Otay Ranch and eastern Chula Vista--this project is scheduled to open in early 2018.
168 Chula Vista Right now we learned that there is a population of 3.1, and by 2050 Your comment has been shared with staff at the City of Chula Vista. Web Community there will be growth of 1 million. In the area of Chula Vista we do not Collaborative have a variety of buildings to help children in their growth and academics such as arts, culture.
169 Chula Vista I'm okay with everything that you reported for the future of our Thank you for your comment. Please continue to follow along in this process by visiting SDForward.com. Web Community generations, thanks to you our representatives. Collaborative
170 Chula Vista I hope that with these improvements, the cost of housing and living The Regional Housing Needs Assessment (RHNA), found in Appendix L, is updated every eight years and provides the framework for planning for Web Community cost, got down so that SD is no longer one of the most expensive cities housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used to allocate the Collaborative to live in. region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
171 Colin Parent Circulate San Today, join Circulate San Diego and our supporters and ask SANDAG The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Comment Diego to: Advance public transit to early years in the plan, instead of waiting carpooling/vanpooling, full funding of the Regional Bicycle Plan, and other bicycle and pedestrian projects. In many cases, the specific projects included Card for new investments after 2035, fully-fund the region's active in the Regional Plan are aimed at accommodating multiple alternatives. For example, a new trolley line would include the development of “mobility transportation network, to ensure biking, walking, and safe access to hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. public transit, and ensure that greenhouse gas emissions are reduced, In terms of the request to advance transit projects, there is no identified funding source to support the operation of these services. SANDAG has public safety is preserved, and that health and equity measures drive carefully phased the transit projects that are included in the plan so that enough operating dollars will be available through 2050. outcomes. Regarding greenhouse gas emissions, the Draft Regional Plan demonstrates that on-road emissions (total and per capita) are reduced. Additionally, How you can make your comments: Make your comments in the Q&A health and equity measures were considered in the development of the transportation network. More information on these can be found in Appendix portion of the event. Provide oral testimony with the transcription M (project ranking criteria] and Appendix N (transportation network performance measures). service provided by SANDAG. Submit comments to SANDAG online at:http://sandiegoforward.org/fwdAsp/planningusercomments.aspx Want to get more involved? Contact: Colin Parent, Circulate San Diego Policy Counsel.
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172 Colin Parent Circulate San On behalf of Circulate San Diego, whose mission is to create excellent As explained in Chapter 3 of the Draft Regional Plan…”majority of the funding sources are tied to certain types of projects (for example, transit Letter Diego mobility choices and vibrant, healthy neighborhoods, I am writing to infrastructure or highway operations and maintenance) and SANDAG does not have the authority to interchange them. These constraints come with provide comments to the Draft 2015 Regional Plan (Regional Plan) specific provisions from Congress or the state Legislature.” Despite these constraints, the draft Plan provides a balance among all modes, and allocates published by the San Diego Association of Governments (SANDAG). half of all funding to public transit (not including Managed Lanes investments, which directly support the Plan’s public transit investments). So-called We are pleased to have this opportunity to provide our input into this ‘front loading’ of additional transit investment requires funding other modes in order to advance transit, which the draft Plan does. For instance, process. We believe that SANDAG has an opportunity, and an managed lanes within highways are necessary to make the Plan’s investments in Rapid bus service competitive with cars, and signal priority technology obligation, to adopt a Regional Plan that reduces greenhouse gasses along local streets and roads are necessary to make transit operate on a more timely and efficient basis and therefore more appealing. That being said, (GHGs), improves health, and strengthens the economy. Today, two of the projects requested for advancement (Rapid 550 and the Del Mar Fairgrounds Train Platform) are already phased by 2025. Circulate San Diego is publishing three documents and submitting SANDAG’s current greenhouse gas targets are per capita CO2 emission reductions from passenger vehicles of 7 percent by 2020 and 13 percent by them to SANDAG. 1. TransNet Today: TransNet Today is a report in 2035 relative to 2005 levels, and the draft Plan exceeds these targets. partnership with the nonprofit TransForm which demonstrates that SANDAG has substantial flexibility over how to implement the TransNet Extension Ordinance. 2. DEIR Comment Letter: Circulate San Diego’s DEIR comment letter explains why SANDAG’s environmental analysis for their Regional Plan fails to analyze feasible alternatives that are consistent with SANDAG’s flexibility to implement TransNet, as outlined in TransNet Today. 3. Regional Plan Comment Letter: Circulate San Diego’s letter regarding the Regional Plan requests that SANDAG advance transit and active transportation projects, without amending TransNet, as TransNet Today explains can be done. I. Summary. Circulate San Diego is asking the SANDAG Board to make modest, valuable, and achievable changes to the 2015 Draft Regional Plan to improve transportation and land uses in the region. Our request is organized around five main ideas. 1. Circulate San Diego cannot support a Regional Plan that would prevent the region from reaching the GHG reduction goals in Governor’s Executive Order S-3-05. 2. Circulate San Diego is not asking for TransNet to be amended. 3. For San Diego to remain competitive with State and Federal funding, it must accelerate early transit and active transportation projects. 4. SANDAG has a variety of mechanisms available to pay for the advancement of transit and active transportation. 5. Circulate San Diego would support a Regional Plan that advances key projects that benefit the region. SANDAG should shift the below projects to be completed before 2025: • Orange Line Trolley Frequency Enhancements • Blue Line Trolley Frequency Enhancements • Construction of the 562 Trolley line (“The Purple Line”) • Rapid 550 Construction • Del Mar Fairgrounds Permanent Seasonal Rail Platform • Safe Routes to Transit Retrofits at Existing Stations • Active Transportation Retrofits at Freeway Interchanges • Enhancing the Smart Growth Incentive Program
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173 Colin Parent Circulate San Circulate San Diego cannot support a Regional Plan that would prevent The Draft Regional Plan is based on the concept of creating a wide range of transportation choices, including increased transit services, Letter Diego the region from reaching the GHG reduction goals in Governor’s carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple Executive Order S-3-05. California took an extraordinary step in 2005 alternatives as well as advancing transit and active transportation projects. For example, a new Trolley line would include the development of “mobility when Governor Arnold Schwarzenegger signed Executive Order S-3-05, hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. calling for reductions in GHGs through 2050. That order has been Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested ratified by the legislature several times over, and affirmed by Governor main lanes. The Regional Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on Schwarzenegger’s successor Governor Brown. Governor Brown, existing Trolley , Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with through his own Executive Order B-30-15, established interim targets other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. for reductions in GHGs through 2030 including a 50% reduction in In addition to the GHG-reducing projects included in the Draft Regional Plan, the draft EIR for the Plan identifies additional feasible mitigation petroleum use. While the 2030 and 2050 emissions targets called for measures to further reduce GHG emissions. SANDAG recognizes that substantial reductions in global, state, and regional GHG emissions are an urgent by the Executive Order have not yet been adopted by the California priority, and strives in its regional plans and programs to do its part in reducing GHG emissions from all sources. However, there is no current legal or Legislature, there is little doubt that they will be. SANDAG’s Draft 2015 planning requirement that the SANDAG region’s emissions be reduced by the same percentage (“equal share”) as the statewide percentage in order Regional Plan fails to meet these targets, and may permanently set the for the state to achieve the Executive Order B-30-15 or S-3-05 GHG reduction goals. Regarding legislative adoption of the Executive Order goals, SB 32 region’s transportation system in a direction that would prevent San (Pavley, as amended 6/1/15) is a bill that would codify as state targets the 2030 and 2050 GHG reduction targets established by EOs. SB 32 does not Diego from achieving necessary GHG reductions. SANDAG must adopt specify how the 2030 and 2050 emissions reductions would be achieved by specific sources, sectors, or regions. a Regional Plan that advances certain transit and active transportation If the SANDAG Board of Directors decides to pursue the revenue measure referenced by the commenter, the projects it will fund will be developed as projects to ensure that the region is prepared to meet the 2030 and part of a public process. The commenter is encouraged to participate in that process. 2050 GHG goals. Only by advancing transit and active transportation projects in the Regional Plan will SANDAG avoid locking itself into a transportation system that is overly dependent on cars and less competitive for federal and state transportation dollars. Similarly, as SANDAG contemplates a Quality of Life revenue measure, it must also draft that measure with an eye to ensure that it funds a mix of projects that help the region achieve the 2050 GHG goals.
174 Colin Parent Circulate San Circulate San Diego is not asking for TransNet to be amended. The TransNet Ordinance recognizes that to implement its capital projects, a 50/50 match of other funds, state and federal funds primarily, is needed. Letter Diego Circulate San Diego is not asking the SANDAG Board to amend The proposal in this comment would redirect state and federal funds that are needed to complete TransNet projects to non-TransNet transit projects, TransNet to implement the 2015 Regional Plan. SANDAG can keep resulting in a financial hole in the TransNet program and the potential delay of completion of TransNet projects beyond the horizon of the sales tax faith with the voters that approved TransNet, and simultaneously measure. The flexibility included in the TransNet Ordinance is intended to give the Board the ability to complete the projects and programs approved advance transit projects faster than the Draft 2015 Regional Plan. by the voters to the greatest extent possible. Circulate San Diego has published along with this letter a report titled Further, the proposal to advance transit projects would require additional operating dollars not currently identified in the Draft Regional Plan. In most “TransNet Today” on the implementation of TransNet. The report cases, capital dollars cannot be used for operating expenses. demonstrates that SANDAG has significant flexibility with federal and state funds, as well as within TransNet itself. SANDAG can accomplish substantial acceleration of transit projects within the 2015 Regional Plan without requiring the SANDAG Board to amend the TransNet Ordinance with a two-thirds vote.
175 Colin Parent Circulate San For San Diego to remain competitive with State and Federal funding, it SANDAG pursues funding from these newer sources and has been successful at securing grants for some projects. As an example, SANDAG has begun Letter Diego must accelerate early transit and active transportation projects. As a Bike Early Action Program to initiate the project delivery process and position active transportation projects for programs such as the state's Active explained in our report “TransNet Today,” Federal and State funding is Transportation Program. Both the state's and the regional Active Transportation programs are competitive and therefore, the funding plans for these increasingly shifting toward a competitive grant model, and away from multi-year projects cannot necessarily count on these fund sources as reliable and sustained. Rather, funding from successful applications allows the formula funding for regions to spend as they wish. The new funding region to stretch its own TransNet and other Active Transportation funds to implement more of these projects. reality rewards regions that invest in transit and active transportation. Also, these new Active Transportation fund sources have not done away other more traditional fund sources but have rather complemented those This changing terrain for transportation funding requires a traditional fund sources to allow regions to complete projects that offer a greater range of transportation options. Limiting the region's efforts to corresponding change by SANDAG. For the San Diego region to remain Active Transportation or transit projects could mean forgoing funds for other modes of transportation, including highway, expressways and local competitive when applying for state and federal grants, SANDAG must streets and roads. shift the region’s investments toward transit and active transportation. If SANDAG fails to modernize the region’s transportation plans, not only will the region have a mediocre transportation network, but we will lose out on future funding opportunities.
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176 Colin Parent Circulate San SANDAG has a variety of mechanisms available to pay for the The TransNet Ordinance recognizes that in order to implement its capital projects, a 50/50 match of other funds, state and federal funds primarily, is Letter Diego advancement of transit and active transportation. There are a variety of needed. The proposal in this comment would re-direct state and federal funds that are needed to complete TransNet projects to non-TransNet transit ways SANDAG can fund the advancement of transit programs within projects, resulting in a financial hole in the TransNet program and the potential delay of completion of TransNet projects beyond the horizon of the the 2015 Regional Plan, without amending TransNet. a. Circulate San sales tax measure. The flexibility included in the TransNet Ordinance is intended to give the Board the flexibility to complete the projects and programs Diego has out lined SANDAG ’s broad flexibility for using its funds, approved by the voters to the greatest extent possible. including TransNet. As the Circulate San Diego report TransNet Today Further, the proposal to advance transit projects would require additional operating dollars not currently identified in the Plan. In most cases, capital identifies, SANDAG controls a wide variety of funding sources, most of dollars cannot be used for operating expenses. which are very flexible. Even TransNet itself is more flexible than is often recognized. While TransNet does require a certain set of projects to be included in SANDAG’s Regional Plan, TransNet provides great flexibility as to when those projects are built. SANDAG can free up substantial funding to advance transit projects, by rebalancing TransNet projects to later periods in the Regional Plan. Rebalancing projects will free up early State and Federal funds that were planned for TransNet projects, which can be used to support transit projects earlier in the Regional Plan timeline. b. Circulate San Diego is not asking for any particular projects to be eliminated. Circulate San Diego is agnostic as to how the SANDAG Board effectively funds the advancement of transit in the 2015 Regional Plan. We are sensitive to the difficult policy and political choices that the SANDAG staff and Board must navigate to accomplish what Circulate is asking for. To accomplish the requests from Circulate San Diego, the SANDAG Board could rely on the following options: 1. Rebalancing the timing of TransNet highway or managed lane construction later in the 2015 Regional Plan. 2. Removing or changing the scale of highway construction plans in the Regional Plan that perform poorly by SANDAG’s own measurements. 3. Assuming higher revenue from a Quality of Life measure either by advancing it to 2016, or by assuming more than a quarter cent of revenue dedicated to transit capital and operations. c. SANDAG is planning to spend more than $12 Billion on highway expansion projects before 2035, funds that could instead be used for transit and active transportation. The Draft 2015 Regional Plan assumes that SANDAG will spend about $12.722 Billion on highway and managed lane construction between 2015 and 2035. [Please see the table attached to this comment: "Funds that can be shifted for accelerating Transit, Safe-Routes, and Incentive programs (in thousands of dollars)"] SANDAG would not have to eliminate these projects to pay for accelerated transit and active transportation. Instead, SANDAG can and should push back some of those projects to later years in the plan (between 2035 and 2050), freeing up early-year funds to invest in transit and active transportation. SANDAG would still maintain faith with the voters that approved TransNet, and the Board members that hope to see more highway construction by keeping those projects in the Regional Plan, just somewhat later than they are currently programmed.
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177 Colin Parent Circulate San Circulate San Diego would support a Regional Plan that advances key As explained the Chapter 3 of the Draft Regional Plan …”majority of the funding sources are tied to certain types of projects (for example, transit Letter Diego projects that benefit the region. Circulate San Diego has identified a infrastructure or highway operations and maintenance) and SANDAG does not have the authority to interchange them. These constraints come with variety of projects that SANDAG can advance earlier in the Regional specific provisions from Congress or the state Legislature.” Despite these constraints, the draft Plan provides a balance among all modes, and allocates Plan. By moving these projects to be completed before 2025, SANDAG half of all funding to public transit (not including Managed Lanes investments, which directly support the Plan’s public transit investments). So-called can adopt a Regional Plan that reduces greenhouse gases, improves ‘front loading’ of additional transit investment requires funding other modes in order to advance transit, which the draft Plan does. For instance, health, and strengthens the economy. Moving projects like these managed lanes within highways are necessary to make the Plan’s investments in Rapid bus service competitive with cars, and signal priority technology forward will help the region prepare to meet the GHG goals the along local streets and roads are necessary to make transit operate on a more timely and efficient basis and therefore more appealing. That being said, Governor’s Executive Order establishes through 2050. Circulate San two of the projects requested for advancement (Rapid 550 and the Del Mar Fairgrounds Train Platform) are already phased to be open to traffic by Diego recommends that SANDAG advance the following projects. A 2025. The Trolley frequency advancements are constrained by the phasing of revenue for operations. The Route 562 Trolley ("Purple Line") is one of more detailed list with phase and costs is attached to this letter. the highest priority projects in the Regional Plan. It is possible the project could be implemented sooner depending on funding availability and project • Orange Line Trolley Frequency Enhancements - $402 million readiness. Trolley projects are major capital projects and take a number of years to implement given the planning, environmental, design, and construction work that needs to be done, as well as ensuring sufficient time for public involvement throughout the process. Initial planning studies for • Blue Line Trolley Frequency Enhancements - $741 million the line will begin later in 2015. Additionally, SANDAG will continue to explore the ability to fund Active Transportation retrofit projects. • Construction of the 562 Trolley line (“The Purple Line”) - $5.4 billion • Rapid 550 Construction - $59 million • Del Mar Fairgrounds Permanent Seasonal Rail Platform - $72 million • Safe Routes to Transit Retrofits at Existing Stations - $500 million • Active Transportation Retrofits at Freeway Interchanges - $56 million • Enhancing the Smart Growth Incentive Program - $70 million These projects are projected to cost approximately $7.3 billion. This is far less than the $12 billion SANDAG plans to spend on highway construction through the 2035 period in its Draft 2015 Regional Plan. SANDAG can fund all of these projects before 2025 by shifting only some of its highway construction into later plan years.
178 Colin Parent Circulate San SANDAG has the power to make modest, valuable, and achievable The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Letter Diego changes to the Draft Regional Plan to improve transportation and land carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple uses in the region. To achieve the GHG reduction goals that the region alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing must eventually meet, SANDAG must take action today. Circulate San station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit Diego has outlined a clear and actionable plan for SANDAG to services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both implement. TransNet is not a barrier, and the competitiveness of the new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and local bus services in urban areas. region for future funding opportunities is at stake. For Circulate San Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- Diego to support SANDAG’s plan, it must successfully advance key competitive and convenient alternatives to driving alone. transportation projects that will truly help move San Diego forward. SANDAG agrees that TransNet is not a barrier to implement these plans and, in fact, has been a significant tool to advance the completion of several major projects, including bus Rapid Services and Express Lane additions that make fast Rapid services possible, leveraging state and federal funds in the process. It has also made possible the acquisition of thousands of acres in mitigation properties and is key to leverage future FTA funds to complete the Mid-Coast Trolley to the UTC area. Completion of all projects in the Ordinance helps maintain the trust and confidence that voters have as they ponder their options in future years.
179 Marcy Bonham City Heights I want a street that connects Fairmount with Mission Gorge to offer a Local jurisdictions have purview over local streets. Your comment has been shared with City of San Diego staff. Web Town Council BYPASS of the existing intersection. PLEASE??? It would clean up the grant/ Mosaics air a little, & save us ALL Wasted Time.
180 Marcy Bonham City Heights I'd like to see a few more street lights in Azalea Park. I understand that Local jurisdictions have purview over local streets including lighting. Your comment has been shared with City of San Diego staff. Web Town Council the City has a study which shows where they are needed. If we can do grant/ Mosaics Solar, instead of the traditional ones, it could save money, & we could do more of them.
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181 Marcy Bonham City Heights We need to get on the Graffiti problem better. The goal of the San Diego County Multi-Discipline Graffiti Abatement Program is to utilize technology (Graffiti Tracker) to better document graffiti and Web Town Council identify and convict the most prolific offenders regionally. The system may enhance law enforcement’s ability to identify graffiti taggers and gather grant/ Mosaics evidence for prosecution of multiple acts of vandalism, which could result in longer sentences and larger fines, as well as serve as a deterrent to other individuals. To determine if the anticipated benefits of Graffiti Tracker are realized, SANDAG conducted an evaluation to determine how implementation varied across the region and what the impact was for all agencies participating in the pilot program. The final report was completed in June 2012 and can be accessed below. Results from the evaluation include the number of incidents documented during the pilot program, as well as how many incidents were linked across jurisdictions, how many cases were solved, and how much restitution was ordered. For more information on the Graffiti Tracker program, please visit: sandag.org.
182 Marcy Bonham City Heights I've noticed that we have curbs by Fire Hydrants that are NOT painted Local jurisdictions have purview over local streets. Your comment has been shared with City of San Diego staff. Web Town Council Red. Is THAT the standard now? grant/ Mosaics
183 Marcy Bonham City Heights I want another Mailbox in Azalea Park, & think the best place for it SANDAG does not control the placement of mailboxes. Your comment has been shared with City of San Diego staff. Web Town Council would be on 43rd, on the parking strip near the Police Station. We grant/ Mosaics could pull up & NOT get out of the car-- like in ANY upscale neighborhood.
184 Frank Rivera City of Chula Table M.12 Rail Grade Separation Project Rankings: The draft Appendix M inadvertently included the rail grade separation table that was shared with the SANDAG Transportation Committee in May Email Vista Public It appears that the "name" portion of the table is reversed for the H 2014. The final table, which was shared with Transportation Committee in June 2014, will be included in the Final Regional Plan. This table includes Works Street and Palomar Street entries. H Street Average Daily Trip (ADT) the correct ADT data. Department volumes are in the 40,000 range (4-lane roadway) while at Palomar Street, the ADT volumes are in the 50,000 range. Thus Palomar Street should be ranked higher than H Street.
185 Frank Rivera City of Chula Table M.13 Regional Arterials by Jurisdiction: The Chula Vista Regional Thank you for forwarding the City Council revisions. Staff has reviewed them and changes will be incorporated to Table M.13 Regional Arterials by Email Vista Public Arterial System was updated by Council Resolution 2014-016 on Jurisdiction in the final Regional Plan. Works November 18, 2014. Attached please find the resolution and the Department Exhibit A which lists the revisions individually. Note that not all of the locations were included in Table M.13. The revisions are noted below: • Bay Blvd from E Street to Stella Street (south Chula Vista limits) • Beyer Way from Main Street to City of San Diego limits (south Chula Vista limits) • E Street from San Diego Bay to Bonita Road • H Street from San Diego Bay to Hilltop Drive • J Street from Marina Parkway to Broadway is missing and it is bisected by the interchange at Interstate-5. • Main Street from West City Boundary to SR-125 • Marina Parkway should also be included since it is the southerly extension of E Street and the westerly extension of J Street. This roadway will serve a future convention center and hotel site. • Olympic Parkway from I-805 to Hunte Parkway • Palomar Street from Bay Blvd to Orange Avenue 186 Frank Rivera City of Chula We also have the following comment on Table A.1 Active The Regional Bicycle Network includes a number of projects that will be implemented by agencies other than SANDAG. Table A.1 reflects projects that Email Vista Public Transportation Projects: Bayshore Bikeway Chula Vista (Segment 6 & 7) are implemented by SANDAG. A note regarding this segment will be added to the table for clarification. Works from E Street to H Street is not shown. The segment that is within Department (parallel) to railroad corridor is not shown in draft RTP. Conversely, the San Diego Unified Port District will construct the link along the waterfront as those roadways are constructed.
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187 James Nakagawa City of Imperial Chapter 2: p. 48: Request that the Otay-Iris Rapid Route 905 be An extension of Rapid Route 905 to Imperial Beach will be proposed for inclusion in the final Regional Plan. Web Beach extended to the beaches of Imperial Beach. p. 100: Imperial Beach is SANDAG continues to work with state and federal agencies on both sides of the border on border transportation issues, including delays at the border. supportive of the border wait time reduction programs such the new A review of local roadway impacts should be evaluated in the specific Coastal Campus development project environmental analysis. enhanced border crossing facility at the San Ysidro POE and the anticipated Cross Border Xpress at the Rodriguez Airport as such improvements would improve not only the regional economy but our local economy as well. Chapter 5 (Ensuring Performance): p.143 (Implementation): A significant amount of congestion and pollution occurs at intersections. Naval Base Coronado has plans for a Coastal Campus adjacent to the northern city limits of Imperial Beach that will create a significant amount of traffic on our road system, particularly along SR 75/Palm Avenue. We would recommend that the signal light system along this route be synchronized to mitigate the traffic and pollution impacts that are anticipated.
188 Brad Raulston City of National The Plaza/805 BRT station should remain a high priority for the new The Plaza/I-805 BRT station is part of the Phase II improvements for the South Bay Rapid service. This in-line station needs to be coordinated with the Web City proposed BRT route from Otay. National City would also like to see BRT planned Managed Lanes facility planned for the I-805 corridor north of SR 54, which is included in the 2035 phasing period. routes along the 5 corridor integrated into existing trolley stations. The planned Rapid service along the south I-5 corridor is designed to provide express level service along the corridor, which means limiting the number of station stops. For National City, a station is proposed to be added at the 24th St Trolley station where it would connect not only to the Blue Line but also the local bus routes serving National City.
189 Ross Cunningham City of The follow-up study of ways to expand alternative fuel use (Near Term SANDAG received an alternative fuel readiness planning grant from the California Energy Commission (CEC). As part of the CEC contract a multi- Web Oceanside Action Item 5) should evaluate the viability of hydrogen fuel cell stakeholder group was formed to advise on the development of a regional alternative fuel readiness plan (Plan). The Plan is expected to be released in technology. early 2016 and will address barriers to alternative fuel infrastructure deployment and vehicle adoption, including hydrogen, and contain sector-specific toolkits comprised of best practices and resources. Currently there is one hydrogen fueling station in the region, with A California Road Map noting the viability of two more stations in the future.
190 Ross Cunningham City of Continuing Action 4 involves implementation of the Multiple Species With the adoption of the TransNet Extension Ordinance adopted by the voters in 2004, SANDAG committed to place a measure on the ballot that Web Oceanside Conservation Program and Multiple Habitat Conservation Program. would enable the region to fill the regional funding gap in the habitat conservation plans. SANDAG is currently analyzing the feasibility of a November One of the principal challenges facing the City of Oceanside is funding 2016 ballot measure which could meet this regional funding need for the habitat conservation plans, as well as other regional needs. the implementation of our Draft MSCP Subarea Plan. Indeed, final approval of this plan may be contingent upon the City's ability to identify adequate and reliable funding sources. Together comprising a broader, regional conservation effort, local subarea plans would appear to be good candidates for regional funding. Perhaps SANDAG can assist Oceanside and other member jurisdictions in securing adequate funding for subarea plan implementation.
191 Ross Cunningham City of As part of the anticipated "enhancements" of the regional The SANDAG Service Bureau provides modeling and analytical support to its member jurisdictions. SANDAG has developed an ITE-approved ICLEI Web Oceanside transportation model (Near Term Action Item 6), perhaps SANDAG can approach to analyzing VMT at the jurisdictional level for local GHG analysis. assist member jurisdictions in estimating local VMT for the purposes of calculating associated GHG emissions. Such assistance would greatly aid the updating of local GHG inventories.
192 Ross Cunningham City of What are the corridors being considered for inclusion in the Integrated The Integrated Corridor Management strategy serves as an example of how to come together across modes and agencies to make best use of Web Oceanside Corridor Management Plan (Near Term Action Item)? What criteria will technology assets to improve regional mobility, improve coordination, cooperation, and interconnectivity across freeway, local arterial, and regional be used to determine if a corridor qualifies for inclusion in the plan? transit management systems. The proposed Near Term Action focuses on augmenting this region’s commitment to working together and expand the ICM philosophy throughout all transportation corridors in the region but focus on initiating the design efforts for up to three corridor only as a near term action. SANDAG anticipates that the selection and identification of future ICM corridors will be based on the completion of a regional corridor assessment to be developed with input, coordination, and guidance from local and regional transportation partners. The assessment is planned to be completed by Spring 2016. Elements that will be considered in the assessment will include, but not limited to, assure consistency with other on-going or planned SANDAG regional programs or initiatives, the San Diego Forward: Regional Plan, existing and future corridor performance levels, and institutional commitment for working together.
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193 Ross Cunningham City of The City of Oceanside includes considerable agricultural resources, The Plan recognizes the important role agriculture plays in contributing to San Diego's economic diversity and well-being, protecting our environment Web Oceanside most of which lie within the Morro Hills Neighborhood Planning Area. and open space, and providing local foods. That said, land use authority (agricultural and otherwise) is the purview of the local jurisdictions (the 18 There is considerable market pressure to convert these resources to cities and the County). SANDAG stands ready to participate in region-wide studies on economic and land use issues in support of our member residential use. What kinds of incentive programs is SANDAG agencies. contemplating to protect farmland and preserve the financial viability of farming in the region (Continuing Action 1)? Perhaps SANDAG can sponsor a study of the role locally sourced food products play in the regional economy and convene stakeholders to discuss ways to sustain and expand the "farm-to-table" phenomenon that has become a signature feature of San Diego culture.
194 Russ Cunningham City of 2) There is a common misconception that future population growth in That is an excellent point. Much of the region's growth - nearly two thirds - is a result of natural increase, or existing residents having children and Web Oceanside our region will continue to be driven primarily by in-migration, which then aging in place. The remaining third of the growth is driven primarily by migration. Domestic migration is influenced by the local economy leads many stakeholders to argue that new housing growth should be (quantity and types of jobs available) and home prices. We expect San Diego County, much like the state of California, to continue experiencing net curtailed (in order to preserve quality of life, ensure adequate water out-migration as people leave the state in search of economic opportunity or a lower cost of living elsewhere. International migration remains fairly supply, etc.). SD Forward provides an opportunity to educate constant and is tied to federal policy. stakeholders about current demographic trends in the region and the reality that most of our population growth over the forecast period will be due to natural increase. This is an essential point that SD Forward can do a better job of communicating.
195 Russ Cunningham City of How will the member jurisdictions be engaged in the development of SANDAG is in the process of developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban Web Oceanside the first phase of the Regional Mobility Hub Strategy (Near Term Action design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend Item 4)? Is it anticipated that regional funding will be available for the improvements, conceptual designs, and implementation options for different communities served by high-frequency transit throughout the San Diego implementation of mobility hubs? How will funding/implementation be region. Mobility hub locations will be prioritized based on a variety of factors including the mix of land uses and the type and frequency of available prioritized? transit service. Smart growth opportunity areas will also be leveraged to identify viable sites for mobility hub investments. Pilot projects would also be implemented to demonstrate how mobility hub concepts can be incorporated at both new and existing transit stations. Input from local jurisdictions will be essential to the development of an implementation strategy that meets the needs of residents, employees, and visitors. A stakeholder outreach plan was recently developed and includes close coordination between SANDAG and local jurisdictions. Availability of funding through the life of the Regional Plan allows for the implementation of up to 20 mobility hubs by 2035 at a cost of $258 million. SANDAG aims to explore additional mobility hub implementation funding opportunities through federal and state grants in addition to public-private partnerships.
196 Russ Cunningham City of As part of the refinement of planning and modeling tools to assess the SANDAG continues to make improvements to our modeling capabilities. With this plan we had the benefit of a new transportation model with Web Oceanside public health implications of regional and local plans and projects enhancements to better estimate biking and walking. We anticipate additional enhancements for the next plan and will consider the possibility of (Continuing Action 3), SANDAG should include assessment of air conducting the analysis suggested. quality in TOD areas.
197 Russ Cunningham City of With 77% of future job growth anticipated in the City of San Diego, Continued travel up and down the Interstate 5 for both commute and non-commute trips will be enhanced by Managed Lane investments along the Email Oceanside the City of Chula Vista, and the unincorporated county, does this mean North Coast Corridor similar to highway improvements already implemented on Interstate 15 in the North County. Managed Lanes on both corridors that the predominate commuting patterns we see today - e.g., North prioritize those travel modes that aim to reduce vehicle miles traveled and greenhouse gas emissions such as carpools, vanpools, and Rapid transit County residents commuting up and down the I-5 and I-15 corridors - services. will be maintained? Even with the introduction of viable alternatives to Additionally, SANDAG has several efforts underway to address first-mile/last-mile transit connectivity. For example, a study that evaluates first and last private vehicle transportation (e.g., enhanced rail service, BRT), it is mile solutions for employment centers served by Rapid transit service is currently under development. Strategies being examined include bike and likely this mode of travel will remain the dominant choice of pedestrian improvements, integration of shared mobility services (e.g. carshare, bikeshare, on-demand shuttles) to extend the reach of transit, and commuters unless we invest significantly in "first-mile/last-mile" other amenities (e.g. real-time travel information, mobile/concierge services) that make it more convenient to ride transit. improvements that make it easier for commuters to access public SANDAG is also in the process of developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban transit from their homes and job sites. If this isn't going to happen, design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend then perhaps we should be doing more to promote job growth in improvements, conceptual designs, and implementation strategies for different communities served by high-frequency transit throughout the San North County. Diego region. Mobility hub locations will be prioritized based on a variety of factors including the mix of land uses and the type and frequency of available transit service. Smart growth opportunity areas, including employment and special use centers, will also be leveraged to identify viable sites for mobility hub investments. Mobility hub investments will complement other efforts that seek to improve access to transit such as Safe Routes to Transit investments and the Active Transportation Early Action Program. Mobility hub planning is also being coordinated with other regional planning efforts that encourage transit- oriented development (e.g. SANDAG Regional Transit Oriented Development Strategy) and capital and planning projects funded through the SANDAG Smart Growth Incentive and Active Transportation Grant Programs. Availability of funding through the life of the Regional Plan allows for the implementation of up to 20 mobility hubs by 2035. SANDAG aims to explore additional mobility hub implementation funding opportunities through federal and state grants in addition to public-private partnerships.
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198 David DiPierro City Of In Appendix M on page 9, SR76 between I-5 and Melrose Drive (is The widening and improvements to four lanes for the western segment were completed in 1999 (TransNet I). The widening to six lanes is not part of Web Oceanside, shown to be widened from 4 to 6 lanes) and is ranked at #33. The City TransNet extension and based on rankings it has remained in the unconstrained network. The Board accepted the preferred revenue constrained Development of Oceanside’s current Circulation Element shows that this section of network in September 2014 to develop the Draft Regional Plan. The project will be re-evaluated again in the next plan update to compete for regional Services SR76 will be widened to 6 lanes by the year 2030. Based on the current funds. Department ranking of this project in the RTP the City does not foresee this widening project being completed by 2030. Therefor e it is requested that the project be moved up in rank and funded so that it will be constructed to a 6 lane facility by the year 2030.
199 David DiPierro City Of In Appendix M on page 25, the Inland Rail Trail Oceanside is ranked Ranking of Active Transportation Network projects are identical to project rankings for the Regional Bicycle Plan Early Action Program and in Riding to Web Oceanside, #71. The City of Oceanside is recognized by the League of American 2050: The San Diego Regional Bicycle Plan. Project rankings may be reconsidered when the Regional Bicycle Plan is next updated. Development Bicyclists as a Bicycle Friendly Community because of our outstanding Services bicycle facilities and the efforts put forth in promoting biking in the Department community. It is requested that this project be moved up in the ranking, funded, and constructed sooner, rather than later.
200 David DiPierro City Of In Appendix M on page 44, Arterial 108 Oceanside Boulevard Hill Thank you for providing this information. The name of the arterial you mentioned in your comment has been updated and the updated name will be Web Oceanside, Street to Melrose Drive. Hill street has been renamed Coast Highway. reflected in the final Regional Plan, specifically Appendix M: Transportation Project Evaluation Criteria and Rankings. Development Services Department
201 Myra Herrmann City of San The City of San Diego (“City”) CEQA has received the Draft We appreciate your review of the Draft Regional Plan and your support and feedback. We look forward to continued partnership and collaboration. Letter Diego Environmental Impact Report (DEIR) prepared by SANDAG and distributed it to multiple City departments for review. Following are comments on both the Regional Plan and the DEIR for your consideration. The following City Departments have provided comments to the County on the DEIR for this project: Planning Department, Transportation & Storm Water, and the Development Services Department, as further detailed below. General Policy Comments provided by the Planning Department: The City of San Diego recognizes the importance of the Regional Plan in helping to shape San Diego’s future, and appreciates the opportunity to comment. With the City of San Diego being home to 42 percent of the region’s population and the largest job centers in the region, we have a keen interest in the planning and programming of the infrastructure investments identified in the Regional Plan. Overall, the City’s General Plan is consistent with the Regional Plan’s policy framework, as both plans call for smart growth development, emphasizing the need to target new growth in areas served by transit. Both plans also strive for greater sustainability, and recognize that investments in transportation and goods movement play a large role in maintaining and improving economic prosperity. We are relying on the Regional Plan for the transit we need to move into the future, for investments to support economic prosperity, for provision of a balanced, multi-modal transportation system that meets the needs of all users of the public right-of-way, and to help us meet the greenhouse gas reduction targets we have identified in our draft Climate Action Plan.
202 Myra Herrmann City of San SANDAG plays a key role in planning for transit in the metropolitan Before the SANDAG Board of Directors releases the Call for Projects for each cycle of TransNet grant programs, SANDAG consults with working Letter Diego area and providing incentives for growth to be focused in smart growth groups, policy advisory committees, and the public to review and propose modifications to the criteria. Once the criteria are approved, the Board uses areas. To strengthen the transit/land-use connection we recommend the updated criteria for the Call for Projects. Upon embarking on the next grant cycles, the criteria will be reviewed for these issues. In addition, local including a near term action item to prioritize grant funding, transit jurisdictions will be encouraged to use their TransNet Local Streets and Roads funds for capital infrastructure improvements in the smart growth areas operations dollars and infrastructure in Smart Growth Opportunity to further support transit oriented development in priority locations. A continuing action will be proposed in Chapter 5 under the Innovative Mobility Areas (SGOAs), using the anticipated regional Transit- Oriented and Planning section about continuing to support the SANDAG TransNet Smart Growth Incentive and Active Transportation Grant Programs, seeking Development Strategy as a guide. additional funding to leverage both programs, and enhancing resources in the Smart Growth Tool Box.
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203 Myra Herrmann City of San The City of San Diego recognizes that not all SGOAs are equal in terms of Thank you for your review of the Draft TOD Strategy. We appreciate your participation and agree that high levels of coordination between SANDAG Letter Diego readiness for supporting economic prosperity, serving the population, and all of the local jurisdictions, as well as many local agencies and stakeholders, will continue to be necessary to ensure the success of the Smart and increasing the supply and variety of housing types. The City supports Growth Opportunity Areas, as well as the success of the implementation of the Regional Plan itself. the recommendation from the draft SANDAG Regional Transit Oriented Development Strategy (July 2014) stating: “If TODs are to be successful, integral to the region’s Sustainable Communities Strategy, and transformative for the region’s management of future growth, they should become a priority of all parties involved in their implementation.” Implementing the soon to be adopted Regional TOD strategy (page 37) is an important priority for the City of San Diego, and will require much coordination in order to ensure success for SGOAs.
204 Myra Herrmann City of San To further emphasize the importance of transit, the City suggests that The existing language for the first strategy found in draft Chapter 1 ("Focus housing and job growth in urbanized areas where there is existing and Letter Diego SANDAG modify the first of the “five strategies” bullet points on page planned transportation infrastructure") reflects the multi-modal nature of the transportation network and is necessary to acknowledge that biking and 26 to state that the region’s housing and job growth should be directed walking, as well as carpooling/vanpooling, in addition to public transit, are also critical forms of transportation that help serve our most urbanized to urbanized areas that are connected to the regional transit system, areas. One of the three goals in the Regional Plan is to create transportation choices. In many cases, the specific projects included in the Plan are aimed rather than to “existing and planned transportation infrastructure.” This at accommodating multiple alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range reiterates the smart growth vision in the 2004 Regional Comprehensive of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide Plan which called for new growth and development to occur in priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan urbanized areas, near existing public facilities and transportation contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley , Rapid, and infrastructure, referenced on page 29, San Diego Forward. local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone.
205 Myra Herrmann City of San The City of San Diego supports the concept of Mobility Hubs and SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design Letter Diego appreciates this discussion in the Regional Plan. Mobility hubs can help enhancements that can bridge the distance between transit and an individual’s origin or destination. Mobility Hub features can include carshare, solve first mile/last mile challenges and better serve the existing, built bikeshare, neighborhood electric vehicles, scootershare, bike parking and support services, dynamic parking strategies, real-time traveler information, neighborhoods as well as new activity centers and will be critical to wayfinding, real-time ridesharing, and improved bicycle and pedestrian connectivity. The strategy will recommend improvements, conceptual designs, helping the City achieve its draft Climate Action Plan goals for reducing and implementation strategies for different communities served by high-frequency transit throughout the San Diego region. vehicle miles traveled. SANDAG should add language to reflect better Updates to the narrative will be included in the section titled Looking Past 2035 – Possible Pathways for Additional Greenhouse Gas Emissions connected land use and transportation planning that helps people drive Reductions from Transportation in the final Chapter 2. fewer miles alone, or more specifically, “Reducing vehicle miles traveled” as a bullet point on page 95, under the section “Looking past 2035- possible pathways for additional greenhouse gas emissions reductions from transportation.” This premise is understated in the overall regional planning but is not outlined as a goal or strategy. The City of San Diego supports a regional strategy that reduces Vehicle Miles Traveled per capita to reduce climate emissions, as outlined in Figure 2.22 on page 96.
206 Nicole Capretz Climate Action It’s important to pull apart these SANDAG promoted myths versus The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Letter Campaign facts, which have caused San Diego to remain focused on a freeways carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple first transportation strategy. alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley , Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- competitive and convenient alternatives to driving alone.
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207 Andrew Spurgin County of San The County of San Diego (County) has received and reviewed the Draft We appreciate your review of the Draft Regional Plan and support. We look forward to our continued partnership and collaboration. Letter Diego San Diego Forward: The Regional Plan (Plan) and associated Draft EIR. The County appreciates SANDAG’s efforts to merge the Regional Transportation Plan, the Sustainable Communities Strategy, and the Regional Comprehensive Plan in order to provide an easily accessible document that includes an overall vision for the San Diego region. County staff also appreciates SANDAG considering previously submitted County comments during preparation and review of the draft Plan. Transportation The County agrees with the Regional Plan that investments in transportation infrastructure and operation must be coordinated with complimentary land use plans and project development in effort to assist the State of California in meeting the goals to reduce the emission of greenhouse gasses created by vehicle travel. The County shares these goals and they are reflected in the County’s recently adopted 2011 General Plan. Although the County has rescinded our recently adopted Climate Action Plan (by court order) we are diligently pursuing the collaborative development of a new Climate Action Plan (CAP). This new CAP will further the goals of the Regional Plan, the County General Plan and support California’s leadership in reducing greenhouse gas emissions not only from transportation, but all emission sources. Consistent with the Mobility Element of the County General Plan, the County has begun the development of an Active Transportation Plan which will advance a Complete Streets Policy to provide safe mobility for all users.
208 Andrew Spurgin County of San Airports: Incorporating the Regional Aviation Strategic Plan (RASP) and SANDAG and the San Diego County Regional Airport Authority continue to coordinate on both aviation and ground access improvements, particularly Letter Diego Airport Multimodal Accessibility Plan (AMAP) assumptions into the at San Diego International Airport. The Regional Plan also includes ground access improvements to other airports such as Gillespie Field and McClellan- development of the Plan is an important part of planning for the Palomar Airport, which are coordinated with local jurisdictions. region’s future transportation needs as aviation travel is expected to grow substantially according to projections from the San Diego Regional Airport Authority and SANDAG. The ground transportation network surrounding McClellan-Palomar and Gillespie Field airports should be prioritized to accommodate increased demand as San Diego International Airport nears operational capacity.
209 Andrew Spurgin County of San Parks and Recreation The County’s trails and pathway network provides Recognition of the County of San Diego Community Trails Master Plan (CTMP) trail system will be added to the final Chapter 2 and to Figure A.14 in Letter Diego safe, secure, healthy, affordable, and convenient travel choices Appendix A. between the places where people live, work, and play while reducing use of personal vehicles, thereby reducing greenhouse gas emissions. Please consider incorporating a discussion of the County’s Community Trails Master Plan and encourage investment in trail and pathways that connect people with places where they live, work, and play.
210 Chula Vista Consider how growth will affect the community regarding: Safety, In 2014, the Board of Directors approved the performance measures (discussed in Appendix N: Evaluating the Performance of the Transportation Web Community health access, schools and recreation. Network) used to analyze the Revenue Constrained Regional Plan scenarios which include safety, health access, schools and recreation. Additionally, Collaborative the performance measures include updated metrics to evaluate goods movement, multimodal mobility, social equity, public health, air quality, and the relationship between land use and transportation. The performance of the 2050 Revenue Constrained Scenario compared to existing conditions (2012), 2020, 2035, 2050, and 2050 No-Build is shown in Table N.1.
211 Chula Vista Transit ticket /pass reader machines could be more efficient. The Thank you for this comment. Both the Metropolitan Transit System (MTS) and the North County Transit District (NCTD) have moved to photo Web Community compass system should be more efficient, now it requires identification identification on Compass Cards for reduced fare passengers. This program started approximately 3 years ago and is replacing existing transit Collaborative in addition to the card, put photo on card to avoid this. identification as those older forms expire. This necessarily is a gradual replacement as not to overly burden those who require proof of eligibility. As to making the entire ticket / pass / Compass more efficient, the goal of SANDAG and of MTS and NCTD is to lower barriers to access transit and this includes fare payments. Both operators are already experimenting with mobile ticketing solutions and SANDAG has longer-term plans to implement a Universal Transportation Account to allow patrons easier access to transportation choices.
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212 Chula Vista There are jobs in East Chula Vista, but no transportation. The Draft Regional Plan includes increasing service frequencies and service spans throughout the day. Please review the transit projects in Appendix A Web Community Transportation ends at 9:00 pm and we are not off work until 11:00 of San Diego Forward. There are a number of major enhancements which speak to your issues. 1) 15 min frequencies for local bus routes in key Collaborative pm, our concern is in the area of Palomar , L St, and Hilltop. Routes are corridors by 2020 and 10 min by 2035; 2) the implementation of a number of 'Rapid' buses between key employment centers and connecting to the needed later at night, lots of people walking at that hour despite Trolley. For example, Route 635 Rapid for Eastlake to Palomar Trolley via Main St. by 2035. working hours are already heavy and still walk this annihilating us. Think of low-income people without transportation, and jobs that we are doing for 2 people.
213 Chula Vista Develop safer bike lanes to encourage more use. Currently as a parent With the development of the Regional Bike Plan Early Action Program, SANDAG is implementing as many protected bikeways and bike boulevards Web Community you are fearful because of the speed of the cars and want to avoid with traffic calming as possible. Studies show that well designed bike facilities such as these will attract more riders and improve safety for all roadway Collaborative accidents. users.
214 Chula Vista Having more fluid lanes in Eastlake. People should respect crossing and There are several grade separation projects (separating transit and auto) included in the Draft Regional Plan on the Orange and Blue Line Trolley Web Community cross at lights. Need more streets and public transportation to be at corridors as well as on the SPRINTER and COASTER services to increase safety and improve traffic flow. Your comment regarding streets in the City of Collaborative different levels. Chula Vista has been shared with City staff.
215 Chula Vista Sustainability projects should be prioritized, the ecological impact of One of the reasons that the plan extends to the year 2050 is to match the sales tax revenues from the TransNet Ordinance with future projects. Web Community projects in cities must be taken into account because we are in a Transportation projects and services will be implemented between now and 2050, benefiting current and future generations. In terms of health and Collaborative border region; conducting forecasting studies should not be to the year sustainability, public health has been considered throughout the Draft Regional Plan development including a Public Health White Paper, Project 2050 because of those who will actually live the benefits are not the Evaluation Criteria, Performance Measures, Alternative Transportation Scenarios, Preferred Transportation Network, and the Draft Plan for San Diego ones making the decisions and visualizing the needs and consequences Forward. that this will bring in regards to the mental and physical health of our society is of the outmost importance.
216 Chula Vista I think its an idea or better said a very interesting and necessary project. The Regional Plan identifies smart growth and sustainable development as important strategies to direct the region’s future growth toward compact, Web Community Growth is taking giant leaps when it comes to population, but not mixed-use development in urbanized communities and then connecting those communities with a variety of transportation choices. The Smart Growth Collaborative services. More and more services are limited. In my experience, I can Concept Map includes locations where local communities have identified existing, planned, and potential higher density mixed-use development near say there is a lot of need in areas such as Logan and its surroundings, existing and planned public transit. The Smart Growth Tool Box provides regional planners with tools and funding programs to help communities areas that are centric, in regards to the planning for housing, achieve these goals at the local level. transportation, green areas and jobs. But very importantly safety and programs for youth and families. Thank you for thinking of the future.
217 Chula Vista I like that everything is planned and that population growth will not Thank you for your feedback. Please continue to follow along in this process by visiting SDForward.com. Your comments have also been shared with Web Community affect the environmental and mobility that is accessible and above all staff at the City of Chula Vista. Collaborative job growth and this will improve the economy. What I do not like is that there are many homeless in Chula Vista.
218 Chula Vista This plan that presents us SANDAG is very good. But for most of Chula Thank you for your feedback and we appreciate your participation in the planning process. The Draft Regional Plan includes increased frequencies to Web Community Vista it is necessary that public transportation (buses) be more frequent, existing local bus services in the urbanized areas to every 15 minutes all day by 2020 and 10 minutes all day by 2035. Collaborative because the time it takes for the buss to get to stops is too slow.
219 Chula Vista Trolley, be more aware of the maintenance pen, because there are Thank you. We will take note of Trolley operations and the protection barriers. Web Community times when it is paralyzed and try to see when passing the Trolley will Collaborative not stop the traffic.
220 Chula Vista I think of Broadway Avenue, by Moss, Naples, Oxford and Palomar. Your comment has been shared with staff at the City of Chula Vista. Web Community Having more surveillance because there are a lot of homeless. Collaborative
221 Chula Vista Respect the space needed for each car because there are people who Thank you for your comment. While parking management decisions such as parking space allocation lie with the local jurisdictions, SANDAG has Web Community occupy two spaces per car when parking, its important to mark spaces. developed a Regional Parking Management Toolbox to assist local jurisdictions and partner agencies with their parking management efforts. More Collaborative information on the Regional Parking Management Toolbox can be found onhttp://www.sdforward.com/mobility-planning/parking-toolbox.
222 Chula Vista Very important to increase employment and to facilitate transportation Investments in transportation infrastructure will create Jobs from construction and operations, and in addition the investments will enable the private Web Community so that employees and students can mobilize. More access to Eastlake sector to create jobs as a result of an improved transportation system (compared to the no-build scenario). Improvements to the I-805 corridor are Collaborative area as the exits from Freeway 805 are too congested. Need more road included in the Draft Regional Plan. In terms of preservation, the plans shows that about 55 percent of the land in the region will be preserved as and more expanded without affecting green areas. permanent open space.
223 Chula Vista Between G and H is a very unsafe area, the homeless gather there Thank you for your feedback. Your comment has been shared with staff at the City of Chula Vista. Web Community because this area is neglected and is very dangerous. Collaborative
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224 Eva Kerckhove DEMCO The freeway 5 should not be expanded. When I lived in Europe, I did We appreciate your comment and interest in our region's future. The North Coast Corridor I-5 Express Lanes project will serve Rapid transit services, as Web not have a car and was able to get around the entire city of Berlin, well as, carpools and vanpools; solo drivers will be able to utilize the Express Lanes for a fee. Gerrmany . I became very comfortable taking public transportation to In terms of your comment regarding offering more mobility and transportation options in the region, this is the primary aim of the Regional Plan. reach my destination. Gas is not going to last forever and we will need While the majority of Managed Lane and highway improvements will support alternative commutes (via transit, carpool, vanpool, etc.), half of the other ways to get around the county when we run out of petro plan's expenditures are dedicated to the development of new transit services, as well as the operation of those services. products.
225 JoMarie Diamond East County I've participated in the development of the San Diego Forward in many Thank you for the comment; your feedback is appreciated. In response to new employment opportunities, transportation investments in the San Diego Court Economic ways, specifically in technical working groups, public focus groups, and region are projected to create jobs from construction and operation of the transportation system but also would enable the creation of jobs by the Reporter Development recently was on the panel at the May 13 East County meeting. In my private sector by facilitating the linkages between companies, their suppliers, employees and customers. Please continue to follow along in this process Council review of the Plan and also at my comments on the panel, I wanted to by visiting SDForward.com. underscore here again today how critical it is to create jobs where people already live and to develop the integrated transportation infrastructure underneath it that allows those jobs to be created. That's what we're doing in East County. We've recently -- the cities of Santee and El Cajon and the County of San Diego -- joined together to put the first-ever-triad jurisdiction, special youth center on the Smart Growth Concept Map. The intent of that center is to ensure that the integrated multi-modal transportation will be what's required to produce the really good jobs where people already live. That includes transit, which is balanced within the plan, but it also includes the ability to move goods and services. You're not going to move goods produced, like Taylor Guitars on transit systems. So we applaud you for having a balanced approach, and thank you very much.
226 David Wick; Rob East Otay Mesa On behalf of the East Otay Mesa Property Owners Association (EMPOA) Thank you for your comments and support of the Draft Regional Plan. The Otay Truck Route Widening project has been identified within the Draft Letter Hixson Property Owners and the Otay Mesa Property Owners Association (OMPOA), we are Regional Plan in Appendix A, Table A.3 to be completed as a City of San Diego project within the 2020 timeframe. Further information details are Association; writing to share the support of both our organizations for San Diego provided within the 2014 Regional Transportation Improvement Program (RTIP) in Table 3-1 regarding the phasing of the project. Otay Mesa Forward: The Regional Plan. Our organizations represent the interests Property Owners of landowners in both the City of San Diego and County of San Diego Association areas of Otay Mesa. We all know that our region is poised for growth, and this is especially true in the Otay Mesa community, one of the last areas of the region that has land available for commercial, industrial and residential development. With its location adjacent to the U.S./Mexico border, Otay Mesa is in a unique position to create thousands of jobs while taking advantage of international trade. But, this job growth is dependent on significant infrastructure investment to ensure efficient goods movement, and transportation options that will allow workers to be able to access new jobs. We urge SANDAG to include funding for road improvements to La Media Road and the Otay truck routes to ensure these roads can handle additional cross commerce truck shipments and also allow those working in the Otay Mesa area to get to their jobs. San Diego Forward's planned investments in the SR-11/Otay Mesa East Port of Entry and freeway connectors, as well as improved transit access through projects such as the South Bay Rapid, will help to ensure that Otay Mesa has the infrastructure needed to support this economic development. San Diego Forward lays out a sound and balanced strategy to accommodate our region's future growth while protecting the environment, promoting economic development, and maintaining our quality of life.
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227 El Cajon Creating open space by adding open space to new development is The Plan assumes that more than half of the region will be conserved as open space based upon local general plans. Local jurisdictions are in various Web Collaborative called STEALING. stages of the adoption of regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation and management of an interconnected network of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program (EMP) which is the funding source that has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
228 Susan Freedman El Cajon This is a need for more charging stations for electric cars NOW! In Jan. 2014, SANDAG adopted a regional plug-in electric vehicle (EV) readiness plan to address barriers to more EV charging stations, and we Web Collaborative coordinate with local jurisdictions on funding opportunities if they become available. SANDAG will launch a new, 2-year EV readiness project in July 2015 that offers assistance to local governments related to siting, permitting, and inspecting EV chargers at various types of locations such as workplaces and apartments.
229 El Cajon We need a bus pull out for El Cajon. Washington in El Cajon traffic Comments related to specific locations can be sent to the MTS Customer Service Dept. who will forward to the appropriate personnel for Web Collaborative jams up all of the time. consideration. Bus stop installation is coordinated with the traffic engineering department of the local jurisdiction. MTS will review stops at El Cajon Blvd. and Washington Ave. in the City of El Cajon to determine if any adjustments may be required.
230 El Cajon Traffic appears to get congested behind buses and stopped vehicles Roadway capacity and design are responsibilities of the local jurisdictions in which MTS operates. In selected locations, bus stops are located or built so Web Collaborative especially in El Cajon. that the bus does not have to pull out of the flow of traffic, in order to minimize delay to the bus when re-entering the traffic stream. This enhances reliability and performance of the transit route, especially in busy corridors. In these cases, other traffic may occasionally experience a short delay while the bus is stopped, or can utilize the adjacent lane to move around the stopped bus.
231 El Cajon Traffic in So. County via I-5 and 805 are heavily impacted TODAY! South Bay Expressway is a “user financed” transportation facility where the costs to build and maintain the road are primarily paid for by the people Web Collaborative Please consider removing or reducing the toll for the 125 to encourage who use it. Instead of solely relying on tax dollars, it is financed, built, operated, and maintained with tolls collected from drivers who choose to use it more use of this roadway. Traffic patterns are heavily impacted during to save time and reduce stress in their daily lives. morning rush hour leaving South Bay and again during evening hours, Because it was initially built as a toll road, it was possible to bring the SR 125 toll road into service decades earlier than would have been possible when drivers return. relying on tax dollars. At this point, there are no plans to completely eliminate the tolls on South Bay Expressway until the franchise agreement with the State of California runs out in 2042. However, as of June 30, 2012, all tolls on the facility have been reduced. FasTrak tolls dropped by 25 percent to 40 percent depending on the trip. The new tolls range from 50 cents to $2.75 for FasTrak users and from $2 to $3.50 for cash and credit card users.
232 El Cajon What is the plan for Mountain Empire? If no growth is projected for Growth projections for all areas are based on the general plans, community plans, and/or specific plans for those areas. The economic health of a Web Collaborative rural East County how will the current economy be sustained? community is not necessarily dependent on growth, but on the best utilization of existing resources.
233 El Cajon Hopefully transit prices will not increase because I would love to be While no fare increases are being proposed at this time, fares do have to increase over time to account for increases in operating costs. Any fare Web Collaborative able to afford using the new buses and trolleys. increases that might be proposed in the future would examine other possible alternatives and solicit public input.
234 El Cajon Additional bus lines are needed in Mountain Empire. It's the county's Transit works best in areas where there is a strong interface between land use and transit planning. Transit works best where existing and planned Web Collaborative responsibility to provide adequate transportation to all residents in the densities and urban design makes transit easily accessible for large numbers of people and garner a level of ridership that makes the investment in County. transit cost-effective. With this in mind, an "Urban Area Transit Strategy Boundary" was established (see map on Page 35 of the Draft Regional Plan) that reflects those areas of the region where there is a strong transit/land use interface. Mountain Empire communities are characterized by relatively low density and a land use design geared towards automobile travel. This does not mean there will be no transit outside the Urban Area Transit Strategy Boundary, but future improvements in terms of the number of routes and service frequency will likely be minimal.
235 El Cajon DMV adjustment or incorporation of driving, technology and cars for Technology is advancing efficiency improvements in vehicles. SANDAG realizes the growing potential for this convergence of technology and Web Collaborative 2050. Place plan and comment cards in library and community centers transportation and considers future vehicle automation, infrastructure electrification/vehicle charging programs, as well as queue jump/transit signal for rural communities who do not use internet or not accessible. prioritization, among other technologies. For more information on the technologies considered in this plan, please see Appendix E: Transportation System and Demand Management Programs, and Emerging Technologies. Each library in the county was sent a DVD of the draft plan and its appendices. There were a number of different ways to comment on the draft plan, varying from web-based commenting to calling in comments or sending them by regular mail. For a full list of the ways to comment on the plan, please see Appendix F: Public Involvement Program.
236 El Cajon Reduce or eliminate cost of 125 Toll Road and increase use. Interstates As part of SANDAG's acquisition of SR 125 South Bay Expressway, a substantial reduction in tolls was planned and implemented within the first six Web Collaborative 805 and 5 are severely impacted NOW in South County. New HOV months of the execution of the SANDAG/Caltrans franchise agreement. The reduction in tolls was designed not only to incent more usage of the lanes on Interstate 805 are painted white, not yellow. Vehicles often facility, but also to target trip diversion from the southern end of the I-805 corridor. The toll reduction was implemented July 1, 2012. As of October cross-over the solid white lines. 31st, 2012, studies showed approximately 2000 daily trips were being transferred from the south I-805 corridor to the SR 125. The double white lines seen on the new carpool lanes on I-805 reflect the new Federal pavement marking standard for carpool lanes. Caltrans is implementing the switch in striping color (from yellow to white) throughout California for all new carpool lanes. Yellow lines on existing carpool lanes will be restriped to white as part of on-going highway maintenance. Regardless of color, crossing double white or yellow lines is a violation of California Vehicle Code and can result in a fine on the first offense. Enforcement of this part of the Vehicle Code is the responsibility of the California Highway Patrol (CHP). Caltrans, CHP and other local partners continue to work together to enforce this relatively new standard in an effective manner. 50 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 69 August 28, 2015 No. Name Agency Comment Response Source
237 El Cajon Appreciate the presentation. Like focus on accessibility for lower Thank you for your feedback. Please follow along in this process and participate by visiting the project website, SDForward.com, and joining our e- Web Collaborative income residents. mailing list.
238 El Cajon Great presentation however I live in Lemon Grove and work in East Transit works best where existing and planned densities and urban design makes transit easily accessible for large numbers of people and garner a Web Collaborative County, covering Lemon Grove to Jacumba. The greatest need that I level of ridership that makes the investment in transit cost-effective. With this in mind, an "Urban Area Transit Strategy Boundary" was established (see hear from seniors and underserved families, is a concern regarding map on Page 35 of the Draft Regional Plan) that reflects those areas of the region where there is a strong transit/land use interface. Trolley and COASTERs running on the weekends from San Diego to Unlike the cities of Lemon Grove and El Cajon, areas to the east of El Cajon are characterized by relatively low density and a land use design geared North County. There is a need for an increase in MTS transportation towards automobile travel. This does not mean there will be no transit outside the Urban Area Transit Strategy Boundary, but future improvements in within the cities in East County. terms of the number of routes and service frequency will likely be minimal. Regarding service frequencies, the draft Plan includes frequency improvements for most services within the Urban Area Transit Boundary to every 10 minutes throughout the day.
239 El Cajon Any chance Main Street could be car free. Local streets are the purview of the local jurisdictions. Your comment has been shared with staff at the City of El Cajon. Web Collaborative According to City of El Cajon staff, El Cajon's Main Street is part of the historic route 80 and is a primary thoroughfare in El Cajon. It traverses the City from west to east and connects the City's downtown area with other major streets, commercial districts, the civic area, and downtown neighborhoods. Main Street currently carries approximately 14,000 trips per day in the downtown area. At this time if a portion of Main Street were closed, the adjacent parallel streets are not designed to support the diverted traffic.
240 El Cajon In El Cajon, we would like to see more frequent small buses (8-10) The Draft Regional Plan includes increases of service frequencies to every 10 minutes throughout the day for transit services in the Urban Area Transit Web Collaborative passengers every 15 minutes. Boundary, which includes the City of El Cajon.
241 El Cajon We would need to expedite the transportation serves that would In terms of transit improvements connecting East County to key regional job centers, while some projects like Rapid 870/890 are in the 2050 phasing Web Collaborative directly connect to job centers from El Cajon. 2050 is too far; we would plan, there are other earlier projects that will benefit East County. These include: need these lines to be opened as soon as possible. • - the Mid-Coast Trolley project that will connect to the University City/UCSD area; this will be under construction soon; East County riders can take the Green Line to Old Town where connections to the Mid-Coast Line can be made • - the new Trolley Line 562 that will be implemented by 2035 will connect San Ysidro to Kearny Mesa via the I-805 and I- 15 corridors; a transfer connection to the Green Line will be included, allowing East County riders improved access to Kearny Mesa and South County. Rapid 90 will provide commuter express service from East County to downtown San Diego via the SR 94 corridor by 2035.
242 El Cajon Interested in more bike lanes and walkable community to be focused The Draft Regional Plan includes $4 .9 billion (year of expenditure) in funding for bicycle and pedestrian projects and programs interspersed Web Collaborative on and funding generated early in the plan. Increase in Trolley/bus throughout the 35-year life of the plan. It also includes funding to increase service frequencies on most Trolley and bus services to every 10 minute system and frequency. Transportation to airport. throughout the day by 2035. Transportation to the airport will focus on connecting the existing rail corridor served by Trolley, COASTER, and Amtrak to the terminals located along Harbor Drive by an on-airport shuttle link. The first phase of this link will provide a pedestrian connection from the existing Middletown Trolley station to a new shuttle station the Regional Airport Authority will construct as part of their new on-airport shuttle service. This link is projected for completion by mid-2016.
243 El Cajon Bike safety is a big concern. There is a need to add more bike lanes and The Fairmount corridor is in SANDAG's Regional Bike Plan and is part of the Early Action Program. Maintenance is the responsibility of local Web Collaborative to maintain existing bike lanes. A very dangerous section going north jurisdictions. In the City of San Diego street maintenance requests can be submitted online athttp://apps.sandiego.gov/streetdiv/sreq.jsp on Fairmont onto bike lane that bridges the freeway on-ramp area. Pavement is in disrepair and weeds are overgrown. More people would ride if they felt safer.
244 El Cajon Mountain Empire communities continue to be neglected in terms of Transit works best where existing/planned densities and land use design makes transit easily accessible for large numbers of people and garner a level Web Collaborative transit and transportation planning/improvements. There is a dire need of ridership that makes the investment in transit cost-effective. With this in mind, an "Urban Area Transit Strategy Boundary" was established (see map for public transit due to geographic isolation from goods and services on Page 35 of the Draft Regional Plan) that reflects those areas of the region where there is a strong transit/land use interface. in East county, although they participate in the 1/2 cent TransNet sales Mountain Empire communities are characterized by relatively low density and a land use design geared towards automobile travel. This does not mean tax! there will be no transit outside the Urban Area Transit Strategy Boundary, but future improvements in terms of the number of routes and service frequency will likely be minimal.
245 El Cajon WATER. Our main concern should be that we still need WATER. Water is a significant concern, particularly in this time of severe drought in the state of California. In its Urban Water Management Plan, which is Web Collaborative updated every five years, the San Diego County Water Authority is required to adequately demonstrate regional water supply reliability over the next 25 years. The most recent plan, adopted in 2010, quantifies the regional mix of existing and projected local and imported supplies necessary to meet future retail demands within the Water Authority’s service area. In addition, it also includes sections on scenario planning and contingency analysis. See response to Comment No. 373.
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246 Leslie Dudley Encanto I have three issues I'd like to bring to your attention. One for health The Draft Regional Plan includes: Court Planning and safety reasons, we need a bridge for Trolley and trains on Euclid 1. A grade separated (elevated) crossing of the Orange Line at Euclid Ave. Reporter Avenue at Market. Two, we need Trolleys that go to the beaches, the 2. A trolley connection from the Mid-Coast Trolley Line Balboa station to Pacific Beach. There are also a number of new Rapid lines that would Zoo and the park for the community. Three, we need honesty about provide connections to a number of beaches in the region, including Imperial Beach, Ocean Beach, and beaches in North County. The new Mid- the railroad tracks. These are not just Trolley tracks. There are freight City Rapid Line provides fast and frequent connections to Balboa Park/Zoo. Long term, the draft plan shows this Rapid line being converted to a trains that use these tracks. The setbacks are not appropriate for trolley line. housing and apartments. There's a pretense that they're only Trolleys on this track and, therefore, the setbacks for public housing is not 3. Freight trains operate on the Orange Line between 12th & Imperial Transit Center and Bradley Avenue in El Cajon and on the Blue Line south of sufficient for freight trains and there's going to be a disaster sooner or 12th & Imperial Transit Center. Those lines were built on existing freight rail right-of-way and MTS is required to permit continued freight later because of that problem. service (though freight and light rail will not operate at the same time in the same location). Ensuring safe operations is of paramount importance to MTS in the operations of trolley and freight services, and all federal and state regulations are strictly adhered to. Furthermore, it is important that transportation projects are coordinated closely with local development plans. SANDAG works regularly with the region's planning directors to collaborate on regional and local plans and projects.
247 Leslie Dudley Encanto Three, we need honesty about the railroad tracks. These are not just Freight trains operate on the Orange Line between 12th & Imperial Transit Center and Bradley Avenue in El Cajon and on the Blue Line south of 12th Court Planning Trolley tracks. There are freight trains that use these tracks. The & Imperial Transit Center. Those lines were built on existing freight rail right-of-way and MTS is required to permit continued freight service (through Reporter setbacks are not appropriate for housing and apartments. There's a freight and light rail will not operate at the same time in the same location). Ensuring safe operations is of paramount importance to MTS in the pretense that they're only Trolleys on this track and, therefore, the operations of trolley and freight services, and all federal and state regulations are strictly adhered to. Furthermore, it is important that transportation setbacks for public housing is not sufficient for freight trains and projects are coordinated closely with local development plans. SANDAG works regularly with the region's planning directors to collaborate on regional there's going to be a disaster sooner or later because of that problem. and local plans and projects.
248 Environmental Thank you for the opportunity to comment on San Diego Forward: The The draft Plan shows that the region not only meets but exceeds the per capita greenhouse gas reduction targets for passenger vehicles set by the Letter Health Coalition, Regional Plan (Draft) and the Draft Environmental Impact Report. The California Air Resources Board (ARB). Additionally, public health has been considered throughout the Regional Plan update process. The draft Plan City Heights signatories of this letter believe that the foundation for a regional includes a Public Health White Paper, Project Evaluation Criteria, Performance Measures, Alternative Transportation Scenarios, and the Preferred CDC, MAAC, transportation plan should embrace the principles of transportation Transportation Network, all of which take public health into consideration. San Diego justice. Such a foundation ensures that overburdened communities Final Regional Plan Appendix C will present the estimated contributions of several strategies toward reducing per capita GHG emissions from Housing have increased access to transportation options, that there are passenger vehicles to address the SB 375 targets. Consistent with ARB SB 375 modeling protocols, the per capita GHG emissions reductions do not Federation, improvements to public health and safety, and that there is equity in take credit for reductions due to low carbon fuels or more efficient vehicles. BikeSD, Union transportation planning, policies, and investment. There is no greater The SANDAG Activity Based Model (ABM) uses the latest research and data to estimate travel in the region. The SANDAG ABM model uses the same Yes, Center on threat to public health and our quality of life than climate change. It is techniques and methods for determining travel behavior as other leading metropolitan planning organizations across the country. There are a few Policy Initiatives, imperative that we meet all state greenhouse gas (GHG) reduction differences, however, that account for the varying results obtained for the SB 375 targets when comparing SANDAG's 2011 Regional Transportation San Diego 350, targets in order to protect our future. The draft Regional Plan’s Plan to the Draft Regional Plan. These differences include, for example, aligning fuel costs with Department of Energy fuel forecasts, fewer rural Sierra Club, calculated GHG reduction levels for compliance with SB 375 seem residents, and more compact land use patterns in the SCS. Climate Action substantially greater than the previous (2011) RTP/SCS plan. This is Campaign encouraging; however, because there are many similarities between the San Diego Forward: Regional Plan and the Regional Transportation Plan 2050 (from 2011) it’s unclear how the reduction is achieved. For example, one alarming feature of the Regional Plan is that it calls for essentially the same number and types of freeway projects as the RTP 2050.
249 Environmental Additionally, there is more funding dedicated to freeways with an Increases in highway cost between plans are largely due to the movement of highway projects to later years in the draft Plan. When phasing and "Year Letter Health Coalition, increased cost between 2011 and 2015 plans. Therefore, we are of Expenditure" dollars are removed, the increase in project costs between the two plans is 4 percent which is similar to the inflation between the base City Heights compelled to believe that the new modeling software may have led to financial years of the Plans (2010 to 2014). CDC, MAAC, different results in the analysis and would like further clarity on this. San Diego Housing Federation, BikeSD, Union Yes, Center on Policy Initiatives, San Diego 350, Sierra Club, Climate Action Campaign
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250 Environmental We can only endorse San Diego Forward: The Regional Plan if there is a Federal law requires SANDAG to prepare a Regional Transportation Plan that could be implemented with reasonably expected revenues. The Regional Letter Health Coalition, more significant movement toward transportation justice. We outline Plan provides mobility options for all the region's residents within the reality of financial constraints. The strategies suggested in the comment are City Heights below what a significant movement towards transportation justice and either already included in Alternative 5D, or represent variations in the location or timing of the transportation network improvements already included CDC, MAAC, pathway for greater GHG reductions would include in our description in Alternative 5D. The Draft EIR outlines a number of factors, including funding constraints that affect the feasibility of Alternative 5D. The Board of San Diego of the community supported alternative. Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan. Housing COMMUNITY SUPPORTED ALTERNATIVE: Regarding the State Route 94 project, based on input from the community, Caltrans will evaluate the additional alternatives noted above as part of the Federation, Out of the alternatives that were presented in the Draft Environmental environmental analysis for the SR 94 Express Lanes project. In the meantime, SANDAG and Caltrans are pursuing the implementation of an interim Bus BikeSD, Union Impact Report (DEIR) for the San Diego Forward Plan, we believe on Shoulder Project along both I-805 and SR 94 to coincide with the opening of the South Bay Rapid in late 2017/early 2018. Yes, Center on Alternative 5D is by far the most reflective of transportation justice Policy Initiatives, principles. The DEIR refers to this alternative as the ‘environmentally San Diego 350, superior alternative.’ This alternative contains key elements that the Sierra Club, community has consistently advocated for, including the following: - Climate Action Implement 10-minute all-day frequencies for Urban Core local bus Campaign routes by 2025; - Complete all active transportation projects in the proposed Plan by 2025; - Increased frequencies for 44 transit routes where ridership was at or near capacity of the vehicles; and - Convert existing general purpose lanes to Managed Lanes to accommodate Rapid routes that would operate in new Managed Lanes under the proposed Plan. We support key elements noted in Alternative 5, with modifications to most accurately reflect the principles of transportation justice and provide an achievable framework. We are specifically asking for an alternative to be adopted that contains the following: Transit Efficiency & Affordability ▪ Implement 10-minute all-day frequencies for Urban Core local bus routes and expand bus service for early morning and late night commuters by 2025. ▪ Increase frequency of transit on the 44 routes where ridership was at or near capacity of the vehicles. ▪ If housing and transportation cost burden exceeds 45% of household income, adults will be eligible for transit access assistance through subsidized or free transit passes depending upon need. ▪ No cost transit passes for the youth of families at or below the regional median income level. Prioritization of Transit Projects in Overburdened Communities ▪ Complete all (constrained and unconstrained) public transit capital projects and public transit operations improvements first by 2025 that are located within the most overburdened communities in our region. Much of where overburdened communities are located overlaps with the boundaries for infrastructure priorities as identified in the Urban Area Transit Strategy report. For example, the type of transit projects in these prioritized communities we would like to see completed by 2025 include the following: SR 15 to SR 94 (Centerline Rapid 235) Transit- Only Connector (Phasing 2035); 54th Street BRT (Phasing 2035); Purple Line Trolley (Phasing 2035); Orange Line Frequency Enhancements Grade Separation (Phasing 2035); Blue Line Frequency Enhancements Grade Separation (Phasing 2050); and Double Tracking of Blue Line and Orange Line (unconstrained network). Safe Streets for All ▪ Complete all retrofits for safe routes to new and existing transit, prioritizing infrastructure in overburdened communities by 2025 (retrofits for safe routes to existing transit only in unconstrained network). ▪ Complete all Active Transportation Retrofits for Bicycle/Pedestrian Improvements at Freeway Interchanges by 2025, prioritizing overburdened communities first (unconstrained network). ▪ Expand and implement safe routes to school with emphasis on increasing walk and bike mode share to school to 10% by 2021, prioritizing infrastructure in overburdened communities first. ▪ Complete all active transportation projects in the proposed Plan by 2021, prioritizing infrastructure in overburdened communities first. Innovative Freeway Strategies▪ 53 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 72 August 28, 2015 No. Name Agency Comment Response Source
250 Eliminate the proposed Plan’s investments in highways that adds Cont. general purpose lanes and managed lanes, but instead allow for operational improvements. ▪ Do not add lanes for shared HOV and Rapid bus use. Instead convert existing general purpose lanes to managed lanes to accommodate Rapid routes and HOV that would operate in new Managed Lanes under the proposed Plan. ▪ Usage of existing right-of-way for transit only lanes. For example, innovative community supported strategies for the SR 94 include the following: Innovative Community-Supported Alternative 1- Convert an existing general purpose lane on the MLK, Jr. Freeway (SR-94) for High Occupancy Vehicles (HOV) and transit use. Innovative Community- Supported Alternative 2- Install transit only lanes using the existing right-of-way (shoulder and/or median). Regional & Local Transit- In both preferred alternatives improve regional and local transit options by providing transit access to the CenterLine and South Bay Rapid with a transit station in the impacted community along the MLK, Jr. Freeway (SR-94). Additionally, in both preferred alternatives, uphold the promise of the transit-only connection from the SR-15 to the MLK, Jr. Freeway (SR-94) for the CenterLine Rapid 235. Complete Corridor- In both preferred alternatives, increase the funding of bike and pedestrian infrastructure along the MLK, Jr. Freeway (SR-94) project corridor and fixing the dangerous SR-94 freeway off-ramps/on-ramps to create a Complete Corridor.
251 Monique Lopez Environmental 1. Social Equity: Engagement and Analysis - It is important to analyze SANDAG complies with Title VI, which prohibits discrimination on the basis of race, color or national origin and evaluates for disparate impacts that Letter Health Coalition the impacts of the proposed plan, and the alternatives, on may result from the Plan on low-income populations based on federal guidance. Appendix H - Social Equity: Engagement and Analysis in the draft disadvantaged communities. The analysis done for this project, as Plan, analyzes the Preferred Scenario to the No Build and compares the three disadvantaged populations identified in the beginning of the process summarized in Appendix H, is flawed in significant ways and fails (including minority and low-income status) against the rest of the population as required by the federal agencies that provide funding to SANDAG. to adequately identify or quantify foreseeable impacts of the plan Appendix H does provide information on impacts of the plan. For example, Table H-15 shows the impacts of particulates on the communities the on those who are transit dependent, low income, or already commenter identifies. exposed to higher levels of transportation hazards.
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252 Monique Lopez Environmental A. Definition of Disadvantaged - The analysis done for this project, as The Regional Plan’s definition of “disadvantaged communities” is based on appropriate indicators and thresholds. The three populations and Letter Health Coalition summarized in Appendix H, is flawed in significant ways and fails to corresponding thresholds were derived through an iterative process between the Community-Based Organization (CBO) Outreach Partner Network, adequately identify or quantify foreseeable impacts of the plan on made up of members representing low-income and minority communities, and SANDAG technical services staff to determine the most meaningful those who are transit dependent, low income, or already exposed to demographic characteristic that could be projected for the social equity analysis. The stakeholders went through a process of mapping the static data higher levels of transportation hazards. The analysis includes three such as 'linguistic isolation' and 'educational attainment' with rates of poverty and determined that poverty was the all-encompassing characteristic of groups in its definition of “disadvantaged communities”-- seniors over vulnerability. The section of 'existing conditions' was recommended to provide a static profile of those characteristics that while important could not be 75, households with income up to 200% of federal poverty level, and used in the modeling process. minorities. No other indicators of disadvantage, such as linguistic The benefit of the ABM model is that it models the traveler at a household level, not a census tract or traffic analysis zone level like EnviroScreen. This isolation, lack of a car, or unemployment, are included that would help means the modeling data from ABM is a much more fine-grained than achievable when looking at large geographic tracts using EnviroScreen. more accurately delineate and define disadvantage. Additionally, the Furthermore, EnviroScreen cannot be used to model or predict the future; it is simply a snapshot of past or existing locations of disadvantaged groups. analysis does not combine these indicators, which is problematic in the The social equity analysis in the draft Plan projects the impacts to low-income, minority, and senior persons over 75 years. Use of ABM means that a case of seniors. The analysis does not consider the fact that some low-income or minority traveler, whether in Logan Heights or La Jolla, is captured in the model and analysis. seniors are disadvantaged, while the category of seniors also includes a The Regional Plan’s methodology does not “skew” the analysis as the commenter claims. As the commenter notes, Appendix H does provide large number of affluent people who are not at any disadvantage in information on exposure to pollution. The other factors (e.g., hospitalization, collision rates) would not provide different correlations than the data their ability to travel. Assuming all seniors are disadvantaged, without utilized in the Regional Plan’s analysis. The same is true for combining the indicators. The data would not result in different trends or correlations than consideration of other defining factors, skews the analysis. The greater those provided in the Regional Plan. socio- economic affluence a person has, the fewer mobility barriers they have. Further, no consideration of cumulative impacts is included. Many households in the CalEnviroScreen high-ranked census tracts, or in the areas identified as disadvantaged communities in the maps included on pages 12 to15 of Appendix H, are exposed to higher pollution levels than average, have higher collision rates than average, have higher asthma hospitalization rates than average, and have greater exposure to hazardous materials. The accumulation of these persistent risks place certain communities at an even greater disadvantage and these communities should be prioritized for improvements in transit infrastructure. In general, elimination of the community level of analysis erases the real and significant social equity divisions between, for example, low income, minority families living adjacent to the 94 freeway in Logan Heights and affluent retirees living in La Jolla. Our recommendation is to use CalEnviroScreen2.0 to rank census tracts and to designate the top 25% within the region as disadvantaged communities.
253 Monique Lopez Environmental B. Threshold of significance for social inequity - Greater explanation is The method is called the 80/20 rule, and is explained in the draft Plan. The calculation is not based on a 20 percent variation, but rather a 20 Letter Health Coalition needed for how a 20% variation between disadvantaged and non- percentage point difference between the low-income population compared to non-low-income population or minority versus non-minority population. disadvantaged populations was determined to be “significant.” We There is an example of how the 80/20 calculation is done on pg. 24 of Appendix H. believe this threshold is too high. The analysis of the threshold only The social equity analysis was conducted on the Preferred Plan and the No Build Alternative. CEQA does not require a social equity analysis of compares the proposed plan to the No Build alternative. The proposed alternatives in an EIR. plan should compare to the Alternative Plans also.
254 Monique Lopez Environmental C. Calculation of Average Peak Travel Time to Work - While this is a The Brookings Institution places San Diego in the top 25 percent of metropolitan regions based on its combined assessment of coverage, frequency, Letter Health Coalition relevant measure of social equity in transportation planning, the travel and employment access. SANDAG uses an alternative technique to measure job access. For regions such as San Diego, travel time is a better measure times should be normalized by miles traveled. According to the of access to jobs, education, and services than miles. Increased travel time is partially a measure of congestion and affects, not only access to jobs, but Brookings Institution, the average resident in the San Diego region can impacts to individuals and the regional economy and air quality. Travel time is also an indicator of quality of life. only reach 29% of jobs within 90 minutes on public transit. The findings are summarized in draft Appendix H and draft Appendix N. All modes are taken into account for peak travel time. Statistics also are Furthermore, workers below the poverty line are significantly more broken out by mode and each disadvantaged population. Implementation of the Draft Regional Plan would improve transit access to jobs/education. likely to commute to work by bus/trolley (6.1% vs. 2.3%) or by walking The data in draft Appendix H demonstrate the benefits of the plan compared to the No-Build Scenario for low-income and minority populations. For (14.8% vs. 1.5%) than those over 200% of the Federal poverty example, access to high frequency transit stops improves significantly for all disadvantaged populations in the 2050 Revenue Constrained Network threshold. Low-income, car-less residents whose only option to travel Scenario. For the low income population, access increases from 47 percent to 61 percent in 2020 and from 49 percent to 70 percent in 2050 as to work is via transit, have fewer employment opportunities due to the compared to the No-Build Scenario (p.29). current coverage of the transit work.
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255 Monique Lopez Environmental D. Additional Travel Time Analysis Needed - In addition, the analysis The performance measures are updated during the development of each Regional Plan and approved by the SANDAG Board of Directors. Your Letter Health Coalition should break out, separately, those commuters who do not work at suggestions for additional measures will be considered in the development of the performance measures for the next Regional Plan. home; low income people are more likely to work at home (2013 American Community Survey) and this skews the analysis if the travel times are averaged across all commuters. In addition to calculation of the percentage of the population that can access jobs, schools, health care, and other locations within 30 minutes, the analysis should identify the percentage of the population, disadvantaged and non- disadvantaged separately, that not only cannot get to these locations within 30 minutes, but realistically cannot get there at all. Trips that require more than 2 hours, that require walking more than 5 miles, or require a taxi for those who do not have a car, for example, are infeasible for the majority of people.
256 Monique Lopez Environmental E. Travel Affordability - A metric for travel affordability is needed for The performance measure approved by the SANDAG Board for travel affordability is 'Change in Income Consumed by Out-of Pocket Transportation Letter Health Coalition the Social Equity analysis, such as percentage of households that spend Costs'. A social equity calculation was done using this measure for the Alternative Scenarios and then the Preferred Scenario versus No Build in the more than 15% of income on transportation. Draft Plan.
257 Monique Lopez Environmental F. Additional Metrics Needed for Social Equity Analysis - EHC Thank you for suggesting these metrics. The performance measures approved by the SANDAG Board and the subset selected for the social equity Letter Health Coalition recommends these additional metrics for analysis of social equity analysis were used for the Alternative Network Scenarios analyzed in the summer of 2014. Based on those findings the Board selected the Preferred impacts of the proposed plan and the plan alternatives. Scenario. • Collision hazards for disadvantaged and non-disadvantaged populations; • Percentages of adults whose job choices are limited by lack of transit options; • Percentages of adults who limit or forego health care because of lack of transit options; • Percentage of the population that will have Safe Routes to Transit Stops by 2020, 2035, and 2050.
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258 Monique Lopez Environmental G. Analysis of Disproportionate Exposure to Traffic Pollutants - The In the Draft Plan, SANDAG developed a methodology to analyze particulate matter exposure based on recommendations from the California Air Letter Health Coalition analysis estimates the per person exposure to PM10 within 500 feet of Resources Board Land Use Handbook, school siting requirements, and OEHHA studies. The Draft EIR, Section 4.3.2.3 and Appendix C explains the 500 freeway links. It is not clearly explained how this metric is derived. It is feet exposure methodology. not a standard measure of population exposure to pollutants. EHC In addition, the particulate impact analyses included in the Draft EIR (Impacts AQ-2) estimates populations exposed to new or worse particulate offers two lines of thought on alternative measures that provide more standard violations. The toxic air contaminant (TAC) impact analysis in the Draft (EIR) estimates population exposure to certain cancer risk levels. valid indicators of social equity in exposure to traffic pollutants. 1. Percentage of minority populations living within 500 feet of a freeway. Based on analysis of 2010 census block population, minorities comprise 52% of the county’s population, but are 57% of the population in census blocks within 500 feet of a freeway. Clearly, minority populations are exposed to higher levels of freeway traffic pollutants than are non-Hispanic whites. 2. Exposure of disadvantaged communities to traffic density and/or diesel particulate matter, as calculated by OEHHA for CalEnviroScreen. Given that the proposed plan will continue to incentivize travel by car, it will result in increased traffic on surface streets as well as on freeways. Thus, a measure of exposure to total traffic density is an appropriate indicator of the plan’s disproportionate impact on disadvantaged populations. An example of this indicator is provided below. Two definitions of disadvantaged communities are used in this example: SANDAG LIM census tracts, and CalEnviroScreen top 25% census tracts. The baseline to which these communities are compared is the score for the combined cities of the region: It is clear that, using two different definitions of disadvantaged communities, these areas rank higher than average metropolitan areas of the region on measures of traffic density and estimated exposure to diesel particulate matter. We suggest that a similar analysis should be done for future years.
259 Monique Lopez Environmental H. Community Outreach - The Community Based Outreach partnership SANDAG is required to have both a Public Participation Plan (PPP) and a Public Involvement Plan (PIP) for a large planning effort such as the Regional Letter Health Coalition is an important model for engaging communities most affected by the Plan. SANDAG takes this responsibility seriously and endeavored to involve the public in the preparation of the draft Plan, including the development regional planning process. People who are most impacted by poor air of the Unconstrained Network, which was developed as part of a public process with multiple venues for participation. Fourteen community-based quality from the transportation sector and inefficient transit network of organizations in disadvantaged communities were selected in a competitive process to create a network that could work to engage their communities the Regional Plan are the most linguistically and culturally marginalized. in the process beginning in early 2013. All of the input gathered and feedback has funneled back into the development of the network. There are While progress has been made, there is still room for improvement. multiple reports available on our website documenting the stakeholder input. See also, Appendix H, Table H-2 which shows that the Unconstrained Many community members, especially those who have participated in Plan was part of the outreach and PPP and PIP. multiple points of the process, have shared that they do not know or believe their input is actually affecting the plan. It’s unclear how that feedback loop is shared with public at large, outside of the communities we work in. Lastly, the unconstrained plan has no public engagement and it is unclear how unconstrained projects are identified and determined. We recommend a public engagement process to create the project list for the unconstrained plan.
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260 Monique Lopez Environmental I. Local Hire Policy - Targeted local hire policies and policies create real Thank you for your recommendation that SANDAG pursue a local hire policy for transit projects. Under DOT regulations, there are legal restrictions Letter Health Coalition and effective pathways for low-income people and disadvantaged prohibiting DOT from allowing recipients to use local hire provisions. workers into good construction jobs. These programs ensure that (See http://www.dot.ca.gov/hq/LocalPrograms/pilot/2015/Local_Hire_Final_Q_and_A_2015-03-09.pdf.) transit investments fulfill the promise of job creation by directing them The Common Grant Rule, which establishes uniform administrative rules for Federal grants and subawards and is applicable to all agencies across the to the communities that need them the most. The U.S. Department of Federal Government, prohibits the use of local preferences. The FHWA and FTA also have general statutory mandates requiring full and open Transportation recently launched a pilot program and proposed rule competition in the award of contracts under grant programs. These statutes have been interpreted and applied as prohibiting all economic and social permitting local and state transit agencies to establish local hiring contracting requirements on FHWA and FTA federally-assisted projects that do not relate to the cost-effective use of Federal funds. Recently, the U.S. requirements on federal funded transit projects. We recommend that Department of Justice (DOJ) clarified the mandate of the FHWA competitive bidding statute (which is similar to the FTA statute) as allowing any SANDAG pursue a local hire policy for transit projects that will be built. contracting requirement that does not unduly restrict competition. DOT is implementing a pilot program in order to evaluate the use of these requirements and determine whether they unduly restrict competition. In the meantime, the agency is in the process of implementing a new labor compliance system that will monitor local hiring practices by contractors that are working on SANDAG projects. SANDAG has allocated resources to develop a system that will provide real time information of local workers on SANDAG construction projects. SANDAG supports job creation in our local economy and many of our public works projects include local companies and workers. Implementing a system to monitor and provide feedback on local worker data to our contractors is a major step forward in increasing local worker participation on SANDAG transit projects.
261 Monique Lopez Environmental B. Energy - Chapter 4 of the proposed plan’s description states that the SANDAG does not have the authority to require energy and/or water reductions and therefore has not created requirements in this area. SANDAG has Letter Health Coalition San Diego (and Tijuana) region imports up to 90% of its energy and taken action through guidance documents, tools, and/or incentives to support local and regional efforts to reduce energy use. Mitigation Measures 80% of its water each year. Our region must increase its energy GHG-4A and GHG-4E demonstrate this by integrating GHG considerations into SANDAG grant programs. efficiency in addition to transitioning our energy supply to local, clean, SANDAG and the Regional Plan promote energy and water efficiency, clean energy supplies, building efficiencies, benchmarking, and energy audits renewable energy. The proposed plan, a combined RTP and RCP, through the Regional Energy Strategy (RES) and Energy Roadmap Program (ERP). The RES includes goals that pertain to energy efficiency, water should provide guidelines and propose requirements for SANDAG’s efficiency, clean onsite distributed generation, the local green economy, and seven other important topics. The RES is a policy guide for the region that funding recipients to implement measures to substantially reduce the is used by local and regional governments to inform their sustainability efforts. The RES and a progress report on achieving each RES goal are included region’s energy and water demand. Such guidelines and requirements as Appendix U.9. could be included in Mitigation Measures GHG-4A & GHG-4E (as we The ERP is a voluntary program that all eligible member agencies are participating in, and through which they have received tailored Energy Roadmap suggested above) or as separate measures. The plan should address Reports for their individual jurisdictions. Using the RES for policy guidance, the ERP describes ways each jurisdiction can reduce energy use in their and identify means to provide requirements and incentives that municipal operations and in their communities. The ERP has performed over 250 energy audits of municipal sites in the region and benchmarked all promote options to create more local, clean distributed generation and sites at which benchmarking is applicable. In addition, The ERP provides information on available sources of funding to undertake energy efficiency energy choices. Also, the proposed plan should address and identify upgrades, including rebates/incentives, SDG&E On-Bill Finance Program, Property Assessed Clean Energy (PACE) programs, and California Energy means to provide incentives and requirements that promote building Commission low-interest loans for local governments. efficiencies, such as energy benchmarking and energy audits, and funding and requirements for energy efficiency upgrades.
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262 Monique Lopez Environmental 7. Funding - In advocating that SANDAG move up or include from the All of the legal references are correct. In fact, that same language is what guides the type of projects the region can assume to fund. Furthermore, the Letter Health Coalition unconstrained network certain transit projects and active transportation current assumptions on the use of the future funds are consistent with federal and state requirements for the plan. In particular, the short term projects (as listed in the Community Supported Alternative section of financial constraint is included in the Regional Transportation Improvement Program. Additional sources that are considered to be reasonably available this letter) we are asking that SANDAG do this by moving funds that have also been already assumed, and they have allowed the addition of more projects, including transit projects into the Draft Regional Plan, consistent are currently designated for freeway projects that add managed and/or with your comment and request. Part of being "reasonable" is that these assumptions should be at a level, use and timing consistent with past general purpose lanes. We are specifically concerned about SANDAG’s approvals. Assuming, for example, that a substantial amount of funding will become available for transit-only improvements in the very near term current practice of either changing the phasing of transit/active would not be considered in the realm of the reasonable. SANDAG's reliance on financial constraint is not intended to exclude certain projects or transportation projects to a later phase or removing transit/active programs, but rather, to comply with federal requirements, and to meet a higher standard of forecasting that can be used for transportation planning. transportation projects from being implemented to include specific projects that the community is very much in support of including and expediting. Shuffling of transit/active transportation projects without changing funding allocations by mode-share does not lead the region on a pathway toward transportation justice. The transportation network assessed by the Draft Regional Plan must include a “revenue constrained” alternative and the financing plan must demonstrate how it can fund the network. Draft Regional Transportation Plan, Chapter 2, Page 27. However, the apparent presumption stated by SANDAG is that previous decisions by SANDAG boards, which have prioritized freeways and roads over transit/walking/biking, have already established an unchangeable revenue constraint-based network. The SANDAG board can alter previous funding decisions and shift funding such that transit/walking/biking projects receive earlier funding than previously planned. Furthermore, transportation funding is more fungible than the Plan suggests. Federal regulations define Financial Plan and Fiscally constrained: Financial plan means documentation required to be included with a metropolitan transportation plan and TIP (and optional for the long-range statewide transportation plan and STIP) that demonstrates the consistency between reasonably available and projected sources of Federal, State, local, and private revenues and the costs of implementing proposed transportation system improvements. Financially constrained or Fiscal constraint means that the metropolitan transportation plan, TIP, and STIP includes sufficient financial information for demonstrating that projects in the metropolitan transportation plan, TIP, and STIP can be implemented using committed, available, or reasonably available revenue sources, with reasonable assurance that the federally supported transportation system is being adequately operated and maintained. For the TIP and the STIP, financial constraint/fiscal constraint applies to each program year. Additionally, projects in air quality nonattainment and maintenance areas can be included in the first two years of the TIP and STIP only if funds are "available" or "committed."(23 CFR 450.104, emphasis added). Thus, per federal regulations, the RTP must include financials to show the plan can be implemented using reasonably available revenue sources. This does not mean the money has to be in the bank or even already allocated. Also, per Gov. Code Section 65080(b)(4)(A), SANDAG must include: "A financial element that summarizes the cost of plan implementation constrained by a realistic projection of available revenues. The financial element shall also contain recommendations for allocation of funds.
263 Monique Lopez Environmental Community Supported Alternative - We believe that the foundation for From the beginning of the planning process, Community-Based Organizations (CBOs) representing lower income and minority populations in the Letter Health Coalition a regional transportation plan should embrace the principles of region, were consulted and involved. A key task for CBOs was to define the vulnerable populations that needed to be considered in the Plan and to transportation justice. Such a foundation ensures that overburdened identify the measures used to evaluate the benefits and burdens of the Plan on the defined vulnerable communities. The analysis found that the Plan communities have increased access to transportation options, that did not result in any disparate impacts. This analysis was also done in accordance with Title VI which requires making investments that provide there are improvements to public health and safety, and that there is everyone -- regardless of age, race, color, national origin, income, or physical agility -- with opportunities to work, shop, study, be healthy, and play. equity in transportation planning, policies, and investment.
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264 Monique Lopez Environmental There is no greater threat to public health and our quality of life than The draft Plan shows that the region not only meets but exceeds the per capita greenhouse gas reduction targets for passenger vehicles set by the Letter Health Coalition climate change. It is imperative that we meet all state greenhouse gas California Air Resources Board (ARB). Additionally, public health has been considered throughout the Regional Plan update process. The draft Plan (GHG) reduction targets in order to protect our future. The draft includes a Public Health White Paper, Project Evaluation Criteria, Performance Measures, Alternative Transportation Scenarios, and the Preferred Regional Plan’s calculated GHG reduction levels for compliance with SB Transportation Network, all of which take public health into consideration. 375 seems substantially greater than the previous (2011) RTP/SCS plan. Final Regional Plan Appendix C will present the estimated contributions of several strategies toward reducing per capita GHG emissions from This is encouraging; however, because there are many similarities passenger vehicles to address the SB 375 targets. Consistent with ARB SB 375 modeling protocols, the per capita GHG emissions reductions do not between the San Diego Forward: Regional Plan and the Regional take credit for reductions due to low carbon fuels or more efficient vehicles. Transportation Plan 2050 (from 2011) it’s unclear how the reduction is Increases in highway cost between plans are largely due to the movement of highway projects to later years in the draft Plan. When phasing and "Year achieved. For example, one alarming feature of the Regional Plan is of Expenditure" dollars are removed, the increase in project costs between the two plans is 4 percent which is similar to the inflation between the base that it calls for essentially the same number and types of freeway financial years of the Plans (2010 to 2014). projects as the RTP 2050. Additionally, there is more funding dedicated to freeways with an increased cost of 27% between 2011 and 2015 The SANDAG Activity Based Model (ABM) uses the latest research and data to estimate travel in the region. The SANDAG ABM model uses the same plans. Therefore, we are compelled to believe that the new modeling techniques and methods for determining travel behavior as other leading metropolitan planning organizations across the country. There are a few software may have led to different results in the analysis and would like differences, however, that account for the varying results obtained for the SB 375 targets when comparing SANDAG's 2011 Regional Transportation further clarity on this. Plan to the Draft Regional Plan. These differences include, for example, aligning fuel costs with Department of Energy fuel forecasts, fewer rural residents, and more compact land use patterns in the SCS.
265 Monique Lopez Environmental Unfortunately, we do not believe that the draft of San Diego Forward: Thank you for your participation in the planning process. The Regional Plan is based on the concept of creating a wide range of transportation choices Letter Health Coalition The Regional Plan (“Regional Plan”) embraces the principles of to driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. The Regional Plan contains a rich network of both transportation justice; therefore, we do not support SANDAG’s new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and local bus services in urban areas. “preferred” scenario. We can only endorse San Diego Forward: The Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- Regional Plan if there is a more significant movement toward competitive and convenient alternatives to driving alone. transportation justice. We outline below what a significant movement towards transportation justice and pathway for greater GHG reductions would include in our description of the community supported alternative.
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265 Monique Lopez Environmental A county transportation commission created pursuant to Section Health Coalition 130000 of the Public Utilities Code shall be responsible for recommending projects to be funded with regional improvement funds, if the project is consistent with the regional transportation plan. The first five years of the financial element shall be based on the five- year estimate of funds developed pursuant to Section 14524. The financial element may recommend the development of specified new sources of revenue, consistent with the policy element and action element." The plan implementation is therefore constrained by a “realistic projection” of available revenues, but the plan may also recommend the development of new sources. Likewise, 23 CFR 450.322(f)(10)(ii) requires SANDAG and the State to include a financial plan that involves “ estimates of funds that will be available to support metropolitan transportation plan implementation, as required under § 450.314(a).” However, the financial plan shall also include “recommendations on any additional financing strategies to fund projects and programs included in the metropolitan transportation plan. In the case of new funding sources, strategies for ensuring their availability shall be identified.” (23 CFR 450.322(f)(10)(iii)). Also, “[f]or illustrative purposes, the financial plan may (but is not required to) include additional projects that would be included in the adopted transportation plan if additional resources beyond those identified in the financial plan were to become available.” (23 CFR 450.322(f)(10)(vii)). Thus, the language is somewhat lenient and allows SANDAG to ultimately determine what reasonable financial forecasts include. SANDAG should therefore include reasonable potential funding sources to increase the availability of transit options. Though potential sources have to be realistic, SANDAG’s reliance on financial constraints to eliminate viable transit options seems to be a post-hoc justification. At the very least SANDAG should include community supported alternatives with the caveat that they will be implemented should funding options materialize per 23 CFR 450.322(f)(10))(viii). These are crucial points that must be discussed and treated more transparently because improper assumptions about funding can obfuscate or incorrectly dismiss opportunities for changing key elements of this plan.
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266 Monique Lopez Environmental Out of the alternatives that were presented in the Draft Environmental Federal law requires SANDAG to prepare a Regional Transportation Plan that could be implemented with reasonably expected revenues. The Regional Letter Health Coalition Impact Report (DEIR) for the San Diego Forward Plan, we believe Plan provides mobility options for all the region's residents within the reality of financial constraints. The strategies suggested in the comment are Alternative 5 is by far the most reflective of transportation justice either already included in Alternative 5D, or represent variations in the location or timing of the transportation network improvements already included principles. The DEIR refers to this alternative as the ‘environmentally in Alternative 5D. The Draft EIR outlines a number of factors, including funding constraints that affect the feasibility of Alternative 5D. The Board of superior alternative.’ This alternative contains key elements that the Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan. community has consistently advocated for, including the following: Regarding the State Route 94 project, based on input from the community, Caltrans will evaluate the additional alternatives noted above as part of the Implement 10-minute all-day frequencies for Urban Core local bus environmental analysis for the SR 94 Express Lanes project. In the meantime, SANDAG and Caltrans are pursuing the implementation of an interim Bus routes by 2025; Complete all active transportation projects in the on Shoulder Project along both I-805 and SR 94 to coincide with the opening of the South Bay Rapid in late 2017/early 2018. proposed Plan by 2025; Increased frequencies for 44 transit routes where ridership was at or near capacity of the vehicles; and convert existing general purpose lanes to managed lanes to accommodate Rapid routes that would operate in new Managed Lanes under the proposed Plan. We support key elements noted in Alternative 5, with modifications to most accurately reflect the principles of transportation justice and provide an achievable framework. We are specifically asking for an alternative to be adopted that contains the following: Transit Efficiency & Affordability ▪ Implement 10-minute all-day frequencies for Urban Core local bus routes and expand bus service for early morning and late night commuters by 2025. ▪ Increase frequency of transit on the 44 routes where ridership was at or near capacity of the vehicles. ▪ If housing and transportation cost burden exceeds 45% of household income, adults will be eligible for transit access assistance through subsidized or free transit passes depending upon need. ▪ No cost transit passes for the youth of families at or below the regional median income level. Prioritization of Transit Projects in Overburdened Communities ▪ Complete all (constrained and unconstrained) public transit capital projects and public transit operations improvements first by 2025 that are located within the most overburdened communities in our region.18 Much of where overburdened communities are located overlaps with the boundaries for infrastructure priorities as identified in the Urban Area Transit Strategy report. For example, the type of transit projects in these prioritized communities we would like to see completed by 2025 include the following: - SR 15 to SR 94 (Centerline Rapid 235) Transit-Only Connector (Phasing 2035); - 54th Street BRT (Phasing 2035); - Purple Line Trolley (Phasing 2035); - Orange Line Frequency Enhancements Grade Separation (Phasing 2035); - Blue Line Frequency Enhancements Grade Separation (Phasing 2050); and - Double Tracking of Blue Line and Orange Line (unconstrained network). Safe Streets for All ▪ Complete all retrofits for safe routes to new and existing transit, prioritizing infrastructure in overburdened communities by 2025 (retrofits for safe routes to existing transit only in unconstrained network). ▪ Complete all Active Transportation Retrofits for Bicycle/Pedestrian Improvements at Freeway Interchanges by 2025, prioritizing overburdened communities first (unconstrained network). ▪ Expand and implement safe routes to school with emphasis on increasing walk and bike mode share to school to 10% by 2021, prioritizing infrastructure in overburdened communities first.
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266 Monique Lopez Environmental Complete all active transportation projects in the proposed Plan by Cont. Health Coalition 2021, prioritizing infrastructure in overburdened communities first. Innovative Freeway Strategies ▪ Eliminate the proposed Plan’s investments in highways that adds general purpose lanes and managed lanes, but instead allow for basic operational improvements. ▪ Do not add lanes for HOV/Rapid bus use. Instead convert existing general purpose lanes to managed lanes to accommodate Rapid routes and HOV that would operate in new Managed Lanes under the proposed Plan. ▪ Usage of existing right-of-way for transit only lanes. For example, innovative community supported strategies for the SR 94 include the following: Innovative Community-Supported Alternative 1- Convert an existing general purpose lane on the MLK, Jr. Freeway (SR- 94) for High Occupancy Vehicles (HOV) and transit use. Innovative Community-Supported Alternative 2- Install transit only lanes using the existing right-of-way (shoulder and/or median). Regional & Local Transit- In both preferred alternatives improve regional and local transit options by providing transit access to the CenterLine and South Bay Rapid with a transit station in the impacted community along the MLK, Jr. Freeway (SR-94). Additionally, in both preferred alternatives, uphold the promise of the transit-only connection from the SR-15 to the MLK, Jr. Freeway (SR-94) for the CenterLine Rapid 235. Complete Corridor- In both preferred alternatives, increase the funding of bike and pedestrian infrastructure along the MLK, Jr. Freeway (SR-94) project corridor and fixing the dangerous SR-94 freeway off-ramps/on-ramps to create a Complete Corridor. A different approach, rather than the one SANDAG is currently moving forward with in the Draft Regional Plan, needs to be one that significantly reduces Greenhouse Gas (GHG) Emissions, Vehicle Miles Traveled (VMT) in the region from the transportation sector, and one that ensures transportation justice. Therefore, the undersigned organizations are united in our request to support key elements of Alternative 5 presented in the Draft Environmental Impact Report (DEIR) for the San Diego Forward Plan as outlined in this letter.
267 Friends of Rose I. In Draft Appendix A, Figure A.8 and Figure A.9, the Class 1 Bike The Regional Bike Plan was adopted in 2010. The Regional Bike Network was developed around providing connections between Smart Growth Letter Canyon Paths shown in Rose Canyon from Gilman to Nobel and in Roselle Opportunity Areas, regional transit, and major activity centers. At the Plan level these connections are identified as corridors. As projects move in to Canyon should be deleted. This route for the CRT should also be implementation specific alignments are developed. The network was prioritized to focus initially on areas that have the highest potential for more deleted from the Regional Bike Plan. The City of San Diego is well people riding bikes. With the adoption of the Regional Bike Plan Early Action Program (EAP) SANDAG is currently focusing resources on along in the process of selecting a different route for this portion of the implementation of the highest priority projects as identified in the EAP. When the Regional Bike Plan is updated in the future suggested changes to the Coastal Rail Trail. The City hired a consultant and established a Public network will be considered comprehensively to maintain the integrity of network connectivity. Working Group (SANDAG was on the PWG) and community input process to evaluate various alignments for the CRT. A large number of criteria were used to develop and evaluate a number of alternatives for this segment of the CRT. The alternative shown in Figure A.8 scored so badly, that it was eliminated very early in the process. It also faced overwhelming community opposition. In addition, the City of San Diego deleted the Rose Canyon and Roselle Canyon portions of the CRT from their 2011 Updated Bike Master Plan. The route for the CRT between Gilman and the Sorrento Valley Coaster Station that the consultants scored the best, and that had overwhelming community support, was the alignment up Gilman, through UCSD, connecting the new separated bike path that Caltrans is currently building from Voigt Drive to the Sorrento Valley Coaster Station. SANDAG’s map should reflect this alternative.
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268 Friends of Rose II. Figure A.3 shows one alignment for the HSR. This should be Until a final alignment is chosen by the California High-Speed Rail Authority (CHSRA), SANDAG is showing the alignment documented in the CHSRA's Letter Canyon corrected. The CHSRA has two alternatives for the segment between I- programmatic environmental document. The final Regional Plan will include a map showing the High-Speed Rail Alternative Alignments. 15 and downtown San Diego (see Attachment A). These are shown on the CAHSRA map for the LA to SD section that is Attachment A to these comments.
269 Friends of Rose III. The Miramar Hill Tunnel options (26a and 26b) for the LOSSAN The Sorrento to Miramar Phase 2 double track and curve realignment project is currently in the design stage, which would add a second track and Letter Canyon corridor appear to have been deleted from the plan. They should be straighten curves along the Miramar Hill section of the LOSSAN corridor. This will allow for additional trains in the future. SANDAG will also studying retained and evaluated for construction at an early date. They are how better to connect the Sorrento Valley COASTER station to both University City and the Sorrento Mesa employment area. These improvements are shown in Attachment B to these comments. This tunnel would provide likely to be a more cost effective solution than a tunnel due to its high capital cost. a major time savings to all trains. Compared to the huge cost of some of the highway projects, such as the I-805 North, which simply attract more cars and provide little time savings, a Miramar Hill rail tunnel would provide a substantial time savings to every train (Coaster, Amtrak, freight) 24 hours a day. This could lead to a large increase in ridership. The tunnel under I-5 (26b) is a much more direct route, which presumably would provide maximum time savings. The concept of a station under UCSD for this alignment should be studied. This alternative would also provide tremendous environmental benefits, as removing the tracks from Rose Canyon would open up extensive wetland and upland areas that could be used for mitigation for other projects. This would provide great environmental benefit to Rose Canyon, the MHPA, the Rose Canyon wildlife corridor, and the Rose Creek watershed, the major tributary of Mission Bay. Tunnel option 26a goes east and would have a station under UTC. This alternative appears to involve a major curve and to take the train well to the east even of UTC. It would be slower and provide less environmental benefit to Rose Canyon and the Rose Creek watershed.
270 Friends of Rose The I-805 North project: Delete the Nobel DAR, Park & Ride Parking Lot The plan for the Nobel Drive DAR and Transit Center has evolved considerably over time. In 2008-2009 there was little transit service or connectivity Letter Canyon and Bus Station .These elements of the I-805 North Project are not planned for this location. The current plan has four Rapid bus routes and one Light Rail Transit (LRT) route utilizing the station. These services are specifically listed in the TransNet Ordinance. The DAR/PK & Ride/Bus designed to connect with the existing SuperLoop service and integrate with the upcoming Mid-Coast LRT service. The Nobel Drive DAR and Transit Station individually and collectively are unnecessary, extremely costly, Center is expected to be one of the more heavily used facilities in the region. The Nobel Drive DAR and Transit Center is also a candidate for future environmentally damaging, and add little if any benefit to the I-805 designation as a Mobility Hub. Mobility Hubs are transportation centers located in smart growth opportunity areas served by high frequency transit North project. The full I-805 North project includes: - widening the 805 service. They provide an integrated suite of transportation services, amenities, and urban design enhancements that bridge the distance between by four lanes between SR-52 and Mira Mesa Blvd (adding four Managed transit and an individual’s origin or destination. Mobility hubs are places of connectivity, where different modes of travel—walking, biking, ridesharing, Lanes in the middle) - DAR ramps at Mira Mesa Blvd - DAR ramp at Rapid and light rail services—come together seamlessly, and where there is a concentration of employment, housing, shopping, and/or recreation. Nobel, plus a BRT station, and Park and Ride parking lot Reasons to Mobility hubs feature a range of transportation choices including: bikeshare, carshare, neighborhood electric vehicles, bike parking, dynamic parking delete the Nobel Drive Park & Ride, Bus Station and DAR On 10/29/08, management strategies, real-time traveler information, real-time ridesharing, demand-based shuttle or jitney services, bicycle and pedestrian Dave Schumacher (Principal Planner, SANDAG) sent an email to Chris improvements, wayfinding, urban design enhancements, and supporting systems like mobile applications, electric vehicle charging, smart intersections, Schmidt at CALTRANS stating that he had met with MTS and “bottom and a universal payment system to make it easy to access a wide range of travel choices. line, it doesn’t appear there is much need for an off-street bus facility and the park-and-ride demand for the reverse commute direction is likely small.” In that email thread, Michael B. Daney, Senior Transportation Planner at MTS raised multiple concerns, including the lack of need for a bus station there, who would bear the cost of the station, the minimal need for any park and ride spaces there, and the problem with taking the Super Loop off the street to enter the station. The Nobel Park and Ride/Bus Station/DAR are not key elements of the I-805 North Project. Quite the contrary: the traffic and other studies show no need for or benefit from these aspects of the project, and their cost is enormous. The Managed Lanes and Carroll Canyon DAR are not dependent on, or enhanced by, the Nobel Park and Ride/Bus Station and DAR Major problems with the Nobel Park and Ride, Bus Station, and DAR are born out by: - Data in the I-805 North MND - The “Interstate 805 Managed Lanes North Project Final Existing Conditions & Traffic Operations Analysis Report”, Nov. 3, 2009, prepared for SANDAG by Caltrans and URS Corp. - SANDAG’s 2020 and 2050 BRT Network plan
64 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 83 August 28, 2015 No. Name Agency Comment Response Source 271 Friends of Rose The Nobel Park and Ride, Bus Station and DAR come at a huge cost to There are a number of transportation improvements planned for the UTC/Golden Triangle area including Managed Lanes on I-805, Direct Access Ramp Letter Canyon taxpayers with little benefit to commuters, transit riders and either (DAR) at Noble Drive, I-805/SR 52 West-to-North and South-to-East HOV Connectors, four Rapid Bus routes and one LRT route that would serve the carpool or single occupancy vehicles. The 2007 estimated cost for the Nobel Drive DAR and Transit Center. Updated transportation model runs based on the latest approved land use plans for the UTC/Golden Triangle area P&R/Bus Station/DAR is $82 mil. That did not include financing, and show that the Build scenario compared to the No-Build scenario will reduce the amount of vehicle trips by 30,000 per day on major arterials in and out was assuming that the DAR retaining walls do not drive the need to of the UTC/Golden Triangle area. In other words, the investment in transit and carpool infrastructure is expected to substantially reduce the amount of also widen the Nobel Dr. bridge over the 805, a possibility mentioned traffic in the UTC/Golden Triangle area as compared to doing nothing. Regarding the cost of ongoing maintenance and operations, SANDAG has an in the MND. Among the many reasons for the high cost is that the agreement with Caltrans for Caltrans to provide operations and maintenance for facilities build on and as part of the highway system. TransNet, the Nobel DAR requires that the high 805 bridge over Rose Canyon be region's half-cent transportation improvement measure program, provides for the operation and maintenance for new transit facilities built as part of widened an additional amount beyond what is required for adding the the measure. four MLs. Taxpayers will also have to pay the cost of operations and maintenance for the Nobel Pk & Ride/Bus Station/DAR. It is unclear who will be responsible for this – whether it will be the responsibility of MTS or some other entity. Furthermore, a major goal of the entire I-805 North project, especially the Nobel Pk & Ride, Bus Station and DAR, is to encourage people to use alternative modes of travel to the Single Occupancy Vehicle (SOV). On p. 8- 13 of the Caltrans/URS study, Table 8.6-1 shows that the entire I-805 North project, including the 4 managed lanes, the Carroll Canyon DAR and the Nobel P&R/Bus Station/DAR do little to achieve that goal: • The 2030 Build alternative vs. No Build alternative increases the number of non-single occupancy vehicle person work trips in the morning peak by just 216 NB and 223 SB (presumably that includes all riders in BRT busses, carpools, vanpools, etc.). • The 2030 Build alternative vs. No Build alternative increases the number of non-single occupancy vehicle person work trips in the afternoon peak by 134 NB and by 356 SB. Since the entire I-805 North project does almost nothing to achieve its stated goal, there is no rationale for including the incredibly expensive, unnecessary, and environmentally destructive Nobel Park and Ride/Bus Station and DAR. It would be a stunning waste of taxpayer money for transit to build these facilities.
272 Friends of Rose The Nobel/805 area is a poor location for a bus station. Busses providing The Nobel Drive DAR is planned to accommodate four future Rapid services including Routes 30, 650, 689 and 870 from central, east and south Letter Canyon service to the high-density employment area along LJVD and north of county, providing essential connections to the University City area. Additionally, it is planned that the station at Nobel Drive and I-805 will LJVD would travel out of their way to exit at Nobel. The current 960 from accommodate future Trolley service (Route 562) by 2050. Cumulatively, these routes help reduce auto traffic by approximately 30,000 vehicles per the Euclid Trolley Station to UTC, which used to exit at Nobel, has been weekday based on the 2050 travel demand model estimates. switched to exit at LJVD. Even for those few BRT buses planned to exit at Additionally, the Nobel Drive interchange is better positioned for implementation of a direct connector ramp that transit and carpools/vanpools can use Nobel, there is no need for a station – an on-street stop would be to connect directly from the I-805 Managed Lanes to the arterial street network in University City. This location also works well for both existing and quicker. If riders want to connect from a BRT bus to the Super Loop, they future transit services and is in one of the top five performing DARs in the region. Furthermore, the La Jolla Village Drive/I-805 interchange is too can do so directly on Nobel Drive or Judicial Drive at one of the existing congested to accommodate a direct connector ramp. Super Loop stops. Making the Super Loop add in a stop at this new bus station would take the Super Loop out of direction, lengthening the ride for the vast majority of users. MTS emails during the planning process for this station make this point. Making busses navigate a bus facility here would slow the BRT route as well as the Super Loop buses. Taxpayers would need to operate and maintain the facility. Although this is also a bad location for the DAR, if built, the DAR would function better without the bus station by allowing drivers to access Nobel Drive more directly. Eliminating the bus station would reduce the I-805 North’s project’s environmental impact, as the location is environmentally sensitive and would require extensive grading.
65 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 84 August 28, 2015 No. Name Agency Comment Response Source 273 Friends of Rose Building a 175-car parking lot in this location makes no sense The Draft Regional Plan includes the following transit routes that include service to the Nobel Drive Transit Center. Route 30 will provide all day service Letter Canyon • The primary commute in this area is NB in the morning to the between Old Town and Sorrento Mesa via University City. Route 689 will provide peak period commuter service between Otay Mesa and the UTC high- density employment areas in the Golden Triangle/Sorrento Transit Center. Route 650 will provide peak period commuter service between Chula Vista and Carlsbad. Route 870 will provide all day express service Valley and SB in the afternoon. This parking lot would be at the between El Cajon and the UTC Transit Center. The Purple Line Trolley will provide all day service between San Ysidro and Carmel Valley via the I-805 wrong end of the commute. and I-15 corridors and communities of Kearny Mesa/Mission Valley/Mid-City/Southeastern San Diego/inland South Bay. These routes will be designed to maximize efficiency and ridership. The parking lot will be designed to serve a variety of carpool and transit trips for travelers both traveling to and • Any parking lot in this area that does not charge a fee becomes leaving from the UTC area. When the parking lot reaches capacity, measures can be implemented to provide parking preference for targeted uses. free parking for UCSD students. This occurs along all the streets, and in area shopping malls that do not enforce time limits. To avoid paying to park on campus, students park in any available free parking. It is highly likely that a number of students would simply drive from outlying areas, park in this lot and hop the Super Loop (they get low- cost transit passes), thus not reducing car traffic and leaving taxpayers to foot the bill to build and maintain the parking lot. • Only three bus routes are planned to use this station, two of them operating only weekdays at peak hours. Those planned to use it would actually do better not to have to navigate a station here and instead have on-street stops. Some of these bus routes would likely provide better service if they were re-routed to exit/enter the I-805 at La Jolla Village Drive instead of at Nobel, as LJ Village Drive and the area north of it is where the high density employment is. The 2050 Revenue Constrained Network includes 3 BRT routes that would pass through the Nobel bus station location: • Rt. 689 will run only on weekdays at peak hours: having this bus exit on Nobel and drive a long way through areas with little employment and out of the way for residents to access it before it gets to UTC is a very poor route. Moreover, from Nobel to UTC, and up to Executive Drive, it simply duplicates the existing and more frequent Super Loop. • Rt. 870 will run only on weekdays at peak hours, and similar to Rt. 689, takes a long out-of-direction detour by following Nobel. • Rt. 680, which will serve Sorrento Mesa, exiting the I-805 at Mira Mesa Blvd, is planned for all day. It will exit the 805 to stop at the Nobel bus station, then get right back on the 805, thus lengthening the ride for most passengers who are coming from points south. This maneuver would require a bus station large enough to accommodate a huge turn-around area for buses for this problematic stop on a single BRT route. It is certainly possible that this out of direction stop would be discontinued from the route at some point. The 2050 Revenue Constrained Local Bus Network shows no local busses going anywhere near the Nobel/805 area (the Super Loop runs nearby, coming south on Judicial and turning west on Nobel).
66 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 85 August 28, 2015 No. Name Agency Comment Response Source
274 Friends of Rose The Nobel/805 area is a poor location for a bus station. Busses providing The Nobel Drive DAR is planned to accommodate four future Rapid services including Routes 30, 650, 689 and 870 from central, east and south Letter Canyon service to the high-density employment area along LJVD and north of county, providing essential connections to the University City area. Additionally, it is planned that the station at Nobel Drive and I-805 will LJVD would travel out of their way to exit at Nobel. The current 960 from accommodate future Trolley service (Route 562) by 2050. Cumulatively, these routes help reduce auto traffic by approximately 30,000 vehicles per the Euclid Trolley Station to UTC, which used to exit at Nobel, has been weekday based on the 2050 travel demand model estimates. switched to exit at LJVD. Even for those few BRT buses planned to exit at Additionally, the Nobel Drive interchange is better positioned for implementation of a direct connector ramp that transit and carpools/vanpools can use Nobel, there is no need for a station – an on-street stop would be to connect directly from the I-805 Managed Lanes to the arterial street network in University City. This location also works well for both existing and quicker. If riders want to connect from a BRT bus to the Super Loop, they future transit services and is in one of the top five performing DARs in the region. Furthermore, the La Jolla Village Drive/I-805 interchange is too can do so directly on Nobel Drive or Judicial Drive at one of the existing congested to accommodate a direct connector ramp. Super Loop stops. Making the Super Loop add in a stop at this new bus station would take the Super Loop out of direction, lengthening the ride for the vast majority of users. MTS emails during the planning process for this station make this point. Making busses navigate a bus facility here would slow the BRT route as well as the Super Loop buses. Taxpayers would need to operate and maintain the facility. Although this is also a bad location for the DAR, if built, the DAR would function better without the bus station by allowing drivers to access Nobel Drive more directly. Eliminating the bus station would reduce the I-805 North’s project’s environmental impact, as the location is environmentally sensitive and would require extensive grading.
67 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 86 August 28, 2015 No. Name Agency Comment Response Source 275 Friends of Rose The Nobel DAR is hugely expensive, unnecessary, and poorly located. The Noble Drive DAR will provide direct access to a key housing and employment centers on the I-805 corridor. The DAR is designed to provide quick Letter Canyon • The DAR is particularly expensive to build here because it and direct access for carpool, vanpool, and Rapid bus traffic. The DAR has been strategically located to connect to existing SuperLoop transit service requires widening the 805 bridge over Rose Canyon by even and in close proximity to the future Mid-Coast LRT service. The time savings, ease of access, and mobility benefits provided by the Nobel Drive DAR to more than is necessary for adding the Managed lanes. This carpool, vanpool, and BRT patrons, especially during peak-periods, are expected to be substantial. An intermediate access point to the south of La Jolla additional widening of the bridge increases the environmental Village Drive will not provide a similar benefit to the Nobel Drive DAR. The DAR concept is a key component to the regional strategy to build a system impact as well. within the existing freeway system that focuses on the mobility needs of carpool, vanpool, and Rapid bus travel providing transportation choices and advantages over the use of the single-occupant vehicle. Once the DAR is in place along with the other planned transit and managed-lane systems, the • The number of BRT routes and busses that would use the DAR is Noble Drive DAR is expected to be one of the region's top performing DARs. small, since Nobel is a poor location to exit the 805 for the purpose of reaching the high-density employment areas. • Instead of the Nobel DAR, the I-805 North project should provide an IAP (intermediate access point) on the I-805 for NB vehicles, allowing them to exit the Managed Lanes south of La Jolla Village Drive and exit onto La Jolla Village Drive (the main employment area). Oddly, there is no IAP planned to make it possible for vehicles to do this. Thus, carpools, buses, and vanpools seeking to reach the high-density employment area along and to the north of LJVD are not allowed to exit the ML off the 805 NB onto LJVD/Miramar Rd. The absence of this IAP may in fact drive down the usage of the managed lanes. Instead of forcing users to get on and off at Nobel and driving an extra distance on local streets, it would be far simpler, less expensive, more useful and more flexible to have an IAP allowing I-805 NB access from the MLs to LJVD. Is it the existence of the long Nobel DAR structure that in fact makes this obvious location for an IAP somehow impossible to include? • There appears to be an IAP that allows I-805 SB traffic to enter the managed lanes just south of the on-ramp from LJVD. And just to the north of LJVD, there is also an IAP that allows access from the Managed Lanes to LJVD, which makes sense. • Given that the LJVD/805 on and off ramps must be redesigned as part of the I-805 North project, might it be possible for LJVD on- ramps to the I-805 SB to include a second HOV lane or be otherwise designed to better accommodate busses, carpools, vanpools, etc.? Similarly, might it be possible for the I-805 NB off ramp to LJVD to be redesigned to better serve busses, carpools and vanpools? The MND p. 12 states: “Outward main lane shifts would necessitate the realignment of the following existing ramps and connectors within the project limits” – NB off-ramp to Nobel SB on-ramp from Nobel NB off-ramp to LJVD NB on-ramp from EB LJVD NB on-ramp from WB LJVD SB on-ramp from EB LJVD SB on- ramp fro WB LJVD SB off-ramp to LJVD
68 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 87 August 28, 2015 No. Name Agency Comment Response Source
276 Friends of Rose The Travel Time Savings in the CALTRANS/URS traffic study for the I- The Noble Drive DAR will facilitate use of alternative transportation modes to provide direct access to a key housing and employment centers on the I- Letter Canyon 805 North project shows minimal savings by almost every measure (p. 805 corridor. The DAR is designed to provide quick and direct access to and from the Managed Lanes that provides priority access for carpool, 9-25) - There is little time savings between the 2030 Build and No-Build vanpool, and rapid bus traffic. The DAR has been strategically located to connect to existing SuperLoop transit service and in close proximity to the alternatives. - There is little time savings between the existing and 2030 future Mid-Coast LRT service. The time savings referenced in the Caltrans/URS study are averaged over long periods of time. The time savings, ease of Build alternative - In the 2030 Build Alternative, there is little time access, and mobility benefits to carpool, vanpool, and BRT patrons, especially during peak-periods, are expected to be substantial. In general, the DAR difference between the Managed Lanes and General Purpose Lanes. concept is a key component to the regional strategy to build a system within the existing freeway system that focuses on the mobility needs of carpool, For the 2030 Build Alternative, travel time in the MLs is 45 seconds vanpool, and rapid bus travel providing transportation choices and advantages over the use of the single-occupant vehicle. Once the DAR is in place faster than in the GP lanes in the am peak period and 30 seconds faster along with the other planned transit and managed-lane systems, the Noble Drive DAR is expected to be one of the region's top performing DARs. in the pm peak period. Given these projections, busses, carpools and vanpools should simply use the MLs and use IAPs to exit at LJVD (where much of the traffic is seeking to go) or just use the GP lanes. There is no justification for the Nobel DAR. The Caltrans/URS traffic study (p. 805) provides projections on the time savings for the 2030 Build and No-Build options. It shows that for the time required to travel the length of the I-805 North project the time savings is almost non- existent. Thus there is no rationale in terms of time savings for the massive and costly Nobel DAR ramp. It makes no sense to route traffic onto the Nobel DAR, forcing buses, carpools and vanpools to enter and exit the MLs at a location inconvenient to the high-density employment area. The DAR ramp comes at a tremendous cost, both monetary and environmental. This is in part due to the fact that just south of the Nobel/805 intersection, the I-805 is on a high bridge over Rose Canyon. This bridge will be widened to add the second HOV lane. However, building the Nobel DAR will require additional widening of the bridge. The DAR is also a massive fixed structure. If the MLs and the IAPs need adjusting to function well, that can be done. If the DAR turns out to be a poor decision, it will be a huge, costly white elephant with the cost of its construction and long-term maintenance paid for by taxpayers for decades. The DAR is a facility whose only justification for construction is weekday peak traffic periods. It is a project with minimal if any usefulness, huge environmental impact on Rose Canyon, and huge cost. The Nobel Park and Ride/Bus Station/DAR come a tremendous environmental cost to Rose Canyon and the Rose Creek watershed, the major tributary of Mission Bay. They are near vernal pools, and adjacent to MHPA protected habitat. They would also require major grading and fill, as the land is not flat. This area is some of the last remaining open space enjoyed by the surrounding urban residents.
69 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 88 August 28, 2015 No. Name Agency Comment Response Source 277 Friends of Rose In summary, even with the huge expense of the entire $657 million I- There are a number of transportation improvements planned for the UTC/Golden Triangle area including Managed Lanes on I-805, Direct Access Ramp Letter Canyon 805 North project, the actual increase in Non-Single Occupancy Work (DAR) at Noble Drive, I-805/SR 52 West-to-North and South-to-East HOV Connectors, four Rapid Bus routes and one LRT route that would serve the Trips, is minimal: 216 additional Non-Single Occupancy Work Trips in Nobel Drive DAR and Transit Center. Updated transportation model runs based on the latest approved land use plans for the UTC/Golden Triangle area 2030. Projected Non-Single Occupancy Work Trips: 2006 NB AM peak: show that the Build scenario compared to the No-Build scenario will reduce the amount of single-occupant vehicles by 30,000 trips per day on major 701 2030 No-Build NB AM peak: 1051 2030 Build NB AM peak: 1,267 arterials in and out of the UTC/Golden Triangle area. In other words, the investment in transit and carpool infrastructure is expected to substantially Increasing the number of Non-Single Occupancy Work Trips is, reduce the amount of traffic in the UTC/Golden Triangle area as compared to doing nothing. An important component of the region's mobility according to SANDAG, a key measure of the project’s success. If the strategy is to build a system within the existing freeway system that focuses on the mobility needs of carpool, vanpool, and Rapid bus travel providing Nobel Park and Ride/Bus Station/DAR were of any significant benefit, transportation choices and advantages over the use of the single-occupant vehicle. The transportation investment planned for the UTC area is designed this number would be far higher. It would be a timely and wise move to reduce traffic and improve mobility as compared to making no improvements. to delete the Nobel Park and Ride/Bus Station/DAR from the I-805 North project. This would save millions of tax payer dollars and contribute substantially to the protection of open space land in the Rose Canyon greenbelt. In fact, the I-805 North project provides so little benefit at such huge cost, not only should the Nobel Park and Ride/Bus Station/DAR be deleted, the following should also be deleted: - the remaining unbuilt portion of the I-805 North widening Managed Lanes Project - the I-805/ SR 52 Managed Lane Connector Deletion of the remaining unbuilt portion of the I-805 North project is supported by Table 9.9-1: Performance Measures Summary from the “Interstate 805 Managed Lanes North Project Final Existing Conditions & Traffic Operations Analysis Report” prepared by URS and Caltrans for SANDAG. (See Attachment C) This table gives existing conditions and travel times savings in both GP (General Purpose Lanes) and ML (Managed Lanes) for the 2030 No Build and 2030 Build Alternatives. It also provides the Non SOV (Single Occupancy Vehicle) Person Work Trips for existing conditions and the 2030 Build and No Build Scenarios. This shows that both the time savings and the increase in Non SOV Person Work Trips are minimal in the 2030 Build alternative.
278 Friends of Rose Delete the trolley line that comes from Kearney Mesa to Nobel Drive to The future commuter peak period and Trolley services along the I-805 corridor that interface with Nobel Drive and UTC provide service to different Letter Canyon UTC (See Attachment D). This line simple duplicates BRT routes at a markets creating the need for both service types. The commuter service provides long-distance auto equivalent trips that are attractive to riders who vastly greater cost and would likely be far slower. The cost and have access to a personal vehicle but desire to take transit as a result of its time and cost-savings advantages among other factors. The Trolley service environmental impact to build it would likely be huge. The route down on the I-805 provides all-day service for other trips for all travelers, focusing more on multiple destinations rather than speed to meet a variety of trip Nobel, like the route for BRTs proposed to take that route, would be a purposes with access to multiple land use types including shopping, recreation, jobs, housing and open space. long, slow, route with little connection to either residences or businesses.
279 Bryony van Tuyll GENI Why does the SD Forward Plan not come close to achieving the GHG Draft EIR Section 4.8 provides detailed analysis demonstrating that under implementation of the Draft Regional Plan, the region would not conflict Web emission (reduction) targets set by the State through AB-32? Research with the AB 32 statewide GHG target of reducing GHG emissions to 1990 levels by 2020 or conflict with SB 375 regional GHG targets for passenger has shown that it is possible to reach these targets. The San Diego vehicles. Supporting documentation for the analysis is provided in EIR Appendix G Climate Action Plan shows that it is possible for the city of San Diego. The Draft Regional Plan dedicates half of its projected expenditures to transit, and a bulk of the highway expenditures in the Draft Regional Plan are for Why would it not be possible for the region? SD Forward should - at a managed lane projects that directly support transit and carpooling. The Draft Regional Plan also allocates three percent of expenditures to projects that minimum - hit the AB32 targets. Why is there such a focus on building promote walking, bicycling, and smart growth. so many roads when there is a downward trend in vehicle miles travelled and new housing and building developments will be focussed on a more compressed area? By building roads, you are encouraging people to travel by car. What is needed is FIRST more transit options to enable and stimulate residents to use other ways of transport: it's better for the environment, better for people's health, and cheaper in the long run. A 35 year plan should be visionary, not an additional building block on an existing situation (adding lanes to highways). There should be more options still for bikers. Combined with good transit options, so many more people would travel by bike in this area of near-perfect weather and natural beauty. Other cities have proved that it is possible. San Diego can do it too. And on a personal note, please do consider transit options around Mount Soledad.
70 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 89 August 28, 2015 No. Name Agency Comment Response Source
280 Andy Hamilton HHSA Live Well The North Central Live Well Leadership Team’s Physical Activity SANDAG works with the Cities/County Transportation Advisory Committee to review the eligibility of certain type of local street and road projects Letter Physical Activity Committee (PAC) is comprised of the County’s Health and Human within the confines of the TransNet Ordinance. SANDAG suggests reaching out to public works staff from the relevant jurisdictions so that this Committee Services Agency, community stakeholders, and health organizations in proposal can be considered for further discussion. Clairemont and Linda Vista that are committed to increasing opportunities for physical activity by creating healthy, safe, and accessible spaces. The PAC recognizes the immense effort required to create the San Diego Forward regional plan (Plan), and applauds its emphasis on expanding transportation options in the region. The PAC has responded to many requests from residents who seek to address neighborhood speeding and congestion issues that compromise the safety of residents who wish to walk and bike, and to access transit stops. We have worked within our target communities to reduce dangerous driving and excessive speeds. Typically, the most popular and effective traffic calming solutions -- corner bulb-outs and traffic circles – are rejected in favor of stop signs or speed bumps due to limited traffic calming budgets. To date, the TransNet Local Streets and Roads Program has been interpreted by SANDAG to restrict funding for traffic calming from this source to smart growth areas. As a result, many residents who would opt to walk, bike, or use transit continue to drive, adding to congestion. The PAC requests this restriction be removed, to allow greater access to congestion relief projects that will foster safe and healthy communities for all.
281 Andy Hamilton HHSA Live Well A second area of concern is the overcrossings of Interstate-805 on Bicycle/pedestrian improvements at freeway interchanges identified in the Draft Regional Plan will take place as the managed lanes projects they are Letter Physical Activity Balboa Avenue and Clairemont Mesa Boulevard. These corridors are associated with are built (2035 in the case of the Balboa Ave./Clairemont Mesa Blvd. area). It is much more efficient and cost-effective to include active Committee gateways into nearby commercial areas. Currently, the I-805 ramps transportation improvements at the same time that the overall managed lanes project is being built, rather than before or after. only allow vehicles to pass safely. Infrastructure for bicyclists and pedestrians is minimal and unsafe, blocking access through these gateways. While we understand Caltrans has plans to eventually redesign all of the freeway crossings to safely accommodate all modes, this could take several decades. The PAC requests SANDAG elevate these projects in the Plan, to ensure safety and accessibility for multi- modal transportation in Clairemont and other neighborhoods facing the same issue. Thank you for the opportunity to comment.
282 Hiba International You should offer more buses. The plan includes increased frequencies to most major, existing bus services in the urbanized areas to every 15 minutes all day by 2020 and 10 minutes Web Rescue all day by 2035. Additionally, the plan includes 32 new regional Rapid transit services. Committee
283 Qusyoonan Zakiya International I like the idea of a bus going from El Cajon to the airport. We appreciate your support and feedback. The Draft Regional Plan proposes Rapid route 90 with service from the El Cajon Transit Center to the San Web Rescue Diego International Airport Intermodal Transit Center. Committee
284 Shamoon Jeejo International 1. Increase in the number of buses. The Draft Regional Plan includes the creation of a ten-minute all-day network of Trolley and bus services in the urban areas of the region by 2035, Web Rescue 2. The buses should be newer and bigger. including later evening service. Bus vehicles normally have a life of about 12 years and are replaced regularly with brand new vehicles, many of which Committee are the larger articulated vehicles. Access from El Cajon to the airport can be done by taking the Orange Line to downtown San Diego, alighting at the 3. There should be buses going from El Cajon to the airport. America Plaza station, and then boarding the Route 992 airport bus (which runs every 15 minutes). 4. Buses should run after midnight.
285 Suzan Al Jaher International 1. Please increase the number of buses. 2. It would be good to The Draft Regional Plan includes the creation of a ten-minute all day network of Trolley and bus services in the urban areas of the region by 2035, Web Rescue have a bus from El Cajon to the airport 3. Please don't allow including later evening service. Bus vehicles normally have a life of about 12 years and are replaced regularly with brand new vehicles, many of which Committee loud annoying cars. 4. Please decrease the time between buses are the larger articulated vehicles. Access from El Cajon to the airport can be done by taking the Orange Line to downtown, San Diego alighting at the from 1/2 hour to 1/4 hour. America Plaza station, and then boarding the Route 992 airport bus (which runs every 15 minutes).
286 Wafa Sleman International I would like buses on Washington and Chase Streets (El Cajon) because Local bus service is provided on Washington Street via Routes 874/875 to provide access to the El Cajon Transit Center which is a future Rapid bus Web Rescue if I want to go anywhere I have to go to Main st first and then it costs station and connection with existing Trolley service. The cost of day pass is $5.00. Committee $10 a day to go to Cuyamaca.
71 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 90 August 28, 2015 No. Name Agency Comment Response Source 287 International I am curious as to the status of the 94 highway improvements. Begin Caltrans has been studying the environmental impacts of adding Express Lanes along SR 94 between I-805 and Downtown San Diego. The addition of Web Rescue Date? these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Local representatives and Committee community stakeholders along the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future SR 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed.
288 International How will making buses and trolleys go different routes provide more Increased trolley and bus services create additional jobs for operators and maintenance personnel. Not clear what the comment is concerning Web Rescue jobs? What about safety hazzards, bike racks? Busses and trolleys "hazards", but rail and bus operators receive extensive training that ensure safe transit operations. All buses and rail vehicles are accessible to bicycles, Committee should run later. and additional bicycle facilities at stations are planned.
289 International Bike racks needed on the Trolleys. MTS understands the limited space available in Trolley cars for bicycles. Unfortunately increasing space for bicycles would remove seats and other Web Rescue available space for passengers, especially those with mobility devices. MTS is working with SANDAG on the placement of bicycle infrastructure at Committee station locations to reduce some of the need for passengers to travel on the system with their bicycle on board.
290 International This program is very good for opening new lanes and we want the Thanks for your comments. The transportation network was evaluates based on factors such as access to work, school and shopping which are Web Rescue roads to become always not busy in order to arrive to work and school included and discussed in detail in Appendix N. Additionally, the Draft Regional Plan includes improvements in service frequencies on most bus routes Committee and shopping easily. Please also we need to run the buses a long time in the urbanized areas to every 15 minutes all day by 2020 and to 10 minutes all day by 2035. A "Safe Routes to Transit" program would fund after 10pm everyday and the price is now high, please lower it. At last, improvements designed to make it easier and safer to access new transit stations. In terms of transit fares, no increases are being proposed at this thank you for this plan for roads and safety is very important and time, fares do have to increase over time to account for increases in operating costs. Any fare increases that might be proposed in the future would necessary. evaluate other possible alternatives and solicit public input.
291 International 1. Why does it not have a bus after 7pm? 2. Why does not have a Route frequencies are driven by the level of ridership demand. Saturday and Sunday demand is lower on most routes, although some do operate every Web Rescue bus on Saturday and Sunday? 3. Good to have a bus to the 15 minutes or better, even on weekends. For example, Routes 7, 8, 9, 30, 201/202, 204, and 215 operate every 12-15 minutes on Sundays (Routes 8 Committee airport. and 9 seasonally). As demand increases on other routes, MTS will consider adding frequencies, pending available resources to do so. For more specific requests, riders can contact the Customer Service Department at (619) 557-4555. Bus service to the airport will continue to be provided.
292 International Also when does the MTS expect to phase out the Old (Mighboy) trolley All of the original model Trolley cars (Siemens U2) were retired by January 2015. The second series of Trolley car (Siemens SD100), also a high-floor car, Comment Rescue cars? What is SANDAGs projected revenue from trolley system for will remain in the fleet for the foreseeable future, though used only in trainsets with low-floor cars. Card Committee 2015/2016? Does SANDAG foresee an increase in disability/senior. MTS projects that Trolley fare revenues in Fiscal Year 2015/2016 will be $42.1 million. No specific changes in MTS fares are proposed at this time. monthly fares? Need a dedicated trolley car for bikes. MTS understands the limited space available in Trolley cars for bicycles. Unfortunately increasing space for bicycles would remove seats and other available space for passengers, especially those with mobility devices. MTS is working with SANDAG on the placement of bicycle infrastructure at station locations to reduce some of the need for passengers to travel on the system with their bicycle on board.
293 International 1. I would like there to be a bus from El Cajon to the airport at all The Draft Regional Plan includes the creation of a ten-minute all day network of Trolley and bus services in the urban areas of the region by 2035, Web Rescue times. including more weekend service. Access from El Cajon to the airport can be done by taking the Orange Line to downtown San Diego, alighting at the Committee 2. They should offer buses on weekends from El Cajon to America Plaza station, and then boarding the Route 992 airport bus (which runs every 15 minutes). surrounding areas and neighborhoods before it returns.
294 Jacobs Center My concern is regarding the 2 hour bus passes. They are only good for MTS does not have any plans to offer a two-hour pass at this time. There is a Day Pass available for $5, or a variety of multi-day and monthly passes Web for one way. Is it possible to make the bus passes good for round trip and that all allow unlimited trips. There are also discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Neighborhood extend the two hr. restriction? Innovation (JCNI)
295 JCNI Perhaps all this infrastructure and movement, instead of helping will be The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web more harmful the community in general. It's important to keep in mind carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple the community not just the high level but the medium and low. alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- competitive and convenient alternatives to driving alone. The system is intended to benefit everyone. No particular population is disproportionately affected. See Appendix H - Social Equity Analysis and Engagement for more details.
72 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 91 August 28, 2015 No. Name Agency Comment Response Source
296 JCNI How can we reduce the traffic on the freeway. The Public Freeway congestion is alleviated when there is an increase in public transit ridership and other modes of alternative transportation, such as walking and Web Transportation is too slow and takes too long. biking. The Trolley, SPRINTER, and Rapid services offer fast and reliable transit options with limited stops in key travel corridors. As displayed in Figure A.10, Appendix A: Transportation Projects, Costs, and Phasing, many local bus routes in key corridors will also see service frequencies increased to every 15 minutes by 2020, and additionally, to 10 minutes by 2035. Transportation Systems and Demand Management strategies are also a vital component in decreasing freeway congestion and helping commuters choose alternative travel options. Please see Chapter 2: A Strategy for Sustainability, for a more in depth discussion of the Regional Plan transportation improvements.
297 JCNI A person who is 40-50 yrs old needs to be checked to see if he/she is All riders paying a discounted fare or riding on a discount pass are required to carry identification and have it available for inspection. A combination Web carrying a valid Senior card/pass? If they are Seniors they should be Compass Card/photo identification is available that enables riders to carry the single card. While MTS has recently increased enforcement of the obligated to show ids. A two hour transfer ticket should be available. identification requirement, riders paying a discounted fare should anticipate inspection at any time by an enforcement officer or other MTS personnel. We need a round trip pass instead. MTS does not have any plans to offer a two-hour or round-trip pass at this time. There is a Day Pass available for $5, or a variety of multi-day and monthly passes that all allow unlimited trips. There are also discounted cash fares and monthly pass prices for qualifying seniors and disabled riders.
298 JCNI I would like to see Hilltop and Euclid connected. Local jurisdictions have purview over local streets. Your comment has been shared with City of San Diego staff. Web
299 JCNI Pay more attention to the Corner of Euclid and Market, the traffic is Local jurisdictions have purview over local streets. Your comment has been shared with City of San Diego staff. Web always heavy and backed up.
300 JCNI I like the ideas and the plans but I think it will take too long. We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Web requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
301 JCNI Why wait for the streets and roads to be improved? Why wait so long? We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Web requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
302 JCNI We need a stoplight to cross the street at the Trolley Station on 47th 47th Street is a city street under the purview of the City of San Diego. Installation of traffic controls such as crosswalks and signals also is under the Web Street. purview of the city. Your comment has been shared with City of San Diego staff.
303 JCNI We need cheaper bus fares. Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal Web funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. However, MTS does offer a variety of fare products and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Details of all fares and passes for MTS services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004. Information on NCTD fares and passes is available on-line at http://www.gonctd.com/customer-service-information or by calling NCTD Customer Service at (760) 966-6500.
304 JCNI Everything looks good in your plans that you have, but it will take a We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Web long time before we see the results of these structures, (plans). requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
305 JCNI All these changes sound good, but I think it will take too long. We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Web requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
306 JCNI The bus fares should be good for 2 hours, (departure and return). MTS does not have any plans to offer a two-hour pass at this time. There is a Day Pass available for $5, or a variety of multi-day and monthly passes Web Sometimes one has to go to the store and it is less than 2 hours, one that all allow unlimited trips. There are also discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Details of all fares cannot pay two times. and passes for MTS services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004.
73 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 92 August 28, 2015 No. Name Agency Comment Response Source 307 JCNI Bus passes are too expensive and there are no benches on the bus Pass prices and fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, Web stops, (dirty). Near the Trolley station there is too much traffic needing state, and federal funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be to stop sometimes more than 10 minutes and it's especially bad when reduced accordingly. However, MTS does offer a variety of fare products, including passes that allow unlimited trips, and discounted cash fares and the Trolley is late. monthly pass prices for qualifying seniors and disabled riders. Details of all fares and passes for MTS services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004. Bus benches and amenities are prioritized by the number of daily boardings at each location. Some locations are not possible for a bench because there is insufficient width to maintain accessibility requirements, the sidewalk is not level or otherwise suitable for the installation, or the number of rider boardings is too low to warrant a bench. However, MTS is happy to review any location upon request for a future installation. Such comments can be submitted to the MTS Customer Service Dept. at (619) 557-4555. Regarding the comment about traffic near the Trolley station: the location and nature of the problem are unclear. If this references an issue that can be addressed by MTS, comments are welcome to be submitted to the MTS Customer Service Dept. at (619) 557-4555.
308 JCNI There are a lot of people selling drugs at the Trolley Station on Euclid MTS encourages riders to contact the Transit Enforcement Department at (619) 595-4960 or text (619) 318-1338 if they witness suspicious or criminal Web and Market. activity on MTS vehicles or property.
309 JCNI The 47th St Trolley Station needs an area for bicycles. SANDAG maintains free and secure bicycle parking at many MTS transit stations. While there are no bike lockers currently at the 47th Street Trolley Web Station, SANDAG will evaluate it as a potential future location. Today, there are bike lockers at the nearby Euclid Avenue Station. Information on all bike locker locations as well as bike locker registration is available at icommutesd.com or by calling 511 and saying "biking".
310 JCNI Please reduce the fares for the bus lines and Trolley for everyone. Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal Web funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. However, MTS does offer a variety of fare products, including passes that allow unlimited trips, and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Details of all fares and passes for MTS services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004.
311 JCNI Security needs to check fares of the passengers. Also the problem in MTS enforcement officers conduct random inspections of fares on the Trolley system. Enforcement of identification requirements for discounted passes Web the Trolley areas are the bikes in the area with trains and cars. There is is also conducted by officers on Trolleys and on MTS buses. no room for families and children. During peak times, only one bicycle is allowed per Trolley car; at other times, two bicycles per car are allowed. Recognizing the growth of demand to bring carts, strollers, bicycles, and other large objects on MTS vehicles, MTS revised its Cart, Stroller, and Cargo Policy in 2012. For more information on policies related to bicycles and other objects on MTS, please visit the MTS website at www.sdmts.com.
312 JCNI My concern is that once we exit Euclid on to 94 there is much The City of San Diego is developing a freeway interchange modification project which would make improvements to better accommodate bicyclists Web congestion, (along Euclid) and it is dangerous. Before we do any more and pedestrians. The project is in the design phase and part of the City's capital improvement program. Estimated completion is by 2018. projects why don't we address this problem? What is going to happen this part of California where the San Andreas fault crosses? We don't know if it will do that is reach that point of destruction, what you believe it will. This is not a secure place so as to put more money on street maintenance and bridges and everything that is necessary.
313 JCNI To reduce the transit fare because with the number of family members Fares pay for only 42 percent of every ride MTS provides. To decrease fares, there would need to be a greater public subsidy for transit or a decrease in Web it is a lot to pay during a day and is more easy to use our cars. Also service. Even with the current fares, riding transit is more cost efficient than driving (studies show that eliminating a car for a family household would need to increase the routes to the Southeast San Diego area so we can save about $11,000 per year). Monthly passes for a family of five for unlimited transit use for a year would cost a little over $3,000. Also, MTS allows use more frequently. two kids to ride free on weekends. Kids under six ride free. Youth passes are 50 percent off. Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. However, MTS does offer a variety of fare products and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Details of all fares and passes for MTS services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004. Transit fares are addressed in the Regional Fare Ordinance which is managed by SANDAG and the two transit operators. In the Draft Regional Plan, fares are generally assumed to keep pace with inflation/cost of providing rail and bus services, although there is no specific timing on when fare changes might occur.
314 JCNI Repair and fix the Euclid Transit Center it is long overdue. MTS recently rehabilitated all of the stations along the Orange Line, including the Euclid Avenue Transit Center, with new Trolley shelters, platforms, Web and passenger amenities. Additionally, MTS is planning a major cleaning of the channel and replacement of the bus shelters. Other short term improvements could include enhanced lighting and restoration of the pavement in the bus area. For the long-term, there are substantial public and private improvements constructed and planned for the Encanto area, including Lincoln Park and the Market Street corridor. This will undoubtedly extend to the transit center itself. MTS will work with its local partners to ensure that any long-term improvements to the Euclid station are mutually beneficial to the community and its riders, create a positive impact on the area, and enhance the environment.
74 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 93 August 28, 2015 No. Name Agency Comment Response Source 315 JCNI I would like to see a transportation link between Santee and Lakeside. I Transit works best where existing and planned densities and urban design makes transit easily accessible for large numbers of people and garner a Web do not see any projection up to 2050 in linking these two towns. At level of ridership that makes the investment in transit cost-effective. With this in mind, an "Urban Area Transit Strategy Boundary" was established (see the moment people have to go to El Cajon just to be able to get to map on Page 35 of the Draft Regional Plan) that reflects those areas of the region where there is a strong transit/land use interface. Lakeside. Lakeside is characterized by relatively low land use densities and a land use design geared towards automobile travel. This does not mean there will be no transit outside the Urban Area Transit Strategy Boundary, but future improvements in terms of the number of routes and service frequency will likely be minimal.
316 JCNI We also need a bridge over the 'park' and we don't want to pay to use In order to address your first comment, we would need to have more information as to which 'park' you are referring to in your comment. In general, Web the freeways. And do not remove green areas, we need more parks. however, your comment regarding the need for more parks is addressed by working closely with the specific municipal jurisdiction involved in a given transportation infrastructure project. The Draft Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor.
317 JCNI To reduce the fare because with the number of family is a lot to pay Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal Comment during a day is more easy to use a car. Also they need to increase the funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. Card routes to the southeast and more frequently. However, MTS does offer a variety of fare products, including passes that allow unlimited trips, and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Route frequencies and days of service are driven by the level of ridership demand. As demand increases in these areas, MTS can add service to match, pending available resources to do so. In the southeastern portion of our service area, MTS will be adding service on Routes 709, 712, 950, and 961 in September 2015. For more specific service requests, riders can contact the Customer Service Department at (619) 557-4555.
318 JCNI Reduce the fares (bus, trolley) for everyone. While no fare increases are being proposed at this time, fares do have to increase over time to account for increases in operating costs. Any fare Comment increases that might be proposed in the future would evaluate other possible alternatives and solicit public input. Card
319 JCNI The Trolley station needs an area for bicycles. Most MTS stations offer some type of bicycle rack if space is available. Some MTS stations also offer bicycle lockers, managed by SANDAG's iCommute Comment program. More information is available at www.icommutesd.com. Card
320 JCNI There are a lot of people selling drugs at the Trolley Station on Euclid. MTS encourages riders to contact the Transit Enforcement Department at (619) 595-4960 or text (619) 318-1338 if they witness suspicious or criminal Comment activity on MTS vehicles or property. Card
321 JCNI There are a lot of people selling drugs at the trolley station. MTS encourages riders to contact the Transit Enforcement Department at (619) 595-4960 or text (619) 318-1338 if they witness suspicious or criminal Comment activity on MTS vehicles or property. Card
322 JCNI All these changes sound good, but I think it will be a long (plazo?) We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Comment requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that Card plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
323 JCNI The bus fares should be good for 2 hours, depart and return. MTS does not have any plans to offer a two-hour pass at this time. There is a Day Pass available for $5, or a variety of multi-day and monthly passes Comment Sometimes one has to go to the store and it's less than two hours, one that all allow unlimited trips. There are also discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Card cannot pay two times.
324 JCNI Cheaper bus fares, no bridges over the park, we don't want to pay to Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal Comment use freeways, do not remove green areas funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. Card However, MTS does offer a variety of fare products, including passes that allow unlimited trips, and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. The Draft Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. Based upon current plans, approximately half of the County of San Diego will be conserved as open space. Local jurisdictions are in various stages of the adoption of regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation and management of an interconnected network of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program (EMP) which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
75 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 94 August 28, 2015 No. Name Agency Comment Response Source 325 JCNI Everything looks good in your plans that you have, but it will be a long We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Comment time before we see the results of this structure. requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that Card plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
326 JCNI I like the idea but I think it will take too long. We thank you for your participation in this planning process. Regarding your comment relating to timing of the projects, federal and state laws Comment requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that Card plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
327 JCNI Need a stop light to cross the street at the Trolley station on 47th St. Local jurisdictions control the traffic signals for the local streets and roads. Your comment has been shared with City of San Diego staff. Comment Need to feel safe crossing the street. Card
328 Amelia Castillo JCNI There is no cultural competency or support, particularly for Latinos, in In order to accommodate Spanish speakers, SANDAG provided interpreters, a contracted, bilingual court reporter, Spanish speaking staff, and Court regards to the Spanish language and the staff. translated materials at all of the public workshops. Additionally, one workshop was conducted solely in Spanish. An archived video of this workshop Reporter can be found here:https://www.youtube.com/watch?v=O_SpJTRtvWM&feature=youtu.be
76 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 95 August 28, 2015 No. Name Agency Comment Response Source 329 Patricia Wilson Las Palmas I am writing on behalf of the Las Palmas Condominium Association We are aware of the City of San Diego's change in preferred alignment for this route. However, the Regional Bike Network is not being amended as Letter Condominium (“Las Palmas”) relative to a proposed alternative bike route through the part of the Regional Plan process. This change will be addressed during the update process sometime in the future. One of the primary factors in Association La Jolla Colony area of North University City that we understand developing the regional network is providing safe connections in and between Smart Growth Opportunity areas. A goal of the Regional Bike Network remains in the SANDAG Regional Bike Plan. As a community, we are will continue to be regional bike facilities to connect to and serve the UC and UTC communities. At the point at which project level analysis is initiated very concerned about the effects of your proposed Alternatives 6 and 7 on this alignment, SANDAG will work with the community on these specific concerns, including potential parking loss. on our residents with any resulting loss of on-street, curb-side parking on Regents Road caused by these alternatives. Background Las Palmas is a 218-unit condominium community, one of thirteen sub- associations in the greater La Jolla Colony Master Association. The community has ties to the north University City employment market as well as the nearby UC San Diego campus, with many students and faculty living here, biking to school or to work, and riding to the university using UCSD shuttles, MTS and the SuperLoop. As a result of the University, our area is now designated a campus area impact zone, and, if built today, the City would have allowed for increased on-site and on-street, curb parking. Remove Alternatives 6 and 7 from Regional Plan Instead of the increased parking to accommodate today’s needs for a University residential area , the City seriously reduced our off-street parking by fifty-three (53) vehicles in 1984, under PRD # 82- 0171 as revised April 4, 1984 when adding a Class II bike lane on both Arriba and Palmilla. On street curb parking was also reduced by twenty-seven (27) spaces at Madrid Condominium Association, an association of 123 units directly across Palmilla from Las Palmas. In fact, when you add up all the on-street parking available to both Las Palmas and Madrid on this PRD, there is already a deficit of spaces on the nearest streets of Porte de Palmas and Porte de Merano. That deficit results in the need to continue to use on-street, curb parking on Regents Road between Arriba and the Canyon. This point brings us to the problems we see with your proposed alternative routes 6 and 7. • Aside from the cul de sacs of Porte de Palmas and Porte de Merano, the only nearby street available to us for on-street parking is Regents Road, using spaces from Arriba south to Rose Canyon. During the day, these spaces are usually filled with UCSD students taking shuttles to UCSD. At night these spaces are used by not only Las Palmas resident vehicles but also by other nearby associations, such as Playmore Terrace West. • Arriba, east of Regents, has limited parking on the north side due to day-time school parking restrictions, and the north side is also filled by day with UCSD students taking shuttles to the campus. By night Arriba is filled with vehicles from other associations, such as Playmore Terrace West. • If Regents Road is not available to Las Palmas, neighboring associations and out of area UCSD student parking could migrate into our limited local street parking on Porte de Merano and Porte de Palmas. Without the use of parking spaces on Regents Road, our residents will not have sufficient on-street parking nearby, and the City will be in violation of its own PRD. If Alternatives 6 and 7 remove any parking from Regents Road, Las Palmas vigorously opposes these Alternatives and instead supports the Gilman Alternatives 1 and 2 which is also supported by Council President Sherri Lightner in her City Infrastructure Plan. Closing While we at Las Palmas do support urban biking and all its benefits – reduced environmental impact, less traffic, increased biker safety and connectivity among residential, employment and education centers – we are concerned about the very real impact on our community. Due to the lack of local parking occasioned by PRD # 82-0171 as revised, we strongly oppose any Alternative that would remove any parking from Regents Road. As owners within the La Jolla Colony Master Association, we also oppose Alternatives 4 and 5 as they relate to the use of our private land in La Jolla Colony.
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330 Jose Linda Vista Wake up, politicians and government. You've known we need changes Draft Regional Transit fares are addressed in the Regional Fare Ordinance which is managed by SANDAG and the two transit operators. In the Draft Web Collaborative, and now we're paying the price. How much will the fares rise because Regional Plan, fares are generally assumed to keep pace with inflation/cost of providing rail and bus services, although there is no specific timing on Bayside of this? when fare changes might occur. Community Center
331 Penny Cupertino Linda Vista I live in Linda Vista and I'd love improved transportation. Good for the Thank you for your comment. A full list of the regional transportation projects in San Diego Forward can be found in Appendix A: Transportation Web Collaborative, government for doing this. We need it. Good things are happening in Projects, Costs, and Phasing. Please continue to follow along in this process by visitingwww.SDForward.com. Bayside San Diego this year Community Center
332 Phuong Do Linda Vista They should connect Point Loma to Kearny Mesa through Linda Vista The Draft Regional Plan includes a limited-stop Rapid service connecting Pt .Loma with Kearny Mesa via the Old Town Transit Center. Web Collaborative, Rapid Bus route first. It should be a priority. It'd help Linda Vista Bayside residents get to medical appointments and social services located in Community Point Loma faster, and that should be the most pressing issue. Center
333 Rene Linda Vista The Plan should include wider buses, more seats for the disabled, or MTS' Cart, Stroller, and Cargo Policy (effective March 1, 2012) already requires that strollers be collapsed once on-board and after the child has been Web Collaborative, bans on large unfolded strollers. Basically stop letting people with bulky removed. Additionally, we provide courtesy seating at the front of the bus for seniors and the disabled. While not all passengers abide by these Bayside strollers take up so much space. It stops others from riding. I saw it a policies, our drivers make every attempt to reasonably accommodate all users. MTS encourages riders to contact the Customer Service Department at Community few weeks ago and had to call and report it because the driver almost (619) 557-4555 if they experience any issues with bus operators. Center didn't let a wheelchair on because the stroller was in the way. Take better care of your passengers
334 Rene Linda Vista We don't need more Trolleys. They're a waste of money that could be Trolley lines, when built in corridors with high demand, provide a cost effective investment. The operating subsidy per passenger on the Metropolitan Web Collaborative, spent elsewhere. Transit System's Trolley lines in FY 13 was $0.88 vs $2.26 for the fixed-route bus system. The new proposed Trolley lines in the Draft Regional Plan all Bayside serve high demand travel corridors. Community Center
335 Rene Linda Vista The Plan should give fare discounts to single parents with kids under A youth pass is available to all riders 6-18 years of age (must have qualifying identification). A 12-year old would definitely qualify for this discounted Web Collaborative, 18. We give discounts to seniors, students, whoever, but not to single pass, which is a 50 percent savings over the regular monthly pass price. Bayside parents who need it all the way up through 18 years of age. My 12 Community year old daughter goes from City Heights where we live to Linda Vista Center for school every day and I can't afford our bus passes any more because she doesn't qualify for discounts now. Make it affordable!
336 Linda Vista Cons: specific call for more Rapid Bus Transit lines; strong support for The Draft Regional Plan includes 30 new Rapid lines along freeway, managed lanes, and key arterial corridors throughout the region. Web Collaborative, this type of transit. Bayside Community Center
337 Linda Vista Pros: Support around use of interconnected hubs via Smart Growth, Thank you for your comment. SANDAG is in the process of developing a Regional Mobility Hub Implementation Strategy to identify transportation Web Collaborative, and the expansion of such hubs to provide retail, housing, services, amenities, and urban design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy Bayside employment, and transportation all in one location. will recommend improvements, conceptual designs, and implementation options for different communities served by high-frequency transit Community throughout the San Diego region. A mix of land uses are key components of this concept, and smart growth opportunity areas will be leveraged to site Center viable mobility hub locations.
338 Linda Vista Cons: More buses and bus routes are needed; specific frustration The Draft Regional Plan includes 30 new Rapid lines along freeway, managed lanes, and key arterial corridors throughout the region, along with a Web Collaborative, expressed over length of time it takes to get down the hill to Fashion network of 10 minute all day service frequencies on most rail and bus services in urban areas. Bayside Valley; buses are too time consuming and not an attractive option. Community Center
339 Linda Vista This plan looks good, but at the end of the day, how will this affect our Amid the ongoing drought, water is a significant concern within the State of California. SANDAG works closely with the San Diego County Water Web Collaborative, water supply? And how much water will be used to build these new Authority to ensure a reliable water supply for future growth. The SANDAG Series 13 Regional Growth Forecast used in the Regional Plan is also being Bayside Trolleys and transportation routes? used by the Water Authority in its Urban Water Management Plan to project future water demands. See response to Comment No. 373. Community Center
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340 Linda Vista Using the Trolley takes too damn long. The daily commute from La The Draft Regional Plan includes 30 new Rapid lines along freeway and key arterial corridors throughout the region (including limited stop Rapid Web Collaborative, Mesa to work in Linda Vista means 2 busses and 1 Trolley, so 1 1/2 -2 Express commuter services similar existing Rapid Express Routes 280/290 in the I-15 corridor), along with a network of 10 minute all day service Bayside hours one way. More bus lines is a good thing! frequencies on most local routes in urban areas. Community Center
341 Linda Vista The Plan is okay but they need more buses on the weekend. You have The Draft Regional Plan includes creation of an all-day ten-minute frequency network of rail and bus services in the urban areas that includes increased Web Collaborative, to wait too long and there's not enough active routes. service frequencies on weekends. Bayside Community Center
342 Linda Vista Linda Vista is very lucky to be between the 163, I-8, I-5, etc., but we As displayed in Figure A.10, Appendix A: Transportation Projects, Costs, and Phasing, many local bus routes in key corridors will see service frequencies Web Collaborative, need more public transit connections. increased to every 15 minutes by the year 2020, and additionally, to 10 minutes by 2035. Rapid Route 28 will provide connections from Linda Vista to Bayside Kearny Mesa via Old Town. Community Center
343 Linda Vista I like that the Plan is not expanding out, rather up. I look forward to We appreciate your comment and agree that preserving open space while building within our existing footprint is the best approach for the San Diego Web Collaborative, the Blue Line expansion! region. As the cities and County evolve over time, they update their General Plans, which SANDAG then uses to forecast future demographic trends. Bayside One major influencing factor to the update of these General Plans has been the 2004 Regional Comprehensive Plan (RCP), developed by SANDAG in Community partnership with the local jurisdictions. The RCP identified smart growth and sustainable development as important strategies to direct the region's Center future growth toward compact, mixed-use development in urbanized communities. As the cities and County updated their plans, such concepts played a major role in how to accommodate growth in their communities. Should you like more information on the Blue Line extension, or "Mid-Coast", please visitwww.KeepSanDiegoMoving.com.
344 Linda Vista Highways and driving are good. No complaints now or with the Plan We appreciate your satisfaction with the plan. The Regional Plan supports a flexible highway system. By "flexible" we mean that some highway lanes Web Collaborative, can be dedicated to certain users to create a wide range of time-competitive travel choices on our highway system, including Managed Lanes. Highway Bayside improvements complement and complete the existing highway network, in addition to increasing the efficiency of the regional transportation system. Community A major goal of the Regional Plan is to improve mobility for everyone by creating more travel choices in a way that protects the environment and fuels Center our regional economy. So whether it's driving a car on the highway, taking the local bus or one of the regional Rapid services, catching the COASTER, SPRINTER, or Trolley, jumping on a bike, or just taking a walk, the Regional Plan outlines a comprehensive, interconnected transportation system that recognizes the importance of each mode.
345 Linda Vista The cost of living in Linda Vista is already too expensive. I hope this Plan The Regional Housing Needs Assessment (RHNA), found in Appendix L, is updated every eight years and provides the framework for planning for Web Collaborative, with increased transit doesn't drive the cost higher. housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used to allocate the Bayside region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the Community housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs Center that assist in the production of affordable housing for very low, low and moderate income households. The Regional Transit Oriented Development (TOD) Strategy (Appendix U-4 of the Regional Plan) includes recommendations regarding the importance of locating affordable housing near transit stations and along major bus corridors.
346 Linda Vista Driving on highways is too busy during rush hour traffic 7am-9am, so The City of San Diego has an improvement project for the I-5/Genesee interchange and also a future widening project for segments of Genesee Ave. Web Collaborative, we need to make the roads wider. Expanding Genesee is a good start. Appendix A, Transportation Projects, Costs, and Phasing, includes a detailed list of proposed projects in the Draft Regional Plan. Bayside Community Center
347 Linda Vista We don't need more buses; we need more Trolleys. The Blue and The proposed Trolley lines help improve the backbone of the regional transit system along with the existing and proposed Rapid services on Managed Web Collaborative, Purple Line Trolley plans are great! Lanes and freeways that provide similar service frequencies and speed of trolley lines. Since many areas of the region won't have direct walk access to Bayside trolley and Rapid services operating on Managed Lanes and freeways, a rich network of ten-minute frequency all day local bus and arterial Rapid Community services are an important part of the transit plan. Center
348 Linda Vista No more buses. They're less environmentally friendly. Since many areas of the region won't have direct walk access to trolley services, a rich network of ten-minute frequency all day local bus and arterial Web Collaborative, Rapid services are an important part of the transit plan. The current bus fleet is approaching 100 percent alternative fueled vehicles (Compressed Bayside Natural Gas) and all future vehicles will operate on alternative fuels. Community Center
79 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 98 August 28, 2015 No. Name Agency Comment Response Source 349 Linda Vista We must have better access to the airport in this Plan. It must be a The Draft Regional Plan includes several improvement proposals that address the concerns raised: Web Collaborative, priority! • A direct connector ramp to and from north I-5 to Pacific Highway that will facilitate easier access to the airport vs the current I-5 ramps that Bayside require use of a number of local streets. Community • - An intermodal center located just south of Washington St along the existing trolley, COASTER, and Amtrak corridor that will provide a direct Center pedestrian connection to an on-airport shuttle system that will connect to the passenger terminals. The first phase of this intermodal center will be providing an improved pedestrian connection from the existing Middletown trolley station to an on-airport shuttle stop to be located just west of the Pacific Highway-Palm St. intersection. When completed in mid-2016, Trolley passengers will have a short walk (<1/8 mile) link to the shuttle that they can use free of charge.
350 Linda Vista We should have the Trolley connect through the Linda Vista The proposed Trolley lines help improve the backbone of the regional transit system along with the existing and proposed Rapid services on freeways Web Collaborative, community. Blue and purple lines are great, but they still miss us in and Managed Lanes that provide similar service frequencies and speed of Trolley lines. Unfortunately, it is not practical from a cost-effectiveness Bayside Linda Vista. standpoint to have Trolley lines operating in all locations of the region. Given this, the draft plan includes a rich network of ten-minute frequency all Community day local bus and arterial Rapid services throughout the urban areas, including Linda Vista. Center
351 Linda Vista The Plan is a good step, but when jobs open up for construction and SANDAG contracts and does business with a number of different firms ranging from engineering, design, marketing, all the way to general contractors Web Collaborative, building, require they hire local and don't give the jobs to the Chinese. and construction management. Under DOT regulations, there are legal restrictions prohibiting DOT from allowing recipients to use local hire provisions. Bayside Still, I like the Plan. (See http://www.dot.ca.gov/hq/LocalPrograms/pilot/2015/Local_Hire_Final_Q_and_A_2015-03-09.pdf.) Community SANDAG consultants and contractors must comply with all the requirements of Title VI and Title VII of the Civil Rights Act of 1964, as amended, and Center the regulations issued thereunder (Executive Order 11246), the California Fair Employment Practices Act, the Americans with Disabilities Act of 1990, and any other applicable federal and state laws and regulations subsequently enacted, which prohibit discrimination based on race, color or national origin, as well as other protected classes of individuals.
352 Linda Vista The Plan should ban e-cigarettes from being used on buses or Trolleys. On June 18, 2015, the MTS Board of Directors unanimously voted to include in its Ordinance No. 13 the use of electronic cigarettes as a prohibited Web Collaborative, activity at MTS stops and on MTS vehicles. Bayside Community Center
353 Linda Vista Stop investing in big projects like the Plan, Qualcomm, or a library The Regional Housing Needs Assessment (RHNA), found in Appendix L, is updated every eight years and provides the framework for planning for Web Collaborative, downtown we don't need, and instead on homes and resources for the housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used to allocate the Bayside homeless! region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the Community housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs Center that assist in the production of affordable housing for very low, low and moderate income households. Implementation of these local programs will help provide housing for lower income households and the homeless.
354 Linda Vista We need more freeways because the traffic is too much. It takes too SR 11 is the only new freeway proposed in the plan, but there will be operational and managed lanes improvements on several existing freeways. The Web Collaborative, long to drive and it takes too long on the bus or Trolley. We really need Express or Managed Lanes, which give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles, also allow fee-paying Bayside the bullet train connecting San Diego with other places. solo drivers to pay for the use of the Express Lanes. The collected fee then goes to support transit service along the same corridor. An example of this Community feature can now be seen on the Interstate 15 corridor. Center Additionally, the San Diego to Los Angeles route of the High Speed Rail are included in the plan. This is a project of the California High Speed Rail Authority. A map of the alternative alignments can be found in Appendix A: Transportation Projects, Costs, and Phasing.
355 Linda Vista Very supportive of the Plan. I learned about it at my environmental Thank you for your feedback. Please follow along in this process and participate by visiting the project website, SDForward.com, and joining our e- Web Collaborative, planning and urban design class at SDSU last year. I like the ideas of mailing list. Bayside bike and pedestrian friendly streets, building up and not out, and more Community connections. Center
356 Linda Vista A new trolley is great to UTC and UCSD, but we also need a Trolley The Draft Regional Plan includes a Trolley line between downtown San Diego and San Diego State University via the Park Blvd and El Cajon Blvd Web Collaborative, through North Park. It's an affluent area so it'd serve the businesses corridors. Bayside and connect downtown. Community Center
357 Linda Vista The bus drivers [should] be more responsible and work with them to be MTS encourages riders to contact the Customer Service Department at (619) 557-4555 if they experience any issues with bus operators. Web Collaborative, more responsible. Bayside Community Center
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358 Linda Vista We need more public transportation. I moved here from L.A. because The Draft Regional Plan includes a number of improvements to create a rich network of Trolley and bus services, including new lines and upgrade of Web Collaborative, of the traffic, and now here we don't have enough public the existing services to ten-minute all day service frequencies. Bayside transportation. Trolleys and buses are a good thing so more is better. It Community keeps people off the roads. Center
359 Linda Vista Put more bike lanes in the roads so people can ride and so they can be SANDAG's Regional Bikeway Program looks to locate safe bike facilities as part of key roadway corridors. Web Collaborative, more safe and they don't block the sidewalk Bayside Community Center
360 Linda Vista If there could be more time frames for the buses to run because Route frequencies are driven by the level of ridership demand. As demand increases on a route, MTS can add service to match, pending available Web Collaborative, sometimes they only run every hour or half an hour. Also, to get there resources to do so. For more specific requests, riders can contact the Customer Service Department at (619) 557-4555. Bayside at the time said. Finally, some buses that are older do not work MTS replaces a portion of its bus fleet each year to ensure that older buses are regularly cycled out of service as they reach the end of their useful life. Community properly and if the back door is jammed they have to go back to the Riders noticing specific problems with any MTS equipment can also bring that to the attention of our Customer Service Department for a resolution. Center front and exit, so new buses would be a good idea. Thank you!
361 Linda Vista I have to walk a lot in order to get to a bus stop. I believe it is a bit Walking is always a part of the transit journey and the Draft Regional Plan includes funding for improvements to make the walking environment safer Web Collaborative, expensive [to still ride]. I like the idea of the new route (San Diego and more pleasant to use. We are also looking at creation of "mobility hubs" at key transit stations that could provide a number of options for Bayside Forward), as well as the bicycle route. accessing transit such as carshare, bikeshare, and community shuttles. Community Center
362 Linda Vista [San Diego Forward] is a great project and an intelligent way to We appreciate your comment. San Diego Forward aims to provide safe, secure, healthy, affordable, and convenient travel choices between the places Web Collaborative, mobilize the community to get around the city and at the same time to where people live, work, and play in the region. Please follow along on the Regional Plan development by visiting SDForward.com. Bayside exercise. Community Center
363 charles poverman Little Italy I'm with LIRA. Our position is this: We are seeking a third alternative The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web Residents that doesn't rely on widening the freeway. It is naive and statically carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple Association unsupportable of SANDAG to assert that wider freeways will mean alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing lower Greenhouse Gas Emissions. Can you offer us another alternative? station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley , Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- competitive and convenient alternatives to driving alone.
364 Steve Chung Military Working Brown Field Airfield - Any expansion to accommodate commercial Thank you for the comment. SANDAG will continue to monitor potential commercial developments at the Brown Field Airfield. Email Group cargo at Brown Field will create flight safety hazards w/ NASNI and SD Airport. This is due to geographic terrain and variation in flight patterns that would be required for commercial cargo on their approach/departure patterns at Brown Field.
365 Steve Chung Military Working *High-Speed Rail for Multi-Modal Transit Center - Any intersect for the The California High-Speed Rail Authority has not determined the final alignment for high-speed train service in the San Diego Region. No additional Email Group high-speed rail thru our SPAWAR facility at Old Town Center (OTC) is conventional rail improvements in the Old Town Transit Center area are included in the Draft Regional Plan that would be outside the railroad right of problematic for the Navy. Also, we are having trouble confirming is if way. there are any proposals to widen or augment the right-of-way for the existing rail lines (located directly adjacent to the northerly edge of OTC). If high-speed and other rail types are proposed for connection to this location, would they be using the same tracks? more tracks, a more robust track?
366 Steve Chung Military Working *"Rapid Transit" proposed for apparent connection to NB Point Loma No studies have been done to date on this proposed Rapid service; assessing how it might serve the military base would be an important part of those Email Group via Rosecrans - In Figure 2.11 shown in green, we would like additional future studies. details for this connection to determine potential impacts to our security protocols and required stand-off distance requirement.
81 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 100 August 28, 2015 No. Name Agency Comment Response Source 367 Tammy Daubach Mt. Empire Since there is nothing for the Boulevard area, we fully support the The Senior Mini-Grant program funded with TransNet sales tax dollars is funded through the length of the tax measure to 2048. SANDAG also helps Web Collaborative senior driving program. Please keep it up! fund senior transportation by passing through Federal grant funds that support specialized transportation for both seniors and persons with disabilities. Additionally, the Coordinated Plan (Appendix U.1) provides a five-year blueprint for the implementation of public transit and social service transportation concepts described in the Regional Plan. It establishes a regional strategy to provide transportation to recognized transportation- disadvantaged groups, including seniors, individuals with disabilities, and persons with limited means.
368 Tammy Daubach Mt. Empire Please continue to support the Senior Driving Program for the The Senior Mini-Grant program funded with TransNet sales tax dollars is funded through the length of the tax measure to 2048. SANDAG also helps Web Collaborative backcountry area. fund senior transportation by passing through Federal grant funds that support specialized transportation for both seniors and persons with disabilities. Please keep the senior driving program for East County. We need this Additionally, the Coordinated Plan (Appendix U.1) provides a five-year blueprint for the implementation of public transit and social service program in the Campo, Boulevard, and Jacumba areas. transportation concepts described in the Regional Transportation Plan. It establishes a regional strategy to provide transportation to recognized transportation-disadvantaged groups, including seniors, individuals with disabilities, and persons with limited means.
369 Ted Shaw NAIOP San I'm here today on behalf of NAIOP San Diego. We are a commercial, We appreciate your feedback. Please continue to follow along in this process by visiting SDForward.com. Court Diego industrial, and office trade association. We have over 500 members Reporter representing tens of thousands of individual employees. We support the balanced approach in the San Diego Forward Plan. We believe that we need to address both the current and future needs, excluding one or the other is not the appropriate response. The movement of goods, services, employees across this county is critical to our economic health. We urge you to move forward with the Plan.
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370 Marcus Bush National City The removal of the Blue Line Express Route 540 project from the The Blue Line Express service would have been very costly to implement given the limited right-of-way available along the Blue Line where additional Web Planning Constrained Network decreases the performance of transit facilities by trackway would be needed at several station locations and the need for a downtown Trolley tunnel (the C St/Park Blvd corridor is at capacity now). The Commission further expanding the freeway instead of investing in public transit. The Draft Regional Plan addresses the need for higher speed services in the South County area in two ways: 1) addition of two limited stop Rapid services Orange Line Express project was also removed and I believe should be (Rapid 640A/640B) that will provide high speed service along the I-5 corridor in the planned Managed Lanes facility to downtown, Old Town, and put back into the Constrained Network of the SD Forward: The Kearny Mesa and, 2) the addition of new Rapid routes along the I-805 corridor Managed Lanes (Rapid 688/689/690) that will provide high-speed Regional Plan, but these comments focus on the Blue Line Express. service to job centers in Kearny Mesa, Sorrento Mesa and UTC. The Managed Lanes provides priority access to transit and carpools/vanpools and can SANDAG has stated that the replacement public transit project for the be managed to ensure maintenance of LOS C conditions similar to the way the Managed Lanes along the north I-15 are managed. As noted in your Blue Line Express is Rapid Bus Route 640. However, this route is comment, Managed Lanes on both corridors also will facilitate travel by carpools and vanpools. Additionally, Rapid service development in National dependent on expansion of the I-5 Freeway, which includes General City can be implemented much earlier than Express Trolley given the lower cost, as shown in the phasing table (Table A.2) in Appendix A. The Rapid Purpose lanes in the National City segment of the I-5 Corridor, that service also is better suited to longer distances and can provide faster service than the Express Trolley, thereby providing an auto-equivalent transit trip further increase VMT. In addition, the proposed Managed Lanes are from National City while retaining connections to the existing Blue Line Trolley. The lower cost of these projects also enables the construction of several not exclusively used for public transit and should not be considered as other Rapid services throughout the region providing additional connectivity and regional benefit. effective as the Trolley from a time-saving perspective since the Managed Lanes are not a transit-only dedicated right of way and can be used by carpoolers and potentially, single-occupancy vehicles that pay a toll to use them. These Managed Lanes are more susceptible to traffic congestion during rush hours compared to the exclusive dedicated right of way for the Trolley. In addition, the Rapid Bus Route 640 and associated expansion of the I-5 Freeway will have a much higher cost than the Blue Line Express. According to SANDAG's own official analysis (see the Appendix A of the Plan), the Blue Line Express will cost a total of $391 million which is significantly cheaper than the combined cost of the Rapid Bus Route 640 ($93 million) and the I-5 Freeway Expansion ($651 million) at $744 million. According to SANDAG Staff, Metropolitan Transit System’s (MTS) “revised view” is that the “$391 (million) cost is actually too low given the right-of-way costs.” If that’s the case, their analysis needs to be made public and SANDAG should edit the cost estimate from the current Appendix A, and any other part of the document where this estimate is mentioned. Furthermore, Staff stated that a Downtown Tunnel would be required and I haven’t seen that part of the formal analysis, nor should it be required since there’s sufficient trolley right-of-way extending from the South, San Ysidro Station all the way until the 12th and Imperial Transfer Station. Please include the Blue Line Express and Orange Line Express projects in the Constrained Network of the Plan for 2035 and delay the I-5 Freeway Expansion and Rapid Bus Route 640 until 2050. The savings from these projects could be used for Smart Growth Incentive Grants and Active Transportation Grant Programs to promote smart growth and infill land use development which promote transit, bike and walking facilities. Please call me with any questions. Sincerely, Marcus Bush Chair, National City Planning Commission
371 Edward Wigdahl Neighborhood Seniors; homeless; underemployed; students; drop-outs; legal and Promoting social equity in transportation planning requires involvement from a wide variety of communities and stakeholders. In the not so distant Web Nation undocumented aliens; low-income families and individuals, will present past, cities and communities with high concentrations of low-income residents and minority populations in the San Diego region as well as federally great challenges for tomorrow's leaders. It is important that today's recognized tribes were underserved and underrepresented in the planning process. SANDAG continually strives to engage the most vulnerable and planners consider these groups when designing for the future San disenfranchised communities of the region in the planning and decision-making process, and improve methods for analyzing how the Regional Plan Diego Region. They are not going away. Ed Wigdahl; Stakeholder's and other planning efforts at SANDAG affects those populations. Representative, Neighborhood Nation. From the beginning of the preparation of the Draft Regional Plan, SANDAG engaged affected communities in the planning process through an innovative collaborative effort with Community-Based Organizations and Collaboratives from around the region (see Appendix G: Social Equity). SANDAG incorporated their issues and concerns into the design and decision-making process, as well as in the definition of disadvantaged communities, the development of social equity project evaluation criteria and performance measures. The goal of these efforts is for low-income and minority (LIM) communities to share equitably in the benefits of the transportation investments without bearing a disproportionate burden from the system when compared to non-LIM communities.
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372 Edward Wigdahl Neighborhood One Suggestion from Neighborhood Nation Stakeholders meeting held Thank you for your suggestion. While it cannot be integrated into the Regional Plan at this time, the idea could be given consideration in the next update Web Nation in June is to make better use of the air space above freeways by laying to the plan. Per the Federal Highway Administration (FHWA) Airspace Guidelines to 23 CFR 710.405 - 710.407 (revised August 10, 2010), "The right to foundations for parks; library's, art colonies and other community use this area [air rights] by public entities or private parties for interim non-highway uses may be granted in airspace leases, as long as such uses will not useful projects. As well thought out roadways go into design, open up interfere with the construction, operation or maintenance of the facility; anticipated future transportation needs; or the safety and security of the facility creative juices in the community to make plans for the use of the for both highway and non-highway users. Private or public uses of airspace may occur, but the protection and preservation of the nation's highway otherwise wasted but valuable air space above. J. Loeb; Stakeholder's capacity is essential... An airspace lease may range from a short term use with few or no tenant improvements to a long-term use with substantial Representative, Neighborhood Nation structures... The common element for successful airspace leasing activities is coordination among the various interested participants. A good highway airspace agreement must reflect legal, planning, environmental, design, construction, maintenance, insurance, safety, and security requirements. Participants involved in evaluating a leasing proposal may include the proposed airspace user, affected sections of the SDOT/SHA, Local Public Agencies (LPA), and as appropriate, the FHWA. The FHWA has final approval on leases of airspace on Interstate systems...Since the events of 9/11, security has become a significant issue to be considered when making decisions regarding transportation infrastructure. This is true of the decision process for airspace leasing. All airspace lease requests should be evaluated by SDOT/SHA, other state agencies with security expertise or responsible for the state's critical infrastructure protection, and (when appropriate per the Stewardship Agreement) FHWA staff with expertise in safety and security matters. In certain instances, due to the design, configuration, and complexity of the airspace facility, it may be appropriate to obtain an independent safety and security analysis to assist the SDOT/SHA and the FHWA in making a determination whether to approve the airspace lease request."
373 Ted Ross NLSS The entire future is predicated on ENOUGH water to sustain existing The San Diego County Water Authority has plans and strategies in place to provide long-term supply reliability for the region and manage prolonged Web inhabitants. Suggesting the levels of growth without establishing a droughts. These plans are developed in coordination with the retail member agencies and SANDAG. Similar to how SANDAG is required by law to contingency plan should the drought last for decades is IRRESPONSIBLE update its transportation plan every four years, the Water Authority is also required by law to update its Urban Water Management Plan (UWMP) every if not criminal. The growth is nothing more than a PONZI scheme five years. The purpose of the UWMP is to document the water supplies and conservation efforts necessary to meet existing and future water which is self fulfilling..more people...more transportation demands. In the Water Authority’s UWMP, a diverse resource mix of local and imported supplies is identified to meet the water demands of the San needed...more taxes to pay for more, more, more. Diego region. Per a 1992 memorandum of agreement signed between the Water Authority and SANDAG, the Water Authority utilizes SANDAG’s official growth forecast to project future water demands within the region. This coordination ensures linkage between local jurisdictions’ general plans and the Water Authority’s projected water demands. It also ensures that the Water Authority is identifying the appropriate mix of resources to meet the existing and future growth within the region. The UWMP also includes a scenario planning process that identifies the uncertainties associated with implementation of the resource mix and the adaptive strategies to manage the uncertainties. Updates of the UWMP are provided to SANDAG and the local land-use jurisdictions for their use when developing land use plans and policies. The Water Authority also has a Water Shortage and Drought Response Plan that identifies potential actions that can be taken from a regional perspective to minimize or avoid impacts due to shortages. The plan identifies a multi-faceted approach to managing long-term droughts, including both extraordinary conservation and supply enhancement. The Water Authority recently activated the plan in February 2014, immediately following the Governor’s declaration of a statewide drought emergency in January 2014. California is facing an unprecedented four year drought. For the first time in California’s history, the Governor is mandating urban water use reductions statewide due to the severity of the drought. State emergency regulations have been adopted to carry out the Governor’s mandate that identify a reduction target for each urban water agency. With assistance from the Water Authority, the retail water agencies within San Diego County are taking the steps necessary to meet the mandated reduction target. According to the Water Authority, the Governor’s focus is on demand reduction statewide due to the drought, without taking into account the available supply to serve a community. The actual supply shortage due to drought in the San Diego region is minimal this year (1-2 percent), even with a 15 percent imported supply cutback from the Metropolitan Water District of Southern California. Investments by the Water Authority and its member agencies in local supplies and long-term Colorado River water transfers are able to offset the supply shortage from the Metropolitan Water District this year. In the fall of 2015, the Carlsbad Desalination Plant is planned to begin producing a local drought-proof supply for the region. This demonstrates that the supply diversification strategy identified in the UWMP can result in supply reliability. Unfortunately, the state’s mandated conservation targets do not take into account the local investments made in drought-proof supplies. The water conserved in response to the state’s mandate is being stored by the Water Authority in local reservoirs, primarily the newly expanded San Vicente Dam. Having water stored locally in San Diego County will be critical, should the drought continue, to offset potential deeper cutbacks from the Metropolitan Water District. As part of its planning process, SANDAG works in conjunction with each of the local land use jurisdictions and other agencies to update the region’s long range growth forecast. While the region is still growing, the forecast projects an average annual growth rate of less than one percent between now and 2050 – the slowest growth rates compared with any previous forecast. Most of our growth – almost two thirds – will be internal growth, meaning our children’s children. In addition, the forecast shows that our growth patterns will become more concentrated in the region’s most urbanized areas over time, minimizing land devoted to landscaping and reducing land dedicated to impervious surfaces, such as streets and driveways.
374 Cristine Brosas Operation A more efficient Trolley service should be implemented. As a college The draft Plan includes a number of new trolley lines and Rapid services, along with establishment of a system of ten-minute all-day service in the Web Samahan, Inc student who relies heavily on public transportation, I honestly think urbanized area for trolley, Rapid, and local bus routes. that San Diego needs to work on its public transportation (putting more Trolley lines, more bus services to residential areas).
375 Operation While this plan sounds nice, prices get higher in high density areas, Providing adequate housing for a growing number of people, at all income levels and all stages of life is one of the thirteen policy objectives in San Web Samahan, Inc therefore pushing us to locations east of business saturated areas. This Diego Forward. Local plans have been updated to provide more housing choices – more apartments, townhomes, condominiums, and single-family does not do much for those that still need to commute. homes. SANDAG provides funding incentives through two TransNet grant programs to jurisdictions planning for and building affordable housing. 84 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 103 August 28, 2015 No. Name Agency Comment Response Source
376 Operation The bus line concept from Eastlake/East San Diego is highly needed. A direct bus line from Eastlake to East County via the SR 125 corridor was evaluated in past years but not included in the plan due to low ridership. Web Samahan, Inc The express freeway would be more helpful if the prices were more Under the Draft Regional Plan, that trip will be able to be made by using Rapid 225 and then transferring to Rapid 550, the Orange Line, or local buses affordable. Also, only going from 125 N -> 54 does not suffice for depending on the exact destination. Rapid 225 is currently in final design and scheduled for completion in 2017, while Rapid 550 is planned for most travelers who need to get to the 5 freeway. Trolley lines only implementation by 2025. benefit those traveling from San Ysidro to Downtown and vice versa, as As part of SANDAG's acquisition of SR 125 South Bay Expressway, a substantial toll decrease was implemented within the first six months of the well as going to SDSU and Mission Valley. Going further to La Jolla and executed SANDAG/Caltrans franchise agreement. This reduction in tolls was intended to incentivize more local usage of the facility, particularly making even Clairemont/Kearny Mesa area would be beneficial. short trips more affordable. The toll reduction was implemented July 1, 2012. For users of SR 125 South Bay Expressway that are interested in traveling to the I-5 corridor, there are choices already available, including connecting via SR 54, or SR 94, and or I-805.
377 Alejandra Mier y Otay Mesa I would like to express the Chamber's full support of, basically, Thank you for your comments. SANDAG will continue to work with the Otay Mesa Chamber of Commerce to support regional Goods Movement Court Teran Chamber of highways, reconfiguring highways, and potentially expanding them to policies, projects, programs and funding opportunities including working with industry freight stakeholders. Reporter Commerce support freight management. We have a very important cross-border manufacturing community in San Diego County from DJO Orthopedics in Vista to Scantibodies in Santee, to Hunter in San Marcos, as well as the many cross-border manufacturers in the City of San Diego, including Honeywell, Kyocera. We need to support these companies that are fueling our economy. We need to support highways that are so important to truck traffic, and our freight management system. Thank you.
378 Marcy Bonham Pop St Project Synchronize the traffic lights, Please?? Local jurisdictions control the traffic signals for the local streets and roads. Your comment has been shared with staff in the City of San Diego’s Web Transportation & Storm Water Department.
379 Marcy Bonham Pop St Project Could we bring back a sign that used to be on El Cajon Blvd.? "The Local jurisdictions have purview over local streets including the street furniture, and art. Your comment has been shared with staff in the City of San Web Walking Man's Friend" was a neon art piece of a man in Top hat & Diego’s Transportation & Storm Water Department. Tails, whose legs blinked off & on, so that it appeared that his legs were 'walking.' I'd like to help do this project, if it gets approved. I'm having trouble finding a picture of the original neon sign. Any ideas?
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380 Public Health As you may be aware, the Public Health Stakeholder Group (PHSG) is Public Health has been fully incorporated throughout the development of San Diego Forward including the Public Health White Paper, Project Letter Stakeholder an advisory group to San Diego Association of Governments (SANDAG Evaluation Criteria, Performance Measures, Development of the Transportation Network, Alternative Transportation Scenarios, Preferred Transportation Group-Ad Hoc staff), created to facilitate collaboration and recommendations in Network, and the Draft Plan for San Diego Forward. Subcommittee implementing Healthy Works projects. This group engages a range of The SANDAG Board of Directors will consider the Regional Plan and the alternatives evaluated in the draft EIR when making their decision on approval professionals, including public health, design, engineers, community of the Plan later this fall. stakeholders, and land use and transportation planners. While the Healthy Works-funded activities were completed at the end of September 2014, the SANDAG Board of Directors allocated funding to continue the PHSG through adoption of San Diego Forward: The Regional Plan The PHSG recently reviewed the Draft Regional Plan and associated Draft Environmental Impact Report (EIR) currently being circulated by SANDAG. Overall, the Draft Regional Plan and EIR documents are well- written, organized, and comprehensive. PHSG members recognize the good work that went into the preparation of the Draft Regional Plan and EIR documents and the importance of providing leadership on mobility and access planning for the region. The Draft Regional Plan not only considers various public health initiatives in several areas of the document, but SANDAG also takes great strides at responding to requests for more efficient use of the existing system and manage traffic demand. We continue to urge the SANDAG board to invest in the safety, health, and welfare of our children and grandchildren. By focusing on sustainability, alternative transportation, compact land use, and minimizing and mitigating the effects of climate change, we can make a real difference in the lives of our residents. Although we understand the funding and operational constraints outlined in the alternatives analysis, many of the ideas proposed in Alternative 5D, such as incentivizing denser land use in the urban cores, strengthening and accelerating the construction of the transit and active transportation networks, and strategies for discouraging single occupant vehicle trips are important to making the changes we need for healthier communities. As such, we support Alternative 5D, or a similar strategy that is driven by health and sustainability perspectives, as a planning vision for our region’s future.
381 Public Health The analysis of the Draft Regional Plan does not capture what the true A cost benefit analysis was completed for the Draft Regional Plan. It considered both increases in transportation-related physical activity and decreases Letter Stakeholder health costs are in association with the Project. More accurate life-cycle in emissions costs. There are, however, aspects related to the health and other benefits of active transportation that are difficult to capture, and Group-Ad Hoc and full costs-benefit analysis is needed. SANDAG's support of active transportation programs reflect their importance to our communities. Subcommittee The Draft Regional Plan should prioritize active transportation funding to support and benefit Safe Routes to Transit infrastructure.
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382 Public Health Over the last decade, the State of California has signed into law several San Diego Forward projections show that the San Diego region will not only meet but exceed SB 375 greenhouse gas emission reduction targets set by Letter Stakeholder statutes to reduce greenhouse gas (GHG) emissions due to the serious the California Air Resources Board for future years in 2020 and 2035, and that the region will continue to decrease per capita GHG emission from cars Group-Ad Hoc threat of climate change. The GHG targets set through Senate Bill 375 and light trucks beyond 2035.. San Diego Forward recognizes the interconnections between public health, the built environment, and climate change. Subcommittee (Steinberg, 2008) are not merely academic numbers for SANDAG to Thank you for your comment and we look forward to continuing to work with the health community. achieve through modeling assumptions – they represent a critical societal strategy needed to address climate change. In several recent surveys of physicians in the United States, close to 70 percent report that they are seeing the effects of climate change in their patients, here and now. As PHSG members, we have a responsibility to point out that climate change is not just a climate issue – it is an urgent health issue. On June 23, 2015, the Lancet Commission on Health and Climate Change released a special report that concludes that climate change is “the biggest health threat of this century.” But what is our biggest threat is also our biggest opportunity. Shifting from automobile use to more walkable and transit-using communities will not only reduce carbon and air pollution, but the accompanying physical activity also will yield huge reductions in cardiovascular disease, diabetes, osteoporosis, and some cancers – not to mention improvements in mental health and well-being. We need swift and robust investments in infrastructure to make active transportation in our communities easy, affordable, and safe. Thank you for promoting opportunities to incorporate health in transportation planning and the opportunity to comment on the Draft Regional Plan for the San Diego Region. We thank you for the opportunity to comment and look forward to working with SANDAG staff in addressing our concerns.
383 Public Health II. Cost Effectiveness Cost-effectiveness was used as one of the criteria for all projects in San Diego Forward. Transit projects, for example, were compared against one Letter Stakeholder Given that the Draft Regional Plan is a financially constrained another for precisely the reason the commenter suggests. Cost-effectiveness included travel-time savings, emissions, safety, and other benefits, but Group-Ad Hoc document, the cost effectiveness of the projects under consideration cost-effectiveness was not the only project prioritization criterion. Subcommittee for inclusion in the Draft Regional Plan has significant environmental consequences. Inclusion of projects that have a relatively high cost for each new transit rider may preclude the inclusion of other projects that have a relatively low cost for each new transit rider. The mix of transit projects in the Draft Regional Plan could have different results in terms of overall ridership and VMT depending on the cost effectiveness of the projects. The final EIR should, therefore, evaluate the cost effectiveness of all projects under consideration for inclusion in the Draft Regional Plan.
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384 Public Health III. Proposed Plan - Impacts and Overrides The Regional Plan vision is to provide innovative mobility choices and planning to support a sustainable and healthy region, a vibrant economy, and an Letter Stakeholder There is a considerable gap between the Vision of the Draft Regional outstanding quality of life for all. The three goals of the Regional Plan include Healthy Environment & Communities, Innovative Mobility and Planning Group-Ad Hoc Plan Vision and the effect of the Draft Regional Plan (or what the Draft and a Vibrant Economy. Subcommittee Regional Plan achieves). As stated in the Draft Regional Plan, the goals The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, are to “provide innovative mobility choices and planning to support a carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple sustainable and healthy region, a vibrant economy, and an outstanding alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing quality of life for all.” However, in Table ES-1, there are a number of station sites such as bike lockers, carshare and bike share services, and shuttle services. significant impacts of the proposed Draft Regional Plan that undermine Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested the social and ecological determinants of health and the Draft Regional main lanes. Plan’s Healthy Communities Goal, listed as follows: The Regional Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing • Agricultural and Forestry Resources: significant impacts noted for Trolley , Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs, vision and goals AG-1, AG-2, FR-1 along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. • Air Quality: significant impacts noted for AQ-2, AQ-3, AQ-4 Public Health has also been fully incorporated throughout the Regional Plan update process including a Public Health White Paper, Project Evaluation • Biological Resources: significant impacts noted for BIO-1, BIO-2, Criteria, Performance Measures, Unconstrained Transportation Network, Alternative Transportation Scenarios, Preferred Transportation Network, and ad BIO-3 the Draft Plan for San Diego Forward. • GHG Emissions: significant impacts noted for GHG-4 A cost benefit analysis was completed for the Draft Regional Plan. It considered both increases in transportation-related physical activity and decreases • Hazards and Hazardous Materials: significant impacts noted for in emissions costs. There are, however, aspects related to the health and other benefits of active transportation that are difficult to capture, and HAZ-5 SANDAG's support of active transportation programs reflect their importance to our communities. • Land Use: significant impacts noted for LU-1 San Diego Forward projections show that the San Diego Region will not only meet but exceed SB 375 greenhouse gas emission reduction targets set by the California Air Resources Board for 2020 and 2035.. • Transportation: significant impacts noted for T-1 Approximately 1/2 of the County of San Diego would be conserved as open space. The local jurisdictions are in various stages of the adoption of • Water Supply: significant impacts noted for WS-1 regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation and management of an interconnected of habitat lands. In summary, as described in the Draft Regional Plan, by 2050 the Plan will do the following: • Preserve more than half our land as open space • Exceed greenhouse gas reduction targets • Provide more mobility choices • Invest $204 billion in transportation in our most urbanized areas • Yield almost $2 for every dollar invested • Reduce number of people driving alone in peak periods • Provide 100 new miles of Trolley and SPRINTER service • Increase transit access from 35 percent to 61 percent • Increase jobs close to transit from 42 percent to 71 percent • Reduce collision rates for bicycles and pedestrians by 18 percent Because of the size and scale of the Plan, there are impacts, as pointed out, which are discussed in the Draft EIR.
88 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 107 August 28, 2015 No. Name Agency Comment Response Source 385 Public Health In a typical EIR review process, various environmental, economic, social A cost benefit analysis was completed for the Draft Regional Plan. It considered both increases in transportation-related physical activity and decreases Letter Stakeholder and other considerations and benefits derived from the development of in emissions costs. There are, however, aspects related to the health and other benefits of active transportation that are difficult to capture, and Group-Ad Hoc the Draft Regional Plan may override and make infeasible any SANDAG's support of active transportation programs reflect their importance to our communities. Subcommittee alternatives to the Project or further Mitigation Measures beyond those 1. The potential benefits of physical activity are complex to estimate. In our initial research, the CA Costs of Physical Inactivity study seemed both incorporated into the Project. Our concern is that the analysis of the locally appropriate and robust. However, when the assumption was challenged, SANDAG looked deeper into the literature and saw that the Draft Regional Plan does not quite capture or fully disclose the health $1,100 figure was on the high end of the range of studies, most of which were clustered in the $0.02-$0.05/minute range, rather than the costs associated with the Project. The PHSG requests that more ~$0.20/minute that the $1,100 suggests. SANDAG felt the need to be conservative in interpreting the results of highly varied research, and accurate life-cycle and full cost-benefit analysis, particularly including went with a lower figure ($0.0325/minute) for both the project-level performance evaluation and the BCA of the entire Plan. SANDAG is open the costs of chronic disease, be added to the overall assessment of the to studies and analysis that would suggest a different value, either on a per-minute basis, or for the value of exceeding the activity threshold Draft Regional Plan. that we used in the BCA • The economic analysis of the Draft Regional Plan cited a study 2. The economic costs of health care are indeed significant. that estimated cost savings of improved active transportation 3. The economic value of time is based not on what alternate activity in which a person would engage (unknown), but rather on the extensive and activity of approximately $1,100 per person/year. SANDAG literature on how people value their time generally. This allows us to calculate an economic value of a scarce commodity that has no direct price. reduced that value to $182 per person/year based on an increase of 15 minutes of additional activity per day. These 4. The travel model on which the congestion relief values are calculated does indeed take into account increasing future congestion. In fact, the figures underestimate the real costs and potential cost savings resident (non-commercial) time-savings benefits for transit are indeed larger than those for auto travel over the life of the analysis for this that could be truly invested in more beneficial ways (education, reason. Health, emissions, and other ancillary benefits were calculated for all travel modes in the analysis. housing, recreation, etc.). • The United States spent $2.3 trillion or 16 percent of gross domestic product (GDP) on health care, more than it spent in any other sector of the economy. The Congressional Budget Office projects that by 2016, the percentage of GDP consumed by health care will equal 20 percent. One in three San Diego County residents has at least one or more chronic diseases, with treatment costing $4.6 billion annually. The same report showed that by 2020 the number of deaths from chronic diseases is projected to increase by 36 percent if no changes are made in risk behaviors. The chronic disease costs in 2007 were reported to be an average of nearly $12,000 for every man, woman and child in San Diego per year. That is the total direct and indirect costs. Just the direct treatment costs are almost $2,000 per person per year. These figures do not account for an individual’s diminished quality of life. • The economic analysis of the Draft Regional Plan is overly influenced by the opportunity cost of wait time. The analysis assumes that the value of an individual’s “wait-time” translates to about $11.39 per hour. If we were going to perform an economic evaluation on “time,” any value or costs generated should be based on the amount of time recaptured or repurposed for business activity or for spending more disposable income. • The benefits of the congestion relief appear to be assumed to yield benefit value over the life of the Project, whereas they typically only last a few years due to the incentive to drive more and latent demand is realized. Unlike construction of more freeway lanes to reduce congestion, construction of truly great, safe, continuous, and connected complete streets and bike ways should be the top priority – they will continue to pay dividends long after the new lanes are congested again. This is because they directly improve health, reduce VMT, particulates, and GHG, and support local businesses (people spend money on foot far easier and readily than in a car or bus or train).
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386 Public Health IV. Active Transportation By 2050, the Regional Plan includes full build-out of the entire regional bike network. Most bike projects will have safety improvements not only for Letter Stakeholder We support the effort of the Draft Regional Plan to “incorporate bicyclists but also for pedestrians. The Draft Regional Plan incorporates safe bike and pedestrian access into investments in other modes of travel, Group-Ad Hoc regional transportation model enhancements to provide more robust including public transit and highway improvements-- a practice already assumed by SANDAG in ongoing planning and construction of capital projects. Subcommittee data regarding bicycle and pedestrian travel and public health In the Active Transportation grant program, SANDAG incentivizes adoption of Complete Streets policies by local jurisdictions by awarding higher points outcomes.” Given the emphasis of the Draft Regional Plan on to those applicants that have adopted such policies. encouraging VMT reduction and moving to other modes of transportation, we believe that more of the total funding should be going to supporting active transportation projects. There should be strict restrictions on regional investments in communities and areas that do not meet the key principles of smart growth or for agencies that have not adopted a Climate Action Plan or Complete Streets Policy.
387 Public Health V. Safe Routes to Transit and Transportation Demand Management: Thank you for your comment. SANDAG recognizes the benefits of developing TDM programs to support transportation infrastructure and service Letter Stakeholder SANDAG coordinates a number of transportation alternative programs improvements and the TDM division is developing customized TDM programs for specific transportation projects. For example, a comprehensive TDM Group-Ad Hoc that are increasing the number of commuters who carpool, vanpool, plan was developed for the North Coast Corridor to support the investment in HOV facilities and rail improvements. The implementation of this plan is Subcommittee use transit, bike, walk, and telework. Over the past few years, SANDAG underway. Similarly, a TDM plan is under development for the Interstate 805 South Express Lanes project to incorporate TDM strategies into corridor has been extremely effective at getting thousands enrolled into various improvements. TDM programs. Of the planned transportation network improvements SANDAG also has several efforts underway to improve connections to transit. For example, a study that evaluates first and last mile solutions for by 2050, the most relevant to this impact analysis include double employment centers served by Rapid transit service is under development. Strategies being examined include bike and pedestrian improvements, tracking at certain locations on the Los Angeles-San Diego-San Luis integration of shared mobility services (e.g. carshare, bikeshare, on-demand shuttles) to extend the reach of transit, and other amenities (e.g. real-time Obispo (LOSSAN) Rail Corridor and SPRINTER rail corridors, increases in travel information, mobile/concierge services) that make it more convenient to ride transit. COASTER frequencies, trolley extensions, Rapid transit vehicle Additionally, SANDAG is in the process of developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, implementation, etc. As shown in Table 4.15-16, by 2050 there would and urban design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend be substantially more transit boardings (1.8% of all peak period mode improvements, conceptual designs, and implementation options for different communities served by high-frequency transit throughout the San Diego trips in 2012 to 2.3% in 2020, 3.1% in 2035, and 3.7% in 2050). region. Transit is one of the important ways the region can minimize VMT and the associated air pollution and GHG production while still providing mobility options. It will be important to link effective and efficient TDM programs to the phasing of various network improvements.
388 Public Health We support the efforts of SANDAG to accommodate smart growth and The draft San Diego Forward: The Regional Plan establishes goals for participation in TDM programs to include vanpool, carpool, telework, and shared Letter Stakeholder to provide a robust transit system serving our current needs and future mobility services through 2050. The SANDAG Transportation Demand Management (TDM) division continually collects and evaluates data on TDM Group-Ad Hoc growth areas. To that end, we encourage SANDAG to prioritize transit program participation to ensure progress towards meeting goals for reduced vehicle miles traveled. Further the TDM division conducts regular surveys Subcommittee projects as much as possible in this and future planning efforts. to assist with determining the effectiveness of TDM programs and opportunities for growth. This includes a triennial Regional Commute Behavior • TDM performance and evaluation criteria are needed to make Survey as well as employee commute surveys that are conducted at worksites throughout the region on an ongoing basis. sure we are on track to monitor progress in reducing VMT. TDM SANDAG has several efforts underway to address first and last mile connectivity. For example, a study that evaluates first and last mile solutions for strategies should be accountable so that their effectiveness can employment centers served by Rapid transit service is under development. Strategies being examined include bike and pedestrian improvements, be measured, future implementation can be evaluated, and integration of shared mobility services (e.g. carshare, bikeshare, on-demand shuttles) to extend the reach of transit, and other amenities (e.g. real-time smarter investments can be made. travel information, mobile/concierge services) that make it more convenient to ride transit. • More funding “first and last mile improvements” are needed to Additionally, SANDAG is in the process of developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, make transit more accessible and successful. For example, Safe and urban design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend Routes to Transit improvements should be given a funding improvements, conceptual designs, and implementation options for different communities served by high-frequency transit throughout the San Diego priority since the improvements will connect people to transit region. Mobility hub locations will be prioritized based on a variety of factors including the mix of land uses and the type and frequency of available and typically also will complete walking and bike connections on transit service. Smart growth opportunity areas will also be leveraged to identify viable sites for mobility hub investments. Availability of funding major arterials that already serve housing, employment areas, through the life of the Regional Plan allows for the implementation of up to 20 mobility hubs by 2035. SANDAG aims to explore additional mobility and provide access to goods and services. hub implementation funding opportunities through federal and state grants in addition to public-private partnerships.
90 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 109 August 28, 2015 No. Name Agency Comment Response Source 389 Public Health Page 5 of Appendix G to the Draft EIR, lists common assumptions used The Draft Regional Plan shows a reduction in VMT per capita through the implementation of the transportation network and through implementation Letter Stakeholder in the GHG emissions inventory. It also shows the number of of land use decisions that have been made by the cities and county to develop within their existing boundaries. The transportation component of the Group-Ad Hoc ”VMTs/day and population estimates based on Series 13 Forecast. The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Subcommittee numbers break down to 25.27 VMTs/day in 2012, 24.72 miles in 2020, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple 23.64 in 2035, and 23.42 in 2050. When looking at the difference alternatives to driving alone which helps reduce vehicle miles traveled. between years 2012 and 2020, we are essentially asking people to shift their mode behavior for 0.55 miles per person per day. It also could mean that we are asking people to carpool, walk, bike, or take transit on average eight more days in a calendar year. It could also mean that we are asking about 68,000 people to ditch their cars completely by the year 2020 (when extrapolating this to the region’s total population). A fundamental question for decision makers will be to determine if we are doing enough to get people out of their cars and carpooling, walking, biking, or taking transit by years 2020, 2035, and 2050.
390 Public Health VII. Transportation Infrastructure and Sea Level Rise Guidance SANDAG understands how sea level rise and climate change can threaten public health and the regional economy. This is recognized in the San Diego Letter Stakeholder Sea level rise and coastal erosion threaten coastal infrastructure, Forward Chapter 2 - A Strategy for Sustainability. SANDAG considers potential impacts of climate change on transportation projects by designing Group-Ad Hoc including transportation assets. As described on Page F-10, rising sea infrastructure to withstand impacts of sea level rise, extreme heat, and intense rain events. Subcommittee levels will significantly increase the challenge to transportation Further, through the Environmental Mitigation Program, SANDAG is studying climate change impacts on regional habitat and species to better managers in ensuring reliable transportation operations. A North Coast understand how to manage habitat preserve areas in the future. Finally, SANDAG has been coordinating regional shoreline preservation to reduce Corridor study found that multiple bridges along the railroad, Interstate impacts from rising sea levels and has built two regional sand replenishment projects. SANDAG will continue to seek opportunities to maintain the 5, and State Highway 101 corridors may be vulnerable to high water in region's shoreline and implement the Regional Shoreline Preservation Strategy. the future. The public review draft of the revised Sea Level Rise Policy Guidance document, currently being circulated by the California Coastal Commission, provides an overview of the best available science on sea level rise for California and recommended methodology for addressing sea level rise in coastal commission planning and regulatory actions. Although as detailed in the Draft Sea Level Rise Policy Guidance publication there are a number of adaptation strategies that can be explored, current guidance is putting a focus on retreat strategies that relocate or remove existing development out of hazard areas and limits the construction of new development in these areas. Shoreline armoring is a common protection for linear infrastructure, such as highways and rail lines. Although near-term adaptation may allow near-term sea wall protection, long-term retreat may not be feasible for critical infrastructure in built out environments. To enhance transportation planning coordination and decision-making, we need to better understand coastal hazard risks and how best to protect coastal resources, including transportation infrastructure over time. Given the range of impacts that could occur as a result of sea level rise, the region would benefit from having a vulnerability assessment and adaptation plan conducted for significant regional infrastructure.
91 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 110 August 28, 2015 No. Name Agency Comment Response Source 391 Sean Karafin San Diego It's important that we approach this growth that we've been talking We appreciate your comment and your support for the Draft Regional Plan. Please continue to follow along in this process by visiting SDForward.com. Court Regional about in a thoughtful way. We need to protect our environment. We Reporter Chamber of obviously need to protect our quality of life, and we also need to Commerce, protect and allow for our economy to grow with the population. The Public Policy and concepts included in this Plan, looking at accommodating more Economic compact development, multi-modal transportation system connecting Research housing to job centers -- these are all very important things. And I don't have to tell people in this room how diverse our region is and how each of our communities have such unique needs. We need more fast and reliable transit. We do need a broad and safe active transportation network. And we need to target our investments and our roads and our highways so that those investments support transit service, carpools, and the efficient movement of goods. And the people in this room, again, know that that's code for jobs. That's how we create jobs in this region. This plan directs investments to keep our economy moving, creating jobs, and helping us meet those greenhouse gas reduction targets that we're trying so hard to do. Thank you.
392 Alison Farrin Ramona Trails In our review of the San Diego Forward Plan, there does not appear to We will incorporate the County Regional Trails Plan into Figure A.14 in the final Regional Plan. Email Association be any significant reference or weight given to the enacted County Master Trails Plan. This plan was designed to connect communities on both a pathway and off-road basis, enabling citizens to use non- motorized transport to reach live/work/play destinations. I would think it should be an integral part of your forward planning as it specifically states it is to be the implementing document! What happened? http://www.sandiegocounty.gov/parks/trails.html On January 12, 2005, the San Diego County Board of Supervisors unanimously approved the adoption of the County Trails Program and the Community Trails Master Plan (CTMP). The County Trails Program will be utilized to develop a system of interconnected regional and community trails and pathways. These trails and pathways are intended to address an established public need for recreation and transportation, but will also provide health and quality of life benefits associated with hiking, mountain biking, and horseback riding throughout the County's biologically diverse environments. The County Trails Program involves both trail development and management on public, semi-public, and private lands. The Community Trails Master Plan will be the implementing document for the trails programs and contains adopted individual community trails and pathways plans.
92 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 111 August 28, 2015 No. Name Agency Comment Response Source 393 Mike Lutz Rancho The Rancho Bernardo Community Planning Board (Planning Board) SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design Letter Bernardo appreciates the opportunity to provide comments on the draft San enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend improvements, Community Diego Forward: The Regional Plan (Regional Plan). We also thank you conceptual designs, and implementation strategies for different communities served by high-frequency transit in the San Diego region; to address Planning Board for attending our June Planning Board meeting to present the Regional access to and from existing and new transit facilities. The plan will prioritize mobility hub locations based on a variety of factors including the mix of Plan and answer our questions . Following your presentation , the land uses and the type and frequency of available transit service. Smart growth opportunity areas, including employment centers, will also be leveraged Planning Board discussed the proposals in the Regional Plan and to identify viable sites for mobility hub investments. Additionally, a wide range of new and emerging shared mobility services (e.g. carshare, bikeshare, identified a number of issues that we believe warrant comment. As a scootershare, on-demand shuttles) will be evaluated and incorporated to provide residents, employees, and visitors with a range of options that result, the Rancho Bernardo Community Planning Board approved, by a connect to and from transit services. vote of 11-0-0, forwarding the comments presented below to SANDAG for consideration and possible inclusion in the Final Regional Plan. Transportation Improved Access to and from Transit Stations: The Planning Board supports the Regional Plan's recommendation for "making a strong link between how we design local development projects and how we design the regional transit systems that serve them." There must however also be more thought given to how we can improve accessibility to and from existing transit facilities, particularly transit facilities such as the Rancho Bernardo Transit Station, which serves both residents traveling to work from Rancho Bernardo and employees traveling from other areas to Rancho Bernardo's industrial park. Local transit service to and from the transit station is extremely limited, requiring most residents to drive to the transit station and limiting opportunities for employees of the industrial park to take advantage of available regional bus service. The Regional Plan recommends making transit more convenient; providing local transit opportunities to and from existing transit facilities is consistent with this recommendation . The region has made significant investments in our existing transit facilities; therefore, it only makes sense that we attempt to maximize that investment by improving accessibility to and from these facilities.
394 Mike Lutz Rancho Improvements to the I-5/SR 56 Interchange: To improve east/west Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the time period Letter Bernardo access between I-15 and I- 5, the Planning Board requests that covered by that plan. While we’re anticipating around $204 billion over 35 years, we don’t have all the money right now which requires some projects Community consideration be given to accelerating the construction dates for to be phased in later years. However, Caltrans and the City of San Diego are currently exploring the use of Development Impact Fee dollars for Planning Board constructing the westbound SR 56 to northbound I-5 ramp and the operational improvements on the west end of the SR 56 corridor near I-5. The draft Plan includes a future widening of SR 52 between I-805 and I-5. southbound I-5 to east bound SR 56 ramp. Further, the timing for Advanced planning studies for this segment of SR 52 would analyze various alternatives. widening SR 56 should be accelerated and the widening project should include a Fastrak/carpool lane. Consideration should also be given to providing a FastTrak/carpool lane on SR 52 between I-805 and I-5.
395 Mike Lutz Rancho Bicycle Planning: The Planning Board supports the Regional Plan's We appreciate your support and feedback. Please continue to follow along in this process by visiting SDForward.com. Letter Bernardo proposal to expedite the completion of Class 1 and other appropriate Community bicycle facilities throughout the County to provide safe access for all Planning Board riders.
396 Mike Lutz Rancho High-Speed Train Service: The Planning Board continues to oppose the Until a final alignment is chosen by the California High-Speed Rail Authority (CHSRA), SANDAG is showing the alignment documented in the CHSRA's Letter Bernardo inclusion of a proposal to extend the High Speed Rail line down the I- programmatic environmental document. A map showing the alternative alignments will be included in the final Regional Plan in Appendix A. Community 15 corridor from Escondido to downtown San Diego within the Planning Board Regional Transportation Plan. The Regional Plan should not assume the alignment has been approved, as CEQA and NEPA have not yet been completed for this alignment and there are alternatives to this alignment that need to be considered and evaluated before any final decision can be made.
93 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 112 August 28, 2015 No. Name Agency Comment Response Source 397 Mike Lutz Rancho Public Facilities Meeting the Active Recreational Needs of the Region: While we agree that recreational facilities are an important component of local quality of life and public health, the Regional Plan, by virtue of Letter Bernardo The Regional Plan must provide solutions for achieving the objective of SANDAG responsibilities, focuses on protecting parklands, open space, natural resource areas, and farmland at the regional scale. Public facilities such Community creating "great places for everyone to ...play," while also ensuring that as field sports, mountain biking, cross country running, and other recreational amenities, fall under the domain of local jurisdictions and community Planning Board the resources intended for protection in our open space preserves will groups. indeed be preserved. Accommodating another one million residents within our already developed communities will require more than walkways and plazas to satisfy the Region's active recreational needs. The Management Strategic Plan for Conserved Lands in Western San Diego County (version 08.27.2013) identifies human use of lands purchased to preserve species and habitats lost to development elsewhere in the region as a stressor that may impact sensitive species and necessitate the need for management to ensure species persistence. Education programs and park stewards can help, but these actions do not address the unmet need of providing open space for active recreation. Although the conserved lands can provide some needs, other open space areas and areas that can accommodate field sports must be identified to meet the active recreational needs of current and future residents in the region. In addition, funding sources for purchasing land to accommodate active recreational uses (e.g., field sports, mountain biking, cross country running) should be examined in the Regional Plan. Significant funding has been expended to preserve our sensitive resources, so it is imperative that we take the steps necessary to ensure the continued protection of these resources.
398 Mike Lutz Rancho Land Use Ensuring Protection of Prime Industrial Lands: "San Diego The Plan assumes most of the region's employment growth within established employment areas which include the employment areas along the I-15 Letter Bernardo Forward: The Regional Plan, serves as a blueprint for how our region corridor. One of the 13 policy objectives in the Plan is to "invest in transportation projects that provide access for all communities to a variety of jobs Community will grow, and how SANDAG will invest in transportation infrastructure with competitive wages". As such, the Plan does not propose adding housing to employment areas, rather providing transportation options from Planning Board that will provide more choices, strengthen the economy, promote a where people live to the job center. Land use and zoning decisions are not within SANDAG's purview and are the responsibility of local land use healthy environment, and support thriving communities." The focus of authorities. the Regional Plan seems to be on sustainability, housing, and transportation, with limited discussion about jobs and job creation; both essential components of a strong economy and vibrant communities. The Planning Board would like to see a greater focus on the regional economy as a whole, including a recommendation to protect prime industrial lands throughout the region. Ensuring regional economic prosperity and vibrant communities requires the availability of good paying jobs, the type of jobs provided within the areas set aside for prime industrial uses. To ensure the protection of prime industrial lands and the types of jobs generated in these areas, the Planning Board requests that the Regional Plan include the recommendation that member agencies evaluate existing zoning to ensure that the uses permitted within designated prime industrial lands are not resulting in the erosion of prime industrial uses over time. The Rancho Bernardo Community Planning Board appreciates the opportunity to review and provide comments on the draft San Diego Forward Regional Plan.
94 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 113 August 28, 2015 No. Name Agency Comment Response Source 399 Andy Hanshaw San Diego The San Diego County Bicycle Coalition (SDCBC) is a 501(c)3 non-profit Thank you for your review of the Draft Regional Plan and providing comments and support. Letter County Bicycle organization. We promote bicycling as a safe, enjoyable, and reliable Coalition form of transportation and recreation. We advocate for the rights of people on bikes as well as support infrastructure that provides a safe and connected bicycle network across San Diego County. We are writing to provide comment on Draft San Diego Forward: The Regional Plan. We would like to congratulate SANDAG for the progress that has been made over the course of the plan’s development to prepare a draft Regional Plan ready for public comment and review. SANDAG was responsive to information and input provided at their community workshops and public meetings to develop a Regional Plan that balances the environmental, economic, and social well-being of the San Diego region. The SDCBC supports the stated goals of the Regional Plan, which include strengthening the economy, promoting a healthy environment, supporting thriving communities, and installing infrastructure that provides more transportation choices to residents and visitors of San Diego County. We support the efforts of SANDAG to develop a Regional Plan that increases transportation choices for everyone, supports our economy, maintains our quality of life, and protects the environment. The following comments and suggestions would strengthen those goals and address shortcomings in the plan.
400 Andy Hanshaw San Diego One primary concern of ours is in regard to the timeliness of active By 2050, the Draft Regional Plan includes full build-out of the entire regional bike network. This includes $200 million worth of projects that will be Letter County Bicycle transportation project planning and implementation processes. The implemented within the next ten years, through the Regional Bike Plan Early Action Program. Coalition active transportation goals in the DRP are attainable, but they must be carried out in a timely manner. We feel that currently there is significant delay in the development of non-car transportation, ultimately making the realization of the DRP’s goals (healthy environment and communities, innovative mobility and planning, and vibrant economy (p. 10)) difficult to attain. We urge SANDAG and its member agencies to accelerate the implementation of bicycle and transit projects.
401 Andy Hanshaw San Diego We would like more transparency in the Plan regarding performance The next Regional Performance Monitoring Report proposed to include the following performance monitoring indicators: Commute Mode Share, Letter County Bicycle monitoring indicators. While general categories are included, we feel Annual Transit Boardings, Travel volumes for all modes including bikes and pedestrians using the regional Bike Counter Network and Alternative fuel Coalition specifics should be as well. For instance, bicycle miles traveled or vehicle ownership. multimodal level of service – we would like to know if these or other indicators are currently planned to be in use.
402 Andy Hanshaw San Diego Further attention to and consideration of the “resurface/repurpose” Local projects (including resurfacing projects) funded with TransNet funds are required to provide routine accommodation for people who walk or Letter County Bicycle concept would be wise both economically and environmentally. If while bike, per SANDAG Board Policy 21. Furthermore, regional bikeway projects are coordinated with local resurfacing projects where possible. Coalition resurfacing a roadway, it was also repurposed by the addition of bike facilities such as buffered and non-buffered bike lanes and bike paths. This practice would be beneficial both economically by minimizing expenses and environmentally by minimizing land use.
403 Andy Hanshaw San Diego We feel incentives to shift the mode of travel from the car to more Balancing the cost of transit fares and service levels is the heart of the matter. There are limited operating funds available and all funding is being used Letter County Bicycle active modes of transportation must be offered such as reduced transit to maximize service. While many people would like fare levels to be lowered, this could have a negative impact on the funding available for service. Coalition fares and safer biking and walking facilities that access communities Discounts are available for seniors, persons with disabilities, and youth (18 and under). The $5 Day Pass allows unlimited use of most rail and bus throughout the county. We feel that in order to improve air quality, services (fares for COASTER and Rapid Express are higher). reduce VMTs, and promote the health and safety of both communities In terms of incentivizing healthy and accessible communities, SANDAG offers two TransNet grant programs, the Smart Growth Incentive Program and and the environment, projects that offer alternatives to car travel must the Active Transportation Program. Both programs offer matched funding for planning and capital projects that ultimately create more multi-modal, be prioritized. accessible, and vibrant communities.
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404 Andy Hanshaw San Diego The expansion of transportation choices should support the needs of all Caltrans has been studying the environmental impacts of adding Express Lanes along SR 94 between I-805 and Downtown San Diego. The addition of Letter County Bicycle communities. Some freeway expansions, such as the SR-94 do not do these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Local representatives and Coalition that. Improving transit on the SR-94 is an admirable goal. However, the community stakeholders along the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into two alternatives being studied in the Draft EIR call for widening of the the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law freeway to build new HOV lanes which will increase Vehicle Miles does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in Traveled through the heart of San Diego’s most walkable, bikeable, the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result compact, and transit-oriented communities – Golden Hill, Sherman Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities Heights, City Heights, and South East San Diego. We support the along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future SR 15/SR 94 HOV-to-HOV community’s request to include the two innovative, community- direct connector project. The draft EIR will be released once additional analysis has been completed. supported alternatives in the DEIR. This suggestion to convert existing lanes rather than building out to install new ones supports our previously stated concept of “resurface/repurpose.”
405 Andy Hanshaw San Diego In order to achieve the City of San Diego’s ambitious draft Climate Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the time period Letter County Bicycle Action Plan (CAP) goal of 6 percent bicycle commuter mode share by covered by that plan. While we’re anticipating around $204 billion over 35 years, we don’t have all the money right now. Also, a majority of the Coalition 2020, the portion of the budget allocated to projects that promote funding sources are tied to certain types of projects (for example, transit infrastructure or highway operations and maintenance) and we don’t have the bicycle infrastructure must be increased. Many studies and surveys have authority to interchange them. These constraints come with specific provisions from Congress or the state Legislature. The “revenue constrained shown that bicycle commuter mode share is directly proportional to the scenario” for transportation investments detailed in our Regional Plan plays by those rules. It’s what we can do given the budget we project. amount allocated to active transportation in the budget. We ask that SANDAG consider increasing the portion of the budget allocated to active transportation sector from 3 percent to 6 percent. Additional bicycle facilities and programs are also an appropriate mitigation measure for projects included in the DRP that actually increase VMT and emissions from cars.
406 Ted Anasis San Diego San Diego Forward –The Regional Plan Draft, April 2015 Page 52, The language in Chapter 2 on Page 52 and Page 147 will be revised to indicate the ITC is located adjacent to the airport. The sidebar on Page 83 Letter County Regional Sidebar on Page 83, Goal #16 on Page 147 and Appendix A The text already does indicate the ITC will be located along the rail corridor. The Appendix A project listing is simply the title of the project and is not meant to Airport implies that the Intermodal Transit Center (ITC) is on San Diego provide details on the specific project location. Authority International Airport property. The text should clearly state that the ITC is a SANDAG project located adjacent, but not on San Diego International Airport or under the planning jurisdiction of the Airport. Discussion of the ITC should be clear to describe the ITC directly north of the Airport across Pacific Highway with a pedestrian connection to the Airport. The text should not imply the ITC is located on Airport property since the purpose of the ITC is to provide linkages for surface transit modes in proximity to the Airport.
407 Ted Anasis San Diego Page 81, First bullet: There is inaccurate information in this paragraph. We will incorporate the suggested edits into Chapter 2: A Strategy for Sustainability. Letter County Regional Recommend the first sentence be corrected: In 2014, more than 18 Airport million annual passengers used the San Diego International Airport Authority (SDIA). Recommend the third sentence be corrected: There are 12 public use airports in the San Diego region as well as four military airports/airfields. Tijuana International Airport is located directly south of the U.S. border.
408 Ted Anasis San Diego Page 83, Second paragraph The Green Build opened in August 2013, We will correct the date pointed out in your comment in Chapter 2: A Strategy for Sustainability. Letter County Regional not August 2014. Airport Authority
409 Ted Anasis San Diego Appendix A, Pages 4, 11, 12, 22, 30, 34, 47 Footnotes to Airport We will revise the footnotes on the tables located in these pages to indicate that implementation of these services is dependent upon funding from Letter County Regional Express Routes should be revised to read “Capital cost may be funded aviation and other private sources. Airport by aviation and other private funds.” Authority
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410 Ted Anasis San Diego Appendix A, Page 30 – Goods Movement SDIA Interior Northside Thank you for the clarification for this project's completion date. We coordinated all airport-related improvements with the San Diego County Regional Letter County Regional Roadway will be completed by 2016 (not 2020). Airport Authority and have a completion date of 2016 for this particular project. Airport Table A.4 is meant to provide the regional projects which have ancillary freight benefits as well as direct freight benefits and are included in the Authority revenue constrained plan. It is essentially an extension of Table A.2 which includes the phased year that each project will be completed. These timeframes are based on the interim time periods; 2020, 2035 and 2050. As you have stated, this particular project will be completed by 2016. This falls within the 2020 timeframe. This timeframe is not meant to equate to a completion date for all projects; for example five separate projects could be completed by 2016, 2017, 2018, 2019 and 2020 and all fall within this timeframe.
411 Theresa Andrews San Diego Few issues are as inherently relevant to taxpayers as transportation and We appreciate your interest in the Draft Regional Plan and support for transportation infrastructure investments in the San Diego region. Court County Tax infrastructure. Our Board has not yet taken formal position on the San Reporter Payers Diego Forward Plan, but we have a long history of support for Association SANDAG transportation investment. We supported the TransNet half- cent sales tax because we recognize the need for investment in San Diego's transportation infrastructure. The benefits of that investment are now becoming evident, as we see the expansion of the Trolley, light rail, and freeways from those dollars. With our population continuing to grow and the expected addition of about one million new San Diegans over the next 35 years, it is wise to plan now, to accommodate new jobs, homes, commutes, and movement -- and movement of goods and services. SANDAG has put together a balanced plan of transit, road, and freeway improvements, and upgrades for active transportation that addresses the GHG reduction goals realistically and honestly. We will continue our analysis of the plan as it moves forward in the process. But at this stage, we believe it shows great promise for handling San Diego's population and economic growth over the next several decades.
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412 Carolyn Chase San Diego Earth The RTP plan fails plan to sufficiently reduce transportation-related The Draft Regional Plan exceeds the SB 375 greenhouse gas emission reduction targets established by the California Air Resources Board. The Draft EIR Web Day greenhouse gas emissions and continues to plan massive investments in (Impact GHG-2) demonstrates that the proposed Plan would not conflict with the State’s ability to achieve the AB 32 target of reducing statewide low-performing transit and freeway projects, instead of amending the GHG emissions to the 1990 levels by 2020. TransNet sales tax project list. In fact, they do not offer any alternatives The transportation plan continues to evolve over time based on experiences locally and throughout the country. Services like Uber/Lyft, Car2Go are that is anything other than a continuation of old ideas that have being factored into the development of Mobility Hubs. SANDAG has kicked off a study to develop a Regional Mobility Hubs Strategy that envisions key seemingly locked us into a low-performing, car-oriented approach to rail and Rapid transit stations serving as hubs for a number of mobility options that can improve first mile/last-mile connections to transit. We are on transportation planning, since they pursue projects conceived decadeas the forefront of developing this concept and are working toward implementation of pilot mobility hub applications that can leverage both public and ago instead of making changes based on new approaches. Do private sector funding. SANDAG forecasts account for change driving options, i.e. how many With regards to freeway projects, the majority of improvements involve development of a regional network of Managed Lanes facilities that give using Uber, Lyft, Car2go - will not need a second car or any car to get priority to carpools, vanpools, and Rapid services that operate on the Managed Lanes. The draft plan recognizes that, while transit is an effective around, thus reducing VMT? The usage of what was previously solution for urbanized areas, it may not be a cost-effective solution for many areas that are characterized by low density, auto-oriented development. unaccounted for existing car capacity should be considered. SANDAG While future growth is focused on more transit-oriented development land uses, increasing non-drive alone travel choices like carpooling/vanpooling, planners and analysis should be planning transit that attracts drivers, bicycle facilities, etc. to these existing non-transit oriented areas is also important to the overall goal of reducing GHG emissions. Conversion of general based on market research, and therefore reduces traffic. Instead of purpose lanes to create additional Managed/HOV lanes would be governed by federal and state laws and regulations, Also, several alternatives expanding freeways, they should be converting current lanes to transit evaluated in the Draft EIR (5A, 5B, 5C, and 5D) convert general purpose lanes to managed lanes that support carpools. The Board of Directors will and carpools. But in order for this to work, they must have higher consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan. performing transit systems along the lines of what's proposed in the San Diego Quickway Proposal found at: San Diego Quickway Proposal High performing transit services are the aim of the plan. While transfers are often required, a key component of the plan is the creation of a network https://www.facebook.com/quickwayproposal?fref=nf This system of ten-minute all day bus and Trolley service in the urbanized areas which will make transfers less onerous and more convenient. Bus Rapid transit should have been included in the EIR as another alternative. Instead we services are an important part of the plan and a cost-effective solution for many corridors. Rail investment is a cost effective solution in other corridors. keep pursuing old ideas that are not compliant with either our needs or The characteristics of each corridor are evaluated to determine the best investment strategy for that corridor and how it fits into the overall regional the requirements to adapt to a changing climate, or the possibilities transit system. that other regions are implementing. The Coaster should be electrified. Electrification along the LOSSAN and SPRINTER corridors would be challenging due to the mixed operations between COASTER, SPRINTER, Amtrak, Funding is driving planning, rather than planning driving the funding Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond the SANDAG region and will rely on conventional non- and this is a receipt for continued traffic and low-performing transit. electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic EIR. Electrification along the sensitive The end result of this impedes regional growth, rather than coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that would potentially impact coastal accomodating it or attracting it. Smart growth requires smart transit, so views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. As of 2015, all new locomotives please consider a higher performing transit alternative, without slow, purchased must meet US EPA' Tier 4 emissions regulations which dramatically reduce emissions from diesel locomotives. Amtrak Pacific Surfliner Trains expensive trollies that require transfers to get most places in the region. will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and SPRINTER vehicles will be replaced with low The trolley system should be completed and in the long run, converted emission locomotives. off of rails and into a bus-Rapid transit system.
413 Bruce Reznik San Diego Honorable SANDAG Board and Committee members: On behalf of the "Increasing the supply and variety of housing types affordable to people of all ages and income levels" is one of the 13 policy objectives in the Plan. In Letter Housing San Diego Housing Federation, I am writing the San Diego Association addition, the Regional Housing Needs Assessment (RHNA), found in Appendix L, is updated every eight years and provides the framework for planning Federation of Governments (SANDAG) to submit our comments and feedback for for housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used to allocate the draft of San Diego Forward: The Regional Plan. Founded in 1990, the region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the the San Diego Housing Federation (SDHF) serves as the collective voice housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs of those who support, build, and finance affordable housing in the San that assist in the production of affordable housing for very low, low and moderate income households. Other ways the Regional Plan addresses Diego region. As an interested stakeholder in SANDAG’s work, SDHF housing needs include: 1) the Regional Transit Oriented (TOD) Strategy (Appendix U-4 of the Regional Plan), which recommends that affordable staff have participated in several of the San Diego Forward workshops housing be located in Smart Growth Opportunity Areas (SGOAs) located on the Smart Growth Concept Map and/or transit oriented districts; and 2) and we appreciate the opportunity to provide this feedback on the the Smart Growth Incentive Program (SGIP) which supports housing in transit oriented SGOAs using grants that are evaluated based on existing and draft plan. While we are pleased to see housing identified as important planned housing density and affordable housing factors (Board Policy No. 033) and other criteria. in Chapter One of the Regional Plan, we are disappointed to see little in the plan that will actually address our region’s housing needs. With housing so largely overlooked, the Regional Plan will do little to help improve regional transit into the future. This is troubling for many reasons, especially because, as is noted in SANDAG’s 2008 Regional Prosperity Study, if today’s housing trends continue, “what will look like a transportation problem in 2030 will have actually been caused by a housing problem that could have been prevented by acting today.”
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414 Bruce Reznik San Diego In order for the Regional Plan to take greater strides in reducing GHG "Increasing the supply and variety of housing types affordable to people of all ages and income levels" is one of the 13 policy objectives in the Plan. It Letter Housing emissions and addressing affordable housing needs as a part of is known that additional funding is needed to support affordable housing and the SANDAG Board of Directors has identified the need for affordable Federation solution to make such reductions, we offer the following comments housing in their legislative program. In addition to the RHNA, SANDAG prioritizes TransNet grant funding in communities that are planning for and and recommendations: Explore ways SANDAG can provide direct building affordable housing. The prioritization implements SANDAG Board Policy 33, which rewards local jurisdictions for planning and building funding for housing. In order to better connect transit to riders, we affordable housing. SANDAG also has committed to continue collaborating with local jurisdictions and developers on funding applications to state and urge SANDAG to look for ways to provide direct funding for affordable federal affordable housing programs. The SANDAG Board of Directors recognizes that there are many needs in the region and is currently analyzing a housing. This could be accomplished through state legislation, similar potential funding measure that could be placed on a future ballot, though no decisions have been made regarding what will be included in the to SB 1685 (Kehoe), a SANDAG-sponsored bill that expanded purposes measure. for which revenue can be used to allow for funding of environmental mitigation measures. A similar bill could be introduced that would provide SANDAG with flexibility to fund housing to spur investment in affordable housing near transit as part of GHG reduction strategies. If this is done promptly, SANDAG could and should include affordable housing as a component of the proposed Quality of Life ballot measure. As we mentioned in our January 2015 letter to the SANDAG Board of Directors, lack of affordable housing has forced more San Diegans to “drive to qualify” in order to find an affordable place to live. This is unsustainable and must be addressed as a part of a regional Quality of Life initiative.
415 Bruce Reznik San Diego Work with transit agencies to identify land for transit-oriented SANDAG will adopt a Regional Transit Oriented Development Strategy which includes actions to further joint development opportunities. The Strategy Letter Housing affordable housing. SANDAG should also work with the San Diego will be included as Appendix U. It is important to recognize that joint development of MTS property is guided by MTS Board Policy 18 and has four Federation Metropolitan Transit System and North County Transit District to major goals: 1. Integration of transportation facilities into existing and proposed developments to meet community needs; 2. Promotion and identify land owned by these agencies that could be set aside for enhancement of the use of public transportation; 3. Maximization of the recovery of public capital costs and increase of the return on public affordable housing. Earlier this year, the Los Angeles Metropolitan investment; and 4. Enhancement and protection of the transportation corridor and its environs. To achieve these, MTS has worked with a variety of Transit Agency voted to set aside 35 percent of its own land for developers, including some building affordable housing. More information is available on the Joint Development Program page at www.sdmts.com. development of apartments near transit for low-income residents. NCTD's policies allow for the pursuit of joint development opportunities when such opportunities provide physical enhancements to the District's Recognizing that a majority of their riders are low-income and public transit system in combination with revenue production or other financial benefits. NCTD requires that all excess real estate without an FTA struggling to pay rent, LA Metro’s land dedication is a step in the right interest be sold or leased at fair market value. NCTD policies do allow for the disposition of excess real estate at less than fair market value for other direction to keep ridership up rather than forcing riders to abandon public purposes at the discretion of the NCTD Board of Directors. transit and begin to drive as they are forced to move further away from NCTD is currently forwarding transit-oriented developments through public-private partnerships at several locations. transit hubs in search of a place to live that they can afford. Providing NCTD will continue to work with the respective jurisdictions within which the transit-oriented developments are located, along with private sector land set-asides near transit also makes affordable housing development partners, to determine appropriate locations, types and proportions of housing at each site. Affordable housing may be considered where it benefits at these sites more feasible by eliminating competition from market- transit patrons and enhances the overall community. rate developers that drives up the cost of land at these sites.
416 Bruce Reznik San Diego Incentivize strong local-level housing programs As noted in Appendix SANDAG recently awarded its third cycle of grant funding for the TransNet Smart Growth Incentive Program. The fourth cycle is expected to be issued Letter Housing U-13, one strategy SANDAG could implement to encourage affordable in the next several years. As part of the grant program, the working groups, Policy Advisory Committees, Board of Directors, and the public, are asked Federation housing development is to provide incentives for local jurisdictions to to provide input on the criteria before each "call for projects" is released. This provides an opportunity to review how the program is working and meet their affordable housing needs. This could be accomplished by determine whether any changes should be made. If new statewide Cap and Trade funding sources potentially become available, SANDAG would dramatically increasing funding for the Smart Growth Incentive attempt to leverage the TransNet funds to supplement the current SGIP funding amounts. Program and putting in place measures that ensure funds are allocated to jurisdictions with strong affordable housing and anti-displacement programs and policies. Rewarding cities that have strong housing programs, such as inclusionary housing policies, housing impact fees and other tools that promote affordable housing as a part of residential growth furthers smart growth principles by providing adequate opportunity for affordable housing in proximity to transit and other services. SDHF would be pleased to work with SANDAG to identify how to create such guidelines for the Smart Growth Incentive Program.
417 Bruce Reznik San Diego Even if SANDAG does not pursue our first recommendation to pursue While SANDAG is discussing a 'Quality of Life' funding measure that may be placed on a future ballot, the SANDAG Board of Directors has not Letter Housing avenues to allow the agency to directly fund affordable housing reached any decision about what may be included in such a measure. SANDAG is obligated to include funding for implementing the regional share of Federation programs, the agency can put in place requirements associated with the habitat conservation plans as outlined in a provision of the TransNet Extension Ordinance. any Quality of Life initiative that will direct funds only to those cities with strong affordable housing policies and programs. This could help generate hundreds of millions of dollars for affordable communities throughout the region.
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418 Bruce Reznik San Diego Help make San Diego competitive for other funding sources. The Draft Transit capital and operations account for half of the investments proposed in the Draft Regional Plan. A good portion of the remaining investment is Letter Housing Regional Plan continues to prioritize freeway expansion and other auto- proposed for services and programs that support travel by transit. The Draft Regional Plan calls for five new Trolley lines by 2050, 32 new Rapid transit Federation centric investment over public transportation and active transit. By not services, continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, prioritizing transit, the Regional Plan not only falls short in meeting and three new intermodal transit centers. GHG reduction goals, but leaves San Diego continuing to fall behind in SANDAG’s current targets are per capita CO2 emission reductions from passenger vehicles of 7 percent by 2020 and 13 percent by 2035 relative to competition for transit-related funding programs that reward robust 2005 levels, and the proposed Plan exceeds these targets. transit infrastructure. Programs such as the state’s Transit Oriented In terms of funding, the Plan includes over 30 funding sources (both existing and projected). Federal law requires SANDAG to develop a regional plan Development (TOD) Housing Program and the newly created built on reasonable assumptions of the revenues that will be available during the time period covered by that plan. While we’re anticipating around Affordable Housing and Sustainable Communities (AHSC) Program that $204 billion over 35 years, we don’t have all the money right now. Also, a majority of the funding sources are tied to certain types of projects (for provide funding for affordable homes near transit rely on availability of example, transit infrastructure or highway operations and maintenance) and we don’t have the authority to interchange them. These constraints come adequate sites for development. The Regional Plan can help increase with specific provisions from Congress or the state Legislature. The “revenue constrained scenario” for transportation investments detailed in our the potential to tap into these resources by investing in public transit Regional Plan plays by those rules. It’s what we can do given the budget we project. and active transportation rather than highway expansion.
419 Bruce Reznik San Diego Strengthen SANDAG’s Regional Transit Oriented-Development Strategy The Draft Regional Transit Oriented Districts (TOD) Strategy is being reviewed by working groups and stakeholders. Based on comments received to Letter Housing In its current form, the Regional Transit Oriented Development (TOD) date, refinements are being made to identify early actions that SANDAG, the transit agencies, and local jurisdictions can take following the Strategy's Federation Strategy does not go far enough to implement the recommendations acceptance by the SANDAG Board of Directors and inclusion as Appendix U-4 of the Regional Plan. made in the strategy document. Once again, this is an area where SANDAG has opportunity to flex its power of the purse strings and incentivize cities that have policies and land uses in place that reflect the best practices identified in the Regional TOD Strategy document. This rewards jurisdictions that are TOD ready.
420 Bruce Reznik San Diego SANDAG should be a regional leader on housing issues We reiterate Thank you for bringing the CNT report on locating affordable housing near transit to our attention. We appreciate being made aware of this recent Letter Housing the points made in our January 2015 letter to SANDAG’s Board of study on how to reduce vehicle miles travelled and increase transit ridership. Federation Directors – SANDAG must take steps to clearly identify ways housing For the upcoming AHSC cap-and-trade funding we plan to work with stakeholders and potential applicants to identify transportation projects (both fits into its work and this could begin by reconvening the Regional regional and local) that can be used in the next funding cycle. Housing Working Group. This action is recommended as a best practice in SANDAG’s housing affordability white paper on Regional Transit- Oriented Development Strategy and makes sense for working to meet GHG reduction goals. According to a recent study published by the Center for Neighborhood Technology, housing affordability, availability, and location near transit – particularly for households with lower- incomes – plays a critical role in our ability to reduce vehicle miles traveled and increase transit ridership. This report, released on July 14, concluded, “In short, due to the residential selection, household composition, receptivity to higher density housing, and income levels, allocating land and funding to enable development of location-efficient areas in a way that is affordable to lower-income households is expected to yield greater VMT benefits per parcel and per person than allocating the same land to higher-income people.” If SANDAG is truly dedicated to its GHG reduction goals, it must take more of a leadership role to address regional housing issues. Additionally, in other regions, we have seen Metropolitan Planning Organizations (MPOs) and other transportation agencies demonstrate significant leadership on affordable housing issues. Both the Southern California Association of Governments (SCAG) and LA County MTA have convened housing developers to cross-educate on opportunities such as the Affordable Housing and Sustainable Communities program. While SANDAG staff have made efforts in this area, most recently at the Complete Communities Marketplace convening in 2013, such leadership has not been forthcoming from the SANDAG board, and instead seems to be going in the opposite direction as evidenced by the agency doing away with its housing working group.
100 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 119 August 28, 2015 No. Name Agency Comment Response Source 421 Bruce Reznik San Diego Closing In San Diego Forward: The Regional Plan, SANDAG has the SANDAG looks forward to continuing to work with the San Diego Housing Federation on ways to maximize our transit investments, ensure the most Letter Housing opportunity to lay a framework that will have impacts for many years efficient and effective use of our TransNet grant funds (Smart Growth Incentive and Active Transportation Grant Programs), maximize both Federation to come. The San Diego Housing Federation urges SANDAG to adopt a environmental and social equity outcomes, and support affordable housing in the region through our grant programs, the Regional Transit Oriented plan that will significantly increase resources to create housing Development Strategy, and other collaborative efforts. opportunities for low-income residents, spur early and ongoing investment in transit and active transportation, and maximize environmental and social equity outcomes. We are looking to you to be the leader in shaping a better future for all residents in our region, especially for those most impacted by pollution. Thank you for the opportunity to provide these comments. We look forward to continuing to work with SANDAG to preserve and increase the region’s supply of affordable homes.
422 Robin Rivet San Diego Tree Urban forestry is conspicuously missing from your draft Plan, and You are correct that the Draft Regional Plan does not include urban forestry. While it is true that healthy mature trees with large canopies are an Email Map almost all your photos show palm trees and lawns; neither of which are important part of place-making and play an important role in the health of our residents and local communities, local jurisdictions are responsible for particularly sustainable for our San Diego future, but we desperately the maintenance of local streets and roads, where many of the trees would be planted. That said, TransNet, the region's half cent sales tax for need more healthy mature trees with larger canopies. A regional transportation improvements, does include an allocation to local jurisdictions for local street and road projects which could be used for landscaping, canopy assessment would be a good beginning. Where is a baseline such as trees that would contribute toward the urban canopy. Similarly, SANDAG coordinates with local agencies where regional projects are map? I would be happy to discuss any details about the impact this constructed and could include trees that are sensitive to the context of the particular project. could bring our region. [Please see the attached email from Robin Rivet as it provides information regarding a webinar titled, "Resilient Cities: Strengthening resilience through green space and stewardship"]
423 Jason H. Giffen San Diego Thank you for the opportunity to comment on the Draft San Diego We appreciate your support and feedback throughout the development of the Regional Plan. The Port of San Diego and SANDAG have a long Letter Unified Port Forward: The Regional Plan (Draft Regional Plan), dated April 24, 2015. tradition of collaboration and cooperation and we, too, look forward to continuing this partnership in the future. District Overall, the San Diego Unified Port District (District) staff is impressed with the scope and content of the Draft Regional Plan, and is encouraged by the positive outcomes that are predicted as a result of implementing the strategies contained in the Draft Regional Plan. As you know, the District has a strong interest in the future of the San Diego region, from an economic, environmental, and equity standpoint. The District is currently involved in a multi year "Integrated Planning" process leading to an update of its Port Master Plan. The District appreciates the opportunity to work cooperatively with the San Diego Association of Governments (SANDAG) during this process, and looks forward to continued collaboration as we move into the next phase of the process in the coming months.
424 Jason H. Giffen San Diego The following are the District's specific comments with regard to the It is correct that SANDAG's 2004 Regional Comprehensive Plan (RCP) contained detailed information on regional water quality issues and on funding Letter Unified Port Draft Regional Plan: Water Quality Planning, Implementation and needs for storm water management. When SANDAG decided to merge the RCP with the Regional Transportation Plan / Sustainable Communities District Funding The District supports the proposed strategy that would Strategy (RTP/SCS) in 2012, a greater focus was placed on the areas for which SANDAG has direct responsibility, transportation and land use "protect the environment by preserving sensitive habitat, open space coordination. At that time, the SANDAG policy advisory committees and the SANDAG Board of Directors provided direction on the various issue areas and farmland" (p. 36). However, the District would have liked to have to be included in the plan. Because SANDAG is not the primary agency responsible for these two issue areas, these topics were not included in any also seen a discussion in the Draft Regional Plan regarding regional significant level of detail. The Regional Water Quality Control Board is the primary responsible agency. water quality issues. The 2004 SANDAG Regional Comprehensive Plan (RCP) (Chapter 4D) contained an extensive discussion of regional water quality issues, and included specific policy objectives and recommended actions related to planning, implementation and funding for water quality restoration, enhancement and protection (see RCP, pp. 154- 172). In addition, Chapter 7 of the RCP contained an analysis of funding needs for Storm Water Management (pp. 319-320) and included specific recommended actions (p. 346). The District would like to see SANDAG address these issues, and provide an update on the status of the actions recommended in the RCP in the final version of the Regional Plan.
101 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 120 August 28, 2015 No. Name Agency Comment Response Source 425 Jason H. Giffen San Diego Transportation System Investments for Commuters and Tourists The We appreciate your interest in the mobility hub concept. The development of a Regional Mobility Hub Implementation Strategy is underway and will Letter Unified Port District supports the proposed strategy to "invest in a transportation identify transportation services, amenities, and urban design enhancements that can bridge the distance between transit and an individual’s origin or District network that gives people transportation options and reduces destination. The strategy will recommend improvements, conceptual designs, and implementation options for different communities served by high- greenhouse gas emissions" (p. 37). The District sees many frequency transit throughout the San Diego region. Mobility hub locations will be prioritized based on a variety of factors including the mix of land opportunities to work with SANDAG to improve access to existing and uses and the type and frequency of available transit service. Smart growth opportunity areas, including employment and special use centers, will also future public transit service through strategies identified in the Draft be leveraged to identify viable sites for mobility hub investments. Mobility hub investments also will be coordinated with the Regional TOD Strategy Regional Plan. Specifically, the District is interested in working with that is under development. SANDAG to promote Transit Oriented Development (TOD) planning While parking management decisions lie with local jurisdictions, SANDAG provides resources and tools to support local jurisdictions with proactive strategies and emerging Transportation Demand Management (TDM) parking management efforts. SANDAG recently completed a Regional Parking Management Toolbox to assist staff and policy makers from local innovations. The District is particularly interested in the concept of jurisdictions with developing comprehensive parking management programs rooted in data collection and analysis. SANDAG will continue to assist "mobility hubs" as referenced in the Draft Regional Plan (see pp. 71- local jurisdictions with the development and implementation of parking management programs that encourage TOD, support economic development, 72) at key locations and near major District employment centers (such and expand transportation choices. as the Tenth Avenue Marine Terminal and the National City Marine SANDAG staff looks forward to collaborating with District staff on promotion of TOD and TDM strategies. Terminal), as well as in activity centers and tourist destinations for which the District is responsible for land use planning. The District would like to see a clearer description in the final Regional Plan of how SANDAG will prioritize its TOD investment strategies and "mobility hub" projects in relation to these types of centers. In addition, the District is interested in investigating the use of "proactive parking programs" to serve existing and planned activity centers within the District's planning area, and would like to get a better understanding of the role that SANDAG will play in implementing these types of programs.
426 Jason H. Giffen San Diego Transportation System Investments for Goods Movement The District is Thank you for the feedback and support regarding the inclusion of Goods Movement as a key multimodal component of the Draft Regional Plan. Letter Unified Port pleased to see that SANDAG has included a section in the Draft SANDAG will continue to work with the San Diego Unified Port District regarding the development of goods movement policies, programs and District Regional Plan on "transporting goods more efficiently" (pp. 79-82), funding opportunities. The Logistics Center is a concept in the unconstrained goods movement strategy at this point. We will collaborate on this and has included a diagram that illustrates an "Unconstrained Goods concept with Port District staff in any future developments. Movement Strategy" (Figure 2.16), along with a listing of "Revenue Constrained Freight and Goods Movement Projects" for which potential funding has been identified in the Draft Regional Plan (Appendix A, Table A-4). The District supports the designation of the "Port Terminals and Access Improvements at Harbor Drive" as one of the "Key Project Locations" in Figure 2.16. The District is also interested in the concept of a regional "Logistics Center I Yard" at an unknown location north of the District Terminals that are shown in Figure 2.16, and would like to learn more about this project and how it might meet some of the needs of port shippers. Finally, the District is pleased to see SANDAG's commitment to "support the development of policies, programs, and funding for moving goods in the state and nation, as well as for infrastructure in the region that supports moving goods" (p. 147).
102 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 121 August 28, 2015 No. Name Agency Comment Response Source 427 Jason H. Giffen San Diego Improved Ground Access to San Diego International Airport The Draft Draft RegionalImproved access to the airport from the Trolley, COASTER, Amtrak rail corridor via the proposed Airport ITC is an important regional Letter Unified Port Regional Plan contains good background discussion on the coordinated project. District planning efforts, in 2009, between SANDAG, the San Diego County Regional Airport Authority, and the City of San Diego, which evaluated improved intermodal access to the airport and determined actions that could reduce traffic on surrounding arterial streets (pp. 83-84). Since then, the Terminal 2 improvements have been completed and construction of the Consolidated Rental Car Facility (CONRAC) is underway. Now, the District is looking forward to learning more about the next phase of improvements to the airport which will be evaluated under the forthcoming Airport Development Plan. The District is also looking forward to the Airport Development Plan strategy on its coordination with SANDAG relative to the Airport lntermodal Transit Center (lTC) and ground access plans. Thank you again for the opportunity to comment on the Draft Regional Plan. The District looks forward to working in close partnership with SANDAG in an effort to provide a comprehensive vision for the future growth and development of the San Diego region. If you have any questions regarding these comments, please contact me at (619) 686-6473 or via email at [email protected].
428 Southern The Southern California Tribal Chairmen's Association, (SCTCA) , would SANDAG appreciates the working relationship with the SCTCA. Thank you for your participation in the tribal consultation process. Letter California Tribal like to submit this letter as our formal comments on San Diego Forward Chairmen's :The Regional Plan. These comments were derived as a group in a (SCTCA) process involving representatives from the member tribes of SCTCA. Although these comments were based on a larger group consensus, it does not preclude individual tribes from sending in their comments in separately. To begin, SCTCA, would like to recognize the relationship that has been built with SANDAG, one which continues to grow and strengthen in a very positive manner. The fact that tribes are now included in the Plan, and are actively engaged the development process, speaks to the success of our work together. For example, the SCTCA worked hard to double the number of Tribal Transportation Plans included in the document and SANDAG made sure the Tribal Consultation Plan was developed in collaboration with SCTCA. Part of that consultation plan included the tribes reviewing the document to give their feedback the results of which are to follow. In general the tribes appreciated the holistic approach to the Plan. The fact that it takes into account not only transportation but also housing , energy, environment , etc., helps demonstrate the intent for "Smart Growth" and collaboration within the San Diego Region. Of course we are also pleased that tribes are included in the document , are included in the process and are acknowledged as sovereign nations. This is a great stride forward and we hope to continue that momentum as we move into the future.
103 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 122 August 28, 2015 No. Name Agency Comment Response Source 429 SCTCA When looking at the document as a whole tribes are indeed included, Thank you for bringing this to our attention. We will update maps in the Plan and Tribal Consultation Appendix to accurately reflect tribal areas Letter however, we are still separate from the main document. The tribal consistent with how local jurisdictions have been represented. information is found in an addendum, which is fine, but that information is not translated into the actual Plan. Someone reading the Plan will not see how the tribes are an actual participant within the region. We would like to see the tribes discussed, not as a side note but in each chapter of the Plan because we affect, and are affected by the San Diego Region's ambitions and growth. For example our tribal businesses have quite an impact on the larger San Diego economy but that is not mentioned in the Plan. Our casinos bring employment, goods, and tourist dollars to the region. The tribal financial and social investments that benefit the region are not clearly documented in the Plan. The tribes have also made investments in road mitigation on highways such as CA 76 and regional arterials which positively impact the county. We believe this acknowledgement can go a long way in helping people see the value in our contributions and therefore increase the priority in some of our road projects. One way the tribes could be better represented in the Plan is in the mapping. Tribes would like to be acknowledged on every map that includes boundaries/borders. As individual sovereign nations, our borders and land bases should be made apparent. Any map that contains the border with Mexico or neighboring counties should contain tribal borders as well. When people look at the Plan they need to see that tribes are not only a part of the region but have distinct land bases with unique land use authority mirroring Mexico and as such have special tax authority used daily through the movement of goods and services.
430 SCTCA SCTCA believes that the work we have done with SANDAG has been We appreciate the involvement of the SCTCA in facilitating the tribal consultation process. We will continue to work with the tribal nations in the Letter positive and has built a healthy foundation for moving forward. We region to determine ways to respond to tribal needs in transportation. Midway through this cycle of the Regional Plan, SANDAG and the SCTCA were glad to have been so involved in the process but wish that our submitted a proposal to Caltrans to develop an Intraregional Tribal Transportation Strategy to build on discussions throughout the process. The involvement would have translated into more transportation projects proposal was successful. This will be a near term action in San Diego Forward to examine tribal transportation needs in a comprehensive way. The that benefit the tribes. As major employers in the region our roads are results will be considered in future updates to the Regional Plan. a very important part of transportation and the local economy. We hope that moving forward we can work together to find ways to fund some of the most pressing transportation issues on our roads.
431 SCTCA Changes to the Regional Plan: Page 12: Add federally recognized tribes We will edit the final Chapter 1 to include text on page 12. Letter or tribal governments to: As we plan for our region, recognize the vital economic, environmental, cultural, and community linkages between the San Diego region and Baja California.
432 SCTCA Page 14: Add statement about uniqueness of San Diego from A statement as suggested will be included in the final Chapter 1. Letter Appendix G: Tribal Nations in San Diego & Appendix U.14 Tribal Perspective Partners at Our Borders: Coordinated intergovernmental planning with our cross border partners, neighboring counties, and tribal governments within the San Diego region helps promote collaborative solutions to protect our quality of life.
433 SCTCA Pages 15 – 82: Add Appendix G, Attachment 6 North Corridor Tribal All maps in the final Regional Plan where jurisdiction labels are included will include tribal lands labels in the final document. That said, there are some Letter Transportation Improvement; Appendix G, Attachment 7 South maps that by virtue of the purpose of the information being shared are showing the Western two-thirds of the region because they are showing the Corridor Tribal Transportation Improvement; and, Figure U14.1 transportation network. In the case of the Goods Movement map on pg. 82 the reason there is an inset of Tecate is to show the California/Baja California Baja California Border Region. Currently, all maps show only Railroad. the western portion of the county. Page 83 map has small insert of Tecate border crossing. This effectively removes the majority of tribal lands from the visual discussion. Although the focus is on smart growth and sustainability which does focus on growth in urban areas, the tribal transportation needs and border implications are important.
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434 SCTCA Page 26: Add definition of environment/sensitive habitat which may Cultural resources will be added to the final Chapter 2. Letter include cultural resources as defined by tribes to: discussion of the five strategies to move us toward sustainability: …protect the environment and help ensure the success of smart growth land use policies by preserving sensitive habitat, open space and farm land.
435 SCTCA Page 35: Figure 2.4 2050 Housing and Employment Densities and All maps in the Plan where jurisdiction labels are included will include tribal lands labels in the final document. That said, there are some maps that by Letter Urban Area Transit Strategy Boundary. Add language from U.14 Tribal virtue of the purpose of the information being shared are showing the Western two-thirds of the region because they are showing the transportation Government Perspective on jobs/housing to support tribal contribution network. In doing so, the employment and population data demonstrates the employment centers on tribal lands. to the economy and transportation to work demand. Expand the map to show employment densities on tribal lands.
436 SCTCA Page 36: Recommend that projected funded by TransNet half-cent Thank you for this suggestion. This topic is part of the set of collaborative strategies between the SCTCA and SANDAG developed from the 2015 Tribal Letter sales tax back in 2004 and provision to fund the $850 million Summit and will require additional analysis and action. Environmental Mitigation Program (EMP) to help mitigate the environmental impacts of transportation projects, include a new prioritization of projects that not only protect endangered species and critical habitat, but a broader definition that recognized cultural resources within the context and partnerships with tribes or tribal land conservancies for appropriate management of resources.
437 SCTCA Page 78: Add Tribal Transportation Projects: Appendix G - Attachment Based on public feedback from the 2050 RTP, SANDAG developed the Regional Plan as a concise document with several appendices that delve into Letter 6 & 7 for comprehensive discussion of borders and Tribal Economic each topic area in detail. Examples are the Appendix G - Tribal Consultation and Appendix U14 Borders. Development. Add Figure U14.1 California Baja California Border Region April 2015.
438 SCTCA Page 90: Add a bubble for Cultural Resources to Figure 2.20 Climate Text will be added to the final Chapter 2 to recognize the potential climate impacts to cultural resources, in addition, the San Diego Climate Science Letter Impacts in the San Diego Region. Cultural Resource definition includes Alliance is a partnership formed to create and support a network of leaders, scientists, and natural resource managers focused on sharing ecosystem- plants and animals that will be impacted by climate change: oaks, based resiliency approaches to safeguard our communities and natural resources from climate change risks. The Climate Science Alliance includes a acorns, willows, reeds, and traditional foods. Climate Change is number of state, federal, and local partners, including local tribes in the San Diego region. More information is available impacting archeological resources. The San Diego County at:http://www.climatealliancesd.com/. Archaeological Society (SDCAS) is surveying approximately 10,000 acres across the coastal region of San Diego County to assist agencies in preparing for the effects of climate change on archaeological resources. This effort will involve coordination with federal, state and local agencies, tribal governments, and a large group of volunteers.
439 SCTCA Page 105: Add description of funding available and brought by Tribal A reference to contributions from Tribal Governments will be incorporated into the final Chapter 3. Letter Governments to the region for transportation and road improvements to Financing Our Future: Federal law requires SANDAG to develop a Regional Plan built on reasonable assumptions of the revenues that will be available during the time period covered by that plan.
440 SCTCA Page 126: Add the twelve tribal nations’ long range plans to the maps The Northern/Southern Tribal Corridor maps in Appendix G - Tribal Consultation - document the Plan projects in relation to projects of concern to Letter and discussion to facilitate better coordination and regional tribes which are mostly found in the County Circulation Element. These maps serve as a basis for continued dialogue on tribal needs and the scope of understanding. the Regional Plan. Many of these projects fall outside the purview of the Regional Plan, but are important. That is why SANDAG/SCTCA pursued grant funding to support a more in-depth analysis of the issues.
441 SCTCA Page 128: Add "Realizing the benefits of living among bordering Tribal Thank you for the suggestion. This concept will be incorporated. Letter Governments" to the discussion of realizing the benefits of living on an international border.
442 SCTCA Page 140: Add to the section on Ensuring Performance: The Regional Thank you for this comment. There is ample discussion in Appendix G regarding collaborative planning and funding. A reference to tribal funding will Letter Plan calls for using federal, state, regional, and local transportation be added to the final Chapter 3. funds, in conjunction with locally-generated incentives, as catalysts to promote smart growth, economic prosperity, and sustainable development; a discussion of transportation funding available to tribal governments that would not otherwise be available to the local, state and federal land owners. Include a statement on the intent to collaborate to increase future funding.
105 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 124 August 28, 2015 No. Name Agency Comment Response Source 443 SCTCA Page 144: Add language regarding the broader environment, habitat, The TransNet Ordinance specifies the approach to the 10-year review which does not include an analysis of how resources have been protected. Letter cultural resources discussions in Appendix G and U.14, SB 18 and AB 52 and consider how these resources have or have not been protected by TransNet projects to the section Near-Term Actions: Complete the comprehensive 10-year review of the TransNet Program in accordance with the TransNet ordinance and for use in the next regional plan.
444 SCTCA Page 145: In the section on Continuing Actions: Health Environment The regional conservation plans being developed by the local jurisdictions take into consideration the broader environmental and economic issues in Letter and Communities - Continue to support wildlife and habitat their jurisdictions. These plans do not apply to tribal lands which retain their own governance and land use decisions. San Diego Forward: The Regional conservation through the acquisition, management, and monitoring of Plan builds off the existing jurisdictions land use plans to promote an interconnected system of open space. Conformance with CEQA and other the regions' habitat preserve areas through the TransNet EMP incentive legislative requirements are taking into consideration by the local jurisdictions. program and implementation of the Multiple Species Conservation Program and Multiple Habitat Conservation Programs, add language regarding the broader environment, habitat, cultural resources discussions from Appendix G, U.14, SB 18 and AB 52 and consider how these resources have or have not been protected by TransNet projects. Consider how the implementation of the Multiple Species Conservation Program and Multiple Habitat Conservation Program may adversely impact tribal economic development.
445 SCTCA Appendix C, Page 10-11: Require consultation with each tribal SANDAG requested tribal land use updates from each tribe in the beginning of the forecasting process for Regional Plan. Through the tribal Letter government to correct and update Figure C.2 2020 Land Use and consultation process this issue of whether or not to show tribal land use has been contentious for many tribes. Tribal land use was not utilized for Figure C.3 2035 in the Land Use Sustainable Communities Strategy calculations of conserved open space. This could be a subject of a collaborative planning process with the tribal nations in the region and incorporated Documentation and Related Information. Both maps incorrect for the in the next plan update. Sycuan Indian Reservation. Parts of the Sycuan Reservation are coded as Open Space Parks. The Viejas Indian Reservation is color coded as Spaced Rural Residential, Agriculture and Indian Reservation. Figure C.6 San Diego Regional Habitat Preservation Lands. Require addition of tribal reservation lands and consultation with each tribal government to correct and update their lands to accurately reflect where conserved and proposed conservation lands are adjacent to tribal lands.
446 SCTCA Review all maps and ensure a Regional Perspective: All maps in the final Regional Plan where jurisdiction labels are included will include tribal lands labels in the final document. That said, there are some Letter • Accurately reflect the land base of San Diego Tribal Nations in maps that by virtue of the purpose of the information being shared are showing the Western two-thirds of the region because they are showing the the 2020 and 2050 maps (Figure C.2-3): If the maps are out of transportation network. date, the analysis is wrong. Ex: Sycuan and Viejas. • Any map that shows a local jurisdiction (city/county) and/or border context should also show the Tribal Nations: San Diego Regional Habitat Preserved Lands (Figure C.6). Tribes are concerned about the encroaching designation of conservation lands on tribal borders. • Provide a regional map to accompany 2020 & 2035 Housing and Employment Density to demonstrate the job creation, housing needs, and economic contributions generated on tribal lands across the county. • • Provide a regional map that includes the tribal transportation plans and the connectivity to regional infrastructure.
447 SCTCA THE EIR MUST INCLUDE TRIBAL PROJECTS AND SHOW THE It is not clear which tribal projects are being referenced in the comment; however, the Regional Arterial projects are listed in Appendix A of the Letter CONNECTIONS TO COUNTY ROADS AND REGIONAL ARTERIALS. The Regional Plan. Other local projects are not analyzed in the EIR for the Regional Plan; however, regional and cumulative impact analysis that is included EIR may be used for agencies to tier project specific CEQA review. This in the EIR could be used in subsequent environmental analyses to make those future review processes more efficient. Tribal projects that receive is valuable for tribal governments to ensure faster and more cost funding from the Bureau of Indian Affairs are included in the RTIP but only at the level of funding. efficient environmental review when working with the County or other agencies on future projects.
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448 Mike Bullock Sierra Club San In Section 2.2, the goal of a “healthy” and “sustainable” community is To carry out its legally-mandated fair share of GHG emissions reduction, SANDAG is required to reduce per capita greenhouse gas emissions from Email Diego identified. This is followed by listing 3 broad goals and 6 policy passenger vehicles based on targets set by the California Air Resources Board pursuant to SB 375. objectives. Q20: Since the proposed Plan does not even come close to SANDAG recognizes that substantial reductions in global, state, and regional GHG emissions are an urgent priority, and strives in its regional plans and supporting S-3-05 and a realistic climate-stabilizing target, and programs to do its part in reducing GHG emissions from all sources. SANDAG’s Climate Action Strategy documents many of the region’s ambitious therefore contributes in a major way to climate destabilization, which programs to reduce GHG emissions. However, as the Draft EIR notes (p. 4.8-33), that there is no current legal or planning requirement that the will end most current life forms on the planet, wouldn’t you agree that SANDAG region’s emissions be reduced by the same percentage (“equal share”) as the statewide percentage in order for the State to achieve the none of the broad goals or policy objectives on Page 2-4 are achieved? Executive Orders’ goals.
449 Mike Bullock Sierra Club San Page 2-5 says that both Scenario 1 and 2 have the same TDM, a loaded Thank you for your comment. The Draft Regional Plan envisions an interconnected transportation system that provides choices. The SANDAG Email Diego phrase, because no one likes to have their demand for anything to be Transportation Demand Management (TDM) division manages programs and services that reduce traffic congestion by encouraging the use of managed. The bias comes when an incentive to drive is reduced and transportation alternatives. This includes educating the public on their transportation choices and providing incentives and support for vanpooling, this is called TDM. To fix this problem, the following is from Page n of carpooling, transit, biking and telework. Reference 4: While parking management decisions lie with local jurisdictions, SANDAG provides resources and tools to support local jurisdictions with proactive NEW DEFINITIONS TO PROMOTE AN OBJECTIVE VIEW OF PRICING parking management efforts. SANDAG recently completed a Regional Parking Management Toolbox to assist staff and policy makers from local • The “fair price” means the price that accounts for all costs. • jurisdictions with developing comprehensive parking management programs that include pricing strategies for managing parking demand. The “baseline amount of driving” means the driving that results from the application of the fair price. • “Zero transportation demand management” (“zero TDM”) is the amount of demand management that results when the fair price is used. It will result in the baseline amount of driving. • “Negative TDM” refers to the case where the price is set below the fair price. This will cause driving to exceed the baseline amount. Since TDM is commonly thought to be an action that reduces driving, it follows that negative TDM would have the opposite effect. • “Positive TDM” refers to the case where the price is set above the fair price. This would cause the amount of driving to fall below the baseline amount. Clearly, so-called “free parking” is an extreme case of negative TDM. The only way to further encourage driving would be to have a system that pays a driver for the time their car is parked. Q21: Would you please adopt the convention shown in the above words from a peer-reviewed AWMA report?
450 Mike Bullock Sierra Club San Regarding the Managed Lanes on I-5, how much will they reduce the We have not done any ridership model runs that could specifically answer this question. National research that we have seen indicates there may be Email Diego demand and fare box return of the COASTER train? some, but modest, unrealized transit ridership with implementation of Managed Lanes. Our experience with the I-15 Managed Lanes/Rapid Bus system shows that both ridesharing and Rapid usage increased with its implementation.
451 Mike Bullock Sierra Club San Since one of the objectives is to support TOD and since the COASTER The BRT services on I-5 (Rt 650) and on Coast Highway (Rt 473) serve different markets than the COASTER. The COASTER is designed to serve long Email Diego stations support TOD, why do you support BRT on the I-5 and distance tripmaking between North County and South County, with a very limited number of stations. Rapid 650 is a peak period, peak direction Managed Lanes on I-5, since they will reduce the COASTER ridership? commuter service connecting inland South Bay and Mid-City to the Palomar Airport Rd employment area, while Rapid 473 serves medium distance tripmaking along the Coast Highway between Oceanside and UTC plus Carmel Valley (station spacing is more frequent, similar to that on the Mid-City Rapid). The idea here is to have a range of service types in a given corridor, each serving different trip needs. There are many corridors where this service model is being used already (e.g. north I-15 corridor where there is the local Route 20, the all day, all stop I-15 Rapid, and peak period commuter services on Rapid Express 280/290).
452 Mike Bullock Sierra Club San Q25: Table 1 above shows that the proposed plan only reduces VMT by SANDAG recognizes that substantial reductions in global, state, and regional GHG emissions are an urgent priority, and strives in its regional plans and Email Diego less than 2% in 2035 so how can you claim a “Sustainability Emphasis” programs to do its part in reducing GHG emissions from all sources. However, there is no current legal or planning requirement that the SANDAG when the VMT reduction is so small and the plan does not even region’s emissions be reduced by the same percentage (“equal share”) as the statewide percentage in order for the state to achieve the Executive support achieving S-3-05? Order S-3-05 GHG reduction goal (80 percent below 1990- levels by 2050). The Regional Plan includes various sustainability measures which include promoting alternative-fuel vehicle deployment; efforts to preserve, restore, enhance, and mange regionally significant open space; and the Energy Roadmap program aimed at increasing energy efficiency in the region.
107 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 126 August 28, 2015 No. Name Agency Comment Response Source 453 Mike Bullock Sierra Club San On Page 2-16 there is over a half page describing Managed lanes. In the Improving average travel times savings is one of several performance measures to help assess the performance of the San Diego Forward: The Regional Email Diego section of this letter, “Failure to Identify the Elimination of the Managed Plan. Transportation Network improvements proposed in the Regional Plan, including the Manage Lanes network places emphasis on improving Lanes and Other Freeway Expansions as an Obviously-Feasible Mitigation mobility and providing commuters with flexible and valid alternative transportation choices to driving alone and reducing travel times for all trips. Table Measure”, it is shown that there will be no time advantage for a car 4.15‐1 illustrates the 2012 Peak Period Work Trips by Transportation Mode, and per environmental impact findings, from 2012 to 2050 the pooler, given the option to use the Managed Lanes. percentage of drive‐alone peak period work trips would decrease by approximately four percent, while the percentage of such trips on other modes Q27: Do you understand that there will be no time advantage to using would increase by over three percent. the Managed Lanes and if so, why was this not pointed out to the The Managed Lanes are designed to give priority access to transit, carpool, and vanpool users free of charge while applying congestion pricing for reader in the Page 2-16 discussion? people driving alone thus it is an important strategy in the region as an interconnected management strategy. Managed Lanes not only support Q28: Why do you claim that the Managed Lanes will ensure higher carpools, or driving alone modes but also bus Rapid services. Rapids operate on Managed Lanes facilities that include direct access ramps. These speeds to those using them when the Table 4.15-1 shows as many car network improvements ensure that Rapid services have fast and reliable travel by allowing the bypass of main lane congestion. pooler and SOVs at rush hour, leading to a conclusion that there will be Managed Lanes is a strategy that SANDAG has an influence on for reducing the levels of driving alone, improving network efficiencies and reliability no higher speeds on Managed Lanes. for all modes while promoting alternative modes of travel and thus influencing and supporting greenhouse emissions reductions. The implementation Q29: Since cap and trade will need to cap the levels of driving to about of Managed Lanes is one part of a broader strategic program in the Regional Plan that support the reduction of per capita greenhouse gas emissions 15% below 2005 levels by 2030 or 2035, why would the Managed for passenger vehicles based on targets set by the California Air Resources Board as required by SB 375. Lanes save time, since there would be no congestion even if the Managed Lanes are not built?
454 Mike Bullock Sierra Club San Q34: Since Executive Order B-16-12 calls for widespread use of ZEVs Electrification along the LOSSAN and SPRINTER corridors would be challenging due to the mixed operations between COASTER, SPRINTER, Amtrak, Email Diego for public transportation (Page 4.8-8), why doesn’t the proposed Plan Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond the SANDAG region and will rely on conventional non- call for electrification of the COASTER and the SPRINTER before 2050? electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic EIR. Electrification along the sensitive coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that would potentially impact coastal views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. As of 2015, all new locomotives purchased must meet US EPA' Tier 4 emissions regulations which dramatically reduce emissions from diesel locomotives. Amtrak Pacific Surfliner Trains will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and SPRINTER vehicles will be replaced with low emission locomotives.
455 Mike Bullock Sierra Club San Transportation, Section 4.15 of the DEIR I-5 improvements referenced in this comment are part of the North Coast Corridor (NCC) Program. The NCC program is a comprehensive package of Email Diego Q58: Regarding the Managed Lane description on Page 4.15-2, isn’t it transportation, environmental, coastal access, and community enhancement projects to improve the quality of life throughout the region. The planned in effect betting against California’s work to support climate transportation improvements, which include Express Lanes on Interstate 5, double tracking the coastal rail line, and new bike paths, will provide the stabilization by assuming the needed driving reductions, documented, region additional travel choices. The final environmental document for the highway portion of the NCC Program identified the Express Lanes Only for example, in References 3 and 4, will never occur and so there will project as the preferred alternative because this option has the smallest environmental footprint, requires the fewest property relocations, and has the actually be a need for highway expansion? lowest construction cost. Additional program information can be found at KeepSanDiegoMoving.com/NCC. Q59: Given the severity of our climate crisis, wouldn’t it be better to Regarding induced traffic, Draft EIR Impact T-2 evaluates whether the Regional Plan’s total increases in roadway lane miles (including I-5 widening as spend the $31 billion dollars needed for Managed Lanes (Page 2-14) well as other roadway projects) would induce substantial vehicle travel. The impact analysis concludes that the Regional Plan’s induced travel impact for transit operations and improvements, since if we achieve climate would not be significant. stabilization targets there will be no need for additional traffic lanes? Regarding the I-5/SR78 connector project, the Regional Plan documents a network of multi-modal improvements to be implemented over 35 years. As specific projects move forward toward implementation, they are refined in greater detail. Alternative designs are identified in project-level planning to achieve the purpose and need for the improvements. The I-5/SR78 connector project is identified in the Draft Regional Plan because of the need to address an existing and future deficiency in the transportation network. At the project level of planning, alternatives will be developed to address the deficiency while at the same time assessing the impacts to the environment. Impacts to sensitive habitats such as the Buena Vista Lagoon and sensitive receptors such as school children will be carefully analyzed in the project-specific environmental analysis. While a project may be included in the Regional Plan, a specific design will not be selected until such time as the project level environmental review process is complete. Many of the concerns raised in your comments are best addressed by the project level environmental review process, which is currently in the scoping phase. SANDAG has shared your comments with the I- 5/SR78 connector project development team.
456 Mike Bullock Sierra Club San Given Table 15.2, what percent of people live within a half mile of a Appendix N Performance Measure 8 identifies the percentage of the population residing within 30 minutes of jobs and higher educational enrollment Email Diego transit stop on a transit line that connects to a transit stop that is within by travel mode. a half mile of their work, with the transit trip time being than 40 minutes?
457 Mike Bullock Sierra Club San Q61: Given the information on bike facilities on Pages 4-15-9, do you These specific metrics are not included in the Draft Regional Plan; please see Appendix M for criteria used for evaluating projects and Appendix N for Email Diego have any estimates as to the VMT reduction per dollar spent for the network performance measures. different types of facilities and also for subsidizing the League of American Bicyclist’s Traffic Skills 101 class?
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458 Peter Meisen SimCenter et al. The objective of the event was to obtain a perspective from three experts Thanks for submitting a summary of the event the SimCenter hosted. Letter on whether SANDAG’s 2015 ‘SD Forward: the Regional Plan’ goes far enough in addressing environmental and quality of life issues in the San Diego region. The event started with a summary of the plan as presented by SANDAG. Response presentations were then provided by: • Nicole Capretz, Executive Director, Climate Action Campaign • Jana Clark, Board Member of the Cleveland National Forest Foundation (CNFF) • Samantha Ollinger, Executive Director, BikeSD Although coming from different angles, the three experts were aligned in stating that the SD Forward plan is unacceptable both in terms of protecting the environment and improving quality of life in the San Diego region.
459 Peter Meisen SimCenter et al. Below are the main criticisms to the plan as well as unanswered a. Future growth in housing units reflects demand for new housing from migration and births in the region. The allocation of housing is based on Letter questions, raised by the speakers and participants in the ensuing the plans and policies of the local jurisdictions. SANDAG works extensively to collect data on zoning, general plans, and constraints to discussions. Initial questions to the SANDAG plan, from participants: development (including floodplains, steep slopes, and any restrictions in coastal communities.) Regarding the population expectations in 2050: b. Population growth in the region is determined by a number of factors including birth rates (the average number of children born to a woman in a. Where will those people be living? The Scripps Institute of her lifetime), deaths, domestic migration (the number of people moving in or out of the region to other places in the country), and international Oceanography expects that in 100 years, 1-2 meters of coast will migration (people moving to or from other countries). have eroded. How much has that development been taken into Much of the region's growth - nearly two thirds - is a result of natural increase, or existing residents having children and then aging in place. account? The remaining third of the growth is driven primarily by migration. Domestic migration is influenced by the local economy (quantity and types b. Who puts a break on population growth? of jobs available) and home prices. We expect San Diego County, much like the state of California, to continue experiencing net out-migration as people leave the state in search of economic opportunity or a lower cost of living elsewhere. International migration remains fairly constant c. Does the plan look at zoning and changes in zoning regulations and is tied to federal policy. to accommodate other developments? c. Yes. The plan considers local zoning from each of the jurisdictions. 460 Peter Meisen SimCenter et al. Response from Cleveland National Forest Foundation Although the The Draft Regional Plan dedicates half of its projected expenditures to transit, a larger investment than any previous RTP. The Regional Plan is based on Letter 2011 plan was deemed unsatisfactory in addressing climate and public the concept of creating a wide range of transportation choices to driving alone, including increased transit services, carpooling/vanpooling, bicycling, health impacts of investing heavily in freeways vs. public transit, the and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple transportation modes, including 2015 plan provides almost the same number of roadway projects as pedestrian, bicycle, and transit. the unsatisfactory 2011 plan (and at a higher cost). SANDAG has The draft Plan shows that the region not only meets but exceeds the per capita greenhouse gas reduction targets for passenger vehicles set by the recognized that the growth in vehicle miles traveled (VMT) is California Air Resources Board. Additionally, public health has been considered throughout the Regional Plan update process. The draft Plan includes a significantly less than they had estimated in both 2008 and 2011. Public Health White Paper, Project Evaluation Criteria, Performance Measures, Alternative Transportation Scenarios, and the Preferred Transportation Analyses by specialists show that there is actually a downward trend in Network, all of which take public health into consideration. VMT: more freeways are not needed. With job and housing growth The Plan shows a reduction in VMT per capita through the development of a transportation network that offers more choices and through more compressed, and in areas with lower than average VMT per implementation of land use decisions that have been made by the cities and County to develop mostly within their existing boundaries. Total VMT capita. More transit options are needed in these areas (not more increases due to the impacts of population growth with the addition of about a million new people and a half million new jobs by 2050. Highway roads!) New development projects (such as Lilac Hills Ranch) are being improvements (including highway lanes, freeway connectors, and operational improvements) complement and complete the existing highway planned within the rural environment of North County. Next to the network. Planned improvements will increase the efficiency of the regional transportation system. The Draft Regional Plan is weighted toward transit environmental consequences of urban sprawl in rural areas, residents projects, not highway projects. It includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and of these communities will significantly increase VMT, need for roads, certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Managed Lanes, but must pay a fee to do so. This and emissions. Rather than encouraging sprawl and spending budget fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. on building roads for these developments, the projects should be stopped. San Diego needs a transit first alternative. The 50-10 Transit The Draft EIR for the Regional Plan analyzes a range of alternatives. All action alternatives advance 35 years of transit into the first 10 years of the plan plan released by the CNFF shows that a transit first alternative is (from 2015 to 2050, which is the horizon year of the plan), similar in concept to the 5010 Transit Plan. The 5010 Transit Plan also envisions delays in possible. highway The 5010 Transit Plan also envisions delays in highway investments similar to those included in Draft EIR Alternatives 3, 4, and 5A through 5D. The feasibility of these alternative is affected by funding constraints, among other factors. The Board of Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan. The comment on the 2011 Plan appears to reference litigation on the 2050 RTP/SCS EIR that is currently pending before the Supreme Court. The Court of Appeal decision on that EIR has been vacated, and the Supreme Court decision is pending. Both the 2011 Plan and the Draft Regional Plan include substantial transit investments.
109 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 128 August 28, 2015 No. Name Agency Comment Response Source 461 Peter Meisen SimCenter et al. Response BikeSD This comment significantly overestimates the amount of bicycle miles traveled in the San Diego region. By 2050, the Regional Plan includes full build- Letter • With the budget to be spent on bike paths, why is there no out of the entire regional bike network. Bicycle miles travelled (BMT) increases by 75 percent from 2012 to 2050. Many projects will include separate, change in vehicle miles travelled (VMT) by bike between 2012 dedicated access for people who walk or bike. The Regional Plan incorporates safe bike and pedestrian access into investments in other modes of (3.28% of VMT) and estimated 2050 (3.27%)? Is enough being travel, including public transit and highway improvements-- a practice already assumed by SANDAG in ongoing planning and construction of capital done to stimulate biking? projects. • Why invest heavily in widening short stretches of road (e.g. the 2 miles on the 94 from Sherman Heights), when more bike paths are needed in urban areas? • Other cities protect their environments and open areas (e.g. NYC, Bogotà) by increasing bike lanes or road usage by bikes at the expense of roads for cars. San Diego should be able to increase and further promote bike use in view of protecting the environment
462 Peter Meisen SimCenter et al. General: The SD Forward plan seems to be a glossy presentation Transit capital and operations account for half of the investment plan in the Regional Plan. A good portion of the remaining investment is proposed for Letter showcasing imagery of biking, nature, and cleaner transit choices when services and programs that support travel by transit. The Regional Plan calls for five new Trolley lines, 32 new Rapid transit services, continued in fact it is still mostly focused on increasing road transport. COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit centers. Chapter 3: Financing Our Future, provides a detailed description of the overall investment plan proposed for San Diego Forward. Additionally, to view a detailed list of the transit, active transportation, managed lanes and highway investments, please view Appendix A Transportation Projects, Costs, and Phasing. For a full discussion of the Transportation Systems Management and Transportation Demand Management programs, please view Appendix E: Transportation System and Demand Management Programs, and Emerging Technologies.
463 Peter Meisen SimCenter et al. At what point in time will the transit infrastructure/system make This is the focus of the Draft Regional Plan -- in many cases, transit is a time competitive alternative, but in many other cases, it is not. The draft plan Letter travelling by public transit competitive with traveling by car? includes a wide range of transit improvements to make transit both time competitive and convenient to use. This translates to new rail and Rapid lines on Managed Lanes to serve corridors with little or no transit service today, as well as increasing service frequencies on existing rail and bus services to ten-minutes all day.
464 Peter Meisen SimCenter et al. Why are politicians/representatives who state they are environment- This is not a comment on the Draft Regional Plan. SANDAG requests that this commenter direct this question directly to the representatives of concern. Letter minded vote for plans that do not protect the environment and quality of life?
465 Samuel Greene Southeast Alano What is your projected plan for restrooms, truck stops and rest areas The Draft Regional Plan includes truck stops and rest areas (page 82 in Chapter 2). There are two locations planned for the future near the Web Club for commercial drivers (ie. semi trucks, buses, etc)? As far as I can tell Interstate 15 and State Route 76 interchange, and near the State Routes 905 and 125 and new State Route 11 interchanges. there is no projected plan for this. My concern is that truck drivers do These two planned facilities are within the unconstrained portion of the Regional Plan, meaning that there is no funding identified currently for these not have any place to stop for food, restrooms or resting places. Truck projects. Inclusion in the Regional Plan positions these projects to compete for funding as funding opportunities come up. drivers consequentially are stopping on off-ramps and street parking congesting those areas growing truck traffic and safety in the region. According to the summary report findings and recommendations of the Comprehensive Regional Goods Movement Plan and Implementation strategy (See pdf in website noted below) the projected growth in truck traffic is anticipated to significantly grow through 2035. Noted on page 15 "According to California Highway Patrol’s Statewide Integrated Traffic Records System (SWITRS), there were 99 fatal truck-involved accidents in the SCAG region in 2009 and 2,564 truck-involved accidents that resulted in injuries. One estimate calculates the average cost per fatal crash involving commercial vehicles at $7.2 million." http://www.camsys.com/pubs/CRGM_OnTheMove_ExecSummary.pdf
466 Samuel Greene Southeast Alano What is your projected plan for restrooms at Trolley stops and bus Restrooms are available at certain MTS transit centers for the use of patrons, including 12th & Imperial, Old Town, El Cajon, and SDSU. Hours and Web Club areas? My concern is not only for those that frequently use the transit access vary by location. There are no plans to install additional public restrooms at MTS transit centers, due to the significant resources required to systems such as people going to work, students, mothers and their maintain and secure them. Unfortunately, the maintenance and security costs with the few restrooms MTS does provide are extraordinarily high, due children, and the elderly but also for the people that do not use the to frequent damage, destruction and theft of fixtures, vandalism, and illegal activities. These expenses reduce funds available for MTS to provide transit transit systems all the time such as Padres fans, tourists, those that services. Please note that many Downtown destinations already provide restrooms for their users, including the courthouses, civic buildings, schools, perform their civic duty downtown at the court house. Not having and Petco Park. Other public restrooms are available near the Civic Center, 12th & Imperial, and Gaslamp Quarter stations. restrooms currently causes men and women to urinate in parking lots, behind bushes, etc. The odor currently at these terminals is terrible causing people to not want to use these transportation options.
110 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 129 August 28, 2015 No. Name Agency Comment Response Source 467 Bill Tippets Southwest The Southwest Wetlands Interpretive Association (SWIA) has reviewed Thank you for reviewing the Draft Regional Plan and EIR and providing comments on the documents. The Draft Regional Plan describes efforts in the Letter Wetlands the Regional Plan (proposed plan) and Draft EIR (DEIR) and provides region to both reduce GHG emissions and prepare for the impacts of climate change. The threats from climate change are described on pages 89 and Interpretive comments on both documents. SWIA is a non-profit environmental 90 in draft Chapter 2, as well as in the Climate Change Mitigation and Adaptation White Paper, included in Appendix Q. SANDAG works closely with Association organization that has, for nearly 40 years, worked to conserve and partners in the region to assess climate vulnerabilities and implement strategies to improve resiliency and preparedness in the face of climate change. (SWIA) enhance coastal wetlands of the Tijuana River Valley/Estuary and elsewhere in southern California. Climate change effects, which result largely from Rapidly increasing human-derived greenhouse gas (GHG) emissions, pose a great threat to those conservation and enhancement investments (over $30 million to date). Among those threats are sea level rise, increased temperatures and decreased and/or altered precipitation- all of which will negatively impact the region's habitats, species and human health and welfare.
468 Bill Tippets Southwest The RCP-component fails to incorporate critical elements of a "quality A discussion on energy is included in Chapter 2 of the Regional Plan in the context of reducing GHG emissions. Figure 2.19 recognizes that energy Letter Wetlands of life" blueprint, such as goals, guidelines and recommendations to sources (electricity and natural gas end uses) account for about one third of the region’s GHG emissions. The Plan identifies ways SANDAG and local Interpretive improve the region's non-transportation based energy efficiencies/non- governments support cleaner energy choices, in particular through the Energy Roadmap Program. The Roadmap Program and other regional energy Association carbon energy supply, reduce per capita water demand and improve planning efforts are guided by the principles, recommendations and goals developed in the SANDAG Regional Energy Strategy (RES). The RES serves as (SWIA) water supply reliability. As the regional blueprint, the plan should an energy policy blueprint for the San Diego region and is included in Appendix U.9. As discussed in Chapter 1, one of SANDAG’s primary outline strategies for the region to achieve coherent, consistent responsibilities is transportation planning. SANDAG invests in public transit, highways, bicycle and pedestrian infrastructure, freight corridors, and improvements- while acknowledging that the responsibilities for technologies to better manage our regional transportation system and the everyday demands on it. We also provide financial incentives and offer grant implementing such improvements rest with the local governments and programs to various jurisdictions and organizations. Through these activities, SANDAG influences policies for how local governments use land, protect other local entities. the environment, and grow their economies. SANDAG collaborates with a variety of partners, one of which is the San Diego County Water Authority, to bring together local plans for sustainable growth. We will add reference to the Water Authority in this section of the plan, and will add a section entitled, “The Importance of Water” to the end of Chapter 1 to provide an overview of water issues and the water planning process. We will also add reference to water supply and conservation in various places and the responsibilities by the Water Authority in these areas, with the goal of conveying the importance of water conservation, diversification, and supply reliability, to the sustainability of the region. Please see response to Comment No. 373 for additional information on water.
469 Bill Tippets Southwest An Executive Summary is needed to help orient the reader and provide Because the Regional Plan shares a host of rich data, strategies, trends and research, SANDAG created a document in both English and Spanish known Letter Wetlands a coherent overview of the proposed plan. as the Quick Guide. This document is a guide to the Regional Plan and helps to outline the main strategies and components represented in the Interpretive Regional Plan. Digital copies of the Quick Guide may be found on the project website, SDForward.com. Hard copies are available at the front desk of Association the SANDAG offices (401 B Street, Suite 800. San Diego, CA 92101). (SWIA)
470 Bill Tippets Southwest Chapter 1 (Our Region, Our Future), Pages 2-6. As noted in the Thank you for your interest in the Plan. San Diego Forward represents the first time in which the Regional Comprehensive Plan and the Regional Letter Wetlands proposed plan (the Regional Plan), the San Diego region is at a Transportation Plan have been combined to demonstrate how our transportation network can best complement a more urban and compact region, in Interpretive crossroads and this plan is intended to provide the roadmap for order to create healthier and more vibrant communities. Association regional growth and development as well as other important key (SWIA) “quality of life” guidance for the region. While it has a primary focus on the transportation network and sustainable communities strategies, the plan is a combined Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) and Regional Comprehensive Plan (RCP), so it must also clearly identify and demonstrate how it addresses the RCP’s broad issues (policy areas including urban form, transportation, housing, healthy environment, economic prosperity, public facilities, our borders, and social equity). A combined RTP-RCP is a new approach for SANDAG, and it is very important that the format and text establish and demonstrate which elements (e.g., objectives, guidelines, measures and actions) of the document are RTP, RCP or RTP-RCP-based. This is particularly important because the RTP has specific obligations (i.e., per capita VMT-based greenhouse gas [GHG] emission reductions) whereas the RCP serves as a non-regulatory blueprint/guidance document with recommendations for how the local governments and agencies can achieve the RCP’s objectives.
111 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 130 August 28, 2015 No. Name Agency Comment Response Source 471 Bill Tippets Southwest Given that this plan sets the framework and priorities for the next 35 The Draft Regional Plan was developed to address the goals and policy objectives established by the SANDAG Board of Directors. Please refer to Letter Wetlands years of transportation and other structural and land use investments, discussion of the draft Plan performance measures in draft Chapter 2 and Appendix N. Interpretive with an expected cost of over $200 billion, it is essential that it outlines Association the most efficient and cost-effective policies, guidance, funding, (SWIA) incentives and priorities to implement actual projects and actions. It must demonstrate a pathway to meet and ensure implementation of the plan’s goals, consistent with the best available information on the most probable future conditions and the needs of the citizens. As discussed in the rest of this comment letter, there are a number of significant issues, priorities and approaches that are missing from the proposed plan.
472 Bill Tippets Southwest Chapter 1, Page 4. The Sustainable Communities Strategy (policy) also The purpose of Table 1.1 in Chapter 1 is to identify where legally required elements of the Regional Plan can be found. We will modify the Table of Letter Wetlands calls for developing/proposing opportunities - and identify incentives – Contents to show that incentives are included in Chapter 5. Interpretive that can improve the region’s (Metropolitan Planning Association Organization’s/MPOs) development patterns, population densities, (SWIA) transportation mode shares, etc. These items should be expanded upon in this brief SCS description and point to specific parts of the document that expound on these items.
473 Bill Tippets Southwest Chapter 1, Page 8. The previous RTP (2011 RTP/SCS) document forms SANDAG’s current targets are per capita CO2 emission reductions from passenger vehicles of 7 percent by 2020 and 13 percent by 2035 relative to Letter Wetlands the basis for much of the draft Regional Plan. [Note: A news article in 2005 levels, and the proposed Plan exceeds these targets. Interpretive The Fallbrook Bonsall Village News, dated August 28, 2014, quoted In terms of the similarity between the two Plans, San Diego Forward primarily includes the same mix of highway projects as the 2050 RTP, but phases Association SANDAG staff, who stated that (for the 2015 plan) “Largely we have them in different ways to maximize transit investment on the Managed Lane corridors. A majority of the transit projects are the same between the (SWIA) the same project mix” (as the 2011 plan) and “All of us are really trying Plans. However, critical differences exist with regard to the number of Rapid bus projects, which is higher in the Draft Regional Plan. Some of these to focus on implementation, not starting over with a new plan”] That projects were previously included in the Unconstrained network in the 2050 RTP/SCS. approach raises a serious concerns because the 2011 document/EIR has The Court of Appeal decision on the 2050 RTP/SCS EIR referenced by the comment has been depublished and is currently being reviewed by the been challenged and found legally inadequate in regard to CEQA Supreme Court. The 2050 RTP itself was not subject to legal challenge. impact assessments and mitigation, and the State Supreme Court affirmed four of five key appellate court rulings and is still reviewing the fifth ruling. The 2011 document, which barely met the CARB, VMT/GHG reduction for 2035, also demonstrated that its approach would soon thereafter show an erosion of those gains and be unable to continue to reduce VMT. Minor “retooling” of the 2011 RTP/SCS is not an acceptable or feasible basis for the 2015 plan, which must create an effective, timely transportation system network that optimally matches the best projections of needs; continue to reduce GHGs; and guide the region toward a better quality of life (strong economy, healthy environment and thriving communities). And, all of that must derive from the best available information (including assumptions used in modeling), integrated from the San Diego Region as well as from other areas/sources, where relevant.
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474 Bill Tippets Southwest Chapter 1, Pages 11-12. The six policy objective categories address the The policy objectives in Chapter 1 were approved by the SANDAG Board of Directors before the release of the Draft Regional Plan as a way to guide Letter Wetlands regional transportation plan and sustainable communities strategy as the planning process. The first bullet point under Environmental Sustainability is intentionally broad enough to be inclusive of a variety of Interpretive well as regional comprehensive plan concerns (e.g., “create great environmental issues. SANDAG does not have authority over water issues, and as such, relies on cooperation and collaboration with the San Diego Association places for everyone to live, work and play.”) These plan objectives County Water Authority. A section on the Importance of Water will be added to Chapter 1 to emphasize the importance of water and clarify the (SWIA) differ from what is summarized as the plan’s objectives in Section 2.0 respective roles of SANDAG and the CWA, and a continuing action will be added to Chapter 5 emphasizing the need to continue to collaborate on (Project Description) and Section 6 (Alternatives) of draft EIR. The water forecasting. In addition, a section describing the collaboration between SANDAG and the CWA will be added to Appendix J, the Regional Regional Plan should more clearly identify its objectives in relationship Growth Forecast. to the requirements of SB 375 and the RCP. The policy objective “Environmental Stewardship” should include language to “Promote and implement actions that complement local government and business efforts to mitigate and adapt to climate change effects” and “Promote and implement actions that reduce the region’s water demand and improve water reuse.” The latter issue is very important because the San Diego region, as well as the rest of the state, is facing projected, long-term water supply deficiencies – and providing guidance for reducing the San Diego region’s water consumption should be a critical aspect of this plan.
475 Bill Tippets Southwest Chapter 1, Page 19. Suggest revising the wording “…how thinking Thank you for your comment. We will replace "paving the way" with "will improve". Letter Wetlands about development, transportation, technology, and sustainability is Interpretive paving the way for the future.” to something less ironic, such as Association “…how new approaches to development, transportation, technology, (SWIA) and sustainability will improve the region’s future.”
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476 Bill Tippets Southwest Chapter 2 (Sustainability), Pages 23-24. Because the proposed plan is Water demand and supply are significant concerns for the San Diego region, as well as for California. (Please see Comment No. 373). Regarding long- Letter Wetlands both a RTP/SCS and RCP, critical regional issues such as addressing how term reduction targets, in 2009 the California Governor signed into law the Water Conservation Act of 2009 (SBX7-7). The law requires urban Interpretive to reduce water demand and maintain a reliable supply must be agencies to reduce their potable per capita usage by 20 percent by 2020. The San Diego County Water Authority and its member agencies support Association integral to the sustainable communities strategy. The plan does not reducing water use as a means to providing a reliable water supply and are implementing conservation programs and measures to meet the SBX7-7 (SWIA) provide sufficient discussion of this issue nor provide guidelines and target and obtain long-term permanent conservation savings. Since 2007 per capita water use has already dropped approximately 30 percent. proposed implementation measures to reduce the region’s water According to the Water Authority, there are a number of factors to consider when comparing the per capita water use of communities, two of the demand. Establishing a regional goal for water use and identifying primary factors being climate (temperature and precipitation) and population density. Contained on the California State Water Resource Control Board measures and incentives to reduce water use must be coordinated with website is a fact sheet describing why it’s not appropriate to compare per capita water use across water suppliers (communities). Please see link below the region’s water agencies and local governments (specific and text. For example, Melbourne Australia receives well over 20 inches of rain per year on average, which is twice that of San Diego. Melbourne also recommendation is provided later in these comments). Our region’s has a more even monthly distribution of rainfall throughout the year. Limiting outdoor watering on a permanent basis is easier to obtain when there is water current demand could be substantially reduced, as evidenced by more rainfall throughout the year. As used in SBX7-7, per capita water use is an important figure to gage how an agency is performing over time. other southern California cities: Santa Barbara’s average per person http://www.waterboards.ca.gov/waterrights/water_issues/programs/drought/docs/factors.pdf water demand is about 66 gallons per day and the Goleta Water District reported 55 gallons per person per day. Melbourne, Australia, which has a population of about 4.3 million, was able to cut in half its per capita water use in response to the Millenium Drought mostly by implementing and enforcing low-technology solutions (http://www.wateronline.com/doc/low-tech-methods-carried-australia- through-year-drought-0001). Water demand and supply are significant concerns for the region. This region has enacted some water conservation measures and practices, but the experiences/examples from other cities and water agencies in southern California as well as major arid metropolitan areas (e.g. Melbourne, Australia) demonstrate that the San Diego region could achieve substantial additional reductions in demand. A key part of the sustainable communities strategy must be a robust and implementable set of guidelines, measures and incentives that will enable the region to achieve much greater water reductions – which should include a vastly expanded water reuse component. Information from the city of San Diego’s website on water resources (http://www.sandiego.gov/water/index.shtml) states that the per person daily water use is about 88 gallons per day and that about 50% of residential water use is for outdoor landscaping. The region overall has a higher average per person daily consumption, and that needs to be substantially reduced to address both the forecasted population growth and future hotter and drier conditions the will result from projected climate change. A relevant example of a sustainable water reduction program is the city of Melbourne, which was able to reduce per capita water use by 50% while maintaining its human, economic and environmental sustainability. Based on real-world experiences, it appears realistic to have the proposed Regional Plan set an overall goal – with interim targets - to reduce the San Diego region’s outdoor water use by 50% or more and indoor use by 10% by 2030-2035. These reductions are consistent with plan’s forecasted substantial increase in new multifamily residences, which have less landscaping per resident. Also, the plan could include a goal to substantially increase the percentage of water reuse as a part of the potable and non-potable water supplies. Those water savings and augmentations would go far towards meeting the water needs of the projected population growth to 2035 and beyond.
477 Bill Tippets Southwest Chapter 2, Page 23. The first paragraph should provide the more A description of regional GHG emissions, including passenger vehicles transportation emissions, begins on page 87 of draft Chapter 2. Letter Wetlands relevant percentage of vehicle (transportation)-derived GHG emissions Interpretive for the San Diego Region (i.e., 44%), not just reference the national Association percentage. (SWIA)
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478 Bill Tippets Southwest Chapter 2, Page 27. The transportation network assessed by the The prioritization of projects in the Draft Regional Plan is done every four years, with projects moving up or down in priority according to the Board- Letter Wetlands Regional Plan must include a “revenue constrained” alternative and the approved ranking criteria. Funding commitments are made for projects under construction. Funding is not as fungible as the comment suggests. State Interpretive financing plan must demonstrate how it can fund the network. and federal requirements govern the use of these funds. And, a commitment to the voters to complete projects and programs they voted for guides Association However, the apparent presumption is that previous decisions by the Board. SANDAG pursues all opportunities for funds, including Active Transportation Program funds. These programs are competitive and SANDAG (SWIA) SANDAG boards, which have prioritized freeways and roads over does not control the outcome of grant applications. transit/walking/biking, have already established an unchangeable revenue constraint-based network. The SANDAG board can alter previous funding decisions and shift funding such that transit/walking/biking projects receive earlier funding than previously planned. Furthermore, transportation funding is more fungible than this document suggests, as documented in a recent report prepared by Circulate San Diego (www.circulatesd.org) “TransNet Today” that concludes TransNet and SANDAG's other funding sources are flexible and can be implemented to advance transit and active transportation projects. These are crucial points that must be discussed and treated more transparently because improper assumptions about funding (and as discussed later in these comments, modeling assumptions) can obfuscate or incorrectly dismiss opportunities for changing key elements of this plan.
479 Bill Tippets Southwest Chapter 2, Page 28. The document states that SANDAG was created Chapter 5 (pages 140-142) explains how SANDAG implements the regional vision through incentives and collaboration. Providing funding to local land Letter Wetlands through a public vote to serve as a “regional growth management use authorities to update and implement their land use plans to reflect the regional vision and working collaboratively with member agencies and Interpretive review board” and to fund the transportation system (which SANDAG partners to address issues of regional significance collectively. In addition, Chapter 5 (pages 149-150) summarizes the Performance Monitoring Association acknowledges are its responsibilities). This implies that the region Program used to monitor implementation of the plan. (SWIA) expected SANDAG to both revise and provide feedback on our growth (i.e., where and how development occurs) and to be the key link between regional growth and the transportation system network. This plan must clearly show which elements/projects SANDAG is directly responsible for, how it is using its review (and feedback) responsibilities to get local governments to reflect regional growth/transportation needs, and the most effective incentives it can provide to local governments to make those changes. In addition, the RTP/RCP must provide guidance on non RTP-based policies, programs/measures, projects and funding that the region should be implementing to achieve the RCP goals. Pages 29-30 document how the actions of local governments have already changed their general plans/land use plans so that substantial shifts in development/population densities are being achieved. What is SANDAG proposing that substantially improves upon the extant plans (beyond what is explained in pages 30-31)?
480 Bill Tippets Southwest Chapter 2, Page 36. TransNet funding has been important to the TransNet is the primary funding source to conserve open space in the San Diego region and it has been leveraged to acquire federal, state and other Letter Wetlands region’s commitment to conserve open space, but the document local government sources of funding. Interpretive should clarify that federal, state and other local government sources Association provide the bulk of the funding for open space conservation. (SWIA)
481 Bill Tippets Southwest Chapter 2, Page 41. The complete streets policy should be SANDAG provides guidance for local governments to improve their urban forests through two documents, Designing for Smart Growth and Designing Letter Wetlands accompanied by a discussion of and provide guidance/incentives in the for Pedestrians, both of which address the importance of tree canopies and climate-appropriate vegetation to create a better street environment. Interpretive Regional Plan that address how local governments could improve their Incentives to employ these design recommendations are provided through the Smart Growth Incentive Program and Active Transportation Grant Association “urban forests” in conjunction with complete street projects. Urban Program. The Complete Streets policy approved by the SANDAG Board of Directors also directs SANDAG to provide best practice design guidance and (SWIA) forests provide benefits including heat relief, greenhouse gases and air training to SANDAG staff and staff from local agencies, so policy and practice are in place that address this comment. pollution reductions, improved economic value of neighborhoods and reduced crime. For example, the city of San Diego’s draft Climate Action Plan (CAP) would require the city to complete a citywide tree canopy assessment, set an urban tree canopy coverage target/milestones and integrate urban trees into street and other development projects.
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482 Bill Tippets Southwest Chapter 2, Page 58. The adopted Regional Bike Plan would substantially The provision of secure bike parking at transit stations is included in the draft San Diego Forward: The Regional Plan by way of the Regional Bike Letter Wetlands improve upon currently deficient biking opportunities. The adopted bike Parking Program and implementation of current planning efforts (e.g. Safe Routes to Transit and Mobility Hub Implementation Strategy). Currently, the Interpretive plan must have sufficient flexibility to accommodate/adapt to changes to SANDAG iCommute Program manages more than 800 bike lockers at more than 60 transit stations and Park & Ride lots. The Sabre Association the currently presumed transportation network such as if a transit- Springs/Peñasquitos Transit Station features the first group bike parking facility of its kind in the San Diego region and is equipped with 20 lockable (SWIA) prioritized system were to replace the current proposed plan. Increasing bike racks, a bike pump, and a repair workstation. SANDAG continues to work with Caltrans, MTS, NCTD, and local jurisdictions to ensure adequate bike ridership must be an essential component of the bike planning effort and secure bike parking is available as a first and last mile travel solution. and include effective incentives to encourage ridership. Each transit The provision of electric bikes, and other similar personal electric vehicles will be considered as part of the concept development the regional Mobility station must have safe, simple bike parking structure with racks for Hubs Implementation Strategy. holding and locking bikes – preferably covered (and with solar PV panels). Further, the SANDAG iCommute program conducts outreach to increase commuter and community awareness of, and participation in transportation Also, SANDAG should consider how to provide incentives, possibly demand management programs and campaigns, including the use of bicycle facilities; bicycle education and encouragement. through places of employment, to partially subsidize electric bikes. Electric bikes make bike commuting practical for many people who would not be able or willing to ride a standard bike to work (or as part of a bike-transit commute).
483 Bill Tippets Southwest Chapter 2, Pages 71-72. The mobility hub concept should be a priority The development of a Regional Mobility Hub Implementation Strategy is underway. The strategy will identify transportation services, amenities, and Letter Wetlands component of the region’s transportation system – and expanded to urban design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will also recommend Interpretive emulate the SuperStation concept proposed in Quickway. The improvements, conceptual designs, and implementation options for different communities served by high-frequency transit throughout the San Diego Association proposed plan would only develop three hubs by 2020 and another 17 region. Mobility hub locations will be prioritized based on a variety of factors including the mix of land uses and the type and frequency of available (SWIA) by 2035, which would seriously impede incentives for developers to transit service. Smart growth opportunity areas will also be leveraged to identify viable sites for mobility hub investments. focus building in smart growth centers and slow the creation of an Mobility hub investments will complement other efforts that seek to improve access to transit such as the Safe Routes to Transit investments and Active effective, multi-modal Rapid transportation system. These Transportation Early Action Program. Mobility hub planning is also being coordinated with other regional planning efforts that encourage transit- superstations/hubs will be especially valuable to accommodate the shift oriented development (e.g. SANDAG Regional Transit Oriented Development Strategy) and capital and planning projects funded through the SANDAG in modal share to (mass/public) transit and active transit – and link with Smart Growth Incentive and Active Transportation Grant Programs. Availability of funding through the life of the Regional Plan allows for the transit-oriented development and other smart growth components. implementation of up to 20 mobility hubs by 2035. SANDAG aims to explore additional mobility hub implementation funding opportunities through federal and state grants in addition to public-private partnerships.
484 Bill Tippets Southwest Chapter 2, Page 74. The increased modal share of transportation by Thank you for your comment. While parking management decisions lie with local jurisdictions, SANDAG provides resources and tools to support local Letter Wetlands transit and active transportation should be linked with changes to jurisdictions with proactive parking management efforts. SANDAG recently completed a Regional Parking Management Toolbox to assist staff and Interpretive parking availability and rates. Presently, the “real costs” of vehicle policy makers from local jurisdictions with developing comprehensive parking management programs that include pricing strategies for managing Association parking are essentially being “subsidized” and that subsidization parking demand. (SWIA) should be phased out with the improvements to transit/active transportation options.
485 Bill Tippets Southwest Chapter 2, Page 75. The transition from high-gas consuming vehicles The Regional Plan does recommend the establishment of a Regional Charger Program by setting aside approximately $30 million of Congestion Letter Wetlands to low consumption/zero emission vehicles should be encouraged Management and Air Quality (CMAQ) Improvement Program funds expected between 2020 and 2050 (approximately $1 million annually) to fund the Interpretive through actions and incentives in the Regional Plan. Particularly, the installation of publicly available electric vehicle charging stations (EVCS). The funding is identified in mitigation measure GHG-4C: Fund Electric Vehicle Association proposed plan should provide incentives for replacing existing lower- Charging Infrastructure on page 4.8-40 of the Draft Regional Plan Program Environmental Impact Report. Incentives for plug-in (SWIA) MPG, petroleum cars and light trucks as well as encouraging new electric vehicles and hydrogen fuel-cell electric vehicles are provided through the California Air Resources Board's Clean Vehicle Rebate Program. These drivers to choose electric vehicles. However, this transition should not programs are complementary to the transportation investments and other programs outlined in the regional plan which include transit, bicycle and detract from or reduce the incentive to produce a transit-prioritized pedestrian improvements. Further, SANDAG's grant programs award funding to projects that demonstrate implementation of smart growth principles. transportation system for the region. The key to an effective transportation plan and network is to reduce total vehicle miles, not just to make them more efficient/less polluting.
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486 Bill Tippets Southwest Chapter 2, Page 77. As part of the improved rail/Trolley system the plan The grade separation projection are listed in Appendix M, Table M-12. No grade separations are needed for the Rapid Bus system; the Rapid routes Letter Wetlands proposes to retrofit grade separations at 20 key crossings by 2050. The that utilize the Managed Lanes facilities are already grade separated from local streets and the arterial Rapid routes operate in city street rights-of-way Interpretive text should identify where those crossings are and when each is in mixed-flow traffic in most areas, but do utilize dedicated lanes, queue jump lanes, and transit signal priority treatments to bypass congested street Association scheduled, and how the timing was determined. Apparently grade segments. (SWIA) separations are not proposed for the Rapid (bus) projects? The Regarding Safe Routes to Transit types of safety features/improvements that might make transit station areas safer, these improvement types are Quickway referenced earlier identifies its grade separated crossings and included in Appendix U.19, the Active Transportation Implementation Strategy. where at-grade crossings and tunnels would be appropriate. And, the buildout could occur within 10-15 years, which advances transit compared to the proposed plan. In addition to rail/trolley grade separation, the proposed plan must provide guidance (as part of the transportation system network “blueprint”) regarding pedestrian and cyclist “safe routes to travel.” Increasing population densities (and pedestrian and cyclist travel) in smart growth areas will necessitate better measures to provide safe and efficient travel. The proposed plan should include guidelines that the subsequent projects would use to ensure greater safety. For example, the July 12, 2015, Los Angeles Times’ analysis of pedestrian accidents, injuries and deaths demonstrated that most incidents occur in a relatively small number of densely population centers where safety infrastructure – and increased public awareness campaigns – have not been implemented. The proposed plan should provide a basic outline of what types of safety features/improvements would make those areas safer.
487 Bill Tippets Southwest Because a “Quality of Life” initiative or similar local financing will be We agree that new funding sources are needed to supplement existing sources in order to complete all projects proposed in the Draft Regional Plan. Letter Wetlands needed to support our future transportation system network, the final As you mention, any proposal subject to voter approval will need to appropriately reflect and address transportation needs to increase the likelihood of Interpretive network must reflect the most probable needs and opportunities in the the public to approve it. Association region to increase the likelihood of a public vote to approve it. (SWIA)
488 Bill Tippets Southwest Our region must increase its energy efficiency in addition to increasing Your comment regarding including energy in the "RCP guidance" component of the proposed plan refers to the plan's five building blocks and five Letter Wetlands our internal energy supply. Non-transportation energy supply and strategies to move us toward sustainability shown on page 26 of Chapter 2. Non-transportation energy supply and demand is an inherent part of the Interpretive demand concerns are not specifically required RTP/SCS issues, but these first building block, "A land use pattern that accommodates our region’s future employment and housing needs, and protects sensitive habitats and Association issues should be included in the “RCP guidance” component of the resource areas." Three of the regional energy planning efforts that helped inform this building block were the SANDAG Climate Action Strategy, (SWIA) proposed plan. The plan should address and identify means to provide Regional Energy Strategy (RES), and Energy Roadmap Program for local governments which are referenced on pages 75-76 of Chapter 2. The RES is incentives that promote Community Choice Aggregation (CCA) and the long-range strategy built on guiding principles and containing goals for increasing energy efficiency, distributed generation, and nine other increased distributed generation. CCA allows cities and counties to important aspects to this region's energy supply and use. The Roadmap program is the mechanism that SANDAG uses since 2010 to inform local aggregate the buying power of individual customers within a defined governments about energy rebates and incentives that they, their local businesses, and/or residents can take advantage of from SDG&E, the State and jurisdiction in order to secure alternative energy supply contracts on a other sources. Through these mechanisms, SANDAG also has supported development of best practices and guidebooks on zero net energy policies, community-wide basis, but allowing consumers not wishing to solar permitting, and accessing distributed generation incentives. participate to opt out. Several large metropolitan/urban regions of the state already have approved CCAs. The plan should also address and identify means to provide incentives that promote distributed generation, particularly solar PV, wind and co-generation. Also, the proposed plan should address and identify means to provide incentives that promote building efficiencies.
117 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 136 August 28, 2015 No. Name Agency Comment Response Source 489 Bill Tippets Southwest Chapter 5, Pages 143-149. Although SANDAG “doesn’t have direct While the intent of the Regional Plan is to be broad and inclusive, there are many agencies in the region that have direct responsibility for issues that Letter Wetlands responsibility for issues such as water quality, water supply, solid waste, are referenced in the plan and that contribute to the region's quality of life. SANDAG's primary responsibilities relate to transportation planning and Interpretive education, libraries, police/crime, hospitals, local parks, and other issues the interrelationships of transportation to these other issues. We recognize that implementation is a collaborative process with many agencies and Association that have regional significance” (Page 149), it has committed to stakeholders, through a series of iterative cycles. There are several actions in the plan that directly relate to energy and climate change that draw upon (SWIA) prepare/update the Regional Comprehensive Plan as part of this the Regional Energy Strategy. We will add an action regarding collaboration with the San Diego County Water Authority on the Urban Water Regional Plan. Much of the discussion and description of immediate Management Strategy and its implementation. We will add an action regarding collaboration with the San Diego County Water Authority on the long- action/implementation focuses on the transportation aspects of the term forecasting process. RTP/SCS, with little direct reference to actions that reflect “RCP” concerns. The “continuing actions” list is mostly a list of generic actions with some specific actions that implement portions of the currently approved transportation system network. As noted in many of the previous comments in this letter, the Regional Plan must also clearly reflect and include “RCP” guidance and actions that will improve the region’s quality of life and sustainability: for example, it should identify guidelines, incentives and actions that improve our non-transportation energy supply and demand, our water supply and demand, and our region’s green infrastructure (e.g., urban forest). The local governments and agencies that are directly responsible for implementing those issues would benefit greatly from RCP guidance to help coordinate their actions.
490 Bill Tippets Southwest Chapter 5, Page 150/Figure 5.1. Appropriate performance measures Appendix S, Monitoring Performance, lists the responsible agency and data source for each of the indicators shown on Figure 5.1 in Chapter 5. The Letter Wetlands are essential for determining how well the region is implementing the indicators are aimed at monitoring the Goals and Policy Objectives of the Plan. The next monitoring report is due out in 2017. Interpretive Regional Plan’s commitments and whether its guidance is being Association followed. Many of the proposed performance monitoring indicators are (SWIA) appropriate and would provide measures of compliance/effectiveness of the Regional Plana. A number of the proposed indicators are monitored by other entities (e.g., water supply-demand, water quality, water body impairment) and the Regional Plan should clarify which indicators SANDAG does/would actively monitor and which indicators it would gather from other entities. Most importantly, the Regional Plan’s performance monitoring should focus on the effects (consequences) arising from implementing the Regional Plan’s key objectives/actions as summarized in the draft EIR (page 6-1 and Table 6.0-1).
491 Bill Tippets Southwest However, the plan does not propose guidelines and possible The Plan acknowledges that water demand and supply are significant concerns for the San Diego region, and California. Similar to how SANDAG is Letter Wetlands implementation measures that could greatly reduce region’s future per required by law to update its transportation plan every four years, the San Diego County Water Authority is also required by law to update its Urban Interpretive capita water consumption. The accompanying comment letter on the Water Management Plan every five years. As part of the planning process, SANDAG works in collaboration with each of the local jurisdictions and Association Regional Plan indicates that a substantial reduction of the current other agencies to update the region’s regional growth forecast which is used by the County Water Authority in their planning efforts. SANDAG reports (SWIA) (2012) population’s per capita water consumption is not infeasible on water consumption and diversity of the water supply through our on-going Performance Monitoring program which is summarized on pages 149 given examples from other urban areas could nearly accommodate the and 150. It is not within SANDAG purview to set or enforce conservation measures. expected new population growth. The “RCP” element of the proposed plan should provide a much more complete assessment of water demand reduction measures and implementation ideas that could be employed to achieve that level of per capita water use reduction across the region.
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492 Ramel Wallace ThChurch Dear San Diego Association of Governments (SANDAG) Thank you for your comment and for your interest in learning more about the regional planning process. We urge you to visit our project website, Email My name is Ramel Wallace and I was born and raised in San Diego. I SDForward.com, and join our e-mail list. Throughout the development of these planning documents (updated every four years), we conduct a grew up around the Ocean View, Barrio area and have invested my substantial public outreach process that is both continual and iterative. We urge you to continue to stay involved in the next Regional Plan update. time in many places along the 94 freeway. I was recently featured on your San Diego Forward: The Regional Plan video and gained a great knowledge about your companies involvement in expanding transportation and communication. I am a business owner in Barrio Logan, of a multi media art space called The Chrch, the idea is that Art is our Religion. ThChrch (pronounced The Church), is a multi-media, live events & education center, was created by the community it sits in. We are a self-funded, grassroots organization who encourage entrepreneurial artists in their quest for self-sustainability. Anything you can sense we can create. We encourage artist to think bigger than themselves, And our ultimate goal is to record the first album while orbiting the earth. One of the most encouraging things that has happened this year was that I was selected to Go to the Grammy's with Ryan Lewis through Delta Airlines. Once Delta got behind us I knew this was my destiny and that people were listening, not only to my music but my message. Another thing I realized is that I love to travel and get a knew perspective on life, and how it increases communication amongst people. I really love the fact that SANDAG is, San Diego's primary public planning, transportation, and research agency. It is something I excel to accomplish on a grassroots level and/or to be a representative of the culture to a company like yourselves. Once Delta got involved, Amtrak soon followed offering the artist in ThChrch all expense transportation to shows, as we cross promote both brands. This all aligned perfectly with the idea of traveling and reaching a hand out to my own city. Please let me know how we can help with The Regional Plan, as I am in Barrio Logan, 5 minutes from downtown and expanding everyday. The word gentrification is being throw around, but I think it's all about integrating the right way and paying attention, acknowledging and improving communication. How can thChrch help you help others? Ryan Lewis talks honesty on Delta Innovation Class https://www.youtube.com/watch?v=mrNNHP3Pybs San Diego Forward: The Regional Plan https://www.youtube.com/watch?v=Fgoq7-fGaSE State Route 94: An 'inner state of mind http://www.sdcitybeat.com/sandiego/blog-744-state-route-94-an-inner- state-of-mind.html Orko Eloheim gives guidance to hip-hop hopefuls http://www.nbcsandiego.com/blogs/sounddiego/Orko-Eloheims-Hip- Hop-College-296595701.html Donate http://www.gofundme.com/thchrch
493 Noel Spaid Torrey Pines It is difficult to respond to 2050 "San Diego Forward" with any positive The Draft Regional Plan also considers technology to maximize mobility. Please see Chapter 2 and Appendix E of the Draft Regional Plan for detailed Fax Community comments because the plan consists of only 19th century technology, discussion. Planning Board thinking, planning and devices. Why are we spending Billions, Billions, and Billions on Bikes, Buses and Broadening cement? How are Bikes, Buses and cars transit, much less mass transit, (irrespective of what a legislature attempts to call them)? Congress can designate that a web- footed, duckbilled small water-foul is a giraffe, and that foul remains a duck. Judges enjoy these plays.
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494 Noel Spaid Torrey Pines BUSES were transit in the 20th century, but modernly, due to massive Bus vehicles bought now are required to use alternative fuels, which have less pollutants than the gas or diesel engines of the past. Compressed Fax Community intrusion of "traffic", how are they a modern modem for moving Natural Gas (CNG) is the commonly used fuel, and electric and hydrogen fuel cells powered vehicles are likely in the near future. Planning Board people? Intercity well-run bus systems work in some isolated cities but Buses can get caught in congestion -- that is why the draft Plan includes implementation of Managed Lane facilities in freeway corridors that gives how do buses respond to the needs of large-spread, big county needs? priority access to transit and carpools/vanpools and are managed to ensure free-flow conditions. For arterial streets, use of dedicated lanes, queue Don't they use gas; congest highways, add CO2 to the atmosphere? Is jump lanes, and transit signal priority are all measures the draft Plan includes to help increase operating speeds and reliability. San Diego County is one of the largest counties in the United States, distinct in it's geography and distances between borders? How are Buses, a completely inadequate transit, an adequate 'response' to the long-ignored transit problem in San Diego? Besides the other deficits, aren't buses caught in the same traffic vicissitudes as vehicles? During gridlock, NO lanes are passable. Doesn't the fact that Buses have to leave freeway and enter ordinary traffic for passengers, make it another time-waster, non-transit friendly device?
495 Noel Spaid Torrey Pines BIKES are great recreation and a commute when work-home is While many bicycle trips are made for the purposes of recreation or commuting, many bicycle trips are also made for other utilitarian and commercial Fax Community reasonable, and weather permitting, one person per bike. Which major purposes, such as errands, shopping, and for the delivery of goods via courier services or restaurant delivery services. Additionally, studies in American Planning Board cities have classified BIKES as transit? How do bikes constitute "the cities and cities abroad have demonstrated "safety in numbers" when it comes to bicycling; specifically, as safer bicycle facilities are built, the number carrying of people, goods, or materials from one place to another," the of people bicycling increase, and the number of bicycle-related collisions actually decreases relative to the number of people riding bicycles. definition of transit? By definition, transit requires transport of multiples. Does the 2050 contain HOV BIKE lanes, only for use of multiples on bike, such as our vehicle freeway HOV lanes? Has Caltrans noted that, concurrent with San Diego's building more bike 'routes', there is a fairly large rise in bike deaths, accidents, and notable bicycle traffic violations putting them and others at risk?
496 Noel Spaid Torrey Pines BROADENING CEMENT is what Caltrans does and while the 2050 plan Caltrans was consulted on the development of San Diego Forward: The Regional Plan, but the San Diego Association of Governments, or SANDAG is Fax Community is vague regarding exactly where all the freeways and side road the Metropolitan Planning Organization (MPO) and the Regional Transportation Planning Agency (RTPA) for the San Diego region; SANDAG and Planning Board enhancements will be made, don't closer studies done by other San Caltrans are different agencies. Diego groups maintain that the roadway expansion is as great as it was As the MPO for the region SANDAG is required by law to develop a Regional Transportation Plan every four years. in the prior 2050 plan that a recent court found invalid because of Transit capital and operations account for half of the proposed investments in the Draft Regional Plan. A good portion of the remaining investment is CEQA violations, (perhaps the reasons for being jejune)? (There is a proposed for services and programs that support travel by transit. The Regional Plan calls for five new Trolley lines, 32 new Rapid transit services, larger Big Book, which carries more details of the plan). What is continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three Caltrans explanation for this cynical, painful, disappointing and more new intermodal transit centers. than maddening "new Caltrans plan"? How can Caltrans justify expending the money, time, effort, and resources to create and Regarding the litigation mentioned in the comment, the Court of Appeal decision on the 2050 RTP/SCS EIR has been vacated, and the Supreme Court produce this extraordinarily extravagant, expensive, detailed study, is currently reviewing the decision. decisive plan, with graphics, maps, pies, multiple expositions, etc. all to put before the public, government (and eventually the courts), which is the same mess that has already been rejected soundly as overly emphasizing on cars and light trucks, not enough transit? San Diego Taxpayers should fulminate at this irresponsible, profligate, complete disregard for the hard-earned tax dollars that disappeared in this attempt to defraud the very taxpayers that paid for it.
497 Noel Spaid Torrey Pines RAIL: There is some rail, double-tracking Amtrak with a tunnel in Del The draft Plan includes a number of transit modes and service types based on the needs in a given corridor. For Oceanside to UTC and San Diego, Fax Community Mar, all of which was in the prior plan. How does this rail plan differ there are three transit service types planned: 1) doubletracking the rail corridor to allow for increased service frequencies and improved travel times for Planning Board from the prior plan, now on appeal? Caltrans designates Trolley as COASTER and Amtrak services that serve long distance tripmaking, 2) Rapid Bus along the Coast Highway corridor that offer frequent, limited-stop, "light rail", and the Trolley has been, and continues in this plan to faster service for riders making medium distance trips between the various communities along the coast, and 3) improved local bus service with reach La Jolla. Isn't North County completely abandoned again? Isn't frequent bus stops that serve short distance tripmaking. There will also be improved access from the COASTER/Amtrak to the University City and the "transit fix" for North County heavily reliant on a tortured express Sorrento Mesa employment areas. Regarding light rail, the SPRINTER service is a light rail technology that utilizes diesel multiple unit vehicles rather bus system that loops through La Jolla before dumping at the big UTC than overhead catenaries Trolley vehicles on the San Diego Trolley system; double tracking improvements on the SPRINTER line will allow for increased connection of all things great and transit, bus, bike and trolley? How service frequencies and higher speeds. long from Oceanside to downtown San Diego will this big cum-by- ahhh trip take by 'express bus'? How long does it take TODAY by single person vehicle? Is it true that by 2050, per the 2050 plan, North County will not even have Trolley connection? Arguable, Trolley is not light rail, because any system that travels on surface streets is always subject to surface street traffic problems. Irrelevant to North County because we don't get it anyway, right? 120 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 139 August 28, 2015 No. Name Agency Comment Response Source
498 Noel Spaid Torrey Pines ACTUAL SOLUTION - REAL LIGHT RAIL: Don't Modern 21st century Both cost-effectiveness and operational efficiency are factored into the evaluation of transit projects. Cost-effectiveness is a key evaluation factor for Fax Community cities build light rail, mag-rail, underground systems, even pods to prioritizing major capital projects and ensuring that public funds are wisely used; it is also used by the Federal Transit Administration in ranking projects Planning Board move people, transit? Isn't the concept of "MODERN TRANSIT", any across the nation for receipt of limited federal New Starts Program funding. Operational efficiency is equally important and involves maximizing speed transit, the movement of a number of people in an efficient manner? and reliability, as well as achieving cost-effective operations. Efficient, particularly in CA, is not measured in cost-effectiveness since most transit is subsidized, the measurement is TIME. How can buses and bikes quality as "movers of PEOPLE in an efficient timely manner?" Built historically around car/vehicle culture, California politics and culture have changed, and said changes are now integrated via legislation, mainly CEQA. Aren't courts are required to uphold the mandated emission levels built into the laws, irrespective of "plans" government department's devise? Wasn't this was the basis of the recent court rejection of first Caltrans 2050 plan? Didn't the court, rejecting the 2050 plan stress that the plan's emphasis on "cars and light trucks", did not meet CEQA requirements/goals? One of the four Caltrans panelists at the UTC exposition stated that he preferred to start with an elevated light rail line right down the middle I-5 and I-15, but this was rejected. On inquiry about this, the answer was it was "extremely expensive". Would a light rail or monorail over I-5 and I-15 with feeder stations/platforms at the rail, and parking lots below constitute modern 21st Century transit? Once the major overhead is accomplished, can't horizontal overheads can be inserted in the major east-west feeders highways? Isn't it true that besides moving substantial numbers of people to substantial DIFFERENT locations, quickly, efficiently, and with ease, vast emissions are reduced, safety is increased, and the trillions spent on deaths and serious vehicular accidents each year is greatly reduced? Many people are unaware of the excessive emergency services and healthcare costs related to vehicle accidents per years, which is over 4 billion yearly. Death, paralysis, broken limbs, broken families, rehabilitation, most families have felt the loss or harm from a family member or close friend related to this disaster. Transit accidents cause more per persons harm, but they are so infrequent, they are near insignificant statistically. Imagine reducing this 4 billion to 2 billion or less. Car dependent California leads the costs and accident rates over all other states.
499 Noel Spaid Torrey Pines Isn't it true that the only viable issue is the same issue that exists for Overhead, or grade separated rail is used where need be to ensure high-speed operations, but is not the solution in all areas. In many areas, at grade Fax Community every meaningful issue - money? Wouldn't overhead rail constitute a alignments work equally well and are more cost effective, both from a capital and operating cost standpoint. In other areas, grade-separated Planning Board big, major, commitment to a future San Diego, a future statement that alignments can create noise and visual impacts on adjacent communities that need to be evaluated. this City-by-the-Sea is part of the future, not stuck forever in the past, Where overhead facilities are needed due to right-of-way constraints, the draft Plan assumes their construction. Where at-grade, but still dedicated is ready for being the Finest City, the easiest City to navigate, to work transit facilities can be built, the speed and reliability of transit is still maintained but a lesser cost. in, to travel in, to enjoy, to love, not another Los Angeles city of
cement? Aren't cars, bikes and buses dependent on cement/cement- like surfaces? Either we throw BILLIONS DOWN THE DRAIN NOW, in the trash bin of failure, following the trail of past failure, failed attempts, failed highways, failed bus systems, failed plans, failed, failed, failed, failed, failed litigation, or we: "DO IT ONCE, DO IT RIGHT": do it once and do it right, for a meaningful change. Wouldn't this commitment be the right thing to do - spend all the transit dollars on building the overheads NOW, and the future funds on expanding it until we have overhead transit equivalent to the major cities throughout the world? Isn't spending transportation dollars on 19th Century technology wasteful, unintelligent, and not responsive to current and future need?
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500 Noel Spaid Torrey Pines Isn't the proposed 2050 plan intended to be transformative of society? The Draft Regional Plan is aimed at creating a number of transportation choices to single-occupant vehicles travel. No one transportation mode is the Fax Community Precisely, how does the proposed 2050 plan relieve traffic with transit? answer. Creating time competitive public transit, roads that provide priority treatment for transit, carpools/vanpools, and establishment of a regional Planning Board Does Caltrans really believe that a 3+ million population of people will system of bikeways and improved pedestrian pathways are lessons learned from other cities that have created "transformative" change. transform to bikes and buses because Caltrans won't give them transit. Isn't part of this "transportation" plan, meant to transform society to STATE's wishes, rather than State providing for the NEEDS of society?
501 Noel Spaid Torrey Pines Why is "housing" and creating housing sections near transit centers The Regional Plan includes housing for various reasons, including the fact that residential land uses, in addition to commercial, retail, employment, and Fax Community (which we don't have) even in a transportation plan? Isn't the purpose other land uses, affect the physical layout of the transportation network as well as the performance of the transportation system. In addition, Senate Planning Board of a free society to allow people to work, play, LIVE where they want, Bill 375 requires metropolitan planning organizations such as SANDAG to prepare and include a "Regional Housing Needs Assessment (RHNA)" in and State to accommodate the people's free choices? How do BIKES regional transportation plans every eight years. The RHNA is found in Appendix L and provides the framework for planning for housing in our region. AND BUSES accommodate transit to people that don't want to bike or The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, take buses? What is the incentive to take a bus? What is the incentive carpooling/vanpooling, bicycling, and walking. Our Regional Growth Forecast projects changing demographics, including the aging of the population to use a bike to go to work? Isn't it true that cars get people to their and an increase in "millenials" (from the Generation Y cohort). These significant changes in demographics are indicating the need for more destinations faster than bikes and/or busses? Given the truth (generally) transportation choices. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple alternatives. For of that statement, why is Caltrans' 2050 offering the public more of example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as what doesn't work? Can the reason be that STATE wants to dictate bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and OUR LIVING, OUR STYLE of LIFE, OUR CHOICES (lack thereof) by NOT carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new Trolley and PROVIDING ADEQUATE TRANSIT? Doesn't this plan aim to force people Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and local bus services in urban areas. Transit will be a key into denser, low and middle-income housing because vehicle travel element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to become effectively so ineffective and/or impossible? What authority driving alone. Regarding the litigation mentioned in the comment, the Court of Appeal decision on the 2050 RTP/SCS EIR has been vacated, and the does state have to spend billions to change society, not provide Supreme Court is currently reviewing the decision. Please note that while Caltrans prepares a statewide transportation plan as an umbrella framework adequate transportation plan? Where is STATE'S authority to force for regional and local plans, SANDAG, not Caltrans, is responsible for preparing and adopting the Regional Plan. small town living on people in a large metropolitan county? What has Caltrans done to ASK the PEOPLE what they want? Is Caltrans aware that surveys have shown the citizens of San Diego want MASS TRANSIT (by it's commonly accepted definitions, which does not include bike or busses)? What surveys/studies does Caltrans have that show this San Diego County wants to move to bikes and buses as a "mode" of transportation in place of mass transit? IDENTIFY by name, company, date and source of the surveys/studies Caltrans has that show that San Diego County wants to move to bikes and buses as a major "mode of transportation"? IDENTIFY by name, company, date and source of the surveys/studies Caltrans has that show that San Diego County wants to move to bikes and buses as a major "mode of transportation", by the persons/entities that paid for these surveys/studies? Distinguish with specificity how this proposed plan is substantially CEQA compliant that a court would be able to sustain this plan over the last plan which was disapproved by the court, with litigation still on appeal? How does this proposed plan not constitute a defiant, enormous waste of taxpayers' money, when it does not cure the defects of the same/similar plan that is on appeal? How could Caltrans do this to the taxpayers when Caltrans knows that this plan does not comply with the defects in the prior plan on appeal?
502 Noel Spaid Torrey Pines Isn’t it true that this plan, if adopted, will only increase the dependence By 2050 with the implementation of the plan, more people would travel by transit, biking, and walking as they opt to take advantage of the Fax Community on vehicles if/when people reject bike-commute and buses, as they transportation network improvements proposed in the plan. Many cities in the U.S. and throughout the world have mature and robust transit systems Planning Board always have? What is the name of all of the major cities throughout and bicycle facilities that provide convenient options for travel (e.g. San Francisco, New York, Boston, Washington D.C., London, Seoul). the world that depend on bike and buses for “transit”? With respect to the cities named in the prior question, what is the size of the city area, the size of population, and the distance from work most of the population lives? With respect to the cities named in the prior question, what date the city was established and what country are they in?
122 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 141 August 28, 2015 No. Name Agency Comment Response Source 503 Noel Spaid Torrey Pines 2050 is NOT a transportation plan; it is a social community adjustment A transportation system that offers more choices to get around allows people to choose different ways to travel and offers more choices that improve Fax Community system to make any real transit so impossible, so unattainable that we the connections between businesses and their workers, customers, and partners--fueling the economy. This ultimately makes the system itself more Planning Board move to high density, close to bus-bike-work social change. Where is functional, because more choices allow people and businesses to choose the best options for them--for the kinds of trips they're making and the time Caltrans authorized to be in the business of Social engineering rather of day they're making them. than transportation? If Caltrans’ plan is considered by a court to be more social engineering than transportation, can Caltrans use OUR DESIGNATE TRANSPORTATION FUNDS for this purpose? Can State of California obtain Federal Transportation funds if the plan is determined to be social engineering vs a Transportation plan?
504 Noel Spaid Torrey Pines Smart, efficient, effective overhead travel that avoids the vicissitudes of Cities throughout the country from New York City to Portland, Oregon to Los Angeles are investing in public transportation and bicycle facilities. These Fax Community surface traffic has standing room only subscription in all the major cities cities have chosen to invest in a range of transportation alternatives that, together, help create an increased level of viable transportation choices. Planning Board that built it, Did It Once and Did It Right, and are continuing to add to it. What is the name of every major city in AMERICA that is spending MAJOR “transit dollars” on bikes and busses as a mode of “mass transportation”? With respect to the prior question, state the yearly amount/approximate that each major city in AMERICA is spending on bikes and busses, as “transit dollars”, or “mass transit”? Incomprehensible is the only word that can really describe, 2050, San Diego Forward; unimaginable that a county would think to spend this much money on an impossible dinosaur, which can’t work.
505 Noel Spaid Torrey Pines How does the proposed 2050 plan incorporates the highest The Draft Regional Plan is based on the transit concepts developed as part of the Urban Area Transit Strategy (see Appendix U.17). A key part of this Fax Community transportation necessity of the people? How does the proposed 2050 strategy is to invest in transit in areas where there is strong transit-supportive land uses. Doing so maximizes the number of potential users of transit, is Planning Board plan meet the definition of meaningfully modern RAPID TRANSIT? cost-effective, and recognizes that there are some areas of the region where transit is simply not a viable alternative. Transit is an important piece of the puzzle for improving regional mobility, but is not the only piece. Creating a wide range of alternative that also include car/vanpooling, bicycling, and increased walkability are also important elements.
506 Noel Spaid Torrey Pines How does the proposed 2050 plan use the taxpayers dollars in a The Draft Regional Plan and the prioritization of projects contained therein are developed through an open, participatory process. Established industry Fax Community responsible, non-wasteful manner, both in planning and building? standards that seek to maximize the use of taxpayer dollars are used in their implementation. As an example, the Independent Taxpayer Oversight Planning Board Committee (ITOC), an independent citizen committee, oversees the use and performance in the use of TransNet funds through program reviews, annual fiscal audits and triennial performance audits. The ITOC's meetings are open to the public who may attend.
507 Noel Spaid Torrey Pines NORTH COUNTY What obligation, if any, does Caltrans have to the As noted in a previous comment you made, a number of factors go into the planning of future transit projects, the most important being the land use Fax Community populace of North County? Is it true that the “light rail” trolley won’t design around a potential rail or Rapid line. The cost effectiveness of a transit project works best where the greatest number of people can easily Planning Board come north to Del Mar, the most southern part of North County by access stations. The lower density, auto-oriented development patterns that characterize much of North County make it difficult for a major capital 2050? Are the rights of North County citizens equal to the rights of transit project like a new rail line to be an effective investment. other parts of San Diego County? Does Caltrans believe that North The plan also includes a number of Managed Lanes improvements in the North County area that make carpooling and vanpooling more time County transportation needs are answered with buses and bikes? competitive to single-occupant vehicle travel. In areas that are not conducive to major transit investments, these two options can be a more effective strategy than transit.
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508 Noel Spaid Torrey Pines Many parts of North County are thought of as “more affluent” than A number of factors go into the planning of future transit projects. One of the most important is the land use and access around a potential rail or Fax Community other parts of San Diego. What percentage of the more affluent areas Rapid line. The cost effectiveness of a transit project works best where the greatest number of people can easily access stations. The lower density, Planning Board has Caltrans estimated will regularly use the “Express Bus” by 2050? auto-oriented development patterns that characterize much of North County make it difficult for a large capital transit project like a new rail line to be What percentage of the more affluent areas has Caltrans estimated will an effective investment. Lower cost bus services are often more cost effective transit investments for these areas. regularly use bikes for transportation in 2050? What percentage of the That being said, there are areas in North County where higher level transit investments have been effective -- the COASTER and SPRINTER corridors more affluent areas has Caltrans estimated will regularly use the being the best examples. SANDAG has worked closely with local jurisdictions to locate higher density, walkable communities adjacent to stations. “improved hard rail, Amtrak” by 2050? What kind of “mass transit” Reflective of these land use changes, the Draft Regional transit plan includes investments in doubletracking improvements that will allow for increased has Caltrans contemplated that could logically incentivize a more service frequencies over time. In addition to these two corridors, arterial Rapid services (limited-stop, high frequency service) is planned along several affluent area to trade vehicles for the mass transit? Why isn’t Caltrans key arterial corridors. proposing any of these systems? If such systems are that much more In terms of lessons learned from other cities, we consistently look at other cities for lessons learned in the planning, engineering/design, construction, expensive, shouldn’t the public be the entity that decides where to put and operation of transit. For the development of the 2050 Regional Transportation Plan (RTP) approved in 2011, we undertook an Urban Area Transit the transportation money? If not, why not? Would doing Strategy study that included a peer review panel made up of transportation experts from around the world. The results of that study (which is included transportation plan wrong 5 times, cost more than doing it right the as Technical Appendix 7) were used to develop the details of the transit plan in the 2050 RTP first time, over period of time? Or is that just not the political will of the State? What transportations systems in MAJOR AMERICAN cities did Caltrans study before and during the composing of the proposed 2050 plan? What major International cities did Caltrans study/consider in drafting the 2050 plan? Did Caltrans consider the major distinctions between European cities and American cities while drafting the proposed 2050 plan? What distinctions did Caltrans make between the major European cities and the major American cities regarding transit/transportation did Caltrans make? Does Caltrans recall the multiple taxpayer paid studies, hundreds of millions dollars, not surveys, done to find where to locate the airport before San Diego understood that the people did NOT want it moved? Then they expanded it, and will likely at some point, extend a runway onto the ocean for the largest aircraft as has been done in other cities. Point made? Consider that a question, please.
509 Noel Spaid Torrey Pines How long in actual time will it take someone to go from Oceanside to The Draft Regional Plan includes funding for a number of different transit modes that serve different trip types. Local buses are designed for shorter Fax Community Downtown San Diego by bus, said time to include all the time wasted distance trips and have frequent stops. Trolley, SPRINTER, and Rapid services are designed for medium distance tripmaking and so have fewer stops Planning Board in transferring to other mode(s) of transportation? How many stops and their own separate right-of-way or transit priority measures to ensure higher-speed operation. COASTER and Rapid Express services on Managed does the “Express Bus” coming from Oceanside make before Lanes are focused on longer distance tripmaking with very limited stops and utilization of separate rights-of-way or freeway Express Lanes to maximize deadheading in La Jolla? How long does this trip take, including all the travel speeds. In the draft plan, most key travel corridors have all three of these types of service that then allow the rider to choose the best mode of stops? How many stops does the “light rail” trolley make from UTC to travel depending on the trip they are making. Downtown San Diego? What is the total time of this trip by express bus, Oceanside to Downtown San Diego including the stop and wait times?
510 Noel Spaid Torrey Pines The State of California, San Diego County, and the People of San Diego The Draft Regional Plan incorporates all the ideals you have outlined. The draft plan factors in not just the current population and employment levels, Fax Community deserve to have a transportation plan that 1) incorporates the highest but the growth that is projected to occur between now and 2050. The proposed transit investments are based on continuous reflection on lessons Planning Board transportation necessity of the people, 2) is meaningfully modern learned in other cities (including peer review panels made up of experts from other cities). Projects are ranked according to a number of criteria, capital RAPID TRANSIT, 3) uses the taxpayers dollars in a responsible, non- cost effectiveness being one of the most important. The investment in transit is significant, ranging from new rail lines, to a network of Rapid services wasteful manner, both in planning and building, 4) looks to what operating on Managed Lanes and arterials, to creation of a system of ten-minute all day service frequencies on rail, Rapid, and local bus services in the works in large cities all over America and the World, 5) refuses to not urbanized areas of the region. acknowledge that the county is now a major metropolitan city, and the 7th largest city in the U.S. 6) recognizes that the past, long standing policy of ignoring the significant Rapid transit needs of a large metropolitan area has created a serious deficit which needs immediate and ongoing attention which will necessarily be costly and take time, but the radical change has to start NOW.
124 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 143 August 28, 2015 No. Name Agency Comment Response Source 511 Noel Spaid Torrey Pines Does Caltrans admit San Diego county is one of the largest counties in The California Transportation Plan (CTP) provides a long-range policy framework to meet our future mobility needs and reduce greenhouse gas Fax Community the United States? Does Caltrans admit that San Diego is now a major emissions. The CTP defines goals, performance-based policies, and strategies to achieve our collective vision for California's future statewide, Planning Board metropolitan city, and the 7th largest city n the U.S? (Varies from 6th integrated, multimodal transportation system. The plan envisions a sustainable system that improves mobility and enhances our quality of life. The plan to 8th largest, depending on date survey taken)? Does Caltrans addresses many of the concerns you raise and is intended as policy guidance for the State of California. Additional details are available recognizes that the past, long standing policy of ignoring the at:http://www.dot.ca.gov/hq/tpp/californiatransportationplan2040/. significant Rapid transit needs of a large metropolitan area has created a serious deficit which needs immediate and ongoing attention which will necessarily be costly and take time? Does Caltrans believe that an efficient, costly, time-consuming system that does not start NOW, will only be much more costly if delayed to ‘tomorrow’? Does Caltrans believe price of things don’t go up? Has Caltrans discussed how they will handle the problems that arise if (when) this plan fails and the public is seriously furious with more wasted transportation money, with inadequate results? Why doesn’t Caltrans conduct independent surveys by unaffiliated pollsters on what the people of this San Diego County WANT with respect to transportation?
512 Noel Spaid Torrey Pines It is time to put a Rapid transit overhead system, with costs, vs. bikes SANDAG conducted an extensive, three-year public input process where plan the plan’s goals, objectives, project rankings, and evaluation of Fax Community and buses to the people in a referendum before we spend more alternative transportation scenarios were discussed at public meetings and workshops before the Draft Regional Plan was developed. Ideas and Planning Board millions on useless costly plans and lawsuits. We are tired of wasting comments from the public were factored into the preparation of the Draft Plan. See Appendix F for details on the Public Involvement Program. taxpayers’ money on failure. Isn’t it time for government to hear what the people want? The deliberate process is the most remarkable manner of fleshing out the best ideas, the finest minds, the most cogent plans, and results acceptable to the majority. We believe our government would agree with this. Do It Once, Do It Right.
513 Vista The consideration of open space is important and I'm glad to see it's San Diego Forward assumes that approximately half of the County of San Diego would be conserved as open space. The local jurisdictions are in Web Community being considered. However, North County SD seems to be an after various stages of the adoption of regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the Clinic thought taking long to complete. region by identification, conservation and management of an interconnected of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program (EMP) which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
514 Vista Bus transportation to Mira Costa College in Cardiff to Encinitas. Why The Mira Costa College San Elijo campus is currently served by NCTD's Flex service; NCTD has evaluated possibly serving it with local Breeze service, but Web Community not until 2050? The sooner the better. there is no timetable for implementation. The Draft Regional Plan doesn't propose other transit service. The area has very low land use densities that Clinic make it difficult to serve cost-effectively with transit as compared to other areas.
515 Vista Create more affordable housing units throughout the North County. Providing affordable housing is one of the 13 policy objectives in San Diego Forward. In addition, the Regional Housing Needs Assessment (RHNA), Web Community found in Appendix L, is updated every eight years and provides the framework for planning for housing in our region. The most recently adopted Clinic regional growth forecast and other demographic data and planning factors are used to allocate the region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements include programs that assist in the production of affordable housing for very low, low and moderate income households. The Regional Transit Oriented Development Strategy (Appendix U-4) recommends that local jurisdictions support/plan for the location of affordable housing in Smart Growth Opportunity Areas (SGOAs) shown on the Smart Growth Concept Map and/or in transit oriented districts.
516 Vista Do more to outreach to community hosting table at farmer's markets, Appendix F: Public Involvement Program, includes all of the public outreach that took place throughout the Regional Plan update. Outreach event Web Community street festivals/community events not enough for municipalities to do locations vary, but are chosen based the ability to reach high numbers of the public and near public transit lines. We appreciate your comment Clinic outreach/venue. More efforts to connect North County other than regarding outreach at farmer's markets, street festivals, and community events. We will certainly consider this for future outreach events. freeway lanes. It seems lots of effects for San Diego City/versus rest of Relating to your comment regarding connecting North County to the rest of the region, SANDAG has identified several North-South transit the region. investments such as double-tracking the LOSSAN corridor, several Rapid transit lines running along the Interstate-(I-) 5 and Highway 101 corridors, as well as the I-15 corridor. Similarly, the draft Plan has several transit routes that connect North County to these regional transit lines, including Route 103, Route 440, as well as the SPRINTER Express. A full list of all transportation projects and their respective descriptions can be found in Appendix A: Transportation Projects, Costs, and Phasing. Relating to your comment regarding transportation investment prioritization, each transportation project was evaluated by mode and prioritized according to performance. A number of factors were considered when evaluating the projects, all of which support the main goals of San Diego Forward. For more information on how projects were evaluated, please see Appendix N: Evaluating the Performance of the Transportation Network.
125 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 144 August 28, 2015 No. Name Agency Comment Response Source 517 Vista There should be higher priority on improving the COASTER schedule The Draft Regional Plan includes an increase in peak frequencies to 20 minutes by 2020; off-peak service would be every 2 hours. There is also a Rapid Web Community from North County to San Diego. Every time I try to take it, it doesn't bus service planned (Rapid Route 473) for the Highway 101 corridor that would provide limited stop service between Oceanside and UTC. The first Clinic go at the convenient times. Even to go out on a weekend night, the phase project between Solana Beach and UTC via Carmel Valley is included in the 2035 phasing period. last departure from San Diego is 11:15 which is too early to go to a show, go out etc. The more it doesn't meet my needs, the less likely I am to keep trying to take transit instead of drive.
518 Vista Are there any plans at all to expand the SPRINTER more Inland? Has The Draft Regional Plan includes an extension of the SPRINTER from Escondido Transit Center south to Westfield North County Shopping Center by Web Community this been considered? 2050. No other extensions are planned. Double-tracking of the existing SPRINTER line to allow for increased service frequencies is included in the draft Clinic Plan.
519 Vista Can the COASTER extend operation times later during the evening. The Draft Regional Plan includes an increase of service frequencies to 20 minutes in the peak and some limited evening service. Web Community Clinic
520 Vista I look forward to seeing this in the near future. Thank you for your feedback. Please follow along and participate by visiting the project website, SDForward.com, and joining our e-mailing list. Web Community Clinic
521 Vista When is all the construction going to start? The SANDAG Board will consider adoption of the Regional Plan in fall 2015. Construction already has started on some projects included in the current Web Community regional transportation plan. Please see Appendix A of the Draft Regional Plan for the projects anticipated to be implemented by 2020 and beyond. Clinic
522 Vista I suggest there should be more transportation from Murrieta to Transit service from South Riverside County into San Diego County is handled by the Riverside Transit Agency; they currently operate a commuter Web Community Oceanside and Vista to get to work and community college. Build them service to Escondido and Oceanside as part of their Commuter Link Express program. Clinic now not until 2035.
523 Vista North County Carpool Lanes should NOT take 20 years to be The SR 78 segment from Interstate-5 (I-5) to College Avenue, as well as the Twin Oaks to Interstate-15 (I-15) segment are both proposed to be Web Community completed. We need carpool lanes ASAP!!! Traffic in North County on complete by 2025 which are the areas most congested during peak hours, with one Managed Lanes in each direction. The middle portion of SR 78 Clinic the SR 78 is ridiculous during the peak traffic hours. It takes about 1 would follow. Additionally, both SR 78 connectors with I-5 as well as the SR 78 and I-15 connector are included in the draft plan and anticipated for hour from Oceanside to Escondido. When there is an accident, it takes completion by 2025. Caltrans is conducting studies on the I-5/SR 78 connectors. longer. Please put SR 78 on the top of priorities.
524 Vista I like the plan. I encourage as much public education on the region's We appreciate your feedback and agree that involving the public early and at all times is a major component in building a comprehensive vision and Web Community plan as possible. I did not hear any clear strategies as to how this plan for our region's future. Clinic information will be disseminated to the communities. To support the development of San Diego Forward: The Regional Plan, SANDAG implemented a comprehensive public outreach and involvement program. Early in the planning process, the agency developed a Public Involvement Plan (PIP) to guide the public outreach program. Per Government Code Section 65980(b)(2)(E), Public Involvement Plans for individual projects must draw upon the SANDAG Public Participation Plan, which serves as a guiding framework for all of the agency’s PIPs. The Public Participation Plan was adopted by the SANDAG Board of Directors on December 21, 2012, and the PIP was subsequently adopted on February 22, 2013. Information regarding SANDAG's public involvement processes and outreach programs can be found in Appendix F: Public Involvement Program. The planning process for the Regional Plan is iterative; the feedback that we receive from our partners and the public is considered and influences the development of the plan. SANDAG has worked to keep the project site (www.SDForward.com) up to date, provide updates on the plan via social media (Facebook, Twitter, E-mail), presented at the SANDAG Board of Directors and other SANDAG Policy Advisory Committees meetings (all of which are open to the public), and send out media advisories and press releases for major milestones related to the plan.
525 Vista Create agreements with college campuses. Incorporate more services Both transit operators (MTS and NCTD) have agreements with a number of college campuses where the college provides reduced cost passes for using Web Community from COASTER and High School. Still doesn't look that there is a lot for rail and bus services. Clinic North County. The public transportation/COASTER, SPRINTER rails are In terms of transit coverage, transit improvements are focused in areas where land uses allow convenient access to streets where transit is located. Low primarily concentrated in San Diego and immediate areas. Yes to density, suburban land uses like those found in many areas of North County are difficult areas to provide cost effective transit services. That being said, expansion of Managed Lanes to North County. Planned preservation is the Draft Regional Plan includes frequency improvements on COASTER and SPRINTER, several new Rapid services in North County and frequency good. Let’s work with what we've already destroyed/developed rather improvements to ten-minute all day service on many North County local bus routes. than decreasing our green space. Changes that occur in transit won't even happen until 2050!? Toll lanes either need to be managed properly or not even introduced. I have gone through 2 in LA and haven't had to pay.
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526 Vista I work in Vista and live in Escondido. My husband works in Carlsbad The Interstate-5 (I-5) to College Avenue segment along the State Route 78 (SR 78), as well as the Twin Oaks to Interstate-15 (I-15) segment along the Web Community and lives in Escondido. The SR 78 freeway is the worst freeways in San SR 78 are both proposed to be complete by 2025 to address the most congested areas of the corridor, with two Managed Lanes improvements. The Clinic Diego County. I am very disappointed to hear that the Managed Lanes middle portion of SR 78 would be completed following these projects. Both SR 78 connectors with I-5 as well as the Managed Lane connector with for the SR 78 will not be worked on for another 20 years. It's a parking I-15 are included in the plan by 2025. Caltrans is conducting studies for the I-5/SR 78 connectors. lot now at the rush hour. Something needs to be done in the next 5 years.
527 Vista Like focus on preserving open space as well as promoting smart growth The Regional Plan focuses extensively on smart growth efforts and open space preservation throughout the region. There are many efforts happening Web Community efforts. Would like to see more emphasis in North County region in North County along these lines. For example, the County of San Diego completed a general plan update in 2011, the cities of Escondido, Vista, and Clinic sooner. It is a high growth area for the county, but it doesn't appear to Oceanside completed general plan updates in 2012, Solana Beach completed a general plan update in 2014, and the City of Carlsbad has a general be prioritized until after 2035. plan update underway. In addition, the City of San Marcos has drafted Specific Plans for the San Marcos Creek and University districts adding mixed use developments near Cal State-San Marcos and the SPRINTER Rail Corridor. Now that many of these planning efforts have been completed, North County is poised for more smart growth construction in the coming years.
528 Vista Great presentation to keep us informed and involved Thank you for your feedback. Please follow along in this process and participate by visiting the project website, SDForward.com, and joining our e- Web Community mailing list. Clinic
529 Vista I find San Diego Forward to be very interesting movement. further We appreciate your feedback regarding outreach and are glad that you are engaging in the regional planning process. We continue to look for new Web Community publication would benefit. This was the first time I've I heard of it. ways to engage the public in this process, and while we do work with our partner agencies, local Community-Based Organizations, and other Clinic organizations to spread the word about our outreach and get individuals involved in this process, we are always looking to improve our efforts. To support the development of San Diego Forward: The Regional Plan, SANDAG implemented a comprehensive public outreach and involvement program. Early in the planning process, the agency developed a Public Involvement Plan (PIP) to guide the public outreach program. Per Government Code Section 65980(b)(2)(E), Public Involvement Plans for individual projects must draw upon the SANDAG Public Participation Plan, which serves as a guiding framework for all of the agency’s PIPs. The Public Participation Plan was adopted by the SANDAG Board of Directors on December 21, 2012, and the PIP was subsequently adopted on February 22, 2013. Information regarding SANDAG's public involvement processes and outreach programs can be found in Appendix F: Public Involvement Program.
530 Vista No toll lane on the 15! The new toll lanes included in the Draft Regional Plan will be built if it is determined that future revenues can pay for those facilities. The I-15 toll lane Web Community from SR 78 to Riverside County is not included in the Plan until the later phases of the draft Plan. The existing non-tolled lanes will continue to be Clinic available.
531 Vista Applaud keeping open areas in county. Progress on expansion of More than 1/2 of the County of San Diego would be conserved as open space. The local jurisdictions are in various stages of the adoption of regional Web Community highway lanes seems to slow. habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation and Clinic management of an interconnected of habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program (EMP) which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects. Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the time period covered by that plan. While we’re anticipating around $204 billion over 35 years (in year of expenditure), we don’t have all the money right now. Also, a majority of the funding sources are tied to certain types of projects (for example, transit infrastructure or highway operations and maintenance) and we don’t have the authority to interchange them. These constraints come with specific provisions from Congress or the state Legislature. The “revenue constrained scenario” for transportation investments detailed in our Regional Plan plays by those rules. It’s what we can do given the budget we project.
532 Vista Happy to see 55% open space in plan -that is what makes San Diego a Comment noted. Web Community great place to live and work. Clinic
533 Vista Bus to Mira Costa College -Thank you! The Mira Costs College San Elijo campus is currently served by NCTD's Flex service; NCTD has evaluated possibly serving it with local Breeze service, but Web Community there is no timetable for implementation. The draft Plan has no proposals for other transit service. The area has very low land use densities that make it Clinic difficult to serve cost-effectively as compared to other areas.
534 Vista I think more outreach to our minorities needs to be done. I think In the development of San Diego Forward, SANDAG made a concerted effort to reach out to the most vulnerable communities in the region from the Web Community people still don't know what SANDAG is and how to give input. very beginning of the process. Fourteen community-based organizations, including the Vista Community Clinic, were contracted to partner with Clinic SANDAG to get the word out and engage their communities in the process. Please see Appendix H - Social Equity: Engagement and Analysis for details.
127 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 146 August 28, 2015 No. Name Agency Comment Response Source 535 Vista If accomplished, the mobility hub can impact and affect a lot of low- SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design Web Community income communities in a positive way. It will allow access to people enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend improvements, Clinic who otherwise wouldn't have any. How do you plan on incorporating conceptual designs, and implementation options for different communities served by high-frequency transit throughout the San Diego region. A mix of this to rural North County? Most of this renovations take place in the land uses and residential and employment densities are key components of this concept. city leaving rural North County behind. While the rural North County may not be located within close proximity of high-frequency transit, other affordable transportation solutions are available. For example, SANDAG offers complimentary ridematching and trip planning services through the iCommute program. Commuters can use these tools to find carpools and vanpools traveling in the same direction allowing them to save time and money in their daily commute. The Regional Vanpool Program provides a subsidy of up to $400 per month for eligible vanpools to off-set the cost of the vehicle lease. North County commuters have the option of using the Interstate 15 Express Lanes at no charge as an incentive to carpooling and vanpooling. Commuters who carpool, vanpool, take transit, bike, or walk to work are also eligible for the Guaranteed Ride Home (GRH) program which provides a free ride home in a taxi or rental car up to three times per year in the event of personal or family illness or emergency; unscheduled overtime; or being stranded at work due to carpool or vanpool driver leaving for an emergency. More information on these services can be found at 511sd.com/iCommute.
536 Vista Is there any way to speed up the projects? 2050 is a long time from Federal and state laws require SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the Web Community now and we continue facing continues traffic issues across the SR 78 - period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway Clinic including a high volume of accidents." and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future. The Interstate-5 (I-5) to College Avenue segment along the State Route 78 (SR 78), as well as the Twin Oaks to Interstate-15 (I-15) segment along the SR 78 are both proposed to be complete by 2025 to address the most congested segments of the corridor, with two Managed Lanes. The middle portion of SR 78 would be complete following these projects. Both SR 78 connectors with I-5 as well as the Managed Lane connector with I-15 are included in the plan by 2025. Caltrans is conducting studies on the I-5/SR 78 connectors.
537 Vista Very interesting for the economy; prioritize housing and SPRINTER The draft Plan calls for capital improvements that would allow for an increase of service on the SPRINTER Line to every 20 minutes by 2025, with full Web Community projects to be accomplished by 2025 instead of 2050. We want to doubletracking of the line that would enable 15 minute service by 2035. Clinic enjoy it. The housing elements of local General Plans identify sites for housing for all income levels within each local jurisdiction. All of the 15 SPRINTER stations are located within Smart Growth Opportunity Areas (SGOAs) shown on the Smart Growth Concept Map. To incentivize residential and employment development in these areas, SANDAG provides grants for planning and capital projects. The Regional Transit Oriented Development (TOD) Strategy (Appendix U-4 of the Regional Plan) recommends that local jurisdictions support development in SGOAs and transit oriented districts by focusing their capital improvement programs and other funding resources to provide infrastructure/public facilities in these areas.
538 Vista Great projects for the future. Very informative. Public transportation Thank you for your feedback. As displayed in Figure A.10, Appendix A: Transportation Projects, Costs, and Phasing, many local bus routes in key Web Community more frequency with concentration to major points. Affordable corridors will see service frequencies increased to every 15 minutes by 2020, and additionally, to 10 minutes by 2035. Clinic housing in all areas. In response to your housing comment, the Regional Housing Needs Assessment (RHNA), found in Appendix L, is updated every eight years and helps provide the framework for the planning and construction of affordable housing in our region by using the most recently adopted regional growth forecast.
539 Vista I am concerned and wonder if they are thinking about the low-income SANDAG partnered with community-based organizations around the region in the most disadvantaged communities to engage low income, minority, Web Community community while developing these projects that are really good. I want newcomers, and seniors, including the Vista Community Clinic, and encourage their input in developing San Diego Forward. SANDAG supports all of Clinic it to know if they are collaborating with solar appliance companies. the jurisdictions on energy saving and has developed Energy Road Maps for almost all of the jurisdictions. See Appendix U.9 Regional Energy Strategy. Much money and time is invested in roads, but nothing gets fixed. At As part of San Diego Forward, the SANDAG Board of Directors has adopted a 'Regional Complete Streets Policy' which encourages the design of the end, roads are worse. We need sidewalks in our communities for streets for all users. See Appendix U.2 for more details. our own safety. There are many roads with no sidewalks.
540 Vista In reality, will housing be affordable for low-income? How will The Regional Housing Needs Assessment (RHNA), found in Appendix L, of San Diego Forward is updated every eight years and provides the framework Web Community transportation system help? for planning for housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used Clinic to allocate the region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households. Local jurisdictions typically plan for lower income housing near transit stations. Also, funding used to finance lower income housing typically is allocated based on proximity to public transit.
541 Vista These long-term projects are smart. San Diego will continue being an Local jurisdiction housing elements of General Plans address the housing needs for households who fall into four income categories -- very low, low, Web Community important city, offering a good quality of life for its residents, but I am moderate, and above moderate. Housing that is rent or price restricted for very low and low-income households is in short supply. A number of Clinic very concerned about high housing costs and that there are no polices statewide initiatives have been proposed or are funded to help provide affordable housing for low-income households. This is a long term issue that to control that. We need policies to refrain landlords from raising rent requires the implementation of a number of policies and programs at the state and local level. Rent control is an issue addressed at the local fees whenever they feel like it. There is a long waiting list for low- jurisdiction level, not the regional level. income housing and the requirements make it impossible for people who make the minimum wage.
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542 Vista My comment is that something should be done in regards to the high The Regional Housing Needs Assessment (RHNA), found in Appendix L, is updated every eight years and provides the framework for planning for Web Community housing cost. Housing is becoming more expensive every day. Please do housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used to allocate the Clinic something in the plan that makes housing more accessible. region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
543 Vista We need more parks, affordable housing, less traffic and healthy The Regional Plan address regional housing needs, regional transportation, and the need for healthy communities, and proposes actions to move the Web Community communities. region forward in these areas. Clinic
544 Vista The workshop was very informative and it has new information about For additional information about our current Smart Growth Incentive Program, please see Chapter 2, A Strategy for Sustainability, and visit Web Community the transportation system smart growth projects. sandag.org/smartgrowth. Clinic
545 Vista We need polices to control rent fees. Low income housing is a good Rent control is a local issue. The Regional Plan addresses housing through the Regional Housing Needs Assessment (RHNA), found in Appendix L, Web Community idea, but will it work? which is updated every eight years and provides the framework for planning for housing in our region. The most recently adopted regional growth Clinic forecast and other demographic data and planning factors are used to allocate the region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
546 Vista This long-term plan is very good, but the bad part is that I will not Rent control is a local issue. The Regional Plan addresses housing through the Regional Housing Needs Assessment (RHNA), found in Appendix L, Web Community enjoy it (2050). Our community needs polices to control rent fees. I which is updated every eight years and provides the framework for planning for housing in our region. The most recently adopted regional growth Clinic believe everything is connected and we should not put aside the forecast and other demographic data and planning factors are used to allocate the region’s very low, low, moderate, and above moderate income housing concerns. We need policies to control rent fees. housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
547 Vista This long-term plan is very good, but the bad part is that I will not Rent control is a local issue. The Regional Plan addresses housing through the Regional Housing Needs Assessment (RHNA), found in Appendix L, Web Community enjoy it (2050). Our community needs polices to control rent fees. I which is updated every eight years and provides the framework for planning for housing in our region. The most recently adopted regional growth Clinic believe everything is connected and we should not put aside the forecast and other demographic data and planning factors are used to allocate the region’s very low, low, moderate, and above moderate income housing concerns. We need policies to control rent fees. housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
548 Vista We need more low-income housing for people like us who make the The Regional Plan addresses affordable housing through the Regional Housing Needs Assessment (RHNA), found in Appendix L. It is updated every Web Community minimum wage. Rent is very expensive. eight years and provides the framework for planning for housing in our region. The most recently adopted regional growth forecast and other Clinic demographic data and planning factors are used to allocate the region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
549 Vista I agree with SANDAG’s plans, but I would like to see more open spaces One of the five strategies in the Regional Plan is to "Protect the environment by preserving sensitive habitat, open space, and farmland." About half of Web Community in the community. our region's 2.7 million acres have been preserved as open space and parks, habitat, or farmland. By 2050, 55 percent will be preserved, according to Clinic our regional growth forecast. Our region is fortunate to have a local funding source for preserving natural habitats. The TransNet half cent sales tax includes a provision to fund an $850 million "Environmental Mitigation Program" (EMP) to purchase habitat as mitigation for future transportation projects. In addition, the EMP provides funding, through a competitive incentive program, to acquire, manage, and monitor sensitive lands in habitat preservation planning areas. Urban open space areas that have habitat value are eligible for funding through the EMP. In addition to these regional habitat conservation efforts, local jurisdictions also plan for parks and open spaces, which are available to local residents for recreational uses.
550 Vista I would like the issue of housing to be taken very seriously. Today we The Regional Housing Needs Assessment (RHNA), found in San Diego Forward Appendix L, is updated every eight years and provides the framework Web Community work just to pay the rent; sometimes we have neither money to eat nor for planning for housing in our region. The most recently adopted regional growth forecast and other demographic data and planning factors are used Clinic for clothes. to allocate the region’s very low, low, moderate, and above moderate income housing needs to all 19 jurisdictions. These housing needs are used to prepare the housing elements of local General Plans, which identify sites for housing for all income levels. Local jurisdiction housing elements also include programs that assist in the production of affordable housing for very low, low and moderate income households.
551 Vista I would like to see more low-income housing to be constructed in our Providing adequate housing for a growing number of people, in all income levels and at all stages of live is one of the 13 policy objectives in San Diego Web Community communities. One of the downsides with this plan is that the rural Forward.. SANDAG addresses housing through the Regional Housing Needs Assessment which is included in Appendix U. Clinic areas are being left out. Communities such as Fallbrook, Pala, Pauma, Rainbow, De Luz and Bonsall, which are communities that for many years have been neglected in many aspects and it seems that once again we are being left out from change. 129 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 148 August 28, 2015 No. Name Agency Comment Response Source
552 Vista The project is very ambitious but necessary. Although I like SANDAG’s Housing projections are an important component of the demographic forecast included in the Draft Regional Plan. In terms of SR 78 improvements, Web Community project, it seems that it is a long-term plan. Housing and 78 must be a the segment from Interstate-5 (I-5) to College Avenue along the State Route 78 (SR 78), as well as the Twin Oaks to Interstate-15 (I-15) segment along Clinic priority in the plan. the SR 78 are both proposed to be complete by 2025 to address the most congested segments of the corridor, with two Managed Lanes improvements. The middle portion of SR 78 would be complete following these projects. Both SR 78 connectors with I-15 as well as the Managed Lane connector with I-15 are included in the plan by 2025. Caltrans is conducting studies on the I-5/SR 78 connectors.
553 Vista Will the transportation system includes driverless cars? With the Regional Plan horizon ending of 2050, one must seriously consider the reality and impact of driverless vehicles on the urban landscape. Web Community The timeline and the impact of driverless vehicles is covered in detail in the Emerging Technology white paper. At this early stage in the development of Clinic this technology, SANDAG role is in the realm of planning for the eventual adoptions. Driverless vehicles have the potential of increasing road safety as well as mobility and environmental benefits in well conceived future plans.
554 Vista I would like to see more support for environment friendly The Draft Regional Plan includes full implementation of the entire regional bike network. Most bike projects will have safety improvements not only for Web Community transportation and access for people powered vehicles. bicyclists but also for pedestrians. The Regional Plan incorporates safe bike and pedestrian access into investments in other modes of travel, including Clinic public transit and highway improvements-- a practice already assumed by SANDAG in ongoing planning and construction of capital projects.
555 Vista The bike project is very good. It will help families and also will reduce Thanks for your comment. The Draft Regional Plan proposes investments for completing the Regional Bike Network and for supporting Safe Routes to Web Community chronic diseases. School and Safe Routes to Transit. Clinic
556 Vista We need work for the entire community and seniors. The economic analysis shows that the implementation of San Diego Forward will result in significant job and GDP benefits over the life of the plan. Web Community These benefits come not just from the construction and operation of the transportation system, but primarily from the private sector taking advantage Clinic of the increased efficiency of the transportation system. SANDAG estimates that in the average year, San Diego Forward means more than 50,000 additional jobs versus a "no-build" scenario where we do little to improve the transportation system.
557 Vista We need the expansion of the SR 78 sooner. Traffic is very bad every Currently this project has been split in two segments in order to advance the most congested portions, at the east and west ends of the freeway near Web Community day from Monday through Friday. the I-15 and I-5 freeways. Two new Managed Lanes would be built at each end of the Oceanside to Escondido corridor by 2025 and the middle Clinic portion (College Avenue to Twin Oaks) by 2030.
558 Jonathan Olow Webster The Webster Community utilizes the A Street on-ramp to the SR 94 Caltrans has been studying the environmental impacts of adding Express Lanes along SR 94 between I-805 and Downtown San Diego. The addition of Web Community Freeway and must stay open. There are 2 other on-ramps to the SR 94 these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Local representatives and Council freeway from the side communities of Home Ave and Euclid. There are community stakeholders along the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into large truck/semis from FedEx and a private moving company on 47th, the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law along with Coca Cola plant that already congest the Euclid and Home does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in Ave. entrances and also use the A Street on-ramp. If A Street is closed the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result then it will further congest Euclid and Home Ave on-ramps...and leave Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities Webster LOCKED into the area. along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future SR 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed.
559 Jonathan Olow Webster Trolley Impacts - Keep traffic moving and suggest the Trolley lines The Draft Regional Plan includes grade-separations of key intersections on both the Blue and Orange Lines. Please see Appendix M for the list of rail Web Community either go under or over traffic signals. grade separations (Table M.12). Council
560 Youthbuild/ Need Rapid bus transportations. Trolley and signal lights need to be The Draft Regional Plan includes a rich network of Rapid services operating on Managed Lanes and arterials. These projects include the use of transit Comment Able-Disabled aligned sometime waiting over 5 minutes to get through a signal. signal priorities, queue jump lanes, and dedicated transit rights-of-way to minimize delays. Card Advocacy (A-DA)
561 Youthbuild/A- In 50 years the world will look all brand new & government is gonna We appreciate your comment and your participation in the planning process. The Regional Plan is updated every four years using the most accurate Comment DA build new houses, new trolley stations and new technology. and up-to-date information available at the time. With each iteration of the plan, planning strategies reflect the most current estimates and forecasts in Card areas such as population, housing, employment density, etc. Similarly, the plan is also able to incorporate the research and planning of emerging technologies.
562 Youthbuild/A- Amazing to learn about the future and new things to come. We appreciate your interest in our region's future. Please follow along in this process and participate by visiting the project website, SDForward.com, Comment DA and joining our e-mailing list. Card
563 Youthbuild/A- SANDAG is cool Thank you for your feedback. Please follow along and participate by visiting the project website,SDForward.com, and joining our e-mailing list. Comment DA Card
564 Youthbuild/A- Make power outlets for your phones so it can charge on the There is no plan or proposal at this point to add charging outlets to MTS buses or Trolleys. The costs of and the time required to manage and maintain Comment DA Trolley/buses such fixtures would likely draw resources from core activities of providing transit service and maintaining other vehicle systems. Card
565 Youthbuild/A- This is a good idea Thank you for your feedback. Please follow along and participate by visiting the project website,SDForward.com, and joining our e-mailing list. Comment DA Card
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566 Youthbuild/A- It's a good idea We appreciate your support and feedback. Please continue to follow along in this process by visitingSDForward.com. Comment DA Card
567 It could be beneficial to incorporate recreational features into the EMP Recreation compatible with open space is currently allowed in much of the open space area conserved in the region. The regional conservation Comment and SANDAG land procurement. Hiking trails; running and bike paths, planning efforts and the jurisdictional land use plan envisions these uses to continue leading to a healthy and enjoyable use of the San Diego region's Card picnic areas. While the EMP will focus on species preservation, there is open space areas while continuing to protect sensitive species. a lot of space and land. Public participation and enjoyment could yield positive quality of life improvements for the region.
568 Alejandro Garcia Transportation to and from the eastern portion of Southeast San Diego The Draft Regional Plan includes increased service frequencies on all trolley and bus routes in the urbanized area to every 15 minutes throughout the Web is incredibly difficult for residents without vehicles of their own. day by 2020 and to every 10 minutes throughout the day by 2035. In addition, several new trolley lines and Rapid lines will provide higher speed Increased transit frequency would help low income families access connections throughout the region, making it easier to access key job centers. higher paying jobs in a more timely fashion than they can now. For Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal families with several members, travelling by bus and Trolley becomes funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. incredibly expensive. Bus fares are very high for low-income/working However, MTS does offer a variety of fare products and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. Details families. of all fares and passes for MTS services are available on-line at www.sdmts.com or by calling the MTS Information and Trip Planning office at (619) 233-3004.
569 Alison Farrin The Plan Says: In short, our transportation investments are not just Connections were considered and prioritized when developing the Regional Bike Network. More direct inclusion of trails in the transportation network Web about the transportation projects themselves. They’re also about the is evolving gradually. Restrictions on how funding can be used are changing gradually as well. Part of the difficulty in more comprehensive inclusion is surrounding land uses that make our communities livable and vibrant, the inability to accurately model what benefits, or usage, would result from investing in developing more trails. Here again there is a gradual evolution and the improvements to our streets to make them friendlier and safer of the capabilities of the transportation model. Bicycle and pedestrian components of the travel demand modeling tools are improving, but more for all users, including people who walk and bike. If you truly believe meaningful output is still several years away. this, where is the county regional trails plan in your transportation planning? Countywide, people asked for trails and pathways that would make connections within our communities and keep us out of our cars when going to school and recreating. There are miles and miles of pathways and trails in the County master plan that are not mentioned in your plan. In addition, the MSCP mandates that PUBLIC USE and ACCESS be part of the planning for those areas set aside as open space. In Otay and Ramona our public access is being seriously abused by Fish and Wildlife restrictions that are arbitrary, capricious, violate their own standards and are clearly designed to keep the public off public land that was far more accessible when the land was private. 10 years ago, Ramona identified 244 miles of trails and pathways to connect our community. It appears that most other areas of the county have identified similar amounts of trails and pathways. How have you included this community identified transportation and environmental priority in your planning? Sad to say, in 10 years, Ramona has a net loss of trails and pathways, while under the trails plan we are supposed to have added 40 miles by 2020. Our children no longer walk or bike anywhere, as most communities do not have good trail paths or residential pathways that stay off busy streets. The number of cars on the street could be successfully reduced by connecting our residential use centers, schools, playgrounds,and open spaces together by a network of trails and pathways. It feels nearly criminal to load the bike or the horse on the trailer and put the kids in the car to drive a couple of miles to park, unload and then ride or walk in the minimal open spaces to which we have access. A truly thoughtful Regional Plan would change that.
570 Allen Jones No mention of COASTER Electrification. Electrification along the LOSSAN and SPRINTER corridors would be challenging due to the mixed operations between COASTER, SPRINTER, Amtrak, Web Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond the SANDAG region and will rely on conventional non- electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic EIR. Electrification along the sensitive coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that would potentially impact coastal views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. As of 2015, all new locomotives purchased must meet US EPA' Tier 4 emissions regulations which dramatically reduce emissions from diesel locomotives. Amtrak Pacific Surfliner Trains will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and SPRINTER vehicles will be replaced with low emission locomotives. 131 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 150 August 28, 2015 No. Name Agency Comment Response Source 571 Allen Jones Was desalination considered? Yes, desalination is considered. The San Diego County Water Authority’s Urban Water Management Plan includes development of seawater Web desalination in San Diego County as a way to assist the region in diversifying its water resources, reduce dependence on imported supplies, and provide a new drought-proof, locally treated water supply. The Carlsbad Seawater Desalination Plant, which is expected to provide 56,000 acre feet of water per year, is anticipated to be completed by fall 2015.
572 Andrea Monk A couple of comments: The discussion addresses commuting to work While not all areas are as well served as others, many of the areas you cited are well served by transit today: Email and school; however, many vehicle trips are made for recreational • Airport to Balboa Park: Take Route 992 from the airport to downtown, transfer at any stop along Broadway to Rapid 215 that connects directly purposes, as one can see by looking at San Diego's weekend traffic to Balboa Park; both routes operate every 15 minutes throughout most of the day congestion. Although transit continues to improve, there is no • Airport to Mission Valley: Take Route 992 from the airport to the Santa Fe Depot stop on Broadway, transfer to the Green Line at Santa Fe convenient way to get to Balboa Park from the airport or the growing Depot for direct connections to Mission Valley; both route operate every 15 minutes throughout most of the day Mission Valley area and no way to get to Mission Bay on transit. (I've tried - the bus drops you off where it's impossible to cross I-5). These • Mission Bay: there are several routes serving various locations in Mission Bay - Route 8, 9, 27, and 30 are just a couple of examples of destinations that are not well-served • Kearny Mesa and Mira Mesa: both these areas are served by several local, express and Rapid services by transit. Kearny Mesa and Mira Mesa are others. The Draft Regional Plan includes a number of new Trolley and Rapid lines that will improve access to these areas, along with development of a network of ten-minute all day service on these and other routes in urban areas.
573 Andrea Monk With regards to the political infeasibility of huge increases in transit This strategy of trying out new services is something that is in use today. MTS, for example, has implemented several new services in recent years to Email funding or in cost of driving, perhaps some limited-area, limited- areas based on service requests as pilot routes that have to achieve a certain performance level after a given period of time in order to become duration pilot projects would be feasible. That is, increase frequency of permanent services. There are also ongoing monitoring and adjustments being made to existing routes by both transit operators to maximize ridership bus (or vanpool, or taxicab under contract with MTS) service to a and minimize costs. defined area for a certain number of months. (And advertise the service heavily!) The fact that some 85% of the population lives somewhere that is only a 30-minute commute to work or school on transit supports the belief that some smaller tweaks could get the percentage of transit users above 2%. An attractive and convenient pilot project could also get new users "used to" transit and would give planners a better idea of which improvements to give the most "bang for the buck."
574 Andrea Monk I would be interested in reading a summary of the comments A summary of comments received on the Draft Regional Plan and staff draft responses will be compiled and shared at a future meeting of the Email submitted if one is prepared. SANDAG Board of Directors.
575 Anne Barron San Diego needs mass transit- efficient, linked and affordable for all The Draft Regional Plan includes a significant investment in both new rail and Rapid services, as well as improvements to the existing Trolley and bus Email San Diegans. A responsive plan must move mass transit projects and system. The rich network of transit services will improve the access, connectivity, and convenience of using transit. Fares are a part of using transit, but open space/habitat preservation to the fore. These reductions if met by improvements, over time, to the Compass Card will make it easier to use transit for everyone. a regional San Diego plan will also result in tremendous improvements Public health considerations have been incorporated throughout the Regional Plan development including a Public Health White Paper, Project in public health (asthma, dementia, heart disease, obesity, etc.), Evaluation Criteria, Performance Measures, evaluation of transportation network scenarios. A Public Health Stakeholders Working Group provided improved mass transit times enhancing people’s access to both regional input throughout the development of the draft Plan. and local enterprises, better forecasting and models of future Approximately 1/2 of the County of San Diego would be conserved as open space. The local jurisdictions are in various stages of the adoption of conditions, the list goes on. regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation and management of an interconnected of habitat lands.
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576 Anne Barron In a nutshell: No more highways or roads. Your plan as proposed has It is important to note that the vast majority of highway improvements are aimed at developing a regional Managed Lanes system which provides Email little more than what was in the 2011 plan already deemed inadequate priority access for Rapid services operating on Managed Lanes and carpools/vanpools. The Managed Lanes allow the Rapid services to bypass by the courts. The new Trolley line to UC, the increase in bike congested main lane traffic -- the new I-15 Rapid service is an example of how the Managed Lanes improve travel speeds. accessibility and linkage to existing transit hubs you propose is exactly The Draft Regional Plan also includes a rich network of not only new rail and Rapid services, but also increasing span of service and service frequencies what is needed in the rest of the Plan Elements. More “neighborhood” to ten-minutes all day on most routes in the urban areas. These improvements will make it easier for those not working the traditional 9-5 work hours bus or light rail loops are needed than the 4 small ones proposed, to use transit. building on existing MTS loops (i.e.., the City Heights loop must The draft plan focuses transit in the urban areas where land use densities and urban design make transit accessible and easy to use. Rural areas are connect more of the area’s destinations with the surrounding housing characterized by low density, auto-oriented development that is difficult for transit to serve. In these areas, other options like increasing options for blocks and the main transit hubs at Euclid and along University). The carpooling and vanpooling is a more effective strategy for improving mobility. SANDAG's iCommute department is focused on these kinds of efforts. COASTER service must be expanded (increase trips and connections into LA) and safe infrastructure installed to accommodate the increased use. Expanded loops are desperately needed in East County, particularly in El Cajon with its abysmal air pollution indices. Existing bus schedules often cannot accommodate the numbers of people with mobility devices. Evening hour service is severely curtailed, particularly in Lakeside/Santee area. This is unfair to those whose work hours are not within the “9-5” transit scheduling. The plan also discriminates against the more rural population centers, providing much less access and forcing people to choose cars over rent. I have attended almost all of your public input sessions; these additional mass transit services were demanded by participants at all sessions. Where are they in the plan? Scheduling out much- needed transit projects to 30 years is unacceptable for the people who live and work in our region.
577 Anne Barron I am disturbed that despite public demand for better mass transit, the We appreciate your interest in the future of the San Diego region. Email 2015 draft remains firmly entrenched in out-dated planning strategies, Since 1972, the San Diego Association of Governments (SANDAG) has produced long-range forecasts of population, housing, and employment that ignoring current scientific forecasts that climate change will cause are used as a basic resource by elected officials, planners, academics, and the general public. These forecasts represent the best assessment of the significant coastal changes, extended droughts and fire seasons along changes we can anticipate for the region and its communities based on the best available information and well-proven and verified computer models. with population disruption. Your plan forecasts and models of the The forecasts are developed through a collaborative effort with experts in demography, housing, the economy, and other disciplines, and the close economic, population and recreational distributions over the next 50 cooperation of the local planning directors and their staffs. years don’t include this data, and so are most likely incorrect. For Regarding your comments on the prominent economic sectors within San Diego, please refer to Chapter 2: Benefits of the Plan, and Appendix P: instance, the light rail planned along the southern coastal communities Economic Impact Analysis and Competitive Analysis for a more detailed discussion of what was included in our economic analyses as they relate to the between Ocean and Pacific Beaches will be under water. This is a implementation of the Regional Plan. terrible waste of public monies, criminally negligent in the face of credible scientific models. Plan elements also discount the incredible diversity of the San Diego commercial scene, where small businesses are the main blood of the regional economy. Agriculture is all but ignored, despite the fact that San Diego County has one of the densest urban farming zone in the country and a vibrant farmers’ market sector. The solid waste management sector is also expanding Rapidly; zero waste is the future. The plan has no plan to incorporate and support new economic expansions, relying instead on the status quo Big Business needs.
578 Bob Spencer Thank you very much for hosting the comments. I'm a little chagrin. I Senate Bill 375 requires that SANDAG conduct two public hearings to gather public input following the release of the Draft Regional Plan. SANDAG Court don't think you did quite the job in publicizing the meeting (public held two public hearings (June 12th and June 18th), as well as hosted a series of public workshops in communities throughout the region, to maximize Reporter hearing held on 6/18/15). I got it last minute from a City Council opportunities for public input. Additionally, SANDAG accepted comments through the project webpage (SDForward.com), by mail, fax, phone, and Member in Oceanside and just zipped over, so anyway in any event, I TTY up until the comment deadline, July 15, 2015. Prior to the hearings, the specific dates and times for both hearings were listed on sdforward.com, appreciate the meeting. I don't know that the general public heard a flier, in the agenda of the June 12, 2015 Board of Directors Meeting, as well as shared through SANDAG E-blasts. Additional information on about it in quite the manner that I thought it might be. SANDAG's public outreach efforts is included in Appendix F: Public Involvement Program.
133 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 152 August 28, 2015 No. Name Agency Comment Response Source 579 Bob Spencer I'm going to do a rudimentary cost benefit analysis of it (I-5 North While highway improvements are one part of the overall vision, the North Coast Corridor (NCC) Program is a comprehensive package of Court Coast Corridor project?) -- I understand the major benefit is to alleviate transportation, environmental, coastal access, and community enhancement projects to improve the quality of life throughout the region. The planned Reporter traffic down the I-5 corridor, make things a little faster. I don't know if transportation improvements, which include Express Lanes on Interstate 5, double tracking the Coastal rail line, and new bike paths, will provide the all of the costs have been calculated in this global, you know, laudable region additional travel choices. It's been more than 40 years since major freeway improvements were made to I-5 in the NCC. Because the highway goal. All of the data that I've seen, it's going to take a long time for improvements will need to be built over the next 30 years, Phase 1 includes the flexibility for future transportation technology that could be developed this project to be completed. It's a major project; you're going to be during later construction phases. As part of the construction phase Caltrans will create a Traffic Management Plan (TMP) to keep motorists informed doing it in small segments. I might be misinformed, but I think it will about the construction activities. Elements of the TMP will include a construction project website, a 24-hour hot line phone number and electronic take 25 or 30 years to complete the project. During those 25 or 30 message signs to provide real time information to the public. Finally, the final environmental document for the highway portion of the NCC Program years, you're actually going to slow down traffic when you build. identified the Express Lanes Only project as the preferred alternative because this option has the smallest environmental footprint, requires the fewest Traffic was affected during the construction of the I-15 and the 210. property relocations, and has the lowest construction cost. Additional program information can be found at KeepSanDiegoMoving.com/NCC. When freeways are built, you have to work on it; when you work on it, you have to lessen the traffic, so this has to be into the cost benefit equation. All of the traffic delays for the next 30 years, if you make it through the court system and break ground and start, then once you get this project built, (I don't think it's going to happen but it may), I will agree there's a good chance that you could alleviate traffic for maybe a long-term, but for sure for a short-term. However, we need to look at history. If you look at our neighbors to the north, Los Angeles has tried to build their way out of freeway problems. They haven't added lanes. They've added all freeway systems and it's made the congestion worse. People that were sharing rides, finding other ways to travel have gotten back on the freeways. I think that it's very shortsighted and if we take into account -- that the new drivers coming on and also, in 30 years who's to say what transportation is going to be jetpacks, more busing, more things. Do we even know the internal combustion engine is going to be moving people at that rate?
580 Carmela Simoncini I am pleased that the plans for the High Speed Rail project include a leg We agree that today, this is a difficult commute. However, the Plan does include additional COASTER service, including additional "reverse commute" Web going from San Diego to Riverside. However, that is a long way off. I trips, those originating in downtown San Diego and terminating in Oceanside. SANDAG is a member of the Los Angeles-San Diego-San Luis Obispo commute daily to Riverside, but there is no public transportation that (LOSSAN) Rail Corridor Agency, which oversees Amtrak's Pacific Surfliner service but whose members include the rail owners and operators along the can take me all the way to work, accommodating a 9 to 5 workday. entire southern California coastal corridor. Metrolink, COASTER, and LOSSAN coordinate passenger services in the corridor and plan to continue these The Metrolink leaves from Oceanside, but requires a 40 mile drive for efforts as additional passenger rail service is added, making the connections you need easier and more frequent and convenient. More information on me from Point Loma, because there is no train that can get one to that plan is available at www.lossan.org Oceanside in time for the OCIE train. Additionally, that Metrolink line does not arrive in Riverside until 9:53 a.m. To return from Riverside by Metrolink, I would have to leave Riverside by 3:30 p.m. Any later Metrolink would mean I get home at 10 p.m. or later. So Metrolink is not feasible. This means that I take Amtrak to Orange County, and then drive from OC to Riverside. This is a 45 mile drive each way, because there are no daily bus or rail connections between Orange County and Riverside that would get me to work at a reasonable hour and allow me to put in a full workday. Surely there must be a way to coordinate the various rail commuting options so people can get to Riverside County and back. With the growing number of people buying homes in Temecula and Murrietta while working in San Diego, burdening the I-15 corridor, it seems logical to improve commuting options between San Diego and Riverside.
581 Chase Weinholtz Bus stop locations - will there be strategic changes to placing? [Such as] Bus stops are selected for safe and accessible locations at a frequency that offers necessary availability but doesn't unduly slow the service. Suggestions Comment secure areas to lock bikes if the pick-up location is not within walking from riders on specific routes and locations are welcome by contacting our Customer Service Department at (619) 557-4555. Card distance. Some MTS stations offer bicycle lockers, managed by SANDAG's iCommute program. More information is available at icommutesd.com.
582 Chase Weinholtz Life cycle analysis - net carbon reduction? The greenhouse gas inventory and analysis for passenger vehicles included in the Draft Regional Plan does not include a “life cycle” carbon analysis, but Comment follows protocols for SB 375 analyses established by the California Air Resources Board. The Draft EIR greenhouse gas inventory and analysis emissions Card from all source also does not use a “life cycle” carbon analysis, but rather follows professionally-accepted protocols; See Draft EIR Appendix G.
583 Chase Weinholtz Proximity to stations/stops is a major point in transportation decision Access to stations/stops is a major consideration. The greater the access, the greater the potential ridership. In addition to local feeder buses and park- Comment making. On demand convenience is key. and-ride lots, a regional Mobility Hubs Study is underway to explore other possible "first mile, last mile" connections to stations ranging from carshare Card and bike share to improved pedestrian and bicycle facilities.
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584 Chase Weinholtz Emission reductions could be further reduced by selecting sustainable The Regional Energy Strategy, included in Appendix U.9 of the Draft Regional Plan, includes goals related to advancing renewable energy in the San Comment energy sources. Is it possible to select sources and bypass SDGE energy Diego region. In addition, a number of local governments are considering ways to advance renewable energy in their local climate action plans through Card mix? Can public transit be 100% renewable before utilities supply it? community choice aggregation or another mechanism. Emission reductions from state mandates for SDG&E to meet the renewable portfolio standard are reflected in the greenhouse gas analysis included in the draft EIR.
585 Chase Weinholtz Pollution reductions can extend beyond efficiency: Pollution reductions from this type of material would be difficult to estimate on a regional scale. The Draft Regional Plan evaluated the 8-hour ozone Comment • TiO2 (titanium dioxide) nanoparticles have shown to passively and the carbon monoxide standards for transportation conformity purposes. Card scrub NOx to negate 20 cars/day • See Italcementi Group's Tx active building materials that embeds TiO2.
586 Chris Wakeham I do not believe this plan adequately addresses the GHG reduction The Draft EIR (Impact GHG-2) demonstrates that the Draft Regional Plan would not conflict with the State’s ability to achieve the AB 32 target of Web requirements of AB32. Any spending on freeways, interconnects or reducing statewide GHG emissions to the 1990 levels by 2020. AB 32 and its Scoping Plan do not establish any GHG emission reduction targets for Managed Lanes only emits huge quantities of CO2 during construction specific geographic regions such as the SANDAG region. and only serves to INCREASE the VMT. I do not think we should be As required by federal and state law, SANDAG has included all modes of transportation, including roads and highways, in the Draft Regional Plan. spending ANY money on roads unless it is for the sole purpose of Also, the Draft EIR’s transportation and GHG impact analyses clearly demonstrate that large future GHG emissions reductions from transportation making the road safer, faster and more efficient for public transport sources can be achieved even with increases in regional VMT. systems, bicycles and pedestrians.
587 Cindy Lesinski We need carpool lanes on every freeway, highway and express way The Regional Plan incorporates Managed Lane/High Occupancy Vehicle (HOV) improvements on corridors with substantial traffic congestion to support Web now. Not years from now. Take the fast lane or #1 lane and make it an carpools, transit services, and solo drivers who pay a fee (such as in the I-15 corridor). Conversion of general purpose lanes to create additional HOV lane. It can be done and should have been done 20 years ago. Managed/HOV lanes would be governed by federal and state laws and regulations, Also, several alternatives evaluated in the Draft EIR (5A, 5B,5C, and Buses, bikes or light rail will not get most people from the places they 5D) convert general purpose lanes to managed lanes that support carpools. The Board of Directors will consider the comparative merits of the live to the places they work. We are far too spread out around the alternatives in the EIR when they consider adoption of the final Plan. county for buses to provide a reasonable service time. My own commute would take 5 hours a day. Not going to happen but carpooling is doable and reasonable.
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588 Cindy Rocco I'm Cindy Rocco. I live on Alvarado Street in South Cal and I did present Any improvements to I-5 at Vista Way and the Buena Vista Lagoon will require approval of resource agencies including the California Coastal Court this to City Council, but this primarily has to do with the interchange Commission. The Buena Vista Lagoon could be restored as a component of the freeway improvements resulting in a more ecologically functional Reporter and the widening, and I think my main concern is the environment. lagoon habitat. One of the things is with the lagoons. I have several documents. I'm not sure where the reference point is, but the other lagoons along six or five others, they are actually getting a lot of mitigation from bike paths, pedestrians. They're getting restoration efforts. They're getting a lot of wetland for the production, et cetera. But from what I saw for our point of vista alone, was I think it was kind of handed off to -- I'm not sure if it's somebody took over and it's a restoration and they're trying to decide fresh water or whatever, but there's no -- it doesn't seem to be any other accountability or umbrella there. And then, I also read -- oh, by the way, Caltrans said that they didn't have any plans for mitigations or anything, as if they didn't know what I was talking about two weeks ago. And then, for us the money funds go to the other lagoons, so we don't get the money towards allocation towards ours. I'm not sure whose budget that is and, you know, we already -- it's going to be a wet -- filled up or wetland in 50 years. We already gave half away from the mall. I think it has more diversity in birds and animals, et cetera, et cetera, and tying in to -- so I would want to have more consideration for our water bodies because even Loma Alta Creek got contaminated or whatever with the railroad, et cetera. The other thing is, when they build now -- a fellow said, "You can't look at 100 years," but we can project things how things are going, and when they build now, they should build the bridges for the train three- wide. In anticipation he said, "Well --" the Mayor "Well we're having enough trouble getting two, but anticipate." And then also with the I-5, no matter how wide you make it, make it higher because the sea level projections, I think with floodplains, et cetera, wave height, it's going to come up five feet. And I was reading where they said, "Oh, Well, we'll do jacks. It can be remedied through jacks and shims," but why would we do that if we know now what's going to happen? Oh, so what you ended up doing is, disturbing the lagoon again and again and again and it was like the first ecological reserve. It was supposed to be a State Park, but there's a lot of history to that lagoon. And my thought was, because of financial issues like the corridor up in Orange County ended up like, doubling their budget once they started getting -- started -- so if you look at present dollars, future value of the present dollars, it's going to actually be a better return in payoff in the long run if you prepare now. And, um -- okay, you know, just based on bonds and et cetera. I mean, you're going to end up paying a lot more now and we're going to take on and it's sort of like being the stewards for the future. I have a lot more stuff, but that was just my basic feedback. Okay; thank you. Oh, and maybe a diamond -- divergent diamond; just the other idea.
589 Cindy Rocco Take great care for you legally owe a duty of care and must act SANDAG understands its legal obligations and takes care to meet those obligations. Email prudently and reasonably. Knowing the impacts makes them inherently avoidable. You have a duty to today but most importantly tomorrow to the earth and the population. Look beyond this as what your job defines but look at this as how you will define our future.
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590 Cindy Rocco I hope that SANDAG would challenge the state saying highways first. It The Draft Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Email just does not make sense and the highway build approach is grossly carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple inefficient and fiscally irresponsible. I am from the east coast and see alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing that mass transit is the god-send. The theory of displacement is at play station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit and if you build roadways, they will fill with cars; same with mass services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both transit…water will seek it’s own level. I may not even have my home in new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley , Rapid, and local bus services in urban areas. a month from foreclosure but I feel so strongly about what I see going Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- on around me that getting you this, as haphazard as it is, is something I competitive and convenient alternatives to driving alone. am compelled to do regardless of where it should be on my priority list. I am but one person with lots of ideas for solutions etc. & maybe just maybe my one drop can make a difference. Bus Rapid Transit BRT: We already know going to do so do first! Innovative, high capacity, lower cost public transit solution that can significantly improve urban mobility;( natural gas reduces ghg plus less cars reduces ghg). Partner with the National BRT Institute TODAY & use/leverage their knowledge and innovation for increasing speed, efficiency, and reliability of high-capacity bus service through the implementation of BRT systems in San Diego County. Build it & We Will Use It. Re- PRIORITIZE & Re-ARRANGE SEQUENCE OF TRANSPORTATION STRATEGY. Build out mass transit system infrastructure FIRST. People really want Rapid transit infrastructure first, not roads. Mass transit moves more people than cars & better population growth. Express & trains, buses, shuttles to transit nodes, and shoulder lanes then express & local highway lanes. Simultaneously use shoulder lanes to ease congestion (bus, SOV, HOV). Wait to see how the moving of people is working to determine if even need all the highway construction/reconstruction! Build it and they will come: lay pavement and cars will fill it SOV variable rates penalty does NOT encourage HOV. Establish express & local Rapid bus transit routes and schedules NOW. The only buses seen on highway are for casinos or border crossing. Express & local schedule/pathway strategy: reduces travel times & keeps local transit off of highways, reducing volumes.
591 Cindy Rocco The executive order that mandates reducing greenhouse gas emissions The Draft EIR looks at many alternatives to the proposed Plan. The eight alternatives evaluated in detail include alternatives with features suggested by Email by 80 percent below 1990 levels by the year 2050. RTP plan still allows the public such as a greater emphasis on transit projects, accelerating transit investments to the first ten years of the Plan, and delaying or eliminating emissions to significantly rise over time when Mass Rapid Transit highway and managed lane investments, and planning for a modified, more compact land use pattern. infrastructure FIRST would actually accelerate us to our goals & even The Draft Regional Plan includes development of a rich network of new and improved transit services. While the desire is to implement these projects reduce highway reconstruction plans once operating at baseline as soon as possible, several key factors influence how fast projects can get implemented: 1) the Regional Plan has to be based on reasonably expected capacity (with room to improve!) Inform the public and decision- revenue sources (the draft Plan includes reasonable levels of growth in existing sources as well the assumption of a new local funding measure); 2) makers about the full impact of its project over the entire life of the many of our major transit projects utilize federal funding that involves a lengthy process to secure; 3) major transit capital project take many years to project. Take a leadership role and really mitigate the impact of its develop given the detailed level of analysis needed for the environmental document and considerable public outreach efforts to solicit input and project by encouraging or spending money on measures that would minimize impacts to adjacent communities. reduce greenhouse gas emissions over the long-run." SANDAG takes its role in the statewide effort to reduce GHG emissions seriously. That is why even though SANDAG’s current targets are per capita CO2 emission reductions from passenger vehicles of 7 percent by 2020 and 13 percent by 2035 relative to 2005 levels, the proposed Plan exceeds these targets. The Draft EIR sets forth additional mitigation measures to reduce GHG emissions. The proposed Plan does not allow GHG emissions to significantly rise over time. Regarding total GHG emissions from all sources, the Draft EIR (Impact GHG-1) shows a decrease of 26.8 percent between 2012 and 2050.
592 Cindy Rocco Advance technology NOW and save money, i.e., overpass sensors (not Thank you for the comment. The San Diego region employs several types of technology for sensors including in-ground loops, side-fire radar, video Email in ground). detection, and probe data. Each family of technology has advantages and limitations. When we plan for detection technology for any given project we look at all factors prior to make final selection.
137 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 156 August 28, 2015 No. Name Agency Comment Response Source 593 Cindy Rocco BUILD managed SHOULDER / auxiliary lanes entire length now (Not just I-5 improvements referenced in this comment are part of the North Coast Corridor (NCC) Program. The NCC program is a comprehensive package of Email auxiliary lanes described below as part of the HOV/Managed Lanes transportation, environmental, coastal access, and community enhancement projects to improve the quality of life throughout the region. The planned project. ). - Carlsbad Village Drive to SR-78 (extension of southbound transportation improvements, which include Express Lanes on Interstate 5, double tracking the coastal rail line, and new bike paths, will provide the only) - Las Flores Drive to SR-78 (northbound deceleration lane) - SR-78 region additional travel choices. The final environmental document for the highway portion of the NCC Program identified the Express Lanes Only to Cassidy Street (southbound weaving lane; an existing southbound project as the preferred alternative because this option has the smallest environmental footprint, requires the fewest property relocations, and has the auxiliary/weaving lane would extend to the new southbound lowest construction cost. Additional program information can be found at KeepSanDiegoMoving.com/NCC. auxiliary/weaving lane that would begin at Oceanside Boulevard Regarding the I-5/SR78 connector project, the Regional Plan documents a network of multi-modal improvements to be implemented over 35 years. As southbound on-ramp) - Cassidy Street to Oceanside Boulevard specific projects move forward toward implementation, they are refined in greater detail. Alternative designs are identified in project-level planning to (extension of northbound; southbound weaving) - Oceanside Boulevard achieve the purpose and need for the improvements. to Mission Avenue (northbound and southbound weaving lanes) - The I-5/SR78 connector project is identified in the Draft Regional Plan because of the need to address an existing and future deficiency in the Mission Avenue to SR-76 (northbound weaving only) - SR-76 to Harbor transportation network. At the project level of planning, alternatives will be developed to address the deficiency while at the same time assessing the Drive (northbound deceleration lane, extension southbound). impacts to the environment. Impacts to sensitive habitats such as the Buena Vista Lagoon and sensitive receptors such as school children will be Proposed new or extended auxiliary lane locations were determined in carefully analyzed in the project-specific environmental analysis. . While a project may be included in the Regional Plan, a specific design will not be accordance with the Level of Service (LOS) D Method (weaving analysis) selected until such time as the project level environmental review process is complete. Many of the concerns raised in your comments are best documented in HDM Index 504.7. Specifically, as further detailed in addressed by the project level environmental review process, which is currently in the scoping phase. SANDAG has shared your comments with the Section 7.1 of the I-5 North Coast Freeway Operations Report, LOS D I-5/SR78 connector project development team. weaving limits of 2,000 vphpl are specified for non-weaving main through lanes, and 1,800 vphpl are specified for weaving lanes. Each of the locations specified below is projected to exceed one of these limits in 2030 (consistent with design year 2035). These proposed auxiliary lanes would help to reduce congestion caused by traffic weaving between the begin and end points specified below, and would not, in and of themselves, require the addition of arterials that must cross the lagoons to meet the demand of the local trips. Comments for I-5 Corridor: Prevent multiple disruptions in mobility that we are trying to improve. Reduce multiple significant environmental disruptions. Use current ideas being implemented worldwide, not to just what current rules & regulations that restrict introduction of progressive alternatives, especially in technology. Also, if build now, prepare now for future lane expansion; build shoulders now & use now even though not currently being implemented in CA. Use interchangeable center lanes that do not include traditional barriers; use technology to create Rapid response to changes in traffic. Do not penalize SOV to incent HOV; it makes no sense. Infrastructural changes encourage alternative transportation not SOV tolls. Shuttles to nodes Rapid transit ; do bus, train & other NOW; why wait. New lanes simply spread out drivers. Fast lanes and slow lanes must be adhered to otherwise all of traffic moves at same pace. Enclose 4 interior lanes in segments as solely express lanes for all vehicles like route 80 in NJ, i.e. the harbor 76 to the 78; Oceanside [Oceanside] to Palomar airport; Palomar airport to Del Mar; Del Mar to 805 5 split. Continue pattern along entire corridor to high employment and high activity areas. Consider PURE Express / Local Divided Lanes: no fee, all vehicle types allowed, purpose is to keep speed momentums, reduce crossovers in & out of HOV lanes for local exiting & keeps express lanes moving even if local exit slowdowns. Express funnels with breakouts/ins at major points/destinations. Drive express lane to bypass interchange = avoids traffic slowdowns, crossovers indecisive drivers. 76 to Carlsbad Village Drive, Carlsbad Village Drive to Del Mar, Delmar to La Jolla Village Drive. All without any HOV on off local traffic breakouts/flow disruptions barriers force flow and controls weaving. Less stop and go and idling; 2 lanes express each direction avoids pitfall of one slow driver backing up entire special access lane.
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594 Cindy Rocco Present value of dollar vs. doubling tripling budgets for predictable We agree that completing projects today rather than in the future is likely to be less costly. However, the reality is that funding to pay for all projects is Email changes / anticipation of future further expansion. Future value of not available today. Voters and policy-makers prefer a pay as you go system where funds are collected over time to pay for improvements over time. It today’s value automatically makes it more expensive to modify then vs. should also be noted that the Plan is shown in year of expenditure vs. current year dollars based on federal requirements for regional plans. now. Create special funding resource research team to attain today's dollars vs. creating even greater financial burdens for the future population/generations of the Region.
595 Cindy Rocco RTP Objective 7: Reduce travel time for all trips. 4 interior lanes The more efficient use of the existing capacity of the system is a shared goal with Caltrans. System Performance is one of the strategic management Email separated from exterior lanes (concrete or those pop up rubber lane goals recently adopted by Caltrans. he goal states, "utilize leadership, collaboration and strategic partnerships to develop an integrated transportation tubes so can modify lanes in each direction). Local lanes for on/off local system that provides reliable and accessible mobility for travelers". To that end, Caltrans and SANDAG continue to invest in the intelligent traffic. Express lanes to/from high destination points. Local lanes transportation system to better manage the traffic on the system. These include Integrated Corridor Management being implemented on I-15 and to improved efficiency because eliminate volume from speeding drive- be applied to additional corridors and studying the potential of Active Traffic Demand Management currently underway on the I-805 South corridor. through vehicles. Maintains continuous flow of vehicles. Reduces Many of the issues raised regarding driver behavior are governed by state laws embodied in the California Vehicle Code and the Streets and Highway emissions from traffic congestion; stop start idling. Allows reaching Code. Enforcement of existing laws on the freeways is the responsibility of the California Highway Patrol. destinations points faster reducing drive times. Improves safety resulting from current high speed passing in any lane to then cut-over to exits because drivers drive close to each other in packs and impede regular movement. Creates more efficient use of each lane constructed because manages the flow rate more effectively. Greater return on investment because reduces inefficient use of lanes: currently cars travel in packs, all at same rate in every lane. Passing is impeded by slow drivers in the passing lane forcing illegal passing on the right side causing higher probabilities of accidents from weaving and illegal passing. Drivers pass trucks on the right side, a daily occurrence , traveling along their blind spot (another illegal maneuver & highly dangerous). Improve ramp entry and exit through use of shoulder lanes so longer runway to get to moving traffic speed and sensor tripped ramp lights. Entering the highway is slower moving vehicles migrating into the number one lane causing breaking of on-coming traffic just to accommodate their entering the freeway. Entering cars do not accelerate to dovetail into existing traffic, there is not enough roadway for both incoming and existing traffic flow. Nature is to spread across lanes and drive at the same speed, forcing passing on the left, difficulty changing lanes, ease of egress for on-coming and exiting traffic.
596 Cindy Rocco RTP Objective 8: Enhance the efficiency of the transportation network SANDAG works very closely with regional and local transportation agencies to examine the application of technologies to transportation systems Email through the deployment of new technologies. Design & build bridges including intersections, transit, traveler information, bike and pedestrian networks, payment systems and freeway and local roadway systems including today with the ability/capacity to support add-on technology such as bridges, with the goal of using such technologies to improve the region’s understanding of how our transportation system is performing, how it can it lane boards, overhead traffic sensors, GHG sensors wireless/satellite be improved to minimize congestion, and how can we provide quality information to the commuting public to influence the use of transportation modems, along with communication dashboards. This way phased in modes and choices for travel. The Draft Regional Plan presents a number of technological concepts broken down by decade that are focused on enhancements to traffic management etc. are not reconstructs and achieving a specific regional outcome. These focus areas include, for example, Multi-Modal Management or Mobility Hubs. Discussion of the specific further construction costs and interruptions in transportation will be technologies to be applied or used are generally identified during the project design and development efforts particularly when technologies are greatly reduced if not eliminated. Impacted constantly evolving and maturing over time. infrastructures/modifications should be designed and built to accommodate emerging technology related to communication and automated sensors. Put sensors above ground = more cost effective, greater longevity (under road expensive to install plus subject to issues over time. Do not use cell phone technology because of potential litigation issues related to privacy (also, cell phone technology will change & want to have Rapid response to changes in technology) i.e., Build new bridge and add lane boards & airwave sensor technology even if not using system-wide: prep the bridge now so that can easily accommodate modifications and [no text after this word]
139 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 158 August 28, 2015 No. Name Agency Comment Response Source 597 Cindy Rocco Take Care of Oceanside Waterbodies. Algae bloom depletes oxygen in Thank you for the comment regarding Buena Vista Lagoon. The Healthy Communities Section of San Diego Forward, promotes a system of Email water. APPLY FOR STATE PARK STATUS RIGHT NOW. We should interconnected open space. The coastal lagoons are part of this open space system. SANDAG is working on an proposed Enhancement Plan for Buena SUBMIT FOR STATE PARK STATUS for Buena Vista Lagoon. We Vista Lagoon. Details can be reviewed at keepsandiegomoving.com/BV Lagoon. accepted sewage spills. We accepted developers' footprints. We Further, SANDAG works with regulatory agencies to determine appropriate location and quantity of compensatory mitigation when projects being allowed 50% of the lagoon to be filled in for a mall. Could we now say built by SANDAG will impact sensitive habitat/resources. quid pro quo in the face of what has happened and what will be happening in & around the state's FIRST ecological Reserve, only fresh water lagoon in CA & what was to be declared a State Park? Sediment will fill the Buena Vista Lagoon in 50 years.BV LAGOON MITIGATION [Buena Vista Lagoon]: DO NOT ACCEPT CRUMBS...EVER. • Quid Quo Pro: impact our sacred Natural Resources? Leave them BETTER & Brighter than ever to prevent further degradation and to bring the waters back to health & stay that way • Mitigation, enhancement, endowments, proprietary funding, deed transfers • Act from a position of Abundance: don’t allow mitigations to be allocated to sister cities south of us (78/5 lagoon mitigations) • NCC I-5 lagoon mitigations (all 3 water bodies , emphasis on BV) • REMEMBER, Buena Vista Lagoon was supposed to be a State Park not so long ago • SPRINTER damage, sewer damage, st. malo, I-5 in 1960s-70s, mall Build all bridges HIGHER now because we know sea level is rising (minimum of 5 feet in x years. Scripp’s scientific research) This goes for entire corridor. BUILD RAIL BRIDGE WIDE enough now FOR 3 TRACKS NOW (delay double track if must in order to more prudently plan ahead). Do not Jack & Shim the bridges ETC: • Prudent Man • Foreseeable events require responsibility today or else be sued in the future for not heeding the dangers and being completely fiscally irresponsible. Pass legislature making it illegal to ever disrupt the 3 Oceanside water bodies ever again, in perpetuity (no further disruption of ANY SD County water bodies). Do not disturb 3 water bodies AGAIN when KNOW NOW part of the future & can logically predict from COMMON SENSE. Measure twice, cut once. no more do-over’s or mulligan’s…ever. Note spills already SPRINTER and XXX Kohl’s Mall. Duty of Care. BV Lagoon Mitigation: • I-5 Shared Use Path Extension Perimeter Loop BV Lagoon • Eastern Basin &/or Central Basin’s • Shared Use Park bike path satellite loop • Meets coastal access to coastal resources • Bike path connectivity • Component of mitigation package • Mitigation: BVL is subject to dramatic disturbances from every transportation project: Rail, Widen, Interchange, & will be 78 widening, Ramp changes Do Not Accept Less Than We Deserve. "Think Small" planning. Big Ideas applied at a Human Scale. Pedestrian bike paths should be all around the lagoon entire circumference as much as possible, i.e. st. malo? no but yes north sides e & w of 5 and s w perimeter BVL looks quite shortchanged. The EIR Enhancement appears disjointed from the large scale efforts and dollars than others in NCC. BVL & other Oceanside watersheds: • MUST BE ENHANCED PROTECTED PRESERVED • Money cannot go to other towns • Mitigation monies must be spent in the areas where there is any work being done equal to or greater than the environmental disruptions and scope of construction DO NOT SHORT CHANGE OCEANSIDE San Elijo Lagoon:http://www.keepsandiegomoving.com/Libraries/I5- Corridor- doc/SAN_I5_ART_BOARD_Lagoon_Enhancement_FINAL.sflb.ashx
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598 Cindy Rocco Environmental Enhancements in Oceanside. Only ONE in NCC I-5 Interstate 5 improvements referenced in this comment are part of the North Coast Corridor (NCC) Program. The NCC program is a comprehensive Email Project even though we have THREE highly sensitive & polluted water- package of transportation, environmental, coastal access, and community enhancement projects to improve the quality of life throughout the region. bodies already in existence. We should EXPECT that the state of CA The planned transportation improvements, which include Express Lanes on Interstate 5, double tracking the coastal rail line, and new bike paths, will Project MUST prevent, recover & restore all 3 water bodies: San Luis provide the region additional travel choices. The final environmental document for the highway portion of the NCC Program identified the Express Rey, Loma Alta Creek/Slough & BV Lagoon. Lanes Only project as the preferred alternative because this option has the smallest environmental footprint, requires the fewest property relocations, I-5NCC: Accountability & Planned Measurements of Success: and has the lowest construction cost. Additional program information can be found at KeepSanDiegoMoving.com/NCC. • Only see sound receptors • No GHG measurement tools • No sensor management system
141 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 160 August 28, 2015 No. Name Agency Comment Response Source 599 Cindy Rocco BV Lagoon vs. Other towns Environment Mitigation & Enhancement Thank you for the comment regarding Buena Vista Lagoon. The Healthy Communities Section of San Diego Forward promotes a system of Email Summary: • NO other water bodies included! • 3 track rail now for interconnected open space. The coastal lagoons are part of this open space system. SANDAG is working on an proposed Enhancement Plan for Buena long-term planning, not just 2 (restoration & preservation) • Want Vista Lagoon. Details can be reviewed at keepsandiegomoving.com/BVLagoon. sediment removal short & long term dredging, Eelgrass planting? l/Vector mgmt. • Detention basin, inlet management BUY THE MOUTH OF LAGOON BACK • Restoration & preservations sites Include ALL 3 water bodies • Long term project funding, enhancements • Local land purchase for Dedicated Reserve NW corner lots 3-4 minimum/Park features • Lookout points/binoculars • Pedestrian/bike lagoon crossing • paths both sides of bridge with connections to added perimeter paths • Management Endowment for Reserve, sedimentation, vector & inlet management • Visible GHG measurement on-going along bridge • Other town/Water bodies enhancements much more extensive Vs. Los Penasquitos Lagoon: • Deer Canyon II: Upland Establishment (14.6 ac) (near SR 56) •Lagoon Management Endowment for Inlet Maintenance • CARLSBAD Aqua Hedionda • Hallmark East and West: Upland (3.5 ac) & Wetland (4.37 ac) Establishment; Upland (6.6 ac) & Wetland (.97 ac) Enhancement; Upland (1.8 ac) & Wetland (.44 ac) Preservation • Enhanced Trail and Bridge on East Side of I-5 • I-5 North Coast Bike Trail • Dredging and Eelgrass Planting SAN DIEGUITO • Dean Family Trust Site - Upland Establishment ( 20.8 ac) - Upland Preservation (1.5 ac) • San Dieguito W19 - Upland (9.6 ac) & Wetland (47.3 ac) • Establishment - Upland Restoration (19.8 ac) • Bike/ Pedestrian Trails • Enhanced Trail and Bridge on West Side of I-5 • Coast to Crest Trail Crossing • I-5 North Coast Bike Trail • Detention Basin • SCE Restoration Initiated in 2006 Preservation site, FOUR Restoration site, proposed preservation site • Laser: Upland (4.1 ac) & Wetland (.02 ac) Preservation • Potential San Elijo Lagoon Restoration Project Funding • San Elijo Uplands (30 ac) •Pedestrian Trailhead • Pedestrian Enhanced Trail on Both sides of I-5 with Bridge Connection to Manchester Avenue • Segments of Coastal Rail Trail •I-5 North Coast Bike Trail • Bioswales • Detention Basin with First Flush Treatment Capability • 50 ac Pavement Treated • First Flush Flow Diversion San Elijo Lagoon Restoration Project • Long-term monitoring by other responsible agencies is either on-going as part of current restoration efforts, or proposed as part of future restoration projects • San Elijo bridge lengthened to 700 ft. as part of 1.5-mile double track project, improving tidal flow • I-5 bridge replaced and lengthened for enhanced tidal flow • I-5 channel width expanded for enhanced tidal flow Shift highway to North: CREATES GREATER BARRIER/BUFFER between lagoon & highways. Build Bike/Pedestrian Path around entire Basin (see conceptual designs for other lagoons NCC) i.e., Can the bridge be raised with suspended path/undercrossing. Start the lanes on 78 how will look in 30 years NOW so no rebuilds/only slight modifications (we all know it is going to happen so prevent double disruption of lagoon). The light green lines should be designated lanes now not later/shoulder open, closed etc. No St. Malo. St Malo should not own the MOUTH of the BVL lagoon. Also, there is political mis-behavior lurking if the west basin is getting the weeds removed and not the rest of the basins even though there is a carefully crafted eir for the bvl [Buena Vista Lagoon] (some wording appears to be protecting the St Malo HOA).
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600 Cindy Rocco Build in Oceanside: Thoughts, Issues, Concerns, IDEAS: BV Lagoon The Draft Regional Plan documents a network of multi-modal improvements to be implemented over 35 years. As specific projects move forward Email enhancement / Bike Loop proposal. Make sure Oceanside gets QUID towards implementation, they are refined and scoped in greater detail. Alternatives are identified to achieve the purpose and need for the QUO PRO (find doc with $ distribution ir family trust) (like OTHER richer improvements. No specific improvement is selected when the Regional Plan is adopted. That next step occurs when the specific project location is towns have done) why is environmental 78/5 Mitigation> ALL MONEY analyzed and alternatives developed. The I-5/SR78 connector project is an example where the Regional Plan has identified a need to address an existing TO OTHER LAGOONS. o MARRY ALL PROJECTS current & future and future deficiency in the transportation network. Based on the purpose and need for the project, alternatives are being developed to address the PROJECTS I-5 NCC, Rail Project, 78/5 Interchange, Future 78 Plans deficiency while at the same time assessing the impacts to the environment. Sensitive habitats like the Buena Vista Lagoon and community impacts like measure twice, cut once BUILD RAIL BRIDGE WIDE ENUF [ENOUGH] the need for right-of-way are all carefully analyzed and documented in technical studies and the environmental impact report. All viable alternatives FOR # TRACKS NOW NO DO OVERS project 100 years out o Northern can be considered during the environmental review process and in some cases alternatives may have been eliminated from further consideration if they shift in eastern basin/transfer land to BV Foundation o ALL three water do not accomplish the purpose and need of the project, i.e. addressing the identifies deficiency. It should also be noted that a “no project” alternative bodies must be protected in perpetuity from invasive public and private is also analyzed so as to document the effects of not addressing the deficiency. Therefore, the project level environmental review process is the best development projects Request water body ENHANCEMENTS, opportunity to identify project impacts and benefits so that the best alternative may be selected. While a project may be included in the Regional Plan, RESTORATION, PRESERVATION o NO PROJECTS DO-OVERS plan ahead, a specific improvement still needs to be selected based upon the project level environmental review process. Many of the concerns raised in your protect water forever o PRESERVATION first, no further deterioration comments are best addressed by the project level environmental review process, which is currently in the scoping phase. Your comments have been allowable o SUGGEST DIAMOND INTERCHANGE, censored middle lane shared with the I-5/SR78 connector project development team. switchovers, express, local lanes, shoulder reliefs, use computerized intelligent highway management systems NOW o Reestablish North bound Cassidy Street entrance o No Build or No Fly-Over modifications: NO flyovers EVER enter into agreement in perpetuity (10/20/2005 article quote “Do expect towering structures to overshadow homes along I-5”.) & never ever over lagoon! o More sound mitigation walls (decorative barriers & colorful landscape architecture) o Pocket Pock California unhealthy park/recreation young children dangerous o Cannot build within x feet away from ie school; please do not use loopholes to mitigate
143 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 162 August 28, 2015 No. Name Agency Comment Response Source 601 Cindy Rocco 78/5 Interchange Concepts: The RTP documents a network of multi-modal improvements to be implemented over 40 years. As specific projects move forward towards Email • JUST SAY NO! implementation, they are refined and scoped in greater detail. Alternatives are identified to achieve the purpose and need for the improvements. No specific improvement is selected when the RTP is adopted. That next step occurs when the specific project location is analyzed and alternatives • NO FLY OVERS >>>>>> EVER developed. The I-5/SR78 connector project is an example where the RTP has identified a need to address an existing and future deficiency in the • Be More Creative i.e. 78/5 interchange transportation network. Based on the purpose and need for the project, alternatives are being developed to address the deficiency while at the same • Look globally for solutions time assessing the impacts to the environment. Sensitive habitats like the Buena Vista Lagoon and community impacts like the need for right of way • The PM had not even driven all points of entry on the are all carefully analyzed and documented in technical studies and the environmental impact report. All viable alternatives can be considered during the interchange but had scenarios. PMs need to know their routes environmental review process and in some cases alternatives may have been eliminated from further consideration if they do not accomplish the inside and out…live it breathe it purpose and need of the project, i.e. addressing the identifies deficiency. It should also be noted that a “no project” alternative is also analyzed so as to document the effects of not addressing the deficiency. Therefore, the project level environmental review process is the best opportunity to identify • ask locals! Use MetroQuest project public interface software project impacts and benefits so that the best alternative may be selected. While a project may be included in the RTP, a specific improvement still needs • Diverging Diamond Concept. Objective Success Measurements to be selected based upon the project level environmental review process. Many of the concerns raised in your comments are best addressed by the Transparency Visibility: project level environmental review process. Your comments have been shared with the I-5/SR78 connector project development team. • achieve the greenhouse gas emission reductions targets • How will public know efforts are working • If people see numbers then can make wiser choices • Visible display of measurements along freeway at 3 water body points • Start, current, benchmarks/ goal (1990) Use Public Interface SOFTWARE: • There are too many projects, too many sites, redundancy, ambiguity • Very difficult to be current to relevant information • Metroquest Software for ALL PROJECTS • Public interchange of ideas info & status • One-stop information platform all projects • Include all related documents • ProjectsMulti-Project Coordination Team: • Ensure smooth marrying of various Agenda 21 projects • Reduce duplication of efforts • Reduce cost of projects related to disjointed studies / research / analysis Current documents don’t reveal other project layers. MARRY PROJECTS NOW present linked to future ALSO.
602 Cindy Rocco Pocket Park Cassidy Street, Suggested Modifications NCC: Cassidy For the I-5 North Coast Corridor, comprehensive design guidelines have been developed for each community to assure that local community context is Email Street: • Request pocket park (see purple) where won't displace a preserved and enhanced as project features such as walls are constructed. Closure of any freeway ramps will be determined based on additional design home • Coastal Barrier Design; Colorful Landscape architecture • Select level analysis with community input. Impacts to any environmental resources including Loma Alta Creek require permits from resource agency charge the wall design: be part of the process • keep Cassidy open to and with the protection of these resources. from SB I-5 + NB I-5 on-ramp to Cassidy restored because it provides the only access to Fire Mountain neighborhood / provides safe passage / less interchange traffic from local residents California St / Loma Alta Creek: • POCKET PARK DISPLACES HOME(S) • Direct Mitigation for Loma Alta Creek (SPRINTER already damaged water body) • Shift park budget to Enhance Marshall St Pool/Park
144 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 163 August 28, 2015 No. Name Agency Comment Response Source 603 Cindy Rocco Show Me the $: Sources of Funding: SANDAG meets monthly with federal and state wildlife agencies to coordinate issues and to discuss how federal and state pending grants can be used Email • Federal Clean Water Act to leverage TransNet dollars. In addition, SANDAG holds regular meetings of the Environmental Mitigation Program (EMP )Working Group. Though SANDAG may not be eligible to apply for all grants listed above, we have partnered and will continue to partner with the EMP Working Group • Coastal Commission • Local Coastal Program member jurisdictions and non-profits as opportunities become available. One of our roles through this working group is to inform such organizations • AMTRAK of potential grant funding opportunities. • CALTRANS In regards to your comment about selling/transferring the right of way (ROW) to the Buena Vista Lagoon Foundation, the ROW is retained by the • Fed & Private Grants Section 319 Nonpoint Source Management transportation agency that controls the land so that the transportation infrastructure can be maintained. • Watershed Project: Federal Grant Programs EPA Office of Wetlands, Oceans, and Watersheds has a funding portal with links to many different types and sources of funding. This website should be a first step in seeking any federal funding for many different types of watershed-related grants. A few of the many specific grant programs are listed below [referring to the website]: http://www.fxbrowne.com/html/grants_new.htm Alternative Funding Team: • Funding • Where There’s a Will…There is a Way • Alternative Funding Sources • Private, Federal, State, Local Grants • Establish Alternative Funding Research Team • Work with fxbrown Stop Cost Redundancy/Be Fiscally Responsible: • 214 billion in transportation investments 2011 dollars • Sharpen saw ; measure twice cut once • Orange County: budget doubled before execution • Present value of investment vs future value • Quality w/ high $$$ initial investment, long-term savings • Short-term solution=large present value and exponentially higher future value/impact • Look to other countries, best practices • Project the project a full century from now • (1950’s = major highways/expansions) • 1957 Highway 5 indicates MUST be forward thinking NOW. Sell/transfer right of way to BV Lagoon Foundation.
604 Clark Frazier I would hope to see some sort of a national standard for transit, Thanks for your comments and suggestions. Consolidation of payment methods in the San Diego region is included in the Draft Regional Plan. On Web parking and toll media to help create a better travel experience. When I page 4 of draft Appendix E, the concept of a Universal Transportation Account (UTA) is discussed. In brief, the vision lays out connecting all forms of was in Southern California, I was asked to pay $1 for a Tap card for LA transportation payments into a single user-controlled account including transit, tolling, and parking. The goal of such a system is two-fold with the Metro so that I could take a couple of trips. I already have a Seattle primary goal of consumer convenience and the second goal of rewarding choices that reduce demand on the transportation system through mode Metro Senior discount card and one for the Massachusetts Bay shift. Transportation Authority in Boston, not to mention having a BART and Ideally, this UTA would extend beyond the border of San Diego County. This requires market forces and consumer choices. The same conditions to Washington, DC Metro cards. I also have two toll transponders, one for consolidate all loyalty programs such as shopping rewards and frequent flyer miles. There is momentum in this space and it is being driven by the Seattle and the other for the Northeast. I would hope that a universal private sector. Already, the consumer is able to pay for goods and services via smart phones and have all loyalty programs in a single device. toll transponder would exist for the United States (and Canada) as well as some sort of universal tap card for various transit systems. Some fairly short trips in the Northeast require multiple and perhaps incompatible fare media. I hope that this will not happen in Southern California or all of California once high speed rail is available.
605 Craig S. Maxwell Concerning habitat lands, I was very pleased at SANDAG's acquisition Approximately 1/2 of the County of San Diego is protected as open space. The local jurisdictions are in various stages of the adoption of regional Comment of the Daley ranch - "the Lucky 5." Our open land is vanishing quickly. habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region. SANDAG is assisting in this effort Card Why aren't we buying more? through its Environmental Mitigation Program (EMP) which has conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects.
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606 Craig S. Maxwell Given the negligible effect bike lanes, etc. will have on traffic Investments in infrastructure improvements for people who walk or bike are important not just as a means to alleviate traffic congestion and reduce Comment congestion and, ultimately, carbon emission reduction, why are we greenhouse gas emissions, but also to improve safety and to facilitate connections to public transit. Due to high vehicular speeds, and/or right-of-way Card wasting - thinking about wasting - so much much much time and constraints, many of the region's roadways are currently unsafe for people who walk or bike, particularly for the most vulnerable roadway users such money on ineffectual projects and policies. as children, seniors, and people with disabilities. Additionally, many transit riders get to or from their transit stops by walking or biking. Bicycle and pedestrian infrastructure investments will help enhance safety for all users, and provide safer access for people walking or biking to transit.
607 Dan Allen Greetings: 1. The changes proposed in the Draft Regional Plan are based on updated information/study of various projects, public input received over the Letter Please consider my comments below on the Draft Regional Plan. My course of the draft plan development, and the results of the rankings of the various projects that take into account population and job growth comments are limited to the 2050 Revenue Constrained Transit in the region. Network shown in Section 2, “A Strategy for Sustainability, Smart 2. The Trolley line to Carmel Valley is an extension of Trolley Route 562 that is included in the 2011 RTP but terminated at UTC. Regarding Trolley Growth and Environmental Protection Through Transportation Route 561, the latest travel projections show that, while the segment between UTC and Sorrento Valley/Sorrento Mesa is cost-effective, the Choices”, and in particular in Figures 2.9, 2.10 & 2.11: segment between Sorrento Mesa and Mira Mesa is not. The result is that the Mira Mesa segment is not included in the revenue constrained 1. The Plan states that it incorporates the 2050 RTP/SCS adopted in plan, but the UTC-Sorrento Valley-Sorrento Mesa is retained. It is also worth noting that the full Mira Mesa Blvd corridor is served by the new 2011. The Transit Network presented is not the same as was Rapid 237 service, while the Miramar Road corridor is served by existing Route 31. previously published. When were the changes made? What was the public participation in that process? 2. Specifically, the extension of LRT lines beyond the northern Mid- Coast terminus (ref. 561 - UTC to COASTER and 562 - San Ysidro to Carmel Valley) previously was a single line to run to Mira Mesa via Sorrento Mesa/Carroll Canyon. The important feature of the previous route was to serve the industrial sections of west Mira Mesa. I can’t see how transit connection to a residential community of upper/middle economic class already having transportation options takes precedence over a major employment zone. The intensity of employment in west Mira Mesa versus housing in Carmel Valley is clearly shown in Figure 2.4, “2050 Housing and Employment Densities”. I have first- hand experience witnessing the difficulty disadvantaged workers have today getting daily from southeast San Diego to good jobs in west Mira Mesa.
608 Dan Allen The Mission Boulevard/La Jolla Boulevard streetcar (565 - Mission Beach The aim of the streetcar is to provide enhanced transit service along the north-south corridor between Mission Beach and La Jolla. Increased frequency Letter to La Jolla via Pacific Beach) is a silly idea. It makes no sense to run a on existing local and express bus services and future planned Rapid service may be a better alternative. No studies have been done to date, and any streetcar in parallel with two bus lines (existing MTS Route 30 and future efforts would need to address the potential impacts you mentioned, and look at a wide range of alternative solutions in collaboration with the proposed Rapid route – both are shown in Figure 2.11, “2050 Revenue community. Constrained Transit Network”.) Additionally, this is the segment of the present MTS Route 30 with the fewest boardings and riders, according to what I recall learning from Mark Thomsen. One assumes that the streetcar would follow Mission Boulevard and La Jolla Boulevard rather than the old streetcar line that cuts through residential neighborhoods. Most negative aspect of the proposed streetcar then is that it would require demolition of the traffic circles and street amenities on La Jolla Boulevard in Bird Rock that SANDAG has just sunk money into. I checked with the Bird Rock Community Council, and there been no discussion with the impacted on their neighborhood. Dave Schumacher told me that the idea is that the streetcar would be for joy riders or tourists. You should check with the operator of the Old Town Trolley on their La Jolla & Mission Beach tour, which does not seem to be an overwhelming success. Also, there is some idea that Mission Beach, La Jolla and Pacific Beach merchants would pay for this streetcar. I know there has been no mention of that to the La Jolla Village Merchants’ Association.
146 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 165 August 28, 2015 No. Name Agency Comment Response Source 609 Dan Allen The La Jolla Community Plan in its Transportation System section calls The Draft Regional Plan includes a Rapid (Route 30) that will provide faster, limited stop access from La Jolla to the Mid-Coast Trolley line. In addition, Letter for “a shuttle bus system that would provide service to central La Jolla creation of an network of ten-minute all day service on most local buses (including existing Route 30) will make access to the Mid-Coast line more from … the proposed LRT line within the Interstate 5 corridor”. The convenient. Community Plan has been prepared with broad public participation and has wide support in La Jolla. It should not be ignored. This key alternative transportation link needs to be specifically included in the Plan. Thank you for the opportunity to comment.
610 Daniel Castanon The SR 94 freeway expansion from I-805/SR-94 will have a negative Caltrans has been studying the environmental impacts of adding Express Lanes along SR 94 between I-805 and Downtown San Diego. The addition of Web impact to all the broader communities, not only will it create an eye- these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Local representatives and sore and decrease many of the home owners property values, but it will community stakeholders along the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into also cause addition smog/ CO2 emission that will make our city less the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law attractive and create a smog cloud like Los Angeles. Instead of does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in spending all this money on a Bus Rapid Transit which not that many the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result users will take advantage of, invest the money(ies) allocated, to Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities expanding/rerouting/improving the trolley lines, as well as improving along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future SR 15/SR 94 HOV-to-HOV the current freeway entrances and exits along the above named routes. direct connector project. The draft EIR will be released once additional analysis has been completed. Also use the money to promote and build bicycle and pedestrian friendly bridges and walk ways connecting the communities of Ridgeview/Webster, Chollas View, Mount Hope, Mountain View, Fairmount Park, South Park, Golden Hill, Stockton, Grant Hill, and Sherman Heights. We must understand and respond to the needs of the people and values of our diverse San Diego community.
611 Daniel Castañon My comments are basically with access to transportation from Fairmont This is a good suggestion -- will include evaluation of access to Fairmount Park for both the proposed Trolley Route 562 along I-805 corridor in the Court Park into Downtown. One of the issues we're facing is the SR-94 advanced planning studies that will start in 2015, as well as in future analysis of the proposed Route 90 Rapid. Reporter project. The BRT that is being planned from the SR 94 west into Downtown. I don't have access to that. My concern is we in the Fairmont Park area do not have much access to get into Downtown, especially for when we're summoned for jury duty. Well, we would have to take a bus up to University and down to the Trolley station to get to Downtown, which will take about an hour. Where I can jump in my car and go down the SR 94 into Downtown in 30 minutes. So just when you are planning or if you can take into consideration a smaller neighborhood that is surrounded by the 805 on the east side, the 15 on the west side, along the 94 on the south side, don't forget about us and give us appropriate access to transportation to Downtown.
612 Daniel Garcia How to keep the transportation plan for 2015 going [if] the lack of Amid the ongoing drought, water is a major concern within the State of California. See response to comment #59. Comment water [remains] within the state? Card
613 Diane Nygaard My concern is having detail backup behind the greenhouse gas Draft EIR Appendix G-3 presents the technical methodology used to estimate GHG emissions reductions to achieve the SB 375 targets for passenger Court emission reduction number. I talked to Coleen earlier and she stated vehicles. Final Regional Plan Appendix C will include additional information on the relative contributions of several strategies toward achieving the SB Reporter that it's part of the computer model; computer model doesn't give 375 targets. Please note that the per capita GHG emissions reductions do not take credit for reductions due to low carbon fuels or more efficient people the access to understanding the numbers or being able to verify vehicles. that the assumptions that went into it are valid or not, so it's really critical that that information be presented in a way that the public understands it and has a way to validate that the assumptions are correct.
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614 Douglas Scott You are not in compliance with carbon reduction goals set by the State SANDAG is required to demonstrate how land use patterns and transportation investments will meet the per capital greenhouse gas reduction targets Web of California, and you are using our tax revenues to fight a losing for passenger vehicles established for the San Diego region by the California Air Resources Board. The Draft Regional shows that both the 2020 and battle. Concede and build all the public transport improvements first. 2035 GHG reduction targets set for the region are met and exceeded. There is no current legal or planning requirement that the SANDAG region’s Use discretionary language in TransNet II to move funds from highway emissions be reduced by the same percentage (“equal share”) as the statewide percentage in order for the State to achieve the Executive Order GHG construction to public transport. More highways equal more reduction goals. environmental degradation the evidence of which can be seen all SANDAG is required by federal law to include the highway mode of travel in the draft Plan. That being said, 50 percent of the Plan's investment is around us. If the current federal government funding is geared only to allocated toward the operation, maintenance, and development of the transit system. This percentage is roughly true of all time periods in the plan. highways, then reject the funding with those restrictions and lobby for Additionally, a good portion of the remaining investment is proposed for services and programs that support travel by transit. the right to use the funds with more flexibility ie. to build public SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, transport. and rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be used to complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of SANDAG’s discretionary state and federal funds are used to match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet transit projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by the voters.
615 Ed Greene Build a tube (high up) to carry bike traffic over SD - Coronado Bridge A feasibility study of this proposal, funded by a grant from County of San Diego Supervisor Greg Cox, is currently underway. Comment (tube in center hanging below road). The decision (20 years ago) was in Card newspaper - what happened to it?? Philly built a bike lane (2 way) over their bridge above water front.
616 El Cajon Safe Routes to School- Sweetwater Union High School District pays In implementing the Regional Bike Plan, SANDAG will explore opportunities to implement Safe Routes to School improvements in areas where we are Web Collaborative hundreds of thousands of dollars each year to bus students to San building Regional Bike Plan projects. The SR 905 Corridor project will present an opportunity to address Safe Routes to School improvements near Ysidro High School due to no sidewalks and dangerous pedestrian San Ysidro High School. roadways.
617 Eva Kerckhove I do not think, it is a good idea to widen the five freeway, for it will We appreciate your comment and interest in our region's future. In regards to your first comment about the North Coast Corridor I-5 Express Lanes Web look at LA with all the freeeways,. There is congestion, almost, all the project, two Express Lanes in each direction are planned from La Jolla Village Drive to Vandergrift Boulevard. The Express Lanes will serve Rapid transit time in the LA basin. There is also, a lot of air pollination generated services, as well as, carpools and vanpools; solo drivers will be able to utilize the Express Lanes for a fee. when there are more cars on the road. If you work to have public Implementing San Diego Forward will result in substantial economic benefits for the region. Many thousands of construction jobs will be generated as transportation more accessible you could create hundreds if not projects are built. As those projects are completed, economic benefits will continue as increased connectivity saves time and money, leading to thousands of new jobs, for residents of the county. increased productivity. Access to jobs, housing, and education will strengthen the labor pool, And the increased flow of commerce will benefit the operations of our business community.
618 Eva Kerckhove I do not think the highway 5 should be expanded in San Diegp county. We appreciate your comment and interest in our region's future. In regards to your first comment about the North Coast Corridor I-5 Express Lanes Web The LA basin has many, many freeways and there is always congestion project, two Express Lanes in each direction are planned from La Jolla Village Drive to Vandergrift Boulevard. The Express Lanes will serve Rapid transit in that area. It is not healthy to be breathing in increased quanities of services, as well as, carpools and vanpools; solo drivers will be able to utilize the Express Lanes for a fee. air pollution generated by more cars on the roads. If you fostered Implementing San Diego Forward will result in substantial economic benefits for the region. Many thousands of construction jobs will be generated as increased public transportation, you could, also, address the projects are built. As those projects are completed, economic benefits will continue as increased connectivity saves time and money, leading to employment situation by providing more employment oppurtunties for increased productivity. Access to jobs, housing, and education will strengthen the labor pool, And the increased flow of commerce will benefit the people who are out of work. operations of our business community.
619 George Courser What I was looking for was the -- I was looking for an asterisk on that The draft Plan shows that SANDAG will exceed the greenhouse gas reduction targets set by the California Air Resources Board for SANDAG pursuant Court board that says "SB375 Greenhouse Gas." It is presented as an to SB 375. The EIR prepared for the draft Plan (Impact GHG-4) evaluates whether the Plan conflicts with the state GHG reduction goal Governor Reporter accepted statement of fact that these are the projections for San Diego Schwarzenegger established in EO-S-3-05. Forward -- well, I have to disagree. These projections are in dispute The commenter is referencing litigation involving the EIR for the 2050 RTP/SCS adopted in 2011. The Court of Appeal decision on the 2050 RTP/SCS with the State Supreme Court of California who have rejected EIR has been vacated, and the Supreme Court is currently reviewing the decision. SANDAG's Climate Action Plan and related environmental documents, The commenter also refers to litigation involving the County of San Diego's Climate Action Plan. The County's Climate Action Plan (CAP) is not used as unfortunately SANDAG has put forth items for consideration for a basis for SANDAG's Draft Regional Plan. reducing pollution but only through 2030 instead of the 2050 that was prescribed by Governor Schwarzenegger in 2005. So the Supreme Court had stated that this plan is not accepted. It's going to be an article of review for the Supreme Court on their new agenda. They have also rejected the County of San Diego, CAP or "Climate Action Plan" outright and this has to be completely redone, so it's amazing that SANDAG is moving forward with these plans for the RTP 2050 and making these -- these are presumptions. These are not factual.
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620 George Courser The County of San Diego is a huge component of the SANDAG area Draft EIR Section 4.8 provides detailed analysis demonstrating that under implementation of the Draft Regional Plan, the region would not conflict Court that they are planning for with the inability of the County to have a with the AB 32 statewide GHG target of reducing GHG emissions to 1990 levels by 2020 or conflict with SB 375 regional GHG targets for passenger Reporter recognized and improved Climate Action Plan. It destabilizes all that vehicles. Supporting documentation for the analysis is provided in EIR Appendix G. SANDAG can do. It has to be in conjunction with, without that, SANDAG will again be vulnerable to litigation. I don't need litigation; what we need are actual concrete plans that reduce greenhouse gas and they're under "AB32" and "SB375" and the implementation has to be realistic. It has to be doable and there has to be financial plans that go to achieve it. Hot air is not that factor. It's not a factor that can be counted on. This is make believe right now; thank you.
621 George Courser SANDAG has failed to demonstrate where any Trolley line (or trolley Trolley lines are most effective in high demand locations--one four-car train can handle upwards of 400 passengers. The number of buses, vans, or Email hub complex) could not be substituted by bus lines, van lines or taxis that would be needed to handle that level of demand would be considerable both in terms of additional vehicles on the streets and GHG competitive non-line vehicles available to any smart phone user. Placing emissions. While 400-passenger loads are not on every Trolley trip, there are usually hundreds of riders on each Trolley train during most hours of its huge infrastructure bets, such as depots, bridges and concrete lines operations. The real value of Uber/Lyft types of service for local trips in neighborhood areas where transit may not be available. One value that we over streets and freeways is a preposterous waste of money and think they could also offer is in serving first mile/last mile access to transit -- we are currently developing a regional Mobility Hubs strategy where a planning when even in the instant present there is no material mixture of services such a Uber/Lyft, carshare, bikeshare, and shuttles would help improve connectivity to Trolley and Rapid services. in this case, the advantage of trolleys. In actual fact - buses, vans, peseros, taxis, or total cost of, say Uber/Lyft to/from transit + the transit fare would likely be a less costly option than using Uber/Lyft on an everyday basis for longer ready transport services such as LYFT or UBER hold distinct advantages distance tripmaking. in both costs and environmental impacts. Please explain any possible justification of fixed rail transport other than giving advantages to developers' claims of solely point-to-point routes to support development.
622 George Courser Please determine the cost of bus and van service vs. Trolley Please also MTS' operating costs vary by mode and operator, and fluctuate according to many factors including labor and fuel costs. Details can be located in Email explain the end-of-effective-life status of trolley cars. How are they to MTS' annual budgets, which are posted on www.sdmts.com. be recycled or resold? Where exactly are the markets for archaic trolleys MTS buses are disposed of by public auction after they are fully depreciated per federal guidelines. Value would vary based on demand and vehicle vs the omnipresent market for buses? Should trolley cars be resold, condition. For light rail vehicles, MTS successfully sold a number of retired cars to Mendoza, Argentina. This option remains available for the disposal of how are trolleys to be transported for resale? Please state the other light rail cars in the future. MTS isn't aware of a general reference source for information on used bus and rail car values or market demand. anticipated value of a "used" Trolley car vs. a used bus. How is the vast differential in price justified for any Trolley purchase? What references and citations may be employed to gauge the value of used trolleys in comparison to buses?
623 George Courser Passenger car electric vehicles are no longer rarities, seen everyday as The Regional Plan does include support for electric vehicle charging stations (EVCS) on pages 75-76. The Plan also recommends the establishment of a Email recognized clean air vehicles. SANDAG could insure recharging facilities Regional Charger Program by setting aside approximately $30 million of Congestion Management and Air Quality (CMAQ Improvement Program for such a fleet of vehicles, powered by solar, could be available 24 funds expected between 2020 and 2050 (approximately $1 million annually) to fund the installation of publicly available EVCS. The funding is hours a day with the use of new technology inverters and batteries. identified in mitigation measure GHG-4C: Fund Electric Vehicle Charging Infrastructure on page 4.8-40 of the Draft Regional Plan Program The products are mainstream, not a 2030 or 2050 pipedream. Ignoring Environmental Impact Report (Draft EIR). Additional Draft EIR mitigation measures (EN-2A, EN-3C, and GHG-4F) recommend SANDAG reduce energy these viable alternatives compared to present-day internal combustion consumption and increase use of renewable energy, such as solar-power. In addition to the electric grid, onsite technologies such as solar, batteries, vehicles is diametrically opposed to the beneficial use of public and energy storage are being considered to power EVCS. resources and the stated goals of California governors requiring GHG reductions.
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624 Greg Hogan San Diego Forward - SANDAG’s Regional Transportation Plan Appendix In partnership with local jurisdictions, SANDAG is committed to providing safer access for people who walk or bike. Many of the Regional Bicycle Plan Web U.16 - Riding to 2050 The Bike Plan - Dangerous Encounters of the Early Action Program projects, which are included in San Diego Forward: The Regional Plan, will build separate, dedicated facilities for people who ride Vehicular Kind Proudly proclaiming and prognosticating, SANDAG bikes (through cycletracks and class I facilities). Completion of the Coastal Rail Trail is included in the Plan. promises to produce, promote, and promulgate a proper product that provides a process for the progressive proposition that bicyclists are profoundly affected by the profusion of proximate vehicular processions and that probability proposes a prospect of prostrate bicyclists unless proven progress proceeds from the pro forma proposals provided by proponents at SANDAG who propitiate the proliferating bicycle subculture progression by proffering proportional protection through provision, proviso, procedure and propaganda. Procrastination should provoke and propel protests promptly. Prosperous planners’ programs pronounce propriety and propound prospective progeny’s providence. Productive projects produce a prognosis probably proving that proximity to prosperity is proof positive that prolific freeways rule the probable future until 2050. If what you just read makes your head spin, go to sdforward.com and wade through the hundreds of pages of reports and documents. To review the section on the future of bicycling in San Diego County go to Appendix U.16, Riding to 2050. Look carefully at the maps and notice the fact that 89% of the time bicyclists will be forced to ride with motor vehicles. The decades long promised Coastal Rail Trail is a disconnected debacle, as now planned it is a failure before it is ever finished. Will the Citizens, and their elected officials, fight long entrenched entities like North County Transit for access to land ? Bicycling in San Diego is DANGEROUS and the SANDAG plan perpetuates the DANGER far out into the future. The total transportation infrastructure in this county is worth Billions of dollars. Future projections for spending on bicycle infrastructure allocates around 3% of total spending until 2050. That is truly where the rubber meets the road along with riders’ Blood, sweat and Deaths. SANDAG is not responsible for the future of biking in San Diego County. They use terms like support, recommend, encourage, and promote. SANDAG has NO Land Use Authority. It all devolves onto the cities and county. Ultimately, it is up to the people of the county to create a bike system they can live with. Make no mistake, blood will be shed and lives lost because of decisions made regarding the plan and its implementation. DRIVERS ARE GETTING MORE DANGEROUS ALL THE TIME. Creating a functional system of interconnecting Class I bike trails, where bicyclists are separated from vehicular traffic, is one Solution. The Big Question is whether San Diego County residents care enough to Provide Safe Bike Trails for All. Greg Hogan, 7-15-2015
150 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 169 August 28, 2015 No. Name Agency Comment Response Source 625 Harry Jenson I have a business down on Morena Boulevard, native San Diegan. First The planned Mid-Coast Trolley extension from Old Town to UCSD/University City has been a highly ranked project for many years dating back to the Court 18 years of my life, I grew up in Linda Vista, graduated Kearny, first TransNet approval in 1988. The project was approved by voters as part of the Program of Projects in that measure, as well as the second TransNet Reporter graduated San Diego State. All of that being said, I'm here to ask for measure approved in 2004. It is also one of the highest ranked projects in the country for the federal New Starts discretionary grant program. It the cessation of all northern Trolley extension plans. In other words, connects the existing trolley system to one of the region's largest employment and education centers in University City. don't build a northern Trolley center from Old Town to USD -- or With regards to connecting the Trolley to the airport, past studies indicated relatively low ridership and cost effectiveness compared to other Trolley UCSD. We recommend -- the people that support me recommend that projects. In working with the Regional Airport Authority on how best to connect transit to the airport, having a shuttle connection from the north side you reallocate your resources to a Trolley from Santa Fe Station out to of the airport that is adjacent to the existing rail corridor would allow direct connections from the COASTER, Amtrak, local buses, as well as the Trolley. the airport via Harbor -- via Broadway to Harbor. And I've been told Creation of an Intermodal Transportation Center in the vicinity of Washington St, with an elevated pedestrian connection to an airport shuttle is that this is impossible, but it's just an engineering problem. You've got included in the draft plan. The first phase of this project will be connecting the existing Middletown Trolley station to an airport shuttle stop at Palm elevated tracks all over San Diego County. You have three rail systems St./Pacific Highway; this project is in final design and will be completed by mid-2016. The on-airport shuttle will operated by the Airport Authority and right now -- that between Santee, line two, and South Bay, one; and will begin service later this year concurrent with the opening of the new Airport Rental Car Center now under construction. Trolley passengers will be you're losing -- that -- the June 30, 2014, 10-day San Diego able to transfer free to/from the airport shuttle. Metropolitan Transit System states that you lost -- that Trolley system lost 27 million dollars. If you build a northern Trolley extension, that's probably going to add another 8 million dollars to that deficit. So -- so you're asking, okay, subsidized ridership. You can build the Trolley rails out to the airport, and you probably -- the cost could be about $12.50. $6.00 would be operational costs, 6 and a half dollars would be to repay the bonds necessary to build that. You are facing right now legal problems from the Cleveland National Foundation, Friends of Rosecrans, Sierra, and people of the sort -- me. You also have a financial problem in building, so don't build the northern Trolley extension.
626 Ira Kauman I'd like to see the Amtrak maintenance facility at The Santa Fe Station Train servicing of Amtrak trains currently takes place at Santa Fe Depot. SANDAG will continue to work with Amtrak and our state partners to locate a Web eventually moved to the new & upcoming Intermodal Transit Center at maintenance facility near downtown San Diego. Lindbergh Airport at Washington St. or located nearby to that vicinity.
627 Jack Shu It is kind of curious how these two hearings, both last Friday and today Senate Bill 375 requires that SANDAG conduct two public hearings to gather public input following the release of the Draft Regional Plan. SANDAG Court (6/12 and 6/18) came about. It'd be interesting to know, perhaps held two public hearings (June 12th and June 18th), as well as hosted a series of public workshops in communities throughout the region, to maximize Reporter there's some other information you can give me later as what brought opportunities for public input on the draft plan. Additionally, SANDAG accepted comments through the project webpage (SDForward.com), by mail, about these two hearings, because they seem like they were a last fax, phone, and TTY up until the comment deadline, July 15, 2015. Prior to the hearings, the specific dates and times for both hearings were listed on minute item. sdforward.com, a flier, in the agenda of the June 12, 2015 Board of Directors Meeting, as well as shared through SANDAG E-blasts. Additional information on SANDAG's public outreach efforts is included in Appendix F: Public Involvement Program.
628 Jack Shu In the Regional Transportation Plan -- it is very interesting that when one As with the 2050 RTP/SCS, the draft San Diego Forward: The Regional Plan proposes investments of over 50 percent for transit and non-motorized Court looks at the actual projects laid out in the plan, that we have actually the projects. The revisions to cost estimates, whether highway, transit or active transportation, are due to refined project scope and updating the cost Reporter same number of road and highway projects as in the previous RTP. In estimates to current year (2014 instead of 2010). fact, the total cost of them presumed due to inflation or other reasons, we're going to be spending more money on freeways and roads than the last Regional Transportation Plan had called for, even though the public meetings I've attended for the past three years all call for additional Transit development, rather than road development.
629 Jack Shu The other point that is very curious and I hope SANDAG Staff can The SB 375 analysis, which considers per capita reduction in GHG emissions associated with light duty trucks and vehicles, does not account for the Court clarify, is how it's going to achieve its Greenhouse Gas Emission goals additional GHG reduction benefits of state laws and programs for cleaner vehicles and fuels. In order to demonstrate the additional GHG reductions Reporter to meet the, I guess, voters that have been put out as well as that come from state laws and programs for cleaner vehicles and fuels, Figure 2.22 on page 96 of Chapter 2, includes a line that represents a possible legislation. So I was curious how those can be achieved when the scenario for continued GHG reductions beyond 2035 that could come from zero emission vehicles (ZEVs) and/or VMT reductions. The state policy ZEVs, previous plan three years ago was not achieving those goals into 2050 which includes plug-in electric vehicles and hydrogen fuel cell electric vehicles, includes goals for 15 percent of new car sales to be ZEVs by 2025 and and all of a sudden, there's a thought that they can. And if it is 1.5 million ZEVs to be operating in California by 2025. Figure 2.22 represents a possible scenario for continued growth of the ZEV fleet beyond 2035. through lower emission vehicles and non-emission vehicles, how that is modeled. How did you come about to this idea that 75 percent of our vehicles by 2050 would be not emitting at all? To me is kind of a curious calculation. If I can get some clarification or information on how SANDAG modeled that, that would be very good. I think it's something that is necessary in an EIR; thank you.
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630 Janai Brown We need more public transportation and NOT more freeways! We Much of the highway improvements are oriented towards creating a network of Managed Lanes that provide priority access to freeway Rapid services Web need to have a comprehensive public transportation that is convenient and carpool/vanpools. The Draft Regional Plan represents a comprehensive framework for creating a wide range of time-competitive alternatives to and affordable for the masses that will REDUCE and NOT increase CO2 single-occupant vehicle travel, including transit, carpool/vanpool, bicycle, and pedestrian facilities. emissions from the freeways.
631 Janai Brown This freeways first plan is not good enough. We need to DECREASE The Regional Plan is not a “freeways first” plan. The Regional Plan is based on the concept of creating a wide range of transportation choices to Web CO2 emissions by adding more public transport options and create driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the safer bike routes, people will get out of their cars and use public Regional Plan are aimed at accommodating multiple transportation modes, including pedestrian, bicycle, and transit. Transit capital and operations transport if it's comprehensive and affordable. San Diego is WAY account for half of the investment plan in the Draft Regional Plan. A good portion of the remaining investment is proposed for services and programs behind other cities and we need to change our course NOW and that support travel by transit. The Draft Regional Plan calls for five new Trolley lines, 32 new Rapid transit services, continued COASTER double reduce greenhouse gases. tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit centers. The Draft Regional Plan includes a system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. The draft Plan includes improvements (including highway lanes, freeway connectors, and operational improvements) that complement and complete the existing highway network. Planned improvements will increase the efficiency of the regional transportation system. SANDAG's Senate Bill (SB) 375 target is to reduce per capita greenhouse gas emissions from cars and light trucks by 7 percent, by 2020, and by 13 percent by 2035, compared with a 2005 baseline. The Draft Regional Plan shows that our region will exceed these targets. By pursing strategies discussed in the Plan, including using land in ways that make developments more compact, conserving open space, and investing in a transportation system that provides people with alternatives to driving alone, the draft Plan is able to meet the regional greenhouse gas emissions reduction targets established by the California Air Resources Board.
632 Janet Castanos I would like to make a proposal to extend the existing 125 bike path that Thank you for this suggestion. This is something that could be considered in the update of the Regional Bike Plan which is scheduled to be update. The Email runs from Grossmont College to Navajo Road along the 125 freeway. initial network was developed around providing connections between Smart Growth Opportunity Areas, regional transit, and major activity centers. The plan is to make the path extend south to the Grossmont Transit The network was prioritized to focus initially on areas that have the highest potential for more people riding bikes. When the Regional Bike Plan is Station. The path would continue south along the 125 freeway and updated in the future suggested changes to the network will be considered comprehensively to maintain the integrity of network connectivity. connect with surface streets (East Lake Dr and Lubbock Ave.) until it connects to Fletcher Parkway at the signal crossing into the transit center (at Bus Court intersection). See attached PP presentation for details.
633 Janet Castanos As a follow-up to my email below, I have meet with individuals from The Regional Bike Network was developed around providing connections between Smart Growth Opportunity Areas, regional transit, and major Email the City of El Cajon, City of La Mesa, and Grossmont College regarding activity centers. At the Plan level these connections are identified as corridors. As projects move in to implementation, specific alignments are the plans. I have been in contact with CalTrans as well. The developed. The network was prioritized to focus initially on areas that have the highest potential for more people riding bikes. With the adoption of representatives at Grossmont College are very much interested in the Regional Bike Plan Early Action Program (EAP) SANDAG is currently focusing resources on implementation of the highest priority projects as including this route on the regional bike path plan. Let me know if you identified in the EAP. When the Regional Bike Plan is updated in the future suggested changes to the network will be considered comprehensively to have any questions or if you need additional information. maintain the integrity of network connectivity. Additionally, the Grossmont College to Grossmont Transit Center Bike Path Extension has the potential to be considered through SANDAG Safe Routes to Transit efforts that are funded in San Diego Forward: The Regional Plan, associated with improvements to the Grossmont Trolley station. Proposals such as these can be considered for inclusion in the Safe Routes to Transit bicycle and pedestrian enhancements in transit station areas, when the transit project is being planned.
634 Jeanette White I live in Oceanside. I was disappointed that everyone on the panel was The public workshops were planned to provide the general public a chance to better understand the draft plan and provide their opinions on the Court pro, the whole plan. I expected that there would be some Devil's progress made to date. Invitations were open to everyone from the planning profession, advocates, to the informed resident. For the Spring 2015 Reporter advocate people, professionals, people in the know who would be public outreach series, the draft plan was explained in greater detail by a staff presentation and discussion with a panel comprised of professionals speaking on the side where there would be maybe raising more within the community. Panel members were asked a variety of questions by SANDAG staff, including questions relating to the support and objections that the community could think about. Most of the improvement of the plan. Additionally, all participants were encouraged to leave comments for the public record, whether the comments were comments that came from the community were just average citizens. I expressed during the Q&A session, were written on a card, or were verbalized to the bilingual court reporter. thought maybe there would be some other organizations that were presenting some of the other -- at least the cons to this plan/program.
152 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 171 August 28, 2015 No. Name Agency Comment Response Source 635 Jeff Sparksworthy I lived in San Diego in the '80s and then moved back here last year and Gondolas, also referred to as aerial trams, are operating in several cities and are under development in several countries. They have been suggested as Comment have been interested in seeing the last mile issue resolved. I take the a possible transit option in San Diego and other US cities. A feasibility study of a gondola line between downtown and Balboa Park was completed in Card Trolley. A lot of people every morning have to get to the Trolley June 2015 (sandag.org/uploads/publicationid/publicationid_1956_19279.pdf). stations in a variety of ways, and I look at all the little canyons that come down from neighborhoods in San Diego and think that there could be Gondolas, that would be feeders for the Trolley system, just like a Trolley Line could run from the Airport up Maple Canyon and get to the Trolley, the Tramline could run from the Airport up Maple Canyon and get to the existing Trolley and to the zoo. It's a little silly that our Trolley system doesn't serve the Airport or the zoo in Balboa Park and I know there are reasons for that, and aerial trams get around a lot of those reasons by not having a right-of-way issue, not having a land footprint of having to build more roads and places that there aren't available routes, and can move six thousand people an hour with one 500-hoursepower motor instead of every single car having 200-horsepower. That's my comment. If anybody wants a copy of my proposal, which is tailored for the Lake Tahoe, Truckee area but has the same type of research, they can contact me [email protected] and I could send them a flyer. My paper has been embedded by Caltrans, by Regional Transit Agency, people up North, by engineers, by architects, by Trolley operators and so, it's not just smoke-and-mirrors. It's been fairly well researched; thank you.
636 Jeff Sparksworthy My thoughts representing the Back Country Coalition are concerning The State Route 78 and Interstate 5 connectors (both for the Managed Lanes and freeway lanes) are included in the Draft Regional Plan and projected Other the aspects of the Regional Transportation Plan. The Regional to open in the early phases of the Plan. The freeway connector will replace that signalized intersection at the "T-bone." Caltrans is conducting studies Transportation Plan has aspects of it that are incomplete, unplanned or for this project. frankly, an error and -- there's some very clear examples of this beginning in the meeting that I was attending today from SANDAG. There's an example of the 78 freeway going west and intersecting the I-5 north and south and it intersects it like a T-bone, so it actually is a stoplight there. It's a signal instead of being a transition for traffic and it's a very dangerous intersection and it could -- you mentioned of two major arteries for San Diego, yet we really don't have an effective transportation ability at that point. We don't have the capability, or at least the drive to make the correction.
637 Jeff Sparksworthy There's not an actual exit, a prescribed dedicated freeway exit from the The draft plan includes several improvement plans that address the concerns raised: Other I-5 freeway to San Diego's Lindbergh Field. We're still taking various • A direct connector ramp to and from north I-5 to Pacific Highway that will facilitate easier access to the airport vs the current I-5 ramps that side streets, different routes that are uneconomical, unsustainable, require use of a number of local streets. frankly, we're putting huge bounds of traffic in the neighborhoods that • An intermodal center located just south of Washington St along the existing trolley, Coaster, and Amtrak corridor that will provide a direct would have been planned for, yet we have a clear visual shot right pedestrian connection to an on-airport shuttle system serving the passenger terminals. The first phase of this intermodal center will be providing from the I-5 freeway into the airport that can easily be accommodated; an improved pedestrian connection from the existing Middletown Trolley station to an on-airport shuttle stop to be located just west of the but likewise, we don't have the ability for anyone to take the Trolley to Pacific Highway-Palm St intersection. When completed in mid-2016, Trolley passengers will have a short walk (<1/8 mile) link to the shuttle that the airport or leave the airport. The biggest transportation hub in the they can use free of charge. County of San Diego doesn't have transportation that is viable for saving vehicle miles traveled, for convenience of the ratepayers, the • A new limited stop Rapid service (Rt 215) connects all three Trolley lines in downtown with Balboa Park with fast, frequent connections. taxpayers or even the tourists. We do not have an ability for the tourists that we have, to take the Trolley to or from the airport or say, from the airport to the world famous San Diego Zoo or to Balboa Park. They can't do that. It's impossible. It's amazing because of the infrastructure we've already developed in these areas and we put enormous amounts of resources, money, so-called planning into this, yet somehow, we missed the plan. We didn't get the 78 to the I-5. We didn't get the dedicated road to the airport. We didn't get the ability of the Trolley line to be able to travel right to and from there. And it's about all I have to say. I thank you for that.
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638 Jenni Winfrey Adding more lanes to local freeways (even HOV lanes) and then The vast majority of road investments are in the development of Managed Lanes facilities, which provide priority access to Rapid bus services that allow Web building more houses farther out doesn't make sense if our goal is to them to bypass congested main lanes and create a more rail-like experience in terms of higher-speed operations and reliability. Various transit signal have less cars on the road for less time. Convenient transportation priority treatments and transit lanes along key arterial corridors are planned as well that will help arterial Rapid bus services and local bus routes. options need to be added to deliver people from homes to business Several new Trolley lines also are planned. centers where they work. I prefer trains or trolley expansions to buses, since buses are still stuck in traffic, while a well designed public transport system on tracks does not have that problem.
639 Jill Terp Page 15 states: "While the western areas will grow over time through Based upon local land use plans, the Plan assumes that more than half of the region will be conserved as open space. Much of this open space will be Web more compact communities, more land in the eastern two-thirds of the open for recreation and managed to balance the need for conservation and the desire for open space recreation. It is recognized that the land region will be preserved as open space. ... By 2050, our region’s managers in the region are under increasing pressure to achieve this balance. Education and enforcement is an important component to sustain the population is projected to grow by nearly a million people." The public conservation of the regions natural resources. TransNet has provided funding towards these efforts and SANDAG has committed to place a measure desire for more active recreation creates conflicts with the open on a future ballot to address regional funding gaps in existing habitat conservation plans. space/habitat conservation envisioned in the Regional Plan and Multiple Species Conservation Plan (MSCP). Currently, open space/habitat reserves and preserves are being negatively affected by the large number of recreational users (especially active recreation such as mountain biking, distance running, exercise walking, endurance horseback riding , geocaching, dog walking) who were never envisioned to be using these MSCP conserved lands. Many of these activities increase trail impacts, or may lead to off trail activity and creating unauthorized trails that degrade the sensitive resources, many of which were conserved to offset development impacts. The Regional Plan needs to address how to provide "great places for people to ... play" while not leaving it to the open spaces and habitat to provide such recreation. The conserved lands can play some role in supporting recreation appropriate to those lands, but additional land to meet the recreational demand must be identified, acquired, and funded for current and future public use. Millions of dollars have been invested to preserve our sensitive habitats and species, so the Plan must outline how recreational needs can be met to ensure the conservation of open space and habitats.
640 Joe LaCava Opposed to the proposed alignment of the Coastal Rail Trail San Diego We are aware of the City of San Diego's change in preferred alignment for this route. However, the Regional Bike Network is not being amended as Web between Rose Creek and Sorrento Valley. The trail must not go part of the Regional Plan process. This change will be addressed during the update process sometime in the future. One of the primary factors in through Rose Canyon and then via surface streets through the "UTC developing the regional network is providing safe connections in and between Smart Growth Opportunity areas. A goal of the Regional Bike Network area" as currently depicted. Please recognize the City of San Diego's will continue to be regional bike facilities to connect to and serve the UTC community. preferred alternative which routes the trail from Rose Creek to Gilman Drive through UCSD and connecting with Caltrans' new dedicated trail on the west side of the I-5 expansion. The city's route was developed through a community driven process which SANDAG should honor. I believe the 4 following elements must be altered: Coastal Rail Trail San Diego – UTC Coastal Rail Trail San Diego - Rose Canyon Coastal Rail Trail San Diego - Carmel Valley to Roselle via Sorrento Coastal Rail Trail San Diego - Roselle Canyon Thank you.
641 Joe LaCava Appendix A - Table A.1 Remove "Coastal Rail Trail San Diego - Rose We are aware of the City of San Diego's change in preferred alignment for this route. However, the Regional Bike Network is not being amended as Web Canyon " Remove "Coastal Rail Trail San Diego - Carmel Valley to part of the Regional Plan process. This change will be addressed during the update process sometime in the future. One of the primary factors in Roselle via Sorrento" Remove "Coastal Rail Trail San Diego - Roselle developing the regional network is providing safe connections in and between Smart Growth Opportunity areas. A goal of the Regional Bike Network Canyon" and remove from subsequent Tables as well. Replace with will continue to be regional bike facilities to connect to and serve the UTC community. "Coastal Rail Trail San Diego - Rose Creek to Gilman Drive to UCSD to Caltrans/I-5 Separated Hike/Bike Path to Sorrento Valley" (or similar language.) This alignment is the preferred alignment of the City of San Diego, the Coastal Rail Trail Working Group, and the community. Simply put, no rail trail through Rose Canyon.
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642 Joe LaCava SANDAG has a moral and ethical responsibility for creating a plan that The Draft Regional Plan includes many features that have the effect of reducing greenhouse gas (GHG) emissions and the draft Plan demonstrates how Web cuts emissions 80 percent by 2050 as Governor Brown set with the San Diego region will meet and exceed the SB 375 GHG reduction targets for 2020 and 2035 for passenger vehicles established by the California executive orders. Your current projections that show emissions dipping Air Resources Board. The Draft EIR presents additional mitigation measures to reduce GHG emissions from all sources. by only 10% between 2020 and 2050 and increasing slightly between SANDAG recognizes that substantial reductions in global, state, and regional GHG emissions are an urgent priority, and strives in its regional plans and 2035 and 2050 are not acceptable. You may not be legally required to programs to do its part in reducing GHG emissions from all sources. SANDAG’s Climate Action Strategy documents many of the region’s ambitious comply with an executive order but you have a responsibility to this programs to reduce GHG emissions. However, as the comment notes, there is no current legal or planning requirement that the SANDAG region’s generation and future generations to do everything possible within the emissions be reduced by the same percentage (“equal share”) as the statewide percentage in order for the State to achieve the Executive Order’s Regional Plan to assure compliance. Please step up to that responsibility goals. and amend the Regional Plan accordingly. The Regional Plan Draft EIR summarizes several recent studies addressing what would be needed to reduce state GHG emissions proportional to the 2050 goal of EO S-3-05. As the Draft EIR notes (p. 4.8-39), full implementation of many of the measures that could result in a an 80 percent reduction of GHG emissions by 2050 in the San Diego region would require major changes in clean technologies utilization, markets, and state and federal policies and regulations that are beyond SANDAG’s or local agencies’ current ability to implement.
643 Joe LaCava Appendix A - Table A.1 Remove "Coastal Rail Trail San Diego - Rose The Regional Bike Network was developed around providing connections between Smart Growth Opportunity Areas, regional transit, and major Web Canyon " Remove "Coastal Rail Trail San Diego - Carmel Valley to activity centers. At the Plan level these connections are identified as corridors. As projects move in to implementation, specific alignments are Roselle via Sorrento" Remove "Coastal Rail Trail San Diego - Roselle developed. The network was prioritized to focus initially on areas that have the highest potential for more people riding bikes. With the adoption of Canyon" and remove from subsequent Tables as well. Replace with the Regional Bike Plan Early Action Program (EAP) SANDAG is currently focusing resources on implementation of the highest priority projects as "Coastal Rail Trail San Diego - Rose Creek to Gilman Drive to UCSD to identified in the EAP. When the Regional Bike Plan is updated in the future suggested changes to the network will be considered comprehensively to Caltrans/I-5 Separated Hike/Bike Path to Sorrento Valley" (or similar maintain the integrity of network connectivity. language.) This alignment is the preferred alignment of the City of San Diego, the Coastal Rail Trail Working Group, and the community. Simply put, no rail trail through Rose Canyon.
644 Joseph Nevins My comment is regarding the 78 flyover issue and the I-5 expansion. The I-5/SR 78 interchange improvements to be implemented by Caltrans are included in the Draft Regional Plan. The project is part of the system of Court I'm well aware of the stated goals that Caltrans has undertaken to transportation network improvements that helps achieve the Regional Plan’s goals and objectives as described Plan Chapter 1. Caltrans and SANDAG Reporter achieve concerning vehicle miles reduction, air quality, etcetera, are two separate and independent agencies, and SANDAG cannot speak for Caltrans. SANDAG itself has no pending litigation concerning this project. etcetera and also that SANDAG is undertaken similar goals and yet, we If the commenter is referring to the litigation concerning the EIR for its 2050 RTP/SCS, that matter remains unresolved as it is pending before the see this project is in direct conflict and contradictory goals. Now, not California Supreme Court. only is the project contradictory to the stated goals and objectives of As to the commenter’s request regarding a conflict of interest investigation by the Attorney General’s Office, SANDAG has no knowledge of any both SANDAG and Caltrans, but having lost in court twice, the inappropriate conflict of interest or corruption on the part of its staff, contractors ,or members of the Board of Directors. SANDAG staff and Board agencies are continuing to press on and continue in a manner where members are required to undergo state-approved ethics training every two years and to fill out disclosures of financial interests on an annual basis, they assume the public is going to finally accept it, where they assume, which are provided to the County of San Diego. it seems by their presentations that they've already committed to this project, even though they've lost twice in court and it's contrary and in direct conflict of the stated goals in both department and organization. So what I'd like SANDAG and the member cities to do, is request from Attorney General Harris, an investigation into whether or not there may be some conflict of interest among staff and potential contractors or Members of the Board or Directors and in particular, District 11, seems to be an outlier and not in compliance with Caltrans's overall goals and the other projects that are going out throughout the State. And so, I urge the Members of SANDAG to request an investigation by the State Attorney General into whether or not there may be corruption; corrupt practices or illegal conflicts of interest.
645 Joseph Timmons More light rail, less highway. Light rail from Point Loma through the Several new light rail lines are included in the Draft Regional Plan and much of the highway improvements are focused on Managed Lanes and not Email airport through Hillcrest and Balboa Park/the Zoo and terminate at additional main travel lanes. Managed Lanes facilities are focused on providing priority access to alternatives to driving alone (transit, carpooling, and Naval Balboa Hospital. vanpooling) that enable them to bypass congested main lanes. Access to the airport is focused on the north side improvements along the existing rail corridor. An Intermodal Transportation Center located just south of the Washington St trolley station is proposed in the Draft Regional Plan. This center would be served by Trolley, COASTER, Amtrak, local buses, and the proposed California High Speed Rail Line. An elevated walkway connection to the north side of the airport would provide access to a free on- airport shuttle connecting to the passenger terminals. A first phase improvement, planned for completion in mid-2016, will provide an enhanced pedestrian connection to the airport shuttle from the existing Middletown station.
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646 Judd Curran The draft Regional Plan fails to recognize that San Diegans need and The Draft Regional Plan dedicates half of its projected expenditures to transit, a larger investment than any previous RTP. The Draft Plan creates a wide Web want a TRANSIT-FIRST alternative. Pedestrian, bicycle, and transit must range of transportation choices to driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the be the top funding priority, and TransNet funds should be shifted away specific projects included in the Draft Plan are aimed at accommodating multiple transportation modes, including pedestrian, bicycle, and transit. For from freeway and Rapid bus lane expansion and into pedestrian, example, new trolley lines include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike bicycle, and rail transit alternatives. This should be not only the top lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and priority for SANDAG to meet the needs of San Diegans, but also to carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new trolley and meet the mandated California clean-air greenhouse gas emission Rapid lines, and creates network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be reduction targets as highlighted by the recent successful Sierra Club a key element in meeting our future mobility needs. Lawsuit, and soon-to-be successful Cleveland National Forest SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, Foundation lawsuit. Why wait for the decision to be made, when it's and rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be the right thing to do for San Diegans and Californians as well. SANDAG used to complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of SANDAG’s discretionary state and federal funds are must stop playing favor to powerful special interest groups and used to match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet developers, and start doing what's right for the San Diegans they have transit projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by a responsibility to serve. the voters. Managed Lane revenues are used to help fund transit service, and managed lanes are necessary to make the Plan’s investments in Rapid bus service competitive with cars. Regarding GHG targets, the only mandated greenhouse gas (GHG) emission targets applicable to SANDAG are the SB 375 per capita GHG emission reduction targets for passenger vehicles. The Draft Plan exceeds these targets. The CNFF Court of Appeal decision referenced by commenter (and now depublished) called for a comparison between the proposed Plan’s emissions and the state’s 2050 GHG reduction goal, and an assessment of whether the RTP/SCS emissions are consistent with the state goal. The Court of Appeal expressly noted there was no statute or regulation translating the Executive Order’s goals into comparable regional GHG reduction targets.
647 Judi Potter My concern is regarding clean air in the high density areas and high Existing COASTER vehicles are compliant with Environmental Protection Agency (EPA) standards. NCTD will be undergoing a complete refurbishment Court density housing areas. I live right next to the COASTER and Amtrak and of the locomotive fleet in the next few years. As part of the refurbishment project, NCTD will evaluate emissions reduction equipment and will install Reporter Metro lines. It runs right under my bedroom window and I knew that such equipment as feasible. As part of NCTD's long term plans, when vehicle replacements are considered, additional technologies will be explored to when I moved in, so it's not a problem. I'm concerned about the future further reduce emissions. because that platform is going to be extended right under my bedroom window. I'm worried about air quality going forward and what's going to be done to mitigate any issues or try to making that situation better in the future. I guess the noise quality (along the COASTER/Amtrak line) is also a concern, but my biggest concern is air quality. Obviously the trains make a lot of noise when my doors are closed. It's not too bad. I sleep through it. My guests sleep through it, but it's loud, so noise is the concern but I'm more concerned about the quality of the air that I breathe and everybody else. And that's going to be an issue, you know, in other high density areas and there are quite a number of them that are coming in the future.
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648 Karen Carlson In our review of the San Diego Forward Plan, there does not appear to We will incorporate the County Regional Trails Plan into Figure A.14 in the final version of the Plan. Email be any significant reference or weight given to the enacted County Master Trails Plan. This plan was designed to connect communities on both a pathway and off-road basis, enabling citizens to use non- motorized transport to reach live/work/play destinations. I would think it should be an integral part of your forward planning as it specifically states it is to be the implementing document! What happened? http://www.sandiegocounty.gov/parks/trails.html On January 12, 2005, the San Diego County Board of Supervisors unanimously approved the adoption of the County Trails Program and the Community Trails Master Plan (CTMP). The County Trails Program will be utilized to develop a system of interconnected regional and community trails and pathways. These trails and pathways are intended to address an established public need for recreation and transportation, but will also provide health and quality of life benefits associated with hiking, mountain biking, and horseback riding throughout the County's biologically diverse environments. The County Trails Program involves both trail development and management on public, semi-public, and private lands. The Community Trails Master Plan will be the implementing document for the trails program and contains adopted individual community trails and pathways plans. You must utilize the trails plan in the overall transportation network.
649 Ken Brennecke Proposed Ramona Street Extension Local streets are under the purview of local jurisdictions. Your comment has been shared with staff at the County of San Diego. Letter The proposed Ramona Street extension has a projected completion date of 2035 in the draft San Diego Forward document. There are so many problems associated with this project and such vigorous opposition to it that we doubt it will ever be seriously reconsidered. Most of the major objections to this plan are outlined in the accompanying document Report to SANDAG on the Infeasibility of the Proposed Ramona Street Extension Project, August 27th, 2012. This document will be updated periodically to reflect additional objections as they are discovered. Presently, there are six additional problems not covered in the document. The original concept for this area was merely a wagon trail over the hill and was added to the Ramona road plan without any referral to this original intent. The County in trying to respond to the Ramona Community Planning Group created 4 designs over a period of 5 years at a cost of $885,300; none of which has addressed the complex difficulties associated with cutting a swath up to 20 feet deep through this hillside. The current community responses to all these County efforts is also included in the 2012 report to SANDAG. It can be concluded that these difficulties became so self-evident that the funds for further efforts on this project were allowed to be diverted entirely to the Dye Road/Highway 67 intersection project. Finally, all baseline studies that had been accomplished in the past in support of this proposed roadway are no longer usable and will have to be entirely redone and it can be expected that strong community opposition to this street extension will not abate and will lead to its removal from all consideration in the future.
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650 Ken Brennecke Proposed Dye Road Extension Local streets are under the purview of local jurisdictions. Your comment has been shared with staff at the County of San Diego. Maps that show local Letter The proposed Dye Road extension is the second leg of the proposed streets and roads reflect the adopted circulation or mobility elements of the local jurisdictions. Southern Bypass that would skirt traffic around the Ramona business district but would completely destroy the last rural enclave in Ramona – the southern valley. All phases of the proposed Southern Bypass have consistently been opposed by the Ramona community members. In January 2015, a major review of the four segments of this bypass were thoroughly evaluated by the Trails and Transportation Subcommittee of the Ramona Community Planning Group, accompanied by a strong public outcry against this proposal. All four segments of this bypass were soundly rejected and the matter forwarded to the Ramona Community Planning Group. The Planning Group reinstated the second leg (proposed Dye Road extension) by the margin of only one vote. The contentious of this project guarantees vigorous opposition in the future and begs the question of what value this very costly proposed project will ever provide to the community. The original rationale for this proposed Dye Road extension was that there were too many accidents on the corners of Dye Road and Ramona Street and also at Warnock Drive and Ramona Street. However, a careful review of the available data showed that not to be the case and it is noteworthy that there never has been a serious accident at either of these intersections. Since that was pointed out, there have been no proponents for this project. Maps 55, 56, 57, 61 and 65 of the San Diego Forward Draft need to be corrected to reflect the deletion of segments 1, 3, and 4 of the proposed Southern Bypass.
651 Lael Montgomery I share concerns with the Cleveland National Forest Foundation, Sierra The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web Club and others that the draft plan does not change spending carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple allocations or look at real alternatives. Thus it seems to be facing alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing backward at the past toward expanding and adding freeways than it is station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit facing forward into the future. services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. Transit capital and operations account for half of the investments proposed in the Draft Regional Plan. A good portion of the remaining investment is proposed for services and programs that support travel by transit. The Draft Regional Plan calls for five new trolley lines, 32 new Rapid transit services, continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit centers. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. The Draft EIR examines many alternatives to the proposed Plan. The eight alternatives evaluated in detail include alternatives with features suggested by the public such as a greater emphasis on transit projects, accelerating transit investments to the first ten years of the Plan, delaying or eliminating highway and managed lane investments, and planning for a modified, more compact land use pattern. The Board of Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan.
652 Lael Montgomery Recently an appellate court ruled that the last Regional Transportation SANDAG completed a Health Risk Assessment (HRA) on the Environmental Impact Report for San Diego Forward: The Regional Plan. The Health Risk Web Plan SANDAG completed needed to include health impact assessments Assessment identified both cancer and non-cancer health risks. The SANDAG Healthy Communities Atlas, completed in 2012, has a regional map on for expanding our freeway system and the State Supreme Court said it Air Quality showing communities located within 500 feet high traffic roads or 1/4 mile of rail yards and ports. The data is aggregated at the Census would not review this issue, essentially letting the ruling stand. These Block Group Level. are assessments that other regional planning organizations in Calif. have done. Does SD Forward include such assessments? Does SANDAG have data on how many more asthma and cancer cases will result from the expansion of our freeways?
158 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 177 August 28, 2015 No. Name Agency Comment Response Source 653 Lael Montgomery SANDAG has the ability to reallocate our local TransNet Transportation SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, Web Tax funds and for the past eight years members of the community have and rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be asked that an alternative plan be developed with the regional freeway used to complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of SANDAG’s discretionary state and federal funds are portion of that fund be used for transit, does SD Forward include such used to match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet an alternative? If not, how are we to know this is the best plan for our transit projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet .capital projects approved by future? the voters. Also, redirecting funds from Managed Lanes to additional transit investments transit would jeopardize the proposed plan’s existing transit investments. Managed Lanes are necessary to support the proposed Plan’s transit investments and make them successful. Managed lane revenues are used to support transit service, and managed lanes are necessary to make the Plan’s investments in Rapid bus service competitive with cars. The Draft EIR does look at many alternatives to the proposed Plan. The eight alternatives evaluated in detail include alternatives with features suggested by the public such as a greater emphasis on transit projects, accelerating transit investments to the first ten years of the Plan, delaying or eliminating highway and managed lane investments, and planning for a modified, more compact land use pattern. The Board of Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan.
654 Lael Montgomery Many people have pointed out during the early phases of developing The Draft Regional Plan includes Managed Lane improvements to be incorporated on corridors with substantial traffic congestion to support carpools, Web this plan that we can save a lot of money, protect our environment and transit services, and solo drivers who pay a fee (such as in the I-15 corridor). Net revenues from those fees help support transit operations along the air quality if we used our existing lanes for the Bus Rapid Transit lines corridor. and managed lanes rather than build new lanes. Other regions in The Draft EIR evaluates four alternatives that would convert General Purpose lanes to Managed Lanes, Alternatives 5A, 5B, 5C, and 5D. The Board of California have done this. Does this plan consider such an alternative so Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan. that we can redirect billions of dollars from such construction towards better forms of transportation?
655 Lael Montgomery The plan points out that we need to reduce vehicle miles traveled The Draft EIR’s transportation and GHG impact analyses demonstrate that future GHG emissions reductions can be achieved from the transportation Web (VMT) from current levels by significant percentages both on a per sector without proportionate reductions in VMT. In 2050, total annual VMT is projected to increase by approximately 20 percent, but total on-road capita and overall basis if we are to meet our green house gas GHG emissions are projected to decrease, by 61 percent (Table 4.8-8, p. 4.8-24). reduction targets for 2020, 2035 and 2050. Why then are we planning The Draft Regional Plan meets the per capita greenhouse gas emissions reductions targets for passenger vehicles established by the California Air to increase the number of lanes, including Managed Lanes and Resources Board for 2020 and 2035 and will reduce per capita VMT. The draft Plan is based on the concept of creating a wide range of transportation roadways costing billions of dollars and doing so in the next 10-20 choices to driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. Planned roadway improvements will years when need fewer cars on the roads? increase the efficiency of the regional transportation system and the Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Managed Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. In order to provide these transportation choices and make the transportation network work as a whole, Managed Lanes are needed.
656 Lael Montgomery Don’t current studies between the relationship of adding lanes and The issue of congestion is evaluated in the Draft Regional Plan and the Draft EIR by analyzing both peak-period travel time to work as well as daily Web auto traffic show that adding lanes only cause more congestion rather vehicle delay per capita. The performance results show that both of these categories stay essentially flat without increasing congestion from now than reducing it and that we will end up with more cars rather than through 2050. Based on this analysis, the Draft EIR (ImpactT-2) concludes that the proposed Plan’s increase in lane miles would not induce substantial fewer? (called "induced demand") vehicle travel.
657 Lael Montgomery Is there a transit first alternative that doesn’t include any future freeway While the Draft Regional Plan proposes freeway improvements, most of them are part of the strategy to create a network of Managed Lanes that Web expansion and instead focuses investments on transit, bike and walk provides priority access for our Rapid routes as well as carpooling/vanpooling. It is important to note that, while increasing transit investments is a key infrastructure? Why wasn't there a serious consideration of a transit component of the draft Plan, there are many areas of the region where transit is not a cost-effective investment (especially areas with low density, first alternative like the 50-10 Transit Plan? auto-oriented land uses). In those areas, carpooling, vanpooling, and bicycling are a more realistic alternatives.
658 Lael Montgomery SD Forward purports congestion relief as a guiding goal. This presumes The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web cars are the only form of transportation that matters. Instead, shouldn’t carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple the goal be to develop an effective transportation system for people alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing and goods that will also improve our health, economy, quality of life station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit and environment? Shouldn't SANDAG be showing through the services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both modeling different alternatives how we can best achieve that goal? new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- competitive and convenient alternatives to driving alone. During the development of the transportation network, several alternatives were considered based on the resulting performance of the system. While congestion (expressed as daily vehicle delay) was one of the factors evaluated, there also were nine other performance measures involved in the process including the use of non-motorized modes, improved connections, benefits to the economy, safety, job access and air quality, among others.
159 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 178 August 28, 2015 No. Name Agency Comment Response Source 659 LeAnna Zevely It is extremely disappointing that the SANDAG Board of Directors and The Draft Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web staff have ignored the community input received at SANDAG Board carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple meetings since the Draft Regional Plan was presented to the alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing community in 2011. A third option has been requested for station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit consideration by the Board and staff at every public opportunity, which services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Draft Regional Plan contains a rich network of is to reduce increasing levels of greenhouse emissions through both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley , Rapid, and local bus services in urban increasing investment in light rail transit throughout the region. It areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- appears our requests have been summarily dismissed. Indeed, a huge competitive and convenient alternatives to driving alone. disappointment and an opportunity missed.
660 Linda Sills I just received the newsletter regarding comments on the "San Diego" We appreciate your review of the Draft Regional Plan. Email forward plans, so I am taking this opportunity to state my views. First of all, I have studied Agenda 21-Sustainable Development for 6 years now, and what you are saying on Your web site, is the exact same thing. All of this garbage comes from the ideology of Karl Marx. In other words perhaps something you might be able to understand: Communism. I will stand against all of this stuff with every fiber of my being. As soon as I can get out of the state of California, I will be gone. Further, I will attempt to educate the public on the truth of this garbage, every day for the rest of my life.
661 Linda Sills Ian Rutherford Plimer is an Australian geologist, professor emeritus of This comment does not appear to address any specific contents of the Draft Regional Plan. The Draft Regional Plan addresses both efforts to reduce Web earth sciences at the University of Melbourne, professor of mining GHG emissions as well as prepare for impacts of climate change. The efforts to reduce GHG emissions also align with other policy goals related to geology at the University of Adelaide, and the director of multiple public health, clean air, and economics. The Draft Regional Plan recognizes that climate impacts are likely to occur despite efforts to reduce GHG mineral exploration and mining companies. He has published 130 emissions and describes efforts in the region to prepare for impacts such as sea level rise, increased heat waves and wildfires, and impacts to habitat. scientific papers, six books and edited the Encyclopedia of Geology. Born 12 February 1946 (age 68) Residence Australia Nationality Australian Fields Earth Science , Geology, Mining Engineering Institutions University of New England, University of Newcastle, University of Melbourne, University of Adelaide Alma mater University of New South Wales, Macquarie University Thesis The pipe deposits of tungsten-molybdenum-bismuth in eastern Australia(1976) Notable Awards Eureka Prize(1995,2002),Centenary Medal(2003), Clarke Medal (2004) Where Does the Carbon Dioxide Really Come From? PLIMER: "Okay, here's the bombshell. The recent volcanic eruption in Iceland . Since its first spewing of volcanic ash has, in just FOUR DAYS, NEGATED EVERY SINGLE EFFORT you have made in the past five years to control CO2 emissions on our planet - all of you. Of course, you know about this evil carbon dioxide that we are trying to suppress - it’s that vital chemical compound that every plant requires to live and grow and to synthesize into oxygen for us humans and all animal life. I know....it's very disheartening to realize that all of the carbon emission savings you have accomplished while suffering the inconvenience and expense of driving Prius hybrids, buying fabric grocery bags, sitting up till midnight to finish your kids "The Green Revolution" science project, throwing out all of your non-green cleaning supplies, using only two squares of toilet paper, putting a brick in your toilet tank reservoir, selling your SUV and speedboat, vacationing at home instead of abroad, nearly getting hit every day on your bicycle, replacing all of your 50p light bulbs with £5 light bulbs ..... well, all of those things you have done have all gone down the tubes in just four days. The volcanic ash emitted into the Earth's atmosphere in just four days - yes, FOUR DAYS - by that volcano in Iceland has totally erased every single effort you have made to reduce the evil beast, carbon.
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662 Linda Sills There are around 200 active volcanoes on the planet spewing out this The Draft Regional Plan addresses both efforts to reduce GHG emissions from human-made sources as well as prepare for impacts of climate change. Web crud (CO2) at any one time - EVERY DAY. I don't really want to rain on The efforts to reduce GHG emissions also align with other policy goals related to public health, air pollution, and economics. The Draft Regional Plan your parade too much, but I should mention that when the volcano recognizes that climate impacts are likely to occur despite efforts to reduce GHG emissions and describes efforts in the region to prepare for impacts Mt. Pinatubo erupted in the Philippines in 1991, it spewed out more such as sea level rise, increased heat waves and wildfires, and impacts to habitat. greenhouse gases into the atmosphere than the entire human race had emitted in all its years on earth. Yes, folks, Mt. Pinatubo was active for over one year - think about it!!!! Of course, I shouldn't spoil this 'touchy-feely tree-hugging' moment and mention the effect of solar and cosmic activity and the well-recognized 800-year global heating and cooling cycle, which keeps happening despite our completely insignificant efforts to affect climate change. And I do wish I had a silver lining to this volcanic ash cloud, but the fact of the matter is that the brush fire season across the western USA and Australia this year alone will negate your efforts to reduce carbon in our world for the next two to three years. And it happens every year. Just remember that your government just tried to impose a whopping carbon tax on you, on the basis of the bogus 'human-caused' climate-change scenario. Hey, isn’t it interesting how they don’t mention 'Global Warming' anymore, but just 'Climate Change' - you know why? It’s because the planet has COOLED by 0.7 degrees in the past few years and these global warming bull artists got caught with their pants down. just keep in mind that you might yet have an Emissions Trading Scheme - that whopping new tax - imposed on you that will achieve absolutely nothing except make you poorer.
663 M. Wal I think it's stupid to keep spending money on painting useless bike Realigning ramps or interchanges are generally done as part of larger capital projects such as the SR 94 Express Lanes. The Draft Regional Plan Web lanes everywhere and proposing ideas like the Draft Regional Plan. includes funding to maintain and rehabilitate state highways. Caltrans has a "fix it first" approach to keeping facilities in good state of repair. You're going to spend all of this money on expanding the 94 and not fix any of the real issues with transportation in San Diego. Why not fix the entrances and exits to the 94 that hardly give drivers any time to merge onto the freeway? Or fix all of the damaged street surfaces?
664 Marcus Bush SANDAG put in the Blue Line Express in the last RTP and then they took The Blue Line Express, while attracting high ridership, would be expensive to construct given the limited right-of-way available along the corridor for Court it out for this plan and I want them to put it back in. So that, number station widening and the need for a trolley tunnel downtown to handle the additional trains. It was deemed more cost effective to advance the Purple Reporter 1, the Purple Line, Route 562 is a real good project. I'm really excited Line Rt 562 project and implement Rapid services along the I-5 corridor that would provide limited stop service to downtown. SANDAG will include a about it and it'll help connect people in the South Bay to the good National City stop along this route (Rapid 640) to provide access to National City with connections to existing Blue Line Trolley. Addionally, this route paying jobs in Kearny Mesa, so it's a really good project. can be implemented much earlier than Express Trolley given the lower cost, as shown in the phasing table (Table A.2) in Appendix A. The Rapid service also is better suited to longer distances and can provide faster service than the Express Trolley, thereby providing an auto-equivalent transit trip from National City to Downtown San Diego and Kerny Mesa.
665 Marcus Bush It's cheaper to do a Blue Line Express than the proposed BRT and I-5 The Blue Line Express would be very expensive to construct given the limited right-of-way available along the corridor for station widening and the Court freeway expansion project, so it's actually cheaper in SANDAG's need for a trolley tunnel downtown to handle the additional trains. It was deemed more cost effective to advance the Purple Line Rt 562 project and Reporter figures. implement Rapid services along the I-5 corridor that would provide limited stop service to downtown. Managed Lanes would be added to I-5 to provide priority access for Rapid services and carpools/van pools. Additionally, Managed Lanes also will facilitate travel by carpools and vanpools and not not planned solely for the use of transit vehicles. The I-5 general purpose lane project ranked well (#4 out of 37) due to bottleneck conditions that occur on this segment between State Route 54 and SR 15 due to merging and additional traffic volumes from those facilities.
666 Marcus Bush SANDAG put in the Blue Line Express Trolley in a previous RTP. It has The Blue Line Express, while attracting high ridership, would be expensive to construct given the limited right-of-way available along the corridor for Court been taken out for this plan and I want it to be put it back in. It's station widening and the need for a trolley tunnel downtown to handle the additional trains. It was deemed more cost effective to advance the Purple Reporter cheaper to do a Blue Line Express Trolley than the proposed BRT and I- Line Rt 562 project and implement Rapid services along the I-5 corridor that would provide limited stop service to downtown. SANDAG will include a 5 Freeway expansion project. National City stop along this route (Rapid 640) to provide access to National City with connections to existing Blue Line Trolley. Addionally, this route can be implemented much earlier than Express Trolley given the lower cost, as shown in the phasing table (Table A.2) in Appendix A. The Rapid service also is better suited to longer distances and can provide faster service than the Express Trolley, thereby providing an auto-equivalent transit trip from National City to Downtown San Diego and Kerny Mesa.
667 Marcus Bush So that, No 1, the Purple Line, Route 562 is a really good project. I'm Thank you for your interest in this important project. The initial planning studies for Route 562 will begin later this year. Court really excited about it and it'll help connect people in the South Bay to Reporter the good paying jobs in Kearny Mesa, so it's a really good project.
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668 Marcy Bonham I could Cut my Trash Pick-up to BI-Weekly. Fix the streets w/the money Trash pick-up is facilitated by the local jurisdictions. Your comment has been shared with staff in the City of San Diego’s Environmental Services Web saved. Department.
669 Marcy Bonham Are you aware that UNLIKE some Other neighborhoods, Azalea Park Street cleaning and street cleaning signs are controlled by the local jurisdictions. Your comment has been shared with staff in the City of San Diego’s Web has NO street signs posting WHEN our streets are going to be cleaned. Environmental Services Department. Don't need a Bunch, but just a Few would be nice. That's part of the reason others think of our "poor" neighborhood- we "don't take care of what we have." THEY don't have to FIGURE OUT WHEN the truck will come, like We do!
670 Matthew Fedder The 2050 Regional Transit Plan had significantly different plans for the Further analysis showed that other proposed Trolley lines had a higher overall ranking based on the various criteria we evaluated, most notably in the Web Trolley, in both its proposed projects and phasing of those projects. Of categories of ridership and cost effectiveness than the proposed line to Mira Mesa. The first segment of a Trolley line to Mira Mesa (UTC to Sorrento particular interest to me is the elimination of a Trolley connection Mesa) did rank high because that segment had high ridership and cost effectiveness relative to the segment between Sorrento Mesa and Mira Mesa. through Carroll Canyon. In the 2050 RTP plan, this was listed as the We have not eliminated the Mira Mesa segment as it is still in the Unconstrained Plan; there are not sufficient revenues available to include it in the first project that would be pursued (with a 2035 targeted completion Revenue Constrained Plan. The corridor from UTC to Mira Mesa is served by the new Rapid 237 service. Comments on the draft networks scenarios date under the staging of the revenue constrained scenario), while the were solicited in August 2014. Public workshops were held in May to solicit input on the draft San Diego Forward plan. "Forward" plan eliminates it entirely, instead terminating with a COASTER connection. What was the reason for this change? Has SANDAG undertaken to discuss this shift in priorities with the Mira Mesa Town Council Planning Board? If so, what were their recommendations? If not, why was their input not sought?
671 Melinda Nyikos In general my thoughts are as a resident of Mission Hills and also very Thank you for your comment and support of the Uptown Bikeways Project. Traffic calming where feasible continues to be a part of the project along Web much affected as our home is on the corner of Hawk and University - this stretch of University Avenue. one block east of the Washington ramp that is at Ibis and University. I am writing to express my dismay to only have sharrows on most of University. As SANDAG stated, University is carrying far more traffic than it was designed for and the traffic speeds are extremely dangerous, not just as a community but trying to support a bicycle corridor - it's only going to get more dangerous. The traffic deteriorates the quality of life for all here - not just with speeding cars, noise but the bumper-to-bumper traffic it brings to this beautiful and small neighborhood. Those who spoke against the plan do not live on/around University and do NOT speak for all of Mission Hills, let alone the majority. I fear it will take a horrible accident to do what's right here. Please reconsider the west end of University to make us all safe! Let's bring back the calm residential street University once was. Thank you for your time and consideration.
672 Michael Burkart This Regional Plan totally misses the mark in terms of the needs of our The Draft Regional Plan creates a wide range of transportation alternatives to driving alone, including increased transit services, carpooling/vanpooling, Web community. The plan favors freeway expansion over a transit-first bicycling, and walking. In many cases, the specific projects included in the Draft Regional Plan are aimed at accommodating multiple alternatives. approach, leaving San Diego destined to live with traffic congestion, Public transit projects account for half of the investment plan in the Regional Plan. A good portion of the remaining investment is proposed for services poor air quality, and high greenhouse gas emissions in perpetuity. This and programs that support travel by transit. The Regional Plan calls for five new Trolley lines, 32 new Rapid transit services, continued COASTER double Regional Plan fails AB32 requirements. To make matters worse, tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit Governor Brown has just mandated more -- a 40% cut in greenhouse centers. gas emissions by 2030. In order to follow the law and do what is right The only mandated greenhouse gas (GHG) emission targets applicable to SANDAG are the SB 375 per capita GHG emission reduction targets for for San Diego, TransNet funds must abandon freeway and Rapid bus passenger vehicles. The Draft Regional Plan exceeds these targets. The Draft EIR (Impact GHG-2) demonstrates that the proposed Plan would not lane expansion to create a TRUE transit-first strategy. conflict with the State’s ability to achieve the AB 32 target of reducing statewide GHG emissions to the 1990 levels by 2020. Although the Draft EIR compares the proposed Plan’s GHG reductions to a 2030 regional reference point based on Governor Brown’s Executive Order B-30-15, there is no mandate for the proposed Plan to “comply” with the EO state GHG reduction goal. SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, and rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be used to complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of SANDAG’s discretionary state and federal funds are used to match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet transit projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by the voters. Also, redirecting funds from Managed Lanes to additional transit investments would jeopardize the Draft Plan’s existing transit investments. Managed lanes are necessary to support the proposed Plan’s transit investments and make them successful. Managed lane revenues are used to support transit service, and managed lanes are necessary to make the Plan’s investments in Rapid bus service competitive with cars. 162 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 181 August 28, 2015 No. Name Agency Comment Response Source 673 Michael Wonsidler Thank you for the opportunity to provide comments on this important Transit capital and operations account for half of the proposed investments in the Draft Regional Plan. A good portion of the remaining investment is Web project. To put it simply, the plan focuses too heavily on highway proposed for services and programs that support travel by transit. The Regional Plan calls for five new Trolley lines, 32 new Rapid transit services, expansion. San Diego already has an extensive system of highways and continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three arterial roads. The problem is that so many people want to use them at new intermodal transit centers. the exact same time: weekdays at 8 a.m. and 5 p.m. Building more Highway improvements (including highway lanes, freeway connectors, and operational improvements) complement and complete the existing highway roads is very expensive: Highway projects and connector roads in the network. Planned improvements will increase the efficiency of the regional transportation system. The Regional Plan includes a robust system of proposed plan would consume the majority of funding, and would Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are require much more for maintenance and rehabilitation. This continued provided the opportunity to utilize Express or Managed Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services focus on highway expansion will generate new trips that lead to yet along the same corridor, such is the case with the Interstate 15 corridor. more people stuck in traffic. SANDAG should change its focus to the following: Focus on reducing vehicle miles of travel: SANDAG’s plan focuses too much on relieving congestion. Instead, it should work to reduce vehicle travel in general.
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674 Michael Wonsidler Thank you for the opportunity to provide comments on this important The Draft Regional Plan creates a wide range of transportation alternatives to driving alone, including increased transit services, carpooling/vanpooling, Web project. To put it simply, the plan focuses too heavily on highway bicycling, and walking. In many cases, the specific projects included in the Draft Regional Plan are aimed at accommodating multiple alternatives. expansion. San Diego already has an extensive system of highways and Public transit projects account for half of the investment plan in the Regional Plan. A good portion of the remaining investment is proposed for services arterial roads. The problem is that so many people want to use them at and programs that support travel by transit. The Regional Plan calls for five new Trolley lines, 32 new Rapid transit services, continued COASTER double the exact same time: weekdays at 8 a.m. and 5 p.m. Building more tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit roads is very expensive: Highway projects and connector roads in the centers. proposed plan would consume the majority of funding, and would The Plan shows a reduction in VMT per capita through the development of a transportation network that offers more choices and through require much more for maintenance and rehabilitation. This continued implementation of land use decisions that have been made by the cities and County to develop mostly within their existing boundaries. Total VMT focus on highway expansion will generate new trips that lead to yet increases due to the impacts of population growth with the addition of about a million new people and a half million new jobs by 2050. more people stuck in traffic. SANDAG should change its focus to the The Regional Plan incorporates Managed Lane/High Occupancy Vehicle (HOV) improvements on corridors with substantial traffic congestion to support following: Focus on reducing vehicle miles of travel: SANDAG’s plan carpools, transit services, and solo drivers who pay a fee (such as in the I-15 corridor). Conversion of general purpose lanes to create additional focuses too much on relieving congestion. Instead, it should work to Managed/HOV lanes would be governed by federal and state laws and regulations, Also, several alternatives evaluated in the Draft EIR (5A, 5B,5C, and reduce vehicle travel in general. Change land use projections: The San 5D) convert general purpose lanes to managed lanes that support carpools. The Board of Directors will consider the comparative merits of the Diego region is predicted to grow in a more walkable, compact way alternatives in the EIR when they consider adoption of the final Plan. than just a few years ago. Yet there is still a significant amount of job and housing sprawl projected; much of it supported with SANDAG investments. SANDAG can do more to change its focus to accelerate smart growth, such as setting aside a portion of its sales tax funding that repairs local streets and roads to reward local jurisdictions that accommodate a significant portion of the region’s affordable homes and density. Spend the same amount- just change the priorities: Building more public transit early means additional funds will be needed to operate them. While this transit should be prioritized and “front loaded”, it means SANDAG should find areas to reduce costs so that the plan remains financially viable. Identifying road expansions to delay, scale back or eliminate will be critical. Expand highway capacity, without widening roads. SANDAG has done an excellent job expanding vanpooling in the region, which works well to bring commuters from spread-out suburbs to central work locations. The agency proposes expanding vanpools and its network of commuter buses. But the success of these services depends on free-flowing lanes. This could be accomplished by converting select general purpose lanes to Express (aka HOT) Lanes, and use the revenue for transit and vanpooling, before costly (road) expansions. This would save money, reduce environmental impact and free up funds to put toward better transportation choices. Dramatically expand demand management strategies. From car-sharing to free transit pass programs to subsidizing the vanpool program, reducing demand works is one of the least expensive ways to achieve greenhouse gas reductions and achieve true congestion relief. Smarter parking management is another area of great opportunity. These programs will be key for reducing the demand for road expansion. The Bay Area’s Metropolitan Transportation Commission anticipates a reduction of roughly 2 percent from a massive expansion of car-sharing alone, and recently put out a call for projects to jump-start that. (Importantly, the grants are prioritized for the cities taking on the most housing growth.) To conclude, in order to reduce greenhouse gas emissions and encourage resident use of public transit- SANDAG should complete public transit expansions prior to highway expansions. We do not need to encourage vehicle miles, rather encourage use of transit. Investing in a well-funded transit system will offer a myriad of benefits, including attracting well- educated workforce, reduce GHG emissions, improve quality of life for citizens and reduce transit costs. Funding more highway expansions creates a highly probable outcome- more cars and GHG emissions as well as lower quality of life. Our region needs significant investment to create a world-class transit system- not more highway expansions. SANDAG must use its resources to make a plan that can create a truly sustainable, affordable future for all San Diegans. 164 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 183 August 28, 2015 No. Name Agency Comment Response Source 675 Michael Wonsidler Expand highway capacity, without widening roads. SANDAG has done Throughout the life of the Plan, Managed Lane improvements will be incorporated on corridors with substantial traffic congestion to support vanpools, Web an excellent job expanding vanpooling in the region, which works well carpools, transit services, and solo drivers who pay a fee (such as in the I-15 corridor). Net revenues from those fees help support transit operations to bring commuters from spread-out suburbs to central work locations. along the corridor. The agency proposes expanding vanpools and its network of commuter The Draft EIR evaluates four alternatives that would convert General Purpose lanes to Managed Lanes, Alternatives 5A, 5B, 5C, and 5D. The Board of buses. But the success of these services depends on free-flowing lanes. Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Plan. This could be accomplished by converting select general purpose lanes SANDAG will continue to subsidize and promote vanpooling in the region. SD Forward: The Regional Plan calls for continued growth in the Regional to Express (aka HOT) Lanes, and use the revenue for transit and Vanpool Program with a 13 percent increase by 2020, a 62 percent increase by 2035, and a 110 percent increase by 2050. vanpooling, before costly (road) expansions. This would save money, reduce environmental impact and free up funds to put toward better transportation choices.
676 Michael Wonsidler Dramatically expand demand management strategies. From car-sharing SANDAG currently offers a comprehensive transportation demand management (TDM) program known as iCommute to help reduce traffic congestion Web to free transit pass programs to subsidizing the vanpool program, by encouraging the use of transportation alternatives. This includes educating the public on their transportation choices and providing incentives and reducing demand works is one of the least expensive ways to achieve support for vanpooling, carpooling, transit, biking, walking, and teleworking. iCommute is currently piloting Try Transit, an employer benefit program greenhouse gas reductions and achieve true congestion relief. Smarter that provides eligible employees with a 30-Day Pass to try one of the many transit choices in the San Diego region. Employers located within one-half parking management is another area of great opportunity. These mile of a transit stop may be eligible to participate. iCommute also offers complimentary ridematching and trip planning services. Commuters can use programs will be key for reducing the demand for road expansion. The these tools to find carpools and vanpools traveling in the same direction allowing them to save time and money in their daily commute. The Regional Bay Area’s Metropolitan Transportation Commission anticipates a Vanpool Program provides a subsidy of up to $400 per month for eligible vanpools to off-set the cost of the vehicle lease. More information on these reduction of roughly 2 percent from a massive expansion of car-sharing services can be found at 511sd.com/iCommute. alone, and recently put out a call for projects to jump-start that. Additionally, SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design (Importantly, the grants are prioritized for the cities taking on the most enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend improvements, housing growth.) conceptual designs, and implementation options for different communities served by high-frequency transit in the San Diego region. A wide range of new and emerging shared mobility services (e.g. carshare, bikeshare, scootershare, on-demand shuttles) will be evaluated and incorporated to provide residents, employees, and visitors with a range of convenient travel options. Mobility hub locations will be prioritized based on a variety of factors including the mix of land uses and the type and frequency of available transit service. Smart growth opportunity areas will also be leveraged to identify viable sites for mobility hub investments. Pilot projects will be implemented to demonstrate how mobility hub concepts can be incorporated at both new and existing transit stations. Availability of funding through the life of the Regional Plan allows for the implementation of up to 20 mobility hubs by 2035. SANDAG aims to explore additional mobility hub implementation funding opportunities through federal and state grants in addition to public-private partnerships. While parking management decisions lie with local jurisdictions, SANDAG provides resources and tools to support local jurisdictions with proactive parking management efforts. SANDAG recently completed a Regional Parking Management Toolbox to assist staff and policy makers from local jurisdictions with developing comprehensive parking management programs rooted in data collection and analysis. SANDAG will continue to assist local jurisdictions with the development and implementation of parking management programs that encourage TOD, support economic development, and expand transportation choices. More information on the Regional Parking Management Toolbox can be found onhttp://www.sdforward.com/mobility-planning/parking-toolbox.
677 Michael Wonsidler Spend the same amount- just change the priorities: Building more The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web public transit early means additional funds will be needed to operate carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple them. While this transit should be prioritized and “front loaded”, it alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing means SANDAG should find areas to reduce costs so that the plan station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit remains financially viable. Identifying road expansions to delay, scale services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. back or eliminate will be critical. Federal and State laws require SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan. Certain funds can only be used for certain projects. For example, TransNet sales tax revenue can only be used for specific projects and programs, including active transportation, transit and highway projects, as well as smart growth incentives.
678 Michael Wonsidler Change land use projections: The San Diego region is predicted to As described in Chapter 5, the Regional Plan calls for using federal, state, regional, and local transportation funds, in conjunction with locally- Web grow in a more walkable, compact way than just a few years ago. Yet generated incentives, as catalysts to promote smart growth, economic prosperity, and sustainable development. The implementation strategy includes there is still a significant amount of job and housing sprawl projected; incentives to help communities across the region realize specific goals. In past decades, the region has developed a variety of incentives funded much of it supported with SANDAG investments. SANDAG can do through the local TransNet half-cent sales tax. TransNet grant programs will continue to play a big role in providing incentives for this Regional Plan. more to change its focus to accelerate smart growth, such as setting The key incentives related to your comment include: the Active Transportation Grant Program, which funds bike and pedestrian plans, projects, and aside a portion of its sales tax funding that repairs local streets and education and training programs; the Smart Growth Incentive Program, which funds planning and infrastructure projects that support mixed use and roads to reward local jurisdictions that accommodate a significant higher density development in the urbanized areas of the region near existing and planned public transportation. The program also supports long-term portion of the region’s affordable homes and density. sustainability by encouraging development in areas that are not being used as habitat, farmland, rural land, or open space and the Environmental Mitigation Program, which funds the acquisition, management, and monitoring of habitat preservation lands and environmentally sensitive species.
165 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 184 August 28, 2015 No. Name Agency Comment Response Source 679 Michael Wonsidler To conclude, in order to reduce greenhouse gas emissions and The Draft Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Web encourage resident use of public transit- SANDAG should complete carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple public transit expansions prior to highway expansions. We do not need alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing to encourage vehicle miles, rather encourage use of transit. Investing in station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit a well-funded transit system will offer a myriad of benefits, including services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Draft Regional Plan contains a rich network of attracting well-educated workforce, reduce GHG emissions, improve both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley , Rapid, and local bus services in urban quality of life for citizens and reduce transit costs. Funding more areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time- highway expansions creates a highly probable outcome- more cars and competitive and convenient alternatives to driving alone. GHG emissions as well as lower quality of life. Our region needs significant investment to create a world-class transit system- not more highway expansions. SANDAG must use its resources to make a plan that can create a truly sustainable, affordable future for all San Diegans.
680 Mike Bullock My first concern is that the plan cannot lead to an Environmental In the Draft EIR for the Regional Plan, SANDAG properly evaluates the significant environmental impacts of the Plan, and concludes that the Plan Court Impact Report that is consistent with California Environmental Quality would have significant and unavoidable GHG emissions impacts (see Impact GHG-4). The Draft EIR then identifies mitigation measures and alternatives Reporter Act Law, CEQA. And I say that, because it does not have clear climate to the Plan that would reduce this significant impact. For more detail see Draft EIR Section 4.8 and Chapter 6.0. The EIR Responses to Comments will stabilizing targets and the reason that is true, is that, CEQA requires address this matter. that all negative environmental impacts be considered. So an important negative environmental impact, is climate destabilization, and to obey CEQA, there needs to be a clear explanation of what climate destabilization is, and it is when the positive feedbacks take over in our climate system, such as melting polarized caps, which reflect light, now they're melted not as large and so there's more black water which absorbs heat, so that's a negative impact. It's a negative impact but it's a positive feedback in that the worse it gets the worse it gets. And the other example often stated is the freeing of methane gas from the permafrost which is melted, that's methane is also a greenhouse gas. So these positive feedbacks can drive the climate to a very, very different climate than what we have now and we'll have no ability to slow it down. These effects will be larger than our greenhouse gas emissions from the combustion of positive fuel and methane gas from agriculture, those kinds of things and this destabilization will result in the loss of most life forms on the planet, including our own species and so, that's what the literature on climate and climate destabilization. It's also called "going over the tipping point," tells us and so that must be avoided at all cost.
681 Mike Bullock San Diego County can't all by itself stabilize or destabilize the climate, Draft EIR Section 4.8 evaluates GHG emissions for conflicts with several state GHG targets or goals, including the AB 32 statewide target to reduce Court but we cannot contribute to it by hitting those greenhouse gas targets GHG emissions to 1990 levels by 2020, the SB 375 regional GHG per capita reduction targets for passenger vehicles, and the Executive Orders B-30-15 Reporter and those targets have to be described and then those -- and then, the and S-3-05 statewide GHG reduction goals of 40 percent below 1990 levels by 2030 and 80 percent below 1990 levels by 2050. measures and projects, transportation projects, various types of The mandated GHG emission targets applicable to SANDAG are the SB 375 per capita GHG emissions reduction targets for passenger vehicles. The measures that could be done here to achieve those targets also have to Draft Plan exceeds these targets. be described because the decision-makers have to say, "That's something we definitely want to do and we can do and those measures will work." Or, I guess, they could say, "That's too hard. We will just let the climate destabilize knowing that at some point, maybe our grandchildren or their children will suffer a devastating collapsed of the human population," that's a phrase from "Scientific American 2008," devastating collapsed of the human population," so that's a description of climate destabilization. So SANDAG has to explain that and they have to have a plan/option, which will achieve those targets but they have to get their own targets. They can't just use the State mandates and they can't use SB375, which isn't even about climate stabilization.
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682 Mike Bullock Governor's Executive Order "S-3-05" was about climate stabilization in Draft EIR Section 4.8 evaluates the proposed Plan for conflicts with several state GHG reduction goals, including Executive Order S-3-05 from 2005 and Court 2005, but things have gotten worse and that's not obeying CEQA to Executive Order B-30-15 from 2015. The text of EO-B-30-15, which sets a statewide GHG reduction goal of 40 percent below 1990 levels by 2030, Reporter just start using as S-3-05, the old 2005 because it was in 2005, endorses the science behind the 2050 reduction goal, and does so in 2015 - 10 years after the 2050 reduction goal Executive Order was issued in Governor Schwarzenegger who signed that. And in 2005, that was 2005: thought to be -- those targets were thought to be climate stabilizing, "(the 2030 reduction goal) will make it possible to reach the ultimate goal of reducing emissions 80 percent under 1990 levels by 2050. This is in line those three targets. If SANDAG still thinks they are, they have to with the scientifically established levels needed in the U.S. to limit global warming below 2 degrees Celsius - the warming threshold at which scientists rationalize that and they have to come out and say, "We're going to say there will likely be major climate disruptions such as super droughts and rising sea levels." use those targets." I believe that would be incorrect from a technical standpoint, and the targets need to be more aggressive you might say, they have -- we have to have a greater reduction sooner, because what's happened between 2005-and-2015 is this 10- year period that's gone by, is not what was supposed to happen in the world as described by "Governor's Executive Order S-3-05." That's the primary concern that I have and I have had, and I've expressed many times to the SANDAG Board that they need to adopt targets to stabilize climate and they have to show how they can achieve those targets.
683 Mike Bullock I want to talk about the things that I have proposed to SANDAG that Electrification along the LOSSAN and SPRINTER corridors would be challenging due to the mixed operations between COASTER, SPRINTER, Amtrak, Court they have ignored. One that's quite easy to understand is the Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond the SANDAG region and will rely on conventional non- Reporter electrification of the COASTER service, and that would not only help a electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic EIR. reduction in greenhouse gas emissions, it would also reduce diesel Electrification along the sensitive coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that exhaust which is a known carcinogen and they definitely need to do would potentially impact coastal views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. much more in terms of explaining what is needed to protect public As of 2015, all new locomotives purchased must meet US EPA' Tier 4 emissions regulations which dramatically reduce emissions from diesel health from air pollution, very similar to the destabilization targets. I locomotives. Amtrak Pacific Surfliner Trains will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and guess it's called, "significant thresholds. They need to have clear SPRINTER vehicles will be replaced with low emission locomotives. significant thresholds for air pollution and then achieve those significant thresholds, you know, get below those thresholds, so it's Draft EIR Section 4.3 identifies five significance criterion for air quality impacts, and identifies mitigation measures to avoid or reduce the air quality not significant, so we're not causing large amounts of cancer as an impacts found to be significant. Draft EIR Chapter 6.0 evaluates alternatives to the proposed Plan that would reduce the Plan's significant air quality example and other health problems. impacts.
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684 Mike Bullock I have shown SANDAG what I believe are climate stabilizing targets and The EIR Responses to Comments will address this comment about using parking policies to reduce greenhouse gas emissions and vehicle miles Court this is in a peer- review report that I wrote for the Air and Waste traveled. Reporter Management Association, it's called, "The Development of Light Duty Vehicle Requirements to Support Climate Stabilization. There's two types of requirements. One set is "car efficiency" and the other set is "per capita driving." Actually, it's one number per capita driving, so there's a lot of requirements that have to do with getting our fleet of cars more efficient than emitting less greenhouse gas per mile driven, but it's not enough. It also requires a reduction of per capita driving. And so, after I get per capita driving, I have a list of measures which achieve that reduction in per capita driving and one of them that's important about seven-and-a-half percent I predict out of that 32-and- a- half percent is pretty important, is the widespread adoption of parking policies which would unbundle; unbundle the cost of car parking, in effect, in effect it would unbundle the car parking in effect and that system could be described, or that system is where the parking lot is operated as a business for the people for whom the parking is built. For example, for employees they have an off- street parking lot or parking garage underground parking, whatever the parking is and that parking should be operated as a business for the employees whereby, the employees get the earnings from the parking lot. It's their business. They get the earnings. Now, the money comes about because like any business, we charge to use the parking. The employees could be their own customers or not; so two employees that work the same number of hours in a day, one never drives, the other always drives, they both get the exact same earnings. However, the employee that always drives will see on their statement, their monthly statement, a charge so that's how the business would work and the employees would be very happy if the parking lot is nearly full, even if it requires people that don't work for the company to park there, because they will pay and that pay puts money in the pockets of the employees. So by this mechanism, this system not only does it in effect unbundle the cost of the parking lot and restore the full income that they should have gotten, it also supports full sharing of the parking, so ultimately, when this system is in place for all types of parking, anybody can park any place for any amount of times, and it's all automated, like turning on a light bulb, you park your car and you don't have to think about it at all if you don't want to, there's nothing to do. There's no 25 parking meter. However, you will get a bill because the system knows whose car that is and knows when it came and when it left and what the parking rate was; you can have such things, as instantaneous congestion pricing to ensure that there's always available parking spots, that's important to many cases like around, especially around a train station, you definitely want to have vacant spots even close to a platform. They would probably be very pricey because you would have blocks of parking that you instantaneously congestion priced, so the price is always changing but it's forcing vacancy. So anyway, that's another paper and I have -- this paper is now hosted by the City of San Diego in their Climate Action Plan work.
168 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 187 August 28, 2015 No. Name Agency Comment Response Source 685 Mike Bullock I have shared my papers and pointed these potential mitigations to the The EIR Responses to Comments will explain that the Draft EIR GHG mitigation measures meet CEQA requirements. Court SANDAG Board of Directors, but they have not elected to work Reporter towards that system or even acknowledge that that system has been formulated, even though, that system was described in Appellate Court in the Sierra Club lawsuit against the County's Climate Action Plan. Specifically, one of the three Justices asked our lawyer, described a feasible mitigation that was ignored by the County and our lawyer described this system for employees and when she got done, when our lawyer got done with this description, the Justice said, "Yes, that sounds like feasible mitigation ..."Therefore, SANDAG should not be ignoring feasible mitigation because that also violates CEQUA. I think that's about it; thank you.
686 Mike Bullock And, first of all, you stop expanding roads and you reallocate TransNet Transit capital and operations account for half of the investment plan in the Regional Plan. A good portion of the remaining investment is proposed for Court money that's been allocated to highways to Transit why we would so services and programs that support travel by transit. The Regional Plan calls for five new trolley lines by 2050, 32 new Rapid transit services, continued Reporter call, break a promise to the voters because we have a crises. A life and COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new death situation. And that's why we should certainly have a super- intermodal transit centers. majority to do that and stop expanding highways and spend all of that The Draft Regional Plan also includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain money on Transit, mainly because we need to reduce driving so much, clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, we don't need the additional capacity. The other thing we need to do, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. is we need to improve the way we pay for car parking and roads. And While parking management decisions lie with local jurisdictions, SANDAG provides resources and tools to support local jurisdictions. SANDAG recently I'll submit detail on that and you've seen details on that over the years. completed a Regional Parking Management Toolbox to assist staff and policy makers from local jurisdictions with developing parking management So thank you very much. programs. The resource also provides guidance on finance considerations related to parking improvements.
687 Muntasser Alkhalidi Why is there no bus on Saturday or Sunday? Why is there no bus after Route frequencies and days of service are driven by the level of ridership demand. Nighttime and Saturday and Sunday demand is lower in most areas, Web 7pm? Bus #816 There is no accuracy in bus time. and in some areas it is insufficient to warrant that service. As demand increases in these areas, MTS can add service to match, pending available resources to do so. Route 816 is duplicated along Main Street by Route 815, which does offer night and weekend service. South of Main Street, demand is largely driven by Cuyamaca College, where activity is less intense on nights and weekends. (Cuyamaca College and Rancho San Diego also have service everyday on Route 856.) For more specific requests, riders can contact the Customer Service Department at (619) 557-4555.
688 Nicolas Soriano Hey Todd Gloria and Myrtle Cole, How about focusing on mass transit Transit capital and operations account for half of the investments proposed in the Draft Regional Plan. A good portion of the remaining investment is Web Soriano across all San Diego County instead of wasting our tax dollars on more proposed for services and programs that support travel by transit. The Regional Plan calls for five new Trolley lines by 2050, 32 new Rapid transit roads and highways. I'm tired of seeing our trolleys and buses overfilled services, continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, with people because you don't provide adequate and efficient mass and three new intermodal transit centers. Also, the Draft Regional Plan includes improvements in service frequencies on most bus routes in the transit. How can we call ourselves Americas Finest city when Portland urbanized areas to every 15 minutes all day by 2020 and to 10 minutes all day by 2035. A "Safe Routes to Transit" program would fund and San Francisco have way better mass transit than us? Why is does it improvements designed to make it easier and safer to access new transit stations. The recent Trolley Renewal project has upgraded all Trolley stations only take me 25 minutes to get San Ysidro by Car and 1 hour and 25 along the Blue and Orange Lines. min by mass transit? Do you go out of your way to make our lives harder? I don't want to drive everywhere and neither do my friends and family. I want to be able to ride the trolley to the beach or anywhere else without having to fight for parking all the time. You got elected to solve problems, not to be part of them or ignore them.
689 Pam Chambers I would like more dollars spent on widening I-5 and SR 78. Both of these projects are included in the Draft Regional Plan with the dollars associated to cover the estimated costs. Table A.1 in Appendix A, Comment Transportation Projects, Costs, and Phasing, includes a detailed list of all Managed Lanes and connector improvements in the Revenue Constrained plan. Card
690 Pam Chambers Comments by the public should be transparent and detailed, i.e. how Details, including number of workshop participants, comments made at the workshop, as well as staff responses to such comments will be included in Comment many people were present, who were the stakeholders? At the Appendix F: Public Involvement Program. Each workshop participant reserves the right to sign-in at our events with the acknowledgment that signing Card Oceanside workshop there were 50-60 public people. is not only voluntary, but by filling out one's contact information, this becomes part of the public record. Should someone like to find out who from their community attended the meeting, all sign-in sheets are available upon request as part of the official public record.
691 Patrick Tierney As mentioned in our general comment submitted earlier, the Plan does Chesterfield Drive and all at-grade crossings that will be double tracked must follow the top safety standards set by the Federal Railroad Administration Web not address the critical need for grade separation at the Chesterfield and the California Public Utilities Commission. Safety improvements to at-grade crossings are an important component of each double tracking project. crossing and other locations along the SD NC coast. There is “collateral damage” we fear that will exacerbate an already existing public safety risk of at grade crossings. You are asking for a catastrophic event by allowing double tracking without solving today’s problems at these crossings.
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692 Patrick Tierney & & While the public safety threat exists at all at grade crossings, the All at-grade crossings that fall within a LOSSAN double tracking project must follow the highest safety standards set by the FRA and CPUC. For Web Karen Mendez Chesterfield crossing in Encinitas is particularly concerning due to the example, the Chesterfield Drive grade crossing will be upgraded for safety and mobility by eliminating the free right turning movements, adding an traffic congestion there. We live near this crossing and have seen ADA compliant bike and pedestrian path with pedestrian gates, constructing quad vehicular gates with a median, and interconnecting and firsthand over and over how dangerous this at grade crossing is even synchronizing adjacent signals. Additionally there are 3 pedestrian undercrossings included in the plan within the City of Encinitas located at Hillcrest, with a single track running through it due to the short run between the El Portal, and Montgomery. traffic lights intersected by the train tracks between the Coast Hwy and San Elijo Ave and the many entry and exit points at that crossing. The added track will limit even further the space for vehicles waiting to pass through the San Elijo/Chesterfield and Chesterfield/Coast Hwy traffic intersections making it more likely for vehicles to be trapped on the tracks and more likely for vehicle accidents. It is also perilous to cross on foot with frustrated drivers consistently running the red left arrow from Chesterfield to San Elijo and from the Coast Hwy to Chesterfield while the crossing signals are green. Adding a pedestrian overpass or underpass at the tracks will not alleviate this danger as the danger is from the crossing the streets (San Elijo and the Coast Hwy) adjacent to the track crossings, not at the track crossing.
693 Patrick Tierney & & The area around the crossing is also very noisy since trains must sound SANDAG and NCTD will cooperate with the City of Encinitas if the City wishes to pursue a quiet zone that will eliminate train horn noise. Safety Web Karen Mendez their horns before and through at grade crossings like Chesterfield. enhancements will be made to the Chesterfield Drive at-grade crossing as part of the San Elijo Lagoon Double Track and Coastal Rail Trail projects. Additional tracks means more trains traffic, which means more horns and increased times the crossing rails go down stopping pedestrians and vehicles in a dangerous traffic jam. We have seen many near misses between vehicles and many instances of vehicles nearly hitting pedestrians and have been close to being run over ourselves at the Chesterfield crossing while walking across San Elijo.
694 Patrick Tierney & & All of these issues will be amplified when the tracks are doubled if not The Draft Regional Plan includes select grade separations along the LOSSAN corridor including Leucadia Boulevard in Encinitas and possibly others to Web Karen Mendez solved FIRST. The solution is to make grade separations at all of the be determined. Because geotechnical, environmental, and community conditions are different, it is not possibly to reasonably apply the cost from the crossings and the best way to do this is by trenching the tracks like was Solana Beach trench with future trenching in other segments of the corridor. done in Solana Beach. The Solana Beach trenching project was completed in 1995 for a cost of $18M (see http://www.greatamericanstations.com/Stations/SOL for this figure and the source of funding). In today's dollars that figure is conservatively $27M. Why is the trenching estimate for Encinitas 10 times that amount?
695 Patrick Tierney & & In appendix A of the Plan double tracking starts in 2020. Grade Double tracking does not require grade separations. The "plus 2 grade separations" are not defined but may include any of the LOSSAN corridor at- Web Karen Mendez separation is then listed for 2035 and only for Leucadia. Again, the grade crossings. Table M.11 explains the criteria for the Rail Grade Separations ranking shown in Table M.12. The Encinitas and Carlsbad grade grade separation has to be done FIRST, not as an afterthought and it separations do not rank as high compared to many of the Trolley at-grade crossings. has to be done at Chesterfield/Birmingham as well. Also in appendix A it lists “plus 2 grade separations” for 2050. Which 2? Same concerns as above. In appendix M double tracking is listed as the 4th priority, but the Leucadia grade separation is listed at 25th. The Carlsbad grade separations are also listed at the bottom. This is completely out of order. The grade separations need to be prioritized and completed BEFORE double tracking or at least in conjunction with it.
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696 Patrick Tierney & The Plan is overlooking major public safety and quality of life issues that All at-grade crossings that fall within a LOSSAN double tracking project must follow the highest safety standards set by the FRA and CPUC. For Web Karen Mendez exist along the SD North County Coastal corridor today and will only be example, the Chesterfield Drive grade crossing will be upgraded for safety and mobility by eliminating the free right turning movements, adding an exacerbated by double tracking without proper grade separation. This ADA compliant bike and pedestrian path with pedestrian gates, constructing quad vehicular gates with a median, and interconnecting and additional collateral damage can be avoided in the future IF today’s synchronizing adjacent signals. Although not currently funded, there are also three pedestrian undercrossings included in the Plan within the City of issues are addressed and fixed BEFORE the dual tracks are built. We Encinitas at Hillcrest, El Portal, and Montgomery. have reviewed the latest SD regional long range plan published by SANDAG, attended a SANDAG meeting to review that plan, discussed the issues with SANDAG employees and an Encinitas city planner, and have had several email exchanges with Encinitas city council members. All of these communications have confirmed that only very limited grade separations are planned, that none are currently funded and that even those too few grade separations happen very late in the overall transit improvement plans (i.e., well after the double tracking is done). How can you even think about moving forward with this Plan when there are already many safety and quality of life issues with current at grade crossing with only one track? An example of the many at grade crossing issues is the Chesterfield crossing.
697 Patrick Tierney & We live near the Chesterfield crossing in Encinitas and have seen The safety for all users of the Chesterfield Drive at-grade crossing will be significantly improved as part of the San Elijo Lagoon Double Track and Web Karen Mendez firsthand over and over how dangerous this at grade crossing is even Coastal Rail Trail projects. SANDAG and Caltrans were recently awarded a federal grant to complete the design and implement safety improvements at with a single track running through it due to the short run between the this intersection over the next three to four years. traffic lights intersected by the train tracks between the Coast Hwy and San Elijo Ave and the many entry and exit points at that crossing. The added track will limit even further the space for vehicles waiting to pass through the San Elijo/Chesterfield and Chesterfield/Coast Hwy traffic intersections making it more likely for vehicles to be trapped on the tracks and more likely for vehicle accidents. It is also perilous to cross on foot with frustrated drivers consistently running the red left arrow from Chesterfield to San Elijo and from the Coast Hwy to Chesterfield while the crossing signals are green. Adding a pedestrian overpass or underpass at the tracks will not alleviate this danger as the danger is from the crossing the streets (San Elijo and the Coast Hwy) adjacent to the track crossings, not at the track crossing.
698 Patrick Tierney & The area around the crossing is also very noisy since trains must sound SANDAG and NCTD will cooperate with the City of Encinitas if the City wishes to pursue a quiet zone that will eliminate train horn noise. Safety Web Karen Mendez their horns before and through at grade crossings like Chesterfield. enhancements will be made to the Chesterfield Drive at-grade crossing as part of the San Elijo Lagoon Double Track project. Additional tracks means more trains traffic, which means additional times when the horns are blown and increased times the crossing rails go down and pedestrians and vehicles are stopped in a dangerous traffic jam. We have seen many near misses between vehicles and many instances of vehicles nearly hitting pedestrians and have been close to being run over ourselves at the Chesterfield crossing while walking across San Elijo and we are sure this is the case at several other at grade crossings along the coastal corridor.
171 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 190 August 28, 2015 No. Name Agency Comment Response Source 699 Patrick Tierney & We do not fully understand everyone’s role in the planning and Double tracking is necessary to make train service more reliable and more frequent to accommodate the growing demand for rail travel for residents Web Karen Mendez implementation of the double tracking, but it is clear from our research and visitors in Encinitas and the entire coastal region. Safety of at-grade crossings will be improved as double tracking is added. that the local governments and SANDAG do not have the funding or the power to ensure that the double tracking is implemented with the safety and quality of life of the residents in mind. We need to ensure the agency or agencies that are planning, funding and implementing the double track projects incorporate the planning and funding to ensure the grade separation is done at Chesterfield and the other already dangerous at grade crossing in the SD North County Coastal corridor before or in conjunction with the double tracking. Disregarding or delaying grade separation after double tracking at Chesterfield and elsewhere is negligent and an affront to public safety and quality of life. Double tracking does very little to help the residents of Encinitas, and without proper grade separations, it only hurts the city in terms worsened public safety and quality of life. Someone needs to be accountable and we hope SANDAG can at least force that accountability.
700 Patrick Tierney & Why is Leucadia the only grade separation for Encinitas listed in the Grade separations listed in the Draft Regional Plan are generally initiated by the local jurisdictions on the regional grade separation list. The City of Web Karen Mendez plan? Chesterfield is more of an issue than Leucadia, but both need to Encinitas did not nominate Birmingham or Chesterfield to SANDAG to be included in the Plan. However the plan does include two additional grade be addressed and BEFORE the tracks are doubled. There is Feb 14, separations on the COASTER corridor that have not been identified but may include any at-grade crossing. Leucadia Boulevard is included in the draft 2014 Draft Project Study Report titled Birmingham Drive Grade Plan because initial design work was completed on the project several years ago. Separation for SANDAG that people in the Encinitas town council think is part of the plan for double tracking, but we see this nowhere in the “Plan”. Why? It is a decent solution that needs a little work to make it a great solution and should be part of the overall Regional Plan. How do we get this to be part of the Plan and how will it be funded?
701 Peter H. St. Clair First, the plan is well written, beautifully illustrated, has good maps and With regard to reducing our region's reliance on cars, the Regional Plan is based on the concept of creating a wider range of transportation choices, Letter supporting documentation. including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are The Smart Growth Toolbox, EMT, Complete Streets, California Coastal aimed at accommodating multiple alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide Trail, ITS, Heavy Rail and Managed Lanes programs are superb. But the range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide central element of the plan - increasing employment and residential priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan density - seems to fail in light of reality. There is no evidence that this contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and Plan will reduce our region's reliance on cars. I am not sure there is any local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create evidence from any region the size of San Diego that the strategies you a wide range of time-competitive and convenient alternatives to driving alone. The Urban Area Transit Strategy, an appendix of the Regional Plan, outline actually lead to reductions in VMT or in single riders driving to studied the transit systems of 10 metropolitan areas across the world, including that of Denver, as well as other areas similar in size and lay-out of San work or shop in cars. It would be helpful to see comparative data from Diego, such as Portland, Sydney, Vancouver, Los Angeles, and Seattle. The study was used as the basis for developing the key elements of the transit Denver, Atlanta and Toronto - three large cities/regions that have network included in the Regional Plan. proposed something similar to what you outline. As is stands, Seattle and Portland have reached modest levels of train/bus/walk modes of transportation (15% to 25%). They are the only "new" cities to do so. All of the others - Boston, New York, Philadelphia, Washington, D.C., and Chicago are "old" cities.
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702 Peter H. St. Clair The plan relies on projections that new residential development will be Since 1972, SANDAG has produced long-range forecasts of population, housing, and employment that are used as a resource by elected officials, Letter more dense. In fact, as City of San Diego Community plans are revised, planners, academics, and the general public. Among other applications (including general plans and infrastructure planning), the Series 13 Regional particularly in already dense urban areas surrounding downtown, Growth Forecast is the basis for the Regional Plan. densities are not being increased as significantly as San Diego Forward These forecasts represent the best assessment of the changes we can anticipate for the region and its communities based on the best available forecasts. The Barrio Logan plan was overturned in a referendum. information and well-proven and verified computer models. They are based on the most recent planning assumptions, considering local general plans Residents in Claremont/Bay Ho demonstrated against a plan to increase and other factors, per Senate Bill 375 Government Code Section 65080(b)(2)(B). The forecasts are developed through a collaborative effort with residential densities along the proposed Morena Blvd. Trolley corridor. experts in demography, housing, the economy, and other disciplines, and the close cooperation of the local planning directors and their staffs. The Mission Hills/Hillcrest residents have roundly opposed increases in forecast process includes two iterative phases. First, a forecast for the entire region is produced based largely on economic and demographic trends. density along the area's major transportation corridors. Community The second phase allocates the forecasted growth down to the jurisdictions and smaller geographic areas. The subregional forecast model distributes plan updates for North Park, Golden Hill lag behind schedule. Other growth based on a variety of factors including available capacity for housing and accessibility to jobs and transportation; however, it does not allocate areas of the City have consistently opposed higher density growth beyond what is allowed for by any jurisdiction’s general plan. Therefore, the forecast allocation is influenced by local land use and development. The Point Loma community rejected higher density transportation policy decisions. Because local land use plans and policies continually change, SANDAG updates its forecasts every several years, development of NTC, now Liberty Station. Scripps Ranch rejected particularly before each regional planning cycle. The next regional plan will be prepared in four years, and the regional forecast will, accordingly, be higher density along Pomerado Rd. for housing as well as institutional updated within that same timeframe. uses (education and health). The region has been chronically unwilling to approve workforce housing, affordable housing or meet the objectives of state or regional housing plans. There is no mechanism to enforce compliance. There has been no political will to deal with the issue. Mayor Jerry Sanders proposed that neighborhoods outside downtown accept a fair share of affordable housing in return for benefits and penalties. No council member supported his idea and it died. While the City of San Diego General Plan calls for mixed uses and workforce housing, in reality, the City of Villages concept that would have institutionalized the required zoning was not approved - although - the concept remains - in conjunction with TOD. Yet the recent City Council approval of One Paseo based on TOD concepts was met with a successful initiative to overturn the approvals. The developer and city are now in discussions to downzone what was approved.
703 Peter H. St. Clair Major employers in areas that would benefit from workforce housing Land use decisions regarding where housing and employment uses are located and their proximity to one another is the responsibility of the local Letter are reluctant to support proposals. Why? Look at the Torrey Pines jurisdictions not SANDAG. The cities and County of San Diego have land use decision making authority; SANDAG does not. SANDAG works mesa. A world-class research center with increasing production collaboratively with local jurisdictions to integrate land use and transportation plans. The Smart Growth Concept Map and Smart Growth Tool Box are capabilities. Look at a similar area along Scripps-Poway Parkway in examples of this collaboration. Poway and San Diego. You will not find new residential development in those areas. Adding residents who are chronically fearful of what they believe to be toxic or polluting aspects of biotech or R&D is not a formula for allowing quick expansion of an R&D or industrial facility. In fact, it invites political and legal challenges from many fronts. While these employers do not pollute and are governed by very strict local, state and federal operating and reporting obligations, none of that restrains residents from trying to stop of hold up industrial/R&D expansion.
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704 Peter H. St. Clair It can cost over $1,000,000 for a developer to initiate a Community The land use/zoning issue identified in this comment is solely within the jurisdiction of the City of San Diego. The City of San Diego is responsible for Letter Plan Amendment and create mixed use or workforce housing - making the types of land use decisions identified in this comment. SANDAG does not have land use authority. SANDAG does provide grants to local especially on lands deemed to be "employment lands" in the City of jurisdictions to incentivize smart growth and higher densities in areas identified on the Smart Growth Concept Map through the Smart Growth San Diego. While there is ample evidence that the major employers in Incentive Program (SGIP). SGIP grants are evaluated based on existing and planned density among other criteria. our "clusters" no longer require large tracts of land for one-story production/distribution facilities - the general plan and zoning have not kept up. It is very, very difficult in the face of inadequate zoning to actually build a project. Developers have repeatedly shunned the lengthy (often 5 to 10 year) process in the City of San Diego to create mixed use. The most recent example is the Vons grocery store at W. Washington St. and Dove in Mission Hills. It could have been topped with affordable or market rate/affordable housing. Safeway, Vons parent, has done that in numerous locations up and down the west coast. Such projects are easy to build and very easy to finance. But in San Diego, they are virtually impossible to be entitled. The new general plan, the updated Community Plans, and the lack of any progress in changing our zoning code will assure this road-block stays in place.
705 Peter H. St. Clair The Plan relies on projections that new jobs will be located in The Regional Growth forecast (Series 13) shows that the region's existing employment centers will continue to thrive. The University Towne Centre Letter downtown San Diego and other urbanized areas. In fact, most new (UTC) / Sorrento Valley / Torrey Mesa employment cluster will continue to be the largest job center in the region. It is expected that downtown will add employment downtown is in low-wage hospitality and tourism, to a another 30,000 jobs by 2050. The Otay Mesa border area will become a much larger job center growing from just over 15,000 jobs today to over lesser degree in government and education, and finally in "live-work" 45,000 by 2050. Finally, Chula Vista will add nearly 50,000 new jobs as the Chula Vista Bayfront, downtown investments, and new planned units. There has been no significant movement of any large private communities in eastern Chula Vista come online. SANDAG staff worked extensively with the region’s 18 cities, the County of San Diego, and other sector employer from our region's major employment sectors to agencies that manage land use (e.g., the Department of Defense, tribal governments) to understand local land use plans and policies, including general downtown. Sempra Energy HQ stayed downtown, but much of its plans, community plans, or specific plans, as well as constraints to development. That detailed land use information is incorporated into the future workforce has relocated to Century Park on Balboa Ave., east of Rt. development and redevelopment projections that comprise the Series 13 Regional Growth Forecast. The local land use inputs incorporate such 163. When John Moores developed Petco Park and rezoned much of information as existing development, general plans, constraints to development (e.g., floodplains, steep slopes, habitat preserves, historic districts, East Village, he could not even convince the employees of the software etc.), and permitted projects in the development pipeline. The final building blocks of the subregional forecast are proximity to existing job centers company he controlled to move there. They stayed in Carmel Valley. (along with travel time and commute choice information), and historical development patterns. These four key inputs influence the probability of a Consequently, land intended for mixed use or employment was neighborhood’s future growth. ultimately built as apartments or condos. Yes, many residents work from their residences, but the overall increase in employment is far less than that what would have been achieved in traditional office buildings where employee "density" is many times that of work-live lofts. And, nearly all new market-rate downtown residences have parking at much higher ratios than do office structures. You need only look at the revitalization of downtown Los Angeles to discover that urban dwellers love their autos. Residents of downtown LA condos and apartments tend to work in Santa Monica, Burbank and Studio City - employment centers for media, communications, film, TV and music. They largely drive to work. In fact, early downtown developers discovered they needed to convert one old building to structured parking for just about every beautiful old building they converted from office to residential. So their residents could park their cars.
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706 Peter H. St. Clair As far as other urbanized areas go, there is precious little data that While it is true that the regional transit mode share in San Diego, as well as in other metropolitan areas, is relatively low in comparison to other modes Letter show that residents of TODs actually work nearby or use transit to get of transportation, we begin to see higher transit mode shares when we measure transit use in specific corridors where transit investments are being to work. When HUD sponsored the creation of new communities like made and where multi-family housing, high density employment, and mixed uses are being planned and implemented. Part of the equation relates to Rancho Bernardo, the idea was that workers would live close to work. access to transit. The Regional Transit Oriented Development (TOD) Strategy, which is an appendix to San Diego Forward: The Regional Plan, sets forth That proved not to be true. Similarly, there is no data from our regions the concept of access to transit stations within five minutes, through catchment areas that include walking (closest to the transit station), biking (more TODs that indicate residents are walking or biking to work, or even intermediate distance), and driving (generally a two mile radius). In 2012, 5.5 percent of people could walk between a transit stop to and from home taking the Trolley or bus. Ridership on mass transit in San Jose, at within five minutes; and 21.3 percent of people could ride a bike between a transit stop to and from home within five minutes. By 2050, it is something like 3% -- a bit less than San Diego, has not changed even estimated that 15.7 percent of people could walk between a transit stop to and from home within five minutes (and increase of 268 percent); and though billions have been invested in light rail and bus service - and as 49.1 percent could ride a bike between a transit stop to and from home within five minutes (an increase of 199 percent). Collectively, by 2050, it is Apple, Google, Adobe, Microsoft and other mega employers build very estimated that nearly 72 percent of people living in the San Diego region could access a transit stop to and from home within five minutes. The figures high density campuses around the city's center. are similar, but even stronger, for employment. By 2050, it is estimated that nearly 80 percent of people working in the San Diego region could access a transit stop to and from work within five minutes. This enhanced access to transit stations, based on the sheer volume of new stations included in the plan, paired with the strategies in the Regional TOD strategy, will result in higher mode shares within the corridors where the greatest investments are being made. This is a more useful way of viewing transit mode share than the frequently-cited regional mode share.
707 Peter H. St. Clair Because employment tends to be distant from place of residence - by The Draft San Diego Forward: The Regional Plan includes a number of new limited-stop commuter services -- the new Rapid Express services in the Letter choice, or as a result of economics (while low income jobs proliferate in north Interstate 15 corridor are examples of such services. In addition, the Draft Regional Plan includes funding for transit priority measures aimed at hospitality/tourism, there is inadequate low income housing in most of enabling Rapid and local bus services to bypass congestion. the areas where these jobs are created) - we need mass transit that moves people quickly to work. We do not have that. The new Rapid Bus system from downtown to SDSU seems to save a total of 7 minutes from the old bus route. Our Trolley system relies on single track and "all local" service. While it is efficient in moving people downtown, to NASCO or to 32nd St. Naval Base - its extension will be incredibly inefficient in moving employees to UCSD or UTC area. It is just too slow. It makes too many stops and there are no express trains.
708 Peter H. St. Clair Where we do have rail systems or bus lines that serve commuters, we The Draft San Diego Forward: The Regional Plan (Regional Plan) includes funding for additional park-and-ride capacity at existing stations. In addition, Letter have inadequate parking at the stations. The idea of "kiss and go" the Draft Regional Plan looks to develop "Mobility Hubs" at key rail and bus stations designed to increase options for first mile/last mile connections, drop-off sites where one spouse drops off the other with a kiss then including car sharing, bike sharing, employer shuttles, on demand ridesharing, and bike/pedestrian improvements. returns to work or takes the kids to schools is a fiction - or a dream of a life last lived in the 1960's.
709 Peter H. St. Clair Mass transit achieves a greater share of passenger miles when San Diego Forward: The Regional Plan (Regional Plan) recognizes the importance of providing transit in the region's employment areas. The Draft Letter employment density increases - and transit connects people with those Regional Plan proposes several new transit lines that will serve the major employment centers such as the Mid Coast Trolley that will connect UC San centers in an efficient and economical way. There is very little evidence Diego, the University City area with the downtown San Diego and South County. that mass transit ridership increases as residential density increases. While there are a number of factors that influence transit ridership (service frequency, span of service, fare levels, connectivity to destinations), residential density also plays a role. The more people who are within a short walk, bike ride, or car trip to rail, Rapid, and local bus services, the greater the probability they will use transit for some of their daily tripmaking than locations outside this access shed. A recent study done in Los Angeles for the new Exposition rail line bears this out.
710 Peter H. St. Clair I found the analysis and suggested improvements to the Regional Funding for the plan is composed of a combination of local, state, and federal revenues. Specifically, local funds make up 35 percent of the projected Letter Arterial Plan to be deficient. I think many of us are experiencing a revenues. These funds would be available to local agencies for setting local arterial roadways priority improvements including along the regional arterial change in the way street lights in the City of San Diego are timed - for network system. From a regional perspective, the plan also identifies 11 program investment areas as means to improve overall transportation system the worse - slowing traffic. There is a proliferation of new stop signs. management and operations and among those is Arterial Management which focuses, for example, on technological improvements in signal timing The City seems to give lip service to computer aided traffic flow, and at systems. These program areas are included in Appendix E of the plan, Transportation System and Demand Management Programs, and Emerging the same time has largely eliminated the ability to drive at the speed Technologies. Arterial Management system improvements focus on managing arterial roadways (major streets) in order to reduce delays and result in limit and not stop incessantly at red lights. While the approval for One quicker trips and lower vehicle emissions. The investment level for the Arterial Management Program is proposed at $237 million through 2050. Paseo was based on arterial solutions and local loop transit, neither has yet appeared in San Diego or provided much relief.
711 Rich Thompson The high speed rail will be good for more affordable housing options. The California High-Speed Rail Authority is currently working with local jurisdictions in other corridors to properly integrate high-speed rail stations into Web the community, including smart growth areas and activity centers that could potentially include affordable housing components. We would expect a similar effort for future stations in the San Diego region.
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712 Richard Phillipe The adopted plan needs to be a rational, balance of transportation Thank you for your comment. We agree that San Diego Forward: The Regional Plan (Regional Plan) needs to include a balanced approach to shape our Comment modes. At these workshops, a lot of activists show up. Don't take that region for the 21st century. The transportation projects proposed in the Draft Regional Plan serve an overarching goal: create more transportation Card vocal minority to skew the "public" consensus. Improvement of the choices, which ultimately will lead to healthier communities, healthier people, and a healthier environment. freeways are necessary for a balanced transportation system. People/households will still use a vehicle to get around. The Plan should be balanced, with fair distribution among various transportation modes.
713 Richard Phillipe The "NIMBYism" of local government's activities often work against We appreciate your interest in our region's future. SANDAG works closely with staff of local jurisdictions through standing working groups with Comment regional good of a regional transportation, for example, excessive stop representation from Planning and Public Works Directors to better align regional strategies. Card signs, road closures, etc.
714 Rob Hixson I'm the chairperson of the Otay Mesa Planning Group and also a Thank you for your feedback. In response to goods movement and the truck mode specifically, the Draft San Diego Forward: The Regional Plan Court commercial real estate broker for the last 28 years, chair of the includes the SANDAG Draft 2015 Updated Freight Gateway Study, which reviews tonnage and trade value growth for all major gateways in the Reporter planning group for the last eight years. Nobody else wants the job. We region, including the Otay Mesa border crossing. As you mentioned, SANDAG and Caltrans, along with a number of local, state, and federal agencies are grateful for SANDAG and Caltrans for giving us our great freeways in the United States and Mexico, are developing an innovative systematic approach to both financing and better managing traffic demand through that we now have down in Otay Mesa. We are looking for future intelligent transportation systems (ITS) for both passenger and commercial vehicles, through the proposed new Otay Mesa East border crossing and transportation to -- and as you can see on page 18, there's a highlight State Route 11. More information on cross border transportation issues can be found in Appendix U.14: Borders. For more information on the there that the future jobs will all be down in Otay Mesa, and I want to Updated Freight Gateway Study, please see Appendix U.15: Draft Executive Summary SANDAG Gateway Study Update. bring that to your attention from my commercial real estate background. Right now, there is no more industrial land in the central part of the City of San Diego or all city -- central part of San Diego. The remaining land is up in North County and also down at the border and also some at Chula Vista. So I'm very concerned about that and also the amount of cost it is to improve these properties. Now, with all the mitigation for this Burrowing Owl that we still think is a species of interest, it's not endangered. And also this new stormwater regulations that we have is quite extensive. So I'm very concerned about it. Right now, the commercial crossing in Otay Mesa is served by a city street, so we've got trucks from all over the United States and California using the city street to access the border crossing. We're hopeful in the future that we're going to get Otay Two and have a new crossing that'll make it so that these streets are easier to drive on and access. We're grateful for all the stuff we've got, all the transportation we've got so far, and we'd like additional transportation for those trucks. Thank you.
715 Robert C. Leif, [For background information, please look to the attachment or go to: The transit plan provides a rich network of services designed to serve both local trip needs (via local buses and Rapid lines operating on arterial streets) Email Ph.D. M:\RP\2050 REGIONAL PLAN\Draft Regional Plan and longer regional trip needs (via Rapid lines operating in freeway Managed Lanes and light rail/COASTER services). Connecting key residential areas Comments\Emails\Email_RobertLeif_051215] with regional job centers is a key focus of the plan. The Social Equity Analysis (Appendix H) focuses heavily on analyzing transit access for low-income Economics: populations in comparison to non-low-income populations to key amenities including jobs and education. Ninety-two percent of low income populations can get to job/education centers within 30 minutes by transit. A recent Article, “Transportation Emerges as Crucial to Escaping Poverty”, by Mikayla Bouchard in the N.Y. Times MAY 7, 2015, (http://www.nytimes.com/2015/05/07/upshot/transportation-emerges-as- crucial-to-escaping-poverty.html?_r=0&abt=0002&abg=1) stated, “In a large, continuing study of upward mobility based at Harvard, commuting time has emerged as the single strongest factor in the odds of escaping poverty. The longer an average commute in a given county, the worse the chances of low-income families there moving up the ladder.” “The relationship between transportation and social mobility is stronger than that between mobility and several other factors, like crime, elementary-school test scores or the percentage of two-parent families in a community, said Nathaniel Hendren, a Harvard economist and one of the researchers on the study.”
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716 Robert C. Leif, Initiate a study for an Intermodal Trolley station that connects the The Interstate 15 Bus Rapid Transit (Rapid 235) is designed to connect downtown San Diego with Escondido via City Heights and Kearny Mesa. Adding Email Ph.D. Orange Line with the I-15 Bus Rapid Transit at the crossing of I-15 and in a station at State Route 15/Imperial Avenue/Orange Line would create a significant out-of-direction move for this Rapid line and added time for the Orange Line Trolley. riders traveling between Downtown and City Heights. A station along State Route 94 is under consideration that would allow access to both Rapid Construct the Intermodal Trolley station that connects the Orange Line 235 and the future South Bay Rapid (Downtown - Otay Mesa Border) for residents of Southeastern San Diego neighborhoods. with the I-15 Bus Rapid Transit. It should be noted that the Draft Sam Diego Forward: The Regional Plan includes a new light rail transit (LRT) line along the Interstate 805 corridor between San Ysidro and Carmel Valley via National City, Southeastern San Diego, City Heights, Mission Valley, Kearny Mesa, and University City, and Sorrento Valley. Access for the Southeastern San Diego area would be at the existing 47th Street Trolley station.
717 Robert C. Leif, Construct the planned Rapid bus route that connects North Park and The Interstate 15 (I-15) Bus Rapid Transit (Rapid 235) is designed to connect downtown San Diego with Escondido via City Heights and Kearny Mesa. Email Ph.D. the 32nd Street Intermodal Trolley Station. Adding in a station at State Route 15 (SR 15)/Imperial Avenue/Orange Line would create a significant out-of-direction move for this Rapid line and Move and reuse the present 32nd St. and Commercial trolley stop to added time for riders traveling between Downtown and City Heights. A station along State Route 94 (SR 94) is under consideration that would allow 28th St. and Commercial St. access to both Rapid 235 and the future South Bay Rapid (Downtown - Otay Mesa Border) for residents of Southeastern San Diego neighborhoods. Install amenities including benches, streetscapes, renovation of existing The Draft San Diego Forward: The Regional Plan includes a new light rail transit (LRT) line along the Interstate 805 corridor between San Ysidro and bench areas to include roofed shelters and arrival time information Carmel Valley via National City, Southeastern San Diego, City Heights, Mission Valley, Kearny Mesa, and University City, and Sorrento Valley. Access for devices, etc. the Southeastern San Diego area would be at the existing 47th Street Trolley station. Save the money to pay for the above by not constructing a Bus Rapid Moving the 32nd Street station to 28th/Commercial Street would put the station only 1/3 mile from the existing 25th/Commercial station and create Transit that duplicates access to stops that are already served by the longer walk access for those neighborhoods to the east of 28th Street. Orange line. It is not clear about the meaning of the comment on "not constructing a Bus Rapid Transit" that duplicates access to stops served by the Orange Line. Replace the left-hand exit lanes on SR-94 with standard right-hand exit If it refers to the proposed Route 90 Rapid, this service would not duplicate the Orange Line stations. It is designed as a limited stop express in the SR lanes. 94/Orange Line corridor for riders making longer distance trips. If the comment refers to the South Bay Rapid service, not clear if this means the service would terminate at the commenter's proposed SR 15/Imperial Avenue station -- if so, this would force all downtown destined passengers to transfer to the Orange Line. As with the I-15 and Mid-City Rapid services, Downtown San Diego is a major trip origin/destination and transfer point to other Trolley lines and local bus routes. If a transfer to the Orange Line would be required, the result would be great inconvenience and added travel time. The replacement of SR 94 left-hand exit lanes is part of the proposed SR 94 High Occupancy Vehicle lanes project.
718 Robert C. Leif, The Orange Trolley Line provides good East-West public transportation Providing direct transit connections from the Southeastern San Diego area to employment and education opportunities north of and adjacent to I-8 are Email Ph.D. for many of the residents of Southeastern San Diego. Unfortunately the worthy goals. The Draft Regional Plan calls for a light rail transit (LRT) line along the I-805 and SR 15 corridors that would serve the City Heights area, lack of similar North-South transportation restricts opportunities for Mission Valley, Kearny Mesa, University City/UCSD, Sorrento Valley, and Carmel Valley. Access to the new LRT line from the Southeastern San Diego employment and education, as well as access to medical care facilities would be at the existing I-805/47th St Trolley stations that would allow transfer connections between this new LRT line and the Orange Line and local particularly those North of I-8 and those adjacent to I-8 including San bus routes. Diego State University. The ability to use the I-15 Bus Rapid Transit Access to jobs, housing, and other services to/from the Southeastern SD area is important. The Draft Regional Plan includes a new light rail transit (LRT) (BRT) would increase these opportunities because it includes the line along the I-805 corridor between San Ysidro and Carmel Valley via National City, Southeastern San Diego, City Heights, Mission Valley, Kearny following transit station locations (Figure 2): Mid- City (University Mesa, and University City, and Sorrento Valley. Access for the Southeastern San Diego area would be at the existing 47th St Trolley station. Avenue and El Cajon Blvd.), Mission Valley, Kearney Mesa, Mira Regarding the idea of creating an intermodal center at SR 15/Orange Line, you are right that it would connect the Southeastern SD community with Mesa/Scripps Ranch, Sabre Springs/Penasquitos, Rancho Bernardo, Del the new I-15 Bus Rapid Transit (Rapid 235). Doing so, however, would create a significant out-of-direction move and added time for riders traveling Lago, and Escondido. The creation of a trolley station that would between Downtown and City Heights. This Rapid service is designed to connect downtown San Diego with Escondido via City Heights and Kearny permit reciprocal access between the: Orange Line Trolley, I-15 BRT, I- Mesa. A better way to give access to this Rapid service would be in adding along SR 94; such a station appears to be feasible and would generate 805 BRT, Imperial Ave Bus, and Proposed Rapid Bus would improve and significant new ridership to both the I-15 Rapid and proposed South Bay Rapid services. It will be studied further as part of the SR 94 Express Lanes unify the San Diego Rapid Transfer. It would also provide the BRT riders Study. with access to those Trolley that connect with the Orange Line.
177 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 196 August 28, 2015 No. Name Agency Comment Response Source 719 Robert C. Leif, Initially, only the 32nd St. Trolley stop needs to be moved. It is As noted in previous responses to comments, the Draft Regional Plan includes a new light rail transit (LRT) line along the Interstate 805 corridor Email Ph.D. understood that projects that involve significant alterations to a between San Ysidro and Carmel Valley via National City, Southeastern San Diego, City Heights, Mission Valley, Kearny Mesa, and University City, and freeway require significant amounts of time and effort just to be Sorrento Valley. Access for the Southeastern San Diego area would be at the existing 47th Street Orange Line Trolley station. approved, and subsequently to be engineered, and completed. However, the lifetime of this plan will be longer than twenty years. Another advantage of moving the Trolley station is that it will provide easier access in the area East of I-15 and be sufficiently separated from the 25th St. station that the present objections to an intermediate station will be overcome and a new station created in the vicinity of 28 or 29 St. and the new station for the I-805 BRT shown in Figure 3.3 should also be constructed. This connection of the Trolley to the I-15 together with the addition of 2 Trolley stops would provide Southeastern San Diego with valuable Rapid transit linkages to the rest of the City. Since the Orange Line Trolley downtown stations are each near one of the proposed Bus Rapid Transit stops, many of the modifications to California State Route 94 (SR 94) will not be needed, the extension of the BRT is redundant. This redundancy of the proposed I-805 BRT section that runs on SR-94 and the Orange Line is sufficient as to split the riders between them. A single modality that carried all of the riders would permit an increase in frequency of the Trolley, which would also generate more riders. This elimination of redundancy would increase the cost-effectiveness of San Diego’s transit system. The construction of the new Intermodal stations will require only part of the funds for that project to be used and the connection of the Trolley. The saved money can be used to accelerate the southern extension of I-BRT to the South. The rest of the money can be spent on the uses specified by the local planning groups when they voted against the extension of the BRT on to SR-94, namely “putting in amenities such as benches and streetscapes”. The passengers on both the I-15 BRT and the I-805 will have access to all of the Orange Lines stops including its downtown stops, as well as after transfer to those of the Blue and Green lines, the BRT passengers will be able to go from San Ysidro to Gillespie Field.
720 Robert C. Leif, I'm a chemist by training and a property owner. This meeting was The Spring 2015 public outreach meetings followed a predetermined format, which included a SANDAG video and staff presentation on San Diego Court Ph.D. somewhat of a farce, because of the fact it was an advertising section. Forward: The Regional Plan (Regional Plan), a panel discussion including an audience Question and Answer session, followed by an of open house, Reporter There was no honest discussion. It was not getting real input from the where participants could review poster displays, reference copies, ask SANDAG staff specific questions, and leave comments for the public record. audience, especially on the engineering details of what has been Regarding your comment about receiving more information on the engineering details of what has been proposed in the Draft Regional Plan, the proposed. projects included in the Regional Plan will undergo environmental review, which includes engineering analyses.
721 Robert C. Leif, There's a singular lack of intermodal connections between the Trolley The Draft San Diego Forward: The Regional Plan includes improved access to existing and future rail and Rapid services, including: a transfer point Court Ph.D. and the bus Rapid transit. Since the people like in the southeastern are between the existing Orange Line/local bus routes in the Southeastern area and the planned Trolley Line 562. Consideration is also being given to Reporter locked in the ghetto, they can't go north. And why should we support including a Rapid station along State Route 94 that would provide connections to the existing Interstate 15 Rapid 235 and future South Bay Rapid 225. it and, in fact, the planning in the area have not supported this and Creation of single connection point is not feasible without considerable out-of-direction travel. SANDAG has to learn to listen.
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722 Robert C. Leif, I'm speaking about southeast of San Diego needing an intermodal Access to jobs, housing, and other services to/from the Southeastern San Diego area is important. The Draft San Diego Forward: The Regional Plan Court Ph.D. transit stop. Because with all of these wonderful things, we got includes a new light rail transit (LRT) line along the Interstate 805 corridor between San Ysidro and Carmel Valley via National City, Southeastern Reporter nothing. We don't have any access going north. And we have poor San Diego, City Heights, Mission Valley, Kearny Mesa, and University City, and Sorrento Valley. Access for the Southeastern San Diego area would be people who need jobs north -- you can see all about jobs. Please read at the existing 47th Street Trolley station. the full document I gave you because I'm going to go fast. Regarding the idea of creating an intermodal center at State Route 15/Orange Line, you are right that it would connect the Southeastern San Diego This will improve connectivity and access to jobs, housing and services, community with the new Interstate 15 Bus Rapid Transit (Rapid 235). Doing so, however, would create a significant out-of-direction move and added and increased ridership. And what we want to do is take the Orange time for riders traveling between Downtown and City Heights. This Rapid service is designed to connect downtown San Diego with Escondido via City Line Trolley and connect it with the I-15 Bus Rapid Transit at the Heights and Kearny Mesa. A better way to give access to this Rapid service would be in adding along State Route 94 (SR 94); such a station appears to crossing of I-15 and Imperial Avenue by constructing an intermodal be feasible and would generate significant new ridership. It will be studied further as part of the SR 94 Express Lanes environmental study. Trolley station. If you look on the left of the loop, right down at the bottom, there' a little white arrow that you will see is where the present station is. If you go around on to Imperial, right underneath I-15, which is where it should have been, if you put it together with the bus Rapid transit, you have an intermodal connection. In order to build this, you're going to have to widen the freeway because of the fact is the -- the buses are in on the left-hand side, which means they're in the center. You have to put a station in there, but you have to be able to take the cars around so they don't hit the buses. And you then put an elevator, which is the cheapest form of Rapid transit I know -- now going up and down -- and you -- of course, you have the stairs. Now you have them connected, and the connections are phenomenal because you also hit the Imperial Avenue bus, the newly planned bus on 32nd Street, and you can get your passengers on the Bus Rapid Transit down to Downtown without even touching State Route 84. Now, it doesn't say you shouldn't do it in the long run, but this would get it done fast because it's one-shot, very small addition to your plan. And that would allow them to get there as quickly as possible, so you would maintain the ridership because they want to go Downtown. So they have to take an elevator. That's not too much. So in other words, we're going to connect Orange Trolley Line with the I-15 BRT Imperial bus and propose the 32nd Street Rapid bus. That is intermodal. And you can use it at least for the time being as a connection to get your people Downtown who want to come down from north. So we have three Trolley lines that the bus route and transit can connect to at America's Plaza on 12th and Imperial, a ride -- BRT riders can then go south as far as San Ysidro, and the Trolley riders to the northern part of the area, such as Escondido, Rancho Bernardo, Sabre Springs, UTC, and UCSD. There are many well-paying jobs. We have people with lousy jobs. They can also go to school at UCSD and get into the middle class and break out of poverty. So I think this will help our community and everyone else. I am on the planning group for Southeastern. I'm also on for City Heights and a member of the CPC, but I'm speaking for myself. And lastly, keep the northern Trolley. I want to use it.
723 Robert Little The proposed High-speed Rail should go south to Tijuana. It should not Two high-speed rail alignments are under consideration by the California High-Speed Rail Authority (CHSRA). One follows the alignment shown in Web stop at Lindbergh Field but go south along I-15 with a station near Figure 2.11 roughly along Interstate 15 (I-15), Carroll Canyon, and Interstate 5 while the other alignment follows I-15 and State Route 163. The Qualcomm Stadium. There should be a rail line from Lindbergh Field CHSRA has selected San Diego International Airport as the terminal station in San Diego. An extension of high-speed rail to the border is included in east to the station near Qualcomm Stadium. the unconstrained project list (Table A.5) but it is not part of the revenue constrained plan.
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724 Sandra Foote I am a homeowner in Del Mar Heights, California, 92014. We and our Your concerns have been shared with the project team and will be taken into consideration. The Interstate 5 (I-5)/State Route (SR 56) Interchange Email neighbors are gravely concerned about the ADDITIONAL FREEWAY Project proposes to improve the traffic operations on I-5 between Del Mar Heights Road and Carmel Valley Road, and on SR 56 between I-5 and NOISE that a planned 70' flyover connecting Route 56 to Route 5 will Carmel Country Road. On May 18, 2012, the Draft Environmental Impact Report (EIR)/ Environmental Impact Statement (EIS) for the project was inflict on our community. released for a 45-day public review and comment period. The Draft EIR/EIS is a direct result of more than ten years of community, private and public We have already experienced a tremendous increase in freeway noise collaboration. Five alternatives (four build and one no build) are included in the Draft EIR/EIS, which analyzes environmental, air quality, visual and from highway developments in this area over the past decade. The other community impacts. You can access the Draft EIR/EIS by visitinghttp://www.dot.ca.gov/dist11/Env_docs/I5_SR56/DEIR.html. As part of the problem is already severe, significantly reducing quality of life for proposed project, sound walls are planned to be constructed on private property near the interchange to mitigate freeway noise. The Final EIR/EIS is current residents. Any pretending that another flyover near us will not expected to be released this year. At that time, the Preferred Alternative will also be announced and documented. exacerbate the problem would be ludicrous. Please figure out, BEFORE building another flyover, how to protect us from ESCALATING FREEWAY NOISE, which is already battering our otherwise lovely community. If quality of life for current residents is truly valued, further escalation of the freeway noise in this area needs to be prevented. Thank you.
725 Sandra Wilson As a resident of the area east of Alpine, I find that public transportation Transit works best in areas where there is a strong interface between land use and transit planning. Transit works best where existing and planned Letter is ineffective. The bus does not operate every day. The days it does densities and urban design makes transit easily accessible for large numbers of people and garner a level of ridership that makes the investment in operate it leaves Descanso around 11:30 am and does not return until transit cost-effective. With this in mind, an "Urban Area Transit Strategy Boundary" was established (see map on Page 35 of the Draft San Diego after 5:00 pm. Forward: The Regional Plan) that reflects those areas of the region where there is a strong transit/land use interface. The hours of operation does not allow for the people of towns east of Areas east of Alpine are characterized by relatively low density and a land use design geared towards automobile travel. This does not mean there will Descanso to use the bus to access shopping or jobs. If you have to be be no transit outside the Urban Area Transit Strategy Boundary, but future improvements in terms of the number of routes and service frequency will at work at 9:00 am and don't get off until 5:00 pm you will not be able likely be minimal. to use the bus system. If you are shopping and your food is perishable, you have a problem waiting until 5:00 pm to return home. If the bus just operated between Viejas Casino and the rural east county cities several times a day, those in the rural east county could go to work or shop. Once at Viejas Casino, they could take another bus to access the transit center or any other area of San Diego County knowing that they would also have several opportunities to return home. Some people would just like to access the market in Alpine to purchase food that they could not get in the small communities. Some would like to access a job, school or medical appointments further out in the community and need to connect to the transit center. Having access at many times during the day would make using public transportation more effective for them. I also ask that a weekend bus would operate so that people who are in the rural east county could access the zoo, museum or the beaches. This would be valuable to the communities in the rural east county. Such transportation would allow those that live in these communities to enjoy what San Diego has to offer even when they don't have their own transportation. I hope you will consider in your plan the needs of those individuals that make their home in the rural east county beyond Alpine.
726 Sandra Wilson There are many seniors that don't drive and live in the rural east county The Coordinated Public Transit - Human Services Transportation Plan (Coordinated Plan [Appendix U.1]), developed every two years, takes Senior Letter because of the availability of inexpensive housing. They are in need of a Transportation and rural areas into account. The Coordinated Plan provides a five-year blueprint for the implementation of public transit and social transportation system that would operate several times a day for service transportation concepts described in the Regional Plan. It establishes a regional strategy to provide transportation to recognized transportation- shopping and medical appointments. disadvantaged groups, including seniors, individuals with disabilities, and persons with limited means. The development of the next Coordinated Plan will begin in the Summer of 2015, with extensive outreach in the fall, including in the rural areas of San Diego.
180 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 199 August 28, 2015 No. Name Agency Comment Response Source 727 Steve Otto Should be more funds for TRANSIT. In fact pie chart Distorted, The Rapid routes mentioned will provide fast express service along the Interstate 5 and Interstate 805 corridors, but depend upon the implementation Web including a major share of new "managed lane" and calling it Transit!! of Managed Lanes facilities to bypass congested freeway main lanes. These facilities provide priority access to Rapid services and car/vanpools, and will Should be proportionally more $$ to South County for environmental be managed (as is the current Interstate 15 Managed Lanes facility) to ensure free-flow travel for Rapid services like Routes 640 and 688. justice for transit. Should construct South County Projects - EARLIER! The Metropolitan Transit System (MTS) offers a number of fare products, including passes that allow unlimited trips, and discounted cash fares and Highest Transit Demand in total MTS System NOW not 2035 to start monthly pass prices for qualifying seniors and disabled riders. In fact, fewer than ten percent of boardings on MTS vehicles are cash fares. Express Bus #640 and #688 Routes. NEED direct Rapid Bus connector Approximately 70 percent use a monthly pass and over 20 percent board with a Day Pass. At this time, MTS has no plans to add a free transfer to its from San Ysidro Intermodal to new Eastlake Rapid Bus at Palomar/I-805 fare options, although continual advances in fare and ticketing technology may allow for more fare structure options in the future. Interchange. Need to RE-ESTABLISH Bus-Trolley-Bus Transferring!!
728 Steve Otto Please move foward the transportation project for the San Ysidro A study which developed a concept for a potential future San Ysidro Intermodal Transit Center (ITC) was completed in 2014. The study explored Web Intermodal Transportation Center at the border crossing. We need this different financing strategies for building the facility including potential for public private partnerships. If additional funds are identified this project to take place sooner than what is in the plan! The present situation is could be advanced. HORRIBLE. Also Express Bus Services in San Ysidro and Otay Mesa are In addition to the ITC, San Diego Forward: The Regional Plan includes multiple transit projects serving San Ysidro, including Rapid routes 905 from the URGENTLY needed! Iris Street Trolley station to the Otay Mesa Port of Entry, 640A from San Ysidro to Old Town Transit Center via City College, 640B from Iris Trolley to Kearny Mesa via City College, 688 from San Ysidro to Sorrento Mesa (peak period), and a new Trolley line - Route 562 from San Ysidro to Kearny Mesa and Carmel Valley along the Interstate 805 corridor.
729 Steve Otto With new quasi-Trolley from Eastlake to I-805 @ Palomar, ensure San Diego Forward: The Regional Plan (Regional Plan) would allow commuters traveling from the San Ysidro Intermodal Center to Eastlake to use the Comment there's coordinated BRT from San Ysidro Intermodal Transportation Purple Line Trolley line (Route 562) from San Ysidro to a station at Palomar Street/Interstate 805, then transfer to the South Bay Rapid Card Center (will be considerable commuter demand). (Route 225) to access employment centers in the Otay Ranch/Eastlake areas. With the Regional Plan goal of having Trolley and Rapid services both operating at ten minutes frequency throughout the day, there will be convenient transfers between the two lines.
730 Steve Otto Expedite construction of the new "purple line" Trolley. 2035 is too far The Purple Line is one of the highest priority projects in San Diego Forward: The Regional Plan. The project could be implemented sooner depending Comment out, will be high ridership now! on funding availability and project readiness. Trolley projects are major capital projects and so take a number of years to implement given the planning, Card environmental, design, and construction work that needs to be done, as well as ensuring sufficient time for public involvement throughout the process. Initial planning studies for the line will begin later this year.
731 Steve Otto Restore transfers to MTS - considerable hardship for low-income folks Purchasing a Day Pass, which is about twice the cost of a one-way fare, allows unlimited travel on buses and Trolleys for the day. The Metropolitan Comment to have to pay two fares - bus to Trolley. San Ysidro residents are heavy Transit System (MTS) offers a number of fare products, including passes that allow unlimited trips, and discounted cash fares and monthly pass prices Card transit users, now and even more so in the future. for qualifying seniors and disabled riders. Fewer than 10 percent of boardings on MTS vehicles are cash fares. Approximately 70 percent use a monthly pass and over 20 percent board with a Day Pass. At this time, MTS has no plans to add a free transfer to its fare options, although continual advances in fare and ticketing technology may allow for more fare structure options in the future.
732 Steve Otto Speed Trolley services within downtown corridor. Need traffic signal The Metropolitan Transit System (MTS) and SANDAG are continuously working with the City of San Diego to improve Trolley operations along C Street Comment "jumpers." Trolley should have priority movement over cars! and Park Boulevard. While providing priority for transit over cars would be nice, several of the cross streets are main arteries to and from the freeways Card and, given the number of trains operated through downtown, there has to be a balance between Trolley and street traffic. Remember too that many of these cross streets have local and Rapid services operating on them, so smooth flow for these services is important as well.
733 Susan Freedman SB375- No mention of how SANDAG will promote/encourage "green The promotion and encouragement of green vehicles is discussed in several sections of San Diego Forward: The Regional Plan. Please refer to the Comment vehicles." following sections: Card • Chapter 2 (pages 71-73) related to plug-in electric vehicle chargers at Mobility Hubs; • Chapter 2 (pages 75-76) under Promoting Sustainable Mobility, the draft plan calls for building infrastructure to more environmentally friendly vehicles; • Chapter 5 (page 145) under Continuing Actions for a Healthy Environment and Communities, one of the actions calls for building a network of electric vehicle charging stations; and Appendix U.12 is the San Diego Regional Plug-In Electric Vehicle Readiness Plan, which the SANDAG Board adopted in January 2014.
181 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 200 August 28, 2015 No. Name Agency Comment Response Source
734 Susan Ranft I recognize you have poured years of work into this document. Yet I There is agreement that continuing the past trend of expanding/increasing general purpose freeway lanes is not the answer to addressing regional Web lament the continued emphasis on a 20th century solution to a now mobility needs. The focus of this plan is to increase the availability of time competitive and safe alternative travel choices. This includes improvements 21st century problem: widening of highways to ease congestion. Wider to the transit, car/vanpooling, bicycle, and pedestrian systems. The vast majority of the highway improvements are for Managed Lanes facilities, which highways are, at this point, self-defeating. Wider highways = more cars provide priority access to transit (specifically, the Rapid services) and car/vanpooling to bypass congested freeway main lanes. The term Managed Lanes = more congestion = more greenhouse emissions. San Diego needs to is used because there is on-going management to ensure free-flow conditions are maintained. do what smart cities are doing: placing an emphasis on rail as the primary people mover and on buses and cars as feeders to the rail systems. New York City opened their rail transportation system in 1904 when the NY City area population was 3.4 million people; San Diego's population is currently 3.2 million. Boston opened their rail system in 1897 when their population was 560,000; San Diego's population is currently 3.2 million. Washington DC opened their rail system in 1976 when the City's population was 706,000 and the Washington DC. SMSA population was 2.6 million; San Diego's population is currently 3.2 million. San Francisco opened BART in 1972 (after the Key system was dismantled) when the City's population was 714,000 and the Bay Area population was 4.6 million. San Diego's population is projected to reach 4 million by 2060. The future is here and it is now. Without modern 21st Century rail centered transit, San Diego will NOT become a great City. Thank you for this opportunity to comment.
182 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 201 August 28, 2015 No. Name Agency Comment Response Source 735 UC San Diego Dear SANDAG Board Members, The Draft Environmental Impact Report (EIR) for San Diego Forward: The Regional Plan (Regional Plan) analyzes a range of alternatives. All action Letter Student Body (letter I am an undergraduate student at the University of California San alternatives advance 35 years of transit into the first ten years of the Regional Plan (from 2015 to 2050, which is the horizon year of the plan), similar submitted with 124 Diego. As a university student in San Diego, I feel strongly compelled to in concept as the 5010 Transit Plan. The 5010 Transit Plan also envisions delays in highway investments similar to those included in Draft EIR signatures) voice my dissatisfaction with the current state of TransNet Ordinance Alternatives 3, 4, and 5A through 5D. The feasibility of these alternatives is affected by funding constraints, among other factors. The Board of and Expenditure Plan. I would like to see a reallocation of our tax Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Regional Plan. money to an alternative public transit strategy, namely the 50-10 SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, and Transit Plan proposed by CNFF. This need is dire and is supported by rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be used to numerous facts: According to the Appellate Court decision in Nov. complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of the SANDAG discretionary state and federal funds are used to 2014, SANDAG has abused its authority and misinformed the public on match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet transit the long-term consequences of the 2050 RTP.SANDAG has asked for projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by the voters. Supreme Court review of the Appellate Decision, however the Supreme Court has conditionally affirmed the Appellate decision citing SANDAG's failures on four critical regional planning issues: regional health impacts of freeways; regional impacts of farmland loss; lack of mitigation for climate change impacts and failure to consider alternatives to reduce driving in the region.The San Diego public does not support SANDAG. Most residents of San Diego do not support monetary efforts spent on legal conflicts for special interests. We want SANDAG to use our tax money to support a much needed policy and infrastructural change in our public transit system. The current light rail transport system simply fails to reach the vast majority of citizens in the urban core, SPRINTER and COASTER corridors, and Blue Line corridor. Spending TransNet dollars on freeways is not going to get us there; we need a transit-first alternative. I understand your recent struggles in the legal front, but I am convinced that a more effective solution can come from reallocation of our tax money away from the existing TransNet expenditures and toward alternative solutions that reflect CNFF's 50-10 Transit Plan as a transit-first alternative that meets CEQA standards and SB 375. This would greatly improve the quality of SANDAG's future RTP updates and mitigate the pressure that SANDAG currently faces from the environmental groups, students and the general public. The issue is of great concern to the student body here at the University of California San Diego. Much of TransNet's current course of spending contradicts what we have learned to be optimal for our environment, both locally and at the state level. I hope that the facts and the concerns of our student body will be considered seriously. Thank you for your time and consideration. Sincerely, UC San Diego Student Body
183 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 202 August 28, 2015 No. Name Agency Comment Response Source
736 Valentina Molteni The draft Regional Plan fails to recognize that San Diegans need and San Diego Forward: The Regional Plan (Regional Plan) dedicates half of its projected expenditures to transit, a larger investment than any previous Web want a TRANSIT-FIRST alternative. Pedestrian, bicycle, and transit must Regional Transportation Plan (RTP), The Regional Plan creates a wide range of transportation choices to driving alone, including increased transit be the top funding priority, and TransNet funds should be shifted away services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating from freeway and Rapid bus lane expansion and into pedestrian, multiple transportation modes, including pedestrian, bicycle, and transit. For example, new trolley lines include the development of “mobility hubs” bicycle, and rail transit alternatives. This should be not only the top that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed priority for SANDAG to meet the needs of San Diegans, but also to Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. meet the mandated California clean-air greenhouse gas emission The Regional Plan contains a rich network of both new Trolley and Rapid lines, and creates network of ten-minute all day service on existing trolley, reduction targets as highlighted by the recent successful Sierra Club Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs. Lawsuit, and soon-to-be successful Cleveland National Forest SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, and Foundation lawsuit. Why wait for the decision to be made, when it's rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be used to the right thing to do for San Diegans and Californians as well. SANDAG complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of the SANDAG discretionary state and federal funds are used to must stop playing favor to powerful special interest groups and match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet transit developers, and start doing what's right for the San Diegans they have projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by the voters. a responsibility to serve. Managed Lane revenues are used to help fund transit service, and managed lanes are necessary to make the Plan’s investments in Rapid bus service competitive with cars. Regarding greenhouse gas (GHG) targets, the only mandated GHG emission targets applicable to SANDAG are the Senate Bill 375 per capita GHG emissions reduction targets for passenger vehicles. The proposed Regional Plan exceeds these targets. The CNFF Court of Appeal decision referenced by commenter (and now depublished) called for a comparison between the proposed Plan’s emissions and the state’s 2050 GHG reduction goal, and an assessment of whether the RTP/Sustainable Communities Strategy emissions are consistent with the state goal. The Court of Appeal expressly noted there was no statute or regulation translating the Executive Order’s goals into comparable regional GHG reduction targets.
737 Valerie Pasquetto The draft regional plan fails to recognize that San Diegans need and San Diego Forward: The Regional Plan (Regional Plan) dedicates half of its projected expenditures to transit, a larger investment than any previous Web want a TRANSIT-FIRST alternative. Pedestrian, bicycle, and transit must Regional Transportation Plan (RTP), The Regional Plan creates a wide range of transportation choices to driving alone, including increased transit be the top funding priority, and TransNet funds should be shifted away services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating from freeway and Rapid bus lane expansion and into pedestrian, multiple transportation modes, including pedestrian, bicycle, and transit. For example, new Trolley lines include the development of “mobility hubs” bicycle, and rail transit alternatives. This should be not only the top that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed priority for SANDAG to meet the needs of San Diegans, but also to Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. meet the mandated California clean-air greenhouse gas emission The Regional Plan contains a rich network of both new trolley and Rapid lines, and creates network of ten-minute all day service on existing trolley, reduction targets. It is time for SANDAG to take its responsibilities to Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs. do what's right for the San Diegans seriously. SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, and rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be used to complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of the SANDAG discretionary state and federal funds are used to match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet transit projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by the voters. Managed Lane revenues are used to help fund transit service, and managed lanes are necessary to make the Regional Plan’s investments in Rapid bus service competitive with cars. Regarding greenhouse gas (GHG) targets, the only mandated GHG emission targets applicable to SANDAG are the Senate Bill 375 per capita GHG emissions reduction targets for passenger vehicles. The proposed Regional Plan exceeds these targets. The CNFF Court of Appeal decision referenced by commenter (and now depublished) called for a comparison between the proposed Plan’s emissions and the state’s 2050 GHG reduction goal, and an assessment of whether the RTP/Sustainable Communities Strategy emissions are consistent with the state goal. The Court of Appeal expressly noted there was no statute or regulation translating the Executive Order’s goals into comparable regional GHG reduction targets.
184 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 203 August 28, 2015 No. Name Agency Comment Response Source
738 Victoria Curran The draft regional plan fails to recognize that San Diegans need and San Diego Forward: The Regional Plan (Regional Plan) dedicates half of its projected expenditures to transit, a larger investment than any previous Web want a TRANSIT-FIRST alternative. Pedestrian, bicycle, and transit must Regional Transportation Plan (RTP), The Regional Plan creates a wide range of transportation choices to driving alone, including increased transit be the top funding priority, and TransNet funds should be shifted away services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating from freeway and Rapid bus lane expansion and into pedestrian, multiple transportation modes, including pedestrian, bicycle, and transit. For example, new Trolley lines include the development of “mobility hubs” bicycle, and rail transit alternatives. This should be not only the top that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed priority for SANDAG to meet the needs of San Diegans, but also to Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. meet the mandated California clean-air greenhouse gas emission The Regional Plan contains a rich network of both new trolley and Rapid lines, and creates network of ten-minute all day service on existing trolley, reduction targets as highlighted by the recent successful Sierra Club Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs. Lawsuit, and soon-to-be successful Cleveland National Forest SANDAG does not have the flexibility to reallocate TransNet funds from freeway and Rapid bus lane (managed lane) expansion to pedestrian, bicycle, and Foundation lawsuit. Do the right thing for San Diegans, Californians, as rail transit, as requested by the comment. The TransNet Ordinance estimates that about a 50 percent match in funds from other sources will be used to well as the planet. Be on the forefront rather than behind the curve; complete all of the Ordinance’s highway and transit capital projects. Fully 90 percent of the SANDAG discretionary state and federal funds are used to show your civic and moral responsibility rather than wait for the match TransNet funds to complete TransNet projects. Redirecting these matching funds away from TransNet projects to advance non-TransNet transit decision to be made. SANDAG must stop playing favor to powerful projects would create a funding deficiency that, at this time, would prevent SANDAG from completing all TransNet capital projects approved by the voters. special interest groups and developers, and start doing what's right for Managed Lane revenues are used to help fund transit service, and managed lanes are necessary to make the Regional Plan’s investments in Rapid bus the San Diegans they have a responsibility to serve. service competitive with cars. Regarding greenhouse gas (GHG) targets, the only mandated GHG emission targets applicable to SANDAG are the Senate Bill 375 per capita GHG emissions reduction targets for passenger vehicles. The proposed Regional Plan exceeds these targets. The CNFF Court of Appeal decision referenced by commenter (and now depublished) called for a comparison between the proposed Regional Plan’s emissions and the state’s 2050 GHG reduction goal, and an assessment of whether the RTP/Sustainable Communities Strategy emissions are consistent with the state goal. The Court of Appeal expressly noted there was no statute or regulation translating the Executive Order’s goals into comparable regional GHG reduction targets.
185 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 204 August 28, 2015 No. Name Agency Comment Response Source 739 Walt Brewer Below comments and questions pertaining to the Draft San Diego Forward SANDAG evaluated three transportation network scenarios that were presented at public meetings and workshop for public input. See Appendix F for Email Regional Plan, and its associated EIR. If any further information is needed to detailed information. facilitate a response and answers to questions, please contact me promptly Regarding questions about the relationship between transit and shared transportation, we see an opportunity for both modes to work together to at the address below. Thank you. strengthen the role each can play in addressing regional mobility needs. A Regional Mobility Hubs strategy is currently being developed that could Comments and Questions: transform transit stations into multi-modal hubs where shared mobility services and other modes can improve connectivity and extend the reach of This review and comments/questions about Draft San Diego Forward and public transportation into areas not directly served. Availability of funding through the life of the Regional Plan allows for the implementation of up to its EIR contains a request for consideration and evaluation of the 20 mobility hubs by 2035. SANDAG aims to explore additional mobility hub implementation funding opportunities through federal and state grants in transportation portion by introduction of on-demand and shared autos as addition to public-private partnerships. the primary mode replacing mass transit. Emphasis for low-income users The Draft Regional Plan also includes investment in the expansion of on-demand, shared mobility services, including carshare, bikeshare, rideshare, and and non-drivers. Generally, with San Diego Forward emphasis on reduced ride sourcing services such as Lyft and Uber. See Appendix E for detailed information. energy use and GHG, allocations are discussed for the several major sources, fixed and mobile. Following SB-375, definitions of dense harmonious villages, while reducing GHG to California Air Resources Board standards, transportation considerations dominate the discussions. Portions of numerical performance appear, but there is no system oriented discussion or evaluation, to support the mode funding distribution promoted, or comparison with other choices. Question #1: Consideriing SANDAG emphasis on choices, and the Public Participation Program, why isn't there a side by side comparison of the principal system options evaluated for consideration by a more broad public representation?? It can be determined from listed gasoline use reduction, on-road vehicles will continue to dominate with daily energy savings; by 2050 about 3 million gallons, about a 48% reduction. That is more than 30 times mass transit equivalent energy reduction, even assuming a factor of three improvement. Add a similar high share of about 20 million daily passenger-miles growth projected. 2% to 4% or so remaining consume half capital funds, mainly for mass transit to provide travel to low income travelers and non-drivers. Question #2: Considering these environmentally favorable numbers increasingly efficient autos, why isn't support to on-road vehicles a higher share of capital funds? Other Alternative: Question #3: Instead allocate the mass transit segment to evolution and installation of the on-call personal or share vehicle rental sources, e.g. Lytt, Uber, growing in major cities. As public personal transportation offering on-demand no transfer direct service for all, including non-drivers. What combination of major factors defines a "For-Hire" system to best compare with SD Forward's mass transit system; including cost considerations?Some factors: - "On- Call" in operation meets the conservative requirement rules as proven technology. -Public transportation access available as on-demand personal direct to destination for all; young, old, handicap, low income. An extensive mass transit network overlay not required expecting to improve access. - Flexible adaptation to community productivity and social needs w/o need to concentrate near limited mass transit lines.(SD Forward shows little reduction in work distance).(Current US data show over 70% new jobs locating in suburbs). -Provides at least 50% faster work trips.-Provides near 100% access to transportation instead of inferior close spaced fixed route networks up to .5 mile away. Drastically lower capital costs. Actual cost/pass-mile similar to SDF Plan. Therefore similar fare subsidy. Consideration to repetitive daily trips, pools, etc. Reduced parking land in high cost areas. Increases VMT perhaps ~2%, with increasingly energy- efficient vehicles. Thus provides funds saved to build roads in Caltrans unconstrained plan. Congestion still more, (travel delay drops only 10% less), and mobility index 20% less in 2050 than current. (Distance traveled/minute by representative mode distribution.) Restrict transit growth to a very few peak period surge locations.Meaningful on-call capability creates Regional postures for increasingly even more efficient autonomous vehicle systems, self driving and/or guideway approaching feasibility.
186 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 205 August 28, 2015 No. Name Agency Comment Response Source
739 Walt Brewer Question #4: Action Item suggestion below. Is there a better way to Cont. make the general public aware, and motivated to choose between these options?Action Item:As replacement for the mass transit plan and funds in the current Draft SD Forward and EIR, prepare and receive approval for a specific personal on-demand Plan along guidelines presented above. Involve on-call system designers and operators. Notes: Suggest in addition to comments list responses, this subject of an on-demand alternative be discussed in timely more extensive considerations. Please do not base answers or further comment on precision of numbers used. They are believed sufficiently in the actual range to support statements.
740 Walt Brewer Regarding Transit Performance: Question #2, Why isn't the summary of The annual trips account for all trips. Transit is a percentage of those trips which is also shown in the "mode share" data expressed as percentages in Email transit performance, ~43 million to more the 100 million in 2013 Performance Measure No.5 in Table N.1 of Appendix N. annual boardings, in context compared directly with the 2013 transportation total of several billion total annual trips; mostly direct origin to destination, that would instead by transit require 2 to 3 boardings by transfer to different vehicles?
741 Walt Brewer Question #3, Considering emphasis on public participation claimed, are The Regional Plan includes a number of performance measures which have been highlighted at SANDAG Policy Committee and Board meetings and Email transit vs total transportation performance comparisons of this kind public outreach meetings. The performance measures are included in Appendix N and include information on travel time by mode. Additionally peak presented during public meetings, focus groups, etc? period travel times (by carpool, transit, and driving alone) for 11 key corridors are highlighted in Table N.3.
742 Walt Brewer Regarding Managed Lanes: Altering speeds on major corridors like freeways would change travel patterns across the region, so the greenhouse gas impacts would have to be Email Question #4, For the Managed Lanes equipped freeways used as basis analyzed in the context of new travel patterns. In general, however, according to the California Air Resources Board Emissions Factors database, for comparisons of energy, emissions, GHG, capacity, etc. in the report vehicles emit the least amount of emissions per mile when traveling around 45 miles per hour. and its EIR, using instead, the same performance indicators, how would freeways in the same settings and with the same total number of lanes compare if smooth flow averaging in the 50 to 70 mph range perform?
743 William Henderson The goal of 82% of new housing as multi-family, is overly restrictive. While the San Diego region does not have a formal urban growth boundary, such as Portland and Seattle, our region's Multiple Habitat Conservation Web Urban growth boundaries artificially increase the price of housing. This Plan and Multiple Species Conservation Plan serve as a de-facto urban growth boundary. That said, it is not our region's goal to achieve 82 percent of has been attested to by Brookings Institution Metropolitan Policy new housing as multi-family. Rather, our 2050 Regional Growth Forecast projects that, based on the collective land use patterns of the 18 cities and Program Senior Researcher Jonathan Rothwell. the County of San Diego, 82 percent of new housing between now and 2050 will be multi-family units. While multi-family units don't guarantee housing affordability, they tend to increase housing affordability.
744. William Henderson I LIKE the idea of "smart" intersections, if that means traffic light SANDAG is closely monitoring the advancement in the technology for automated vehicles that has great promise for making our roadways and transit Web coordination. Bus Rapid transit (as exists along I-15) is great. I've used systems operate with improved safety and greater efficiently. The use of intelligent transportation technology is already in use in many applications this many times to get from Mira Mesa to downtown, and it works throughout the region, and this will continue in the future. wonderfully. Much more economical, and flexible than fixed light rail systems. I wanted to see at least some acknowledgement of the role of autonomous cars. This will happen sooner or later, and I hope SANDAG is planning for it.
745 Solve the first/last mile issue using high speed aerial gondolas as While capital investments have been planned in the most densely populated areas, both in terms of residential and employment opportunities, Comment "feeder lines" to mass transit. Advantages - far higher per passenger oftentimes the first-mile/last-mile issue of connecting the rider to their final destination still remains a deterrent for using public transportation. Card mile efficiency, lower right of way and land footprint needs, greater on Concepts such as the Mobility Hub are currently being researched to see what types of transportation demand management and system management demand flexibility than bus lines, lower cost per mile to build and technologies and programs could be implemented at different hubs, depending on the urban or suburban location of the potential mobility hub. In a maintain. [email protected] to get detailed analysis similar fashion, SANDAG is also researching skyways to understand more completely the benefits and constraints to implementing this type of and proposal. alternative mode. Skyways, also referred to as gondolas or aerial trams, are operating in several cities and are under development in several countries. They have been suggested as a possible transit option in San Diego and other US cities. A feasibility study of a Skyway between Downtown and Balboa Park was completed in June 2015 (sandag.org/uploads/publicationid/publicationid_1956_19279.pdf).
745 Funding would not be such a huge obstacle if big corporations and There is a funding source for public/private partnerships and transit oriented development. In addition, developers contribute to the funding available for Comment developers were forced to pay their fair share. local transportation through the Regional Transportation Congestion Improvement Program and other fair share requirements within local jurisdictions. Card
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746 Commitment to Active Transit. Signal lights synced to pedestrians. Medians that provide a refuge for people crossing the street (particularly for vulnerable populations such as seniors and pedestrians with disabilities), Comment A six-lane highway through Downtown La Mesa? Crazy, right? Oh are a type of improvement that would be included in the Safe Routes to Transit, Safe Routes to School, and Regional Bicycle Plan projects implemented Card yeah, Spring St. - 2 lane each way, with turn pocket, and wider right as part of the San Diego Forward: The Regional Plan. hand lanes - yep, six lane. If a senior can't cross a street without stopping in the middle... there should be a darn nice, very safe middle for them to re-energize and cross the next three lanes! :)
747 Please explain the difference between "constrained" and Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the time period Comment "unconstrained" and how projects were selected for the revenue covered by that plan. While we’re anticipating around $204 billion over 35 years (in year of expenditure), we don’t have all the money right now. Also, Card constrained list of projects to be funded. a majority of the funding sources are tied to certain types of projects (for example, transit infrastructure or highway operations and maintenance) and we don’t have the authority to interchange them. These constraints come with specific provisions from Congress or the state Legislature. The “revenue constrained scenario” for transportation investments detailed in San Diego Forward: The Regional Plan (Regional Plan) plays by those rules. It’s what we can do given the budget we project. What if our region had an unlimited budget? SANDAG considered this too, in order to get a clear-eyed view of what the region is actually expected to need through 2050. This ”Unconstrained Needs Analysis” provided a cost estimate for additional projects, programs, and services that would meet our transportation demands through 2050. This included the costs for operating, maintaining, and rehabilitating the transportation system regionwide. Obviously, this would cost more than our actual investment plan, but it’s worth looking at because it shows the total actual needs for the region. Constructing and managing a transportation network that will work best for our region into the future – and that we can afford – is no small challenge. But the Regional Plan has been guided by the three Board-adopted goals of Innovative Mobility and Planning, a Vibrant Economy, and a Healthy Environment and Communities. To predict the success of the network included in the Regional Plan, we subjected it to ten key questions that were designed to gauge the performance of the chosen network. Appendix N: Evaluating the Performance of the Transportation Network includes detailed performance results at the regional, subregional, and corridor level, and the methodology SANDAG used for estimating the performance measures.
748 The Coordinated Plan includes some great concepts for people of all The Coordinated Plan (Appendix U.1) will be updated in the spring of 2016. The Coordinated Plan does focus in part on transportation for seniors, and Comment ages. But, most of the future population growth is in the aging section. has identified the issues the region faces with the future growth in this age demographic. The next version will research and possibly use the WHO's Card Has the Coordinated Plan been checked in terms of age-friendliness? age-friendly parameters as part of the sections identifying needs and prioritizing funding. Hundreds of major cities have included age-friendly parameters in their development plans - see World Health Organization - age friendly network.
749 If the idea is to actually get less cars on the road - then road projects The Draft San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving Comment need to be moved back and active transit projects need to be moved alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Card forward. Plan are aimed at accommodating multiple alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable Folks aren't going to take active transit as long as we keep building a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities more roads and freeway lanes. Active transit will have to be the easy provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional and best choice over a packed impossible road structure - then it will Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and happen - ask LA and NYC. local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone.
750 If SANDAG is predicting - due to land use and transportation While Vehicle-Miles Traveled (VMT) per capita is going to be less than what it is currently, total VMT increases based on population and job growth. Comment performance of users, that per capita and overall VMT is going to be Investments in Managed Lane improvements have been incorporated in the Draft San Diego Forward: The Regional Plan (Regional Plan), which reduce Card less than what it is currently, why are we investing billions of dollars on VMT on corridors with substantial traffic congestion to support carpools, transit services, and solo drivers who pay a fee (such as in the Interstate 15 more roadways. Existing lanes can be converted to HOV, managed corridor). Net revenues from those fees help support transit operations along the corridor. lanes and bus lanes. This would free up funds to develop the transit The Draft Environmental Impact Report evaluates four alternatives that would convert General Purpose lanes to Managed Lanes, Alternatives 5A, 5B, 5C, system we need more light rail/Trolley lines. and 5D. The Board of Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Regional Plan.
751 Get the big rigs off our streets and highways = lower maintenance and California State law regulates tractor and trailer trucks (big rigs) to use the first two slow lanes on Interstates and Highways. Additionally, tractor and Comment fewer accidents. trailer trucks are provided the use of prime and major arterials per local jurisdictions. Card The San Diego region has a current population of 3.2 million which is projected to grow by nearly 1 million to 2050. Nearly 70 percent of all goods consumed within the region are delivered by tractor and trailer trucks. These goods consist of items for residents, private properties, businesses, schools, non-profit organizations, government agencies, among many others. As the population continues to grow, delivery of goods also will increase. San Diego Forward: The Regional Plan in unison with State and local agencies, provides a foundation for preserving infrastructure and for safe mobility. Federal regulations along with the California Air Resources Board are driving important changes directly to tractor driver responsibility and accountability; and newer technologies are leading to safer tractor and trailer driving environments. SANDAG is working closely with all of these agencies and stakeholders to ensure these important goals are achieved.
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752 Exceed GHG reduction targets? - How does that contribute to healthy The Draft San Diego Forward: The Regional Plan demonstrates that the San Diego region will reduce more greenhouse gas (GHG) emissions per capita Comment environment? from passenger vehicles than it is mandated to do so by the California Air Resources Board. Reducing GHG emissions helps to decrease the region's Card contributions to global climate change and has additional air quality, public health, and economic co-benefits.
753 I'm from Spring Valley. There is no thought for us even though we There are several major projects planned in and around Spring Valley that are included in the Draft San Diego Forward: The Regional Plan (Regional Comment have mostly a commuter population and a lot of low income residents. Plan). In terms of freeway improvements, the State Route 94 (SR 94)/State Route 125 (SR 125) south to east freeway connector ramp is planned to Card We are being pressed for denser zoning while (improving?) that open by 2025, followed by the west to north connector in 2030. Improvements of two additional lanes on SR 94 east of SR 125 are included in the infrastructure necessary. We are already a (indecipherable) over Draft Regional Plan in later years. Additionally, Orange Trolley line frequency improvements are planned for 2030 with nearby access to Spring Valley projected population but (indecipherable)! I apparently live in nowhere via Spring Street. land as far as dollars and infrastructure are concerned.
754 In thinking of the fastest growing population of San Diego - older The TransNet Extension funds the Senior Transportation Mini-Grant Program (Senior Mini-Grant) by setting aside 3.25 percent out of the total 16.5 percent Comment adults - how does SANDAG plan to ensure mobility options for those in annual TransNet revenues allocated for transit operating and capital purposes. Senior Mini-Grants are intended to fund innovative and flexible programs Card who cannot drive, walk, or bike? that support the transportation needs of older adults. SANDAG requires that grant-funded projects address a very high or high priority in the Coordinated I'd like to see older adults represented in the Regional Plan. Plan (Appendix U.1). The Coordinated Plan identifies transportation needs of seniors, among others, and provides strategies for meeting those needs and prioritizes transportation services for funding and implementation. There are also federal 5310 funds that are used for senior and disabled services. Additionally, discount transit tickets are available for seniors, persons with disabilities, and youth (18 and under). In the Draft Regional Plan, seniors are included as one of three disadvantaged populations in evaluating the network (in addition to low income and minority populations). In terms of funding, the Draft Regional Plan includes nearly $2 billion in year of expenditures for Specialized Transportation Services (5 percent of funds used for operations). Additional demographic information, particularly about seniors, will be added to Chapter 1.
755 We need to market a culture change. There is still so much cultural The region is beginning to see greater acceptance of smart growth and multi-modal transportation options, as evidenced in many mixed use, higher Comment resistance to multi-modal transportation and smart growth. We hear density communities across the region, including Downtown San Diego (Little Italy, Gaslamp Quarter, East Village, Cortez Hill), and various downtown Card that from Downtown to Carmel Valley, East County to North County. areas in local jurisdictions around the region, such as downtown Oceanside, Chula Vista, Escondido, Vista, National City, La Mesa, and others. San What can we do through this Plan to incorporate efforts to promote Diego Forward: The Regional Plan recognizes that smart growth does not conform to a "one-size fits all" approach, and therefore encourages financial this Plan's vision? incentives to plan for, and implement, smart growth development and active transportation projects at varied density ranges. The Regional Transit Oriented Development Strategy, which is an appendix to the Regional Plan, continues this effort with specific strategies and actions.
756 Prioritize real transit (train, Trolley) earlier on as soon as possible, San Diego Forward: The Regional Plan (Regional Plan) includes early phasing of several transit projects, including rail. Examples are projects such as Comment especially increasing frequency of COASTER service - more frequency as Mid-Coast Trolley between Old Town and University City and COASTER double tracking projects to allow for increased train frequencies to 20 minutes Card well as earlier and later COASTER service. Funding structure should be during peak periods by 2020. Additionally, 20 minutes frequencies are planned on the SPRINTER corridor by 2025. adjusted to emphasize greater funding to transit earlier on to Additionally, $200 million for bicycle projects from the Regional Bike Plan were advanced under the Early Action Program which will build these induce/encourage increased transit. Greater proportion of funding projects over the next 10 years. With this program, SANDAG is implementing as many protected bikeways and bike boulevards with traffic calming as should be directed to increase and grow Trolley/train (COASTER and possible. Studies show that well designed bike facilities such as these will attract more riders and improve safety for all roadway users. Amtrak) service and infrastructure. Bicycle, transit, pedestrian In general, the Draft Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased improvements need to be prioritized earlier on. transit services, carpooling/ vanpooling, bicycling, and walking. In many cases, the specific projects included in the Draft Regional Plan are aimed at accommodating multiple alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone.
757 The vision and goals are great, but it is our plan of how we are The Draft San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving Comment investing our transportation dollars into the right projects: Active alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Card Transportation projects then Transit. "Providing real mobility choices" - Plan are aimed at accommodating multiple alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable taking a car on highways is already an option. It's time to invest in a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities other modes to get people out of their vehicles and enjoying provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional communities and their environments; and to make healthy lifestyle Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, Rapid, and commutes. local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create "Vision into Reality"- SANDAG's Colleen Windsor - What is our vision? a wide range of time-competitive and convenient alternatives to driving alone. Additionally, the Draft Regional Plan includes full build-out of the entire regional bike network with an Early Action Program to build $200 million in bicycle projects over the next ten years. Most bike projects will have safety improvements not only for bicyclists but also for pedestrians. The Draft Regional Plan incorporates safe bike and pedestrian access into investments in other modes of travel, including public transit and highway improvements-- a practice already assumed by SANDAG in ongoing planning and construction of capital projects.
758 It's good to see the bike routes expanding. Thank you for your interest in San Diego Forward: The Regional Plan (Regional Plan) and support for bike projects included in the Draft Regional Plan. Comment Card
189 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 208 August 28, 2015 No. Name Agency Comment Response Source 759 Invest money now to provide network of bikeways to become world- With the development of the Regional Bike Plan Early Action Program, SANDAG is implementing as many protected bikeways and bike boulevards Comment class bike city to meet the goals of the Plan. Investments in bike with traffic calming as possible. The Draft San Diego Forward: The Regional Plan proposes $4.9 billion (in year of expenditure) in investments for active Card transportation will provide "real mobility choices," a vibrant economy transportation projects and programs. and healthy residents and communities. 1% of entire $208 billion budget for Regional Plan could build the entire network of bike projects and provide opportunities for SD residents to make healthy; sustainable and fun commutes.
760 More span of service (evenings and weekends) on transit. As displayed in Figure A.10, Appendix A: Transportation Projects, Costs, and Phasing, many local bus routes in key corridors will see service frequencies Comment More frequency on transit service. increased to every 15 minutes by the year 2020, and additionally, to 10 minutes by 2035. Card Last mile local bus grid. One solution to the first-mile/last-mile issue in the region (meaning the first-mile or last-mile between your respective origin and/or destination that often times deters choice transit riders from utilizing public transportation options) that SANDAG is committed to studying further is the mobility hub Last mile BAT lanes where there is congestion. concept. Mobility hubs, or transportation centers focused around particular urban/suburban locations, are designed to give people more options such as bike parking, shared mobility services, electric vehicle chargers, etc.
761 Resurfacing roads for the next year is great and painting stripes is nice In developing and implementing the projects from the Regional Bike Plan the goal is to provide protected bikeways or bike boulevards wherever Comment but it's not protected bikeways. It's often faster to ride a bike than take possible. Card a bus or find parking so we might as well encourage more people to do so by making it safer and easier. This will also meet goals of C.A.P. and help with livability issues as well as promote healthy living.
762 The Plan is good but is it feasible? If there's too much tax burden Transportation funding is sourced from user fees, gas taxes, sales taxes, fares, weight fees, fines, and other means. The amount and level of Comment placed on residents to fundraise, we don't want the Plan. If the fares investment that the San Diego region can make for transportation is directly related to the amount of funding that is made available through these Card for transit increase to pay for the Plan's implementation, we don't want sources. San Diego Forward: The Regional Plan is feasible in that it includes fund sources that are reasonably believed to be available through 2050 to the Plan. The less financial burden this puts on the residents, the better. implement all projects.
763 The Rapid bus connecting Point Loma - Linda Vista - Kearny Mesa is Thank you for your participation in this planning process and we are happy to hear that you support Rapid route 28. Regarding your comment relating Comment welcomed news; we need that service sooner than later. to timing of the projects, federal and state laws requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will Card be available during the period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future.
764 The Plan will be great to connect community members to medical Thank you for your comment. San Diego Forward: The Regional Plan (Regional Plan) aims to provide safe, secure, healthy, affordable, and convenient Comment facilities. travel choices between the places where people live, work, and play in the region. Access to health care is considered in the development of the Card Regional Plan.
765 Why is transit funding delayed to later phases of the Plan? (75% of Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the time period Comment transit expenditure occurs after 2030) covered by that plan. While we’re anticipating around $204 billion over 35 years, we don’t have all the money right now. Also, a majority of the Card funding sources are tied to certain types of projects (for example, transit infrastructure or highway operations and maintenance) and we don’t have the authority to interchange them. These constraints come with specific provisions from Congress or the state Legislature. The “revenue constrained scenario” for transportation investments detailed in our Regional Plan plays by those rules. It’s what we can do given the budget we project. That being said, 50 percent of the plan's investment is allocated toward the operation, maintenance, and development of the transit system. This percentage is roughly true of all time periods in the plan.
766 How does the Plan reduce VMT? The Draft San Diego Forward: The Regional Plan reduces Vehicle-Miles Traveled (VMT) per capita for passenger vehicles through the development of a Comment transportation network that offers more choices and through implementation of land use decisions that have been made by the cities and county. Card Total VMT is projected to increase due to the impacts of growth in the region with the addition of about a million new people and a half million new jobs by 2050.
767 Why are there new freeway expansion when we need to meet E.O. S- With the exception of State Route 11, the Regional Plan does not propose any new freeways. Highway improvements (including highway lanes, Comment 3-05. freeway connectors, and operational improvements) complement and complete the existing highway network. Planned improvements will increase the Card efficiency of the regional transportation system. San Diego Forward: The Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. SANDAG recognizes that substantial reductions in global, state, and regional greenhouse gas (GHG) emissions are an urgent priority, and strives in its regional plans and programs to do its part in reducing GHG emissions from all sources. However, there is no current legal or planning requirement that the SANDAG region’s emissions be reduced by the same percentage (“equal share”) as the statewide percentage in order for the state to achieve the Executive Order S-3-05 GHG reduction goal (80 percent below 1990- levels by 2050).
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768 Why expand I-5 before double-tracking the COASTER? These two projects are actually being constructed concurrently with delivery of frequency enhancements from the COASTER double tracking (allowing Comment 20-minute peak frequencies) and construction of two additional Managed Lanes on Interstate 5 (between Manchester and State Route 78) by 2020. Card Further double tracking projects and Managed Lanes enhancements continue to be phased in San Diego Forward: The Regional Plan through 2050.
769 Land use has to support transit and transit has to encourage density. One of the five strategies of the Sustainable Communities Strategy is to "focus housing and job growth in urbanized areas where there is existing and Comment planned transportation infrastructure" (Chapter 2). The region is seeing more acceptance of smart growth and multi-modal transportation options, as Card evidenced in many mixed use, higher density communities across the region, including Downtown San Diego (Little Italy, the Gaslamp Quarter, East Village, Cortez Hill), and various downtown areas in other jurisdictions around the region, such as downtown Oceanside, Chula Vista, Escondido, Vista, National City, La Mesa, and others, that are served by transit. The transit network in San Diego Forward: The Regional Plan (Regional Plan) is designed to serve the region's most urbanized areas. In turn, enhanced transit services will encourage higher densities in surrounding areas. The Regional Transit Oriented Strategy, an appendix to the Regional Plan, contains strategies and actions to continue to reinforce the connections between land use and transit.
770 Public transit options should have extended hours. And should look The Trolley lines currently start operating as early as 3:45 a.m. and run as late as 1:30 a.m., depending on the line. The Draft San Diego Forward: The Comment into automation for Trolley/rail systems (there are currently systems in Regional Plan calls for additional service frequency to ~7.5 minutes throughout the day. Card Europe that are not operated by humans). Automated rail systems do operate in other parts of the world but, unlike our system here in San Diego, are completely grade-separated from auto traffic. As automation technology of automobiles in mixed-traffic advances, the ability to introduce automated trains could be considered.
771 No more freeways expansion because of induced demand. Highway improvements (including highway lanes, freeway connectors, and operational improvements) complement and complete the existing highway Comment network. Planned improvements will increase the efficiency of the regional transportation system. San Diego Forward: The Regional Plan includes a Card robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor.
772 Less money for areas that have parking minimums. Most research indicates that parking strategies are best implemented at a community or neighborhood level. The SANDAG online Parking Comment Management Toolbox provides a number of strategies and resources that local jurisdictions can use to address community parking needs. The Card SANDAG Regional Transit Oriented Development (TOD) Strategy recognizes parking as a key issue in the region's most urbanized areas. The Parking Management Toolbox and Regional TOD Strategy are both appendices to San Diego Forward: The Regional Plan.
773 1. Bike and pedestrian connections should be separated from vehicle In developing projects from the Regional Bike Plan, the goal is to implement as many protected bikeways and bike boulevards as possible. The Regional Comment travel lanes. Bike Network was developed around providing connections between Smart Growth Opportunity Areas, regional transit, and major activity centers. Card 2. Provide bike/ped connections from universities to Downtown, Trolley stops, and beaches. 3. Consider water way connections (Bay to Bay connection).
774 Have a "one cost one ride" system for Trolley/COASTER/SPRINTER/bus There are different fares for different services based on the type of service provided. Basically, higher speed services like the Trolley, COASTER, and the Comment Interstate 15 Rapid/Rapid Express services have higher fares that reflect the fact that they are more expensive to operate vs. a local bus. The Day Pass Card and Monthly Pass do allow riders to pay once and then be able to ride unlimited times within that day or month. There are discounts given to seniors, persons with disabilities, and youth.
775 Look into the solar roadways project - solarroadways.com SANDAG prepared an Emerging Technologies White Paper (ETWP) that is included in the appendix to San Diego Forward: The Region Plan. The ETWP Comment Solar panels should be used at transit hubs and at individual bus stops identified solar roadways as one of several emerging technologies that may have potential to benefit the region. We consider this a new area of Card (protects people from elements). research that may hold promise in the future as a technology approach that could help us get the most out of our infrastructure investments, improve our quality of life, and reduce our impact on the environment. SANDAG is exploring ways to include solar panels for shading at transit sites as they are developed. The renovated Sabre Springs Transit Station includes a new parking structure that was built with solar carports on the roof. The purpose was to offer shade and reduce greenhouse gas emissions. The solar energy produced onsite is used to power the lights and electric vehicle charging stations (EVCS). North County Transit District has installed carports with solar shading and EVCS at the Oceanside Transit Center too.
776 Tunnel from Orange Ave in Coronado to Harbor Dr. and Park Blvd ships This would likely be a costly project and require extensive study to assess its feasibility. The City of Coronado studied a tunnel connecting the Comment would be able to pass over (i.e. the Chesapeake Bay/Bridge Tunnel - VA) Coronado Bay Bridge to Naval Air Station North Island, but no tunnel under the bay has been evaluated to date. Card
777 Dollars spent should be directly proportional to the 6% increase for The availability of funds are not directly tied to performance of certain modes but, rather, are based on more than 30 separate funding sources which Comment bikes. often come with certain flexibility constraints dictating which type of projects they can be used for. However, the investment in the implementation of the Card Regional Bike Plan has been expedited with the Early Action Program which designates $200 million for bike project completion from now through 2025.
778 Take money from massive freeway budgets to increase bike, ped, The Draft San Diego Forward: The Regional Plan proposes 50 percent of the funds for transit projects, including their operating and maintenance costs. Comment Trolley, bus ... active transportation. This can be compared to six percent that is allocated to highway and connector capital improvements. About $5 billion (in Year of Expenditure) is Card earmarked for active transportation projects. For more information on revenue sources and investments, please see Chapter 3: Financing Our Future. Federal and State laws require SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the period covered by that plan. Certain funds can only be used for certain projects. For example, TransNet sales tax revenue can only be used for specific projects and programs, including active transportation, transit and highway projects as well as smart growth incentives.
191 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 210 August 28, 2015 No. Name Agency Comment Response Source 779 Need better methods for measuring change in mode share. The SANDAG Activity Based Model (ABM) uses the latest research and data to estimate travel in the region. The SANDAG ABM uses the same Comment techniques and methods for determining travel behavior as other leading metropolitan planning organizations across the country. Card
780 It's ridiculous that city transportation hasn't applied for any grants - one Your comment has been shared with City of San Diego staff. Comment of her [Linda Marabian?] 9 staff/18% increase should be dedicated to Card grant writing. We need money to do these projects; she said so herself.
781 $360 million in grants available - why hasn't the City applied for any? Your comment has been shared with City of San Diego staff. The City of San Diego regularly applies for competitive grant opportunities that SANDAG Comment administers. Card
782 Push all bikeway projects through - commercial districts will benefit The Regional Bike Network was developed to connect Smart Growth Opportunity Areas, regional activities centers, and transit. The network was prioritized Comment from increased bike and pedestrian traffic. Density will occur - bikes will to focus initial on areas that have the highest potential for more people riding bikes. Two of the urban bikeway projects SANDAG is implementing Card address vehicular traffic. currently, Uptown Bikeways and North Park - Mid-City Bikeways, go through 25 miles of the most dense urban neighborhoods in the region.
783 EASE is not realistic - being healthy does not equate to easiness Having more options to access transit, bike and pedestrian facilities allows residents to get the U.S. Surgeon General's recommended 30 minutes of Comment daily exercise. Card
784 Increasing carpool lanes options for some but those options already Most of the current highway system is not equipped with Managed Lanes which provide priority access for Rapid transit services and Comment exist - just building on. How does highway expansion increase options carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. These types of improvements will offer more options throughout Card if those already exist? Then fill and "move" will be necessary. the region and not just on the corridors where they are currently in operations.
785 Why not increase alternative options to decrease VMTs? Adding The Draft San Diego Forward: The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including Comment highway lanes increases VMTs, not decrease. increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at Card accommodating multiple alternatives. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes and an option for those carpoolers and transit users to reduce Vehicle-Miles Traveled.
786 Of major interest to my clients is "the last mile." Example - Union Bank SANDAG has several efforts underway to address first and last mile connectivity. A study that evaluates first and last mile solutions for communities Comment now occupies 2 of the previous Illumina buildings at Towne Center served by Rapid transit service including University Town Centre is under development. Strategies being examined include bike and pedestrian Card Drive. Public transportation can get employees to UTC - but not down improvements, shared mobility services (e.g. carshare, bikeshare, on-demand shuttles) that extend the reach of transit, and other amenities (e.g. real- to a walkable distance. Then options from North County Inland to time travel information, mobile/concierge services) that make it more convenient to ride transit. coastal employment hubs. SANDAG is also developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend improvements, conceptual designs, and implementation strategies for different communities served by high-frequency transit in the San Diego region. The SANDAG iCommute program provides a dedicated team of employer outreach staff that assist employers with developing commuter programs and educating employees on their transportation choices (e.g. vanpool, carpool, transit, telework). This service is provided to companies at no cost.
787 Why is there no project to electrify and automate the COASTER Electrification along the Los Angeles – San Diego – San Luis Obispo Rail Corridor (LOSSAN) and SPRINTER corridor would be challenging due to the Comment (LOSSAN)? mixed operations between COASTER, SPRINTER, Amtrak, Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond Card the SANDAG region and will rely on conventional non-electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic Environmental Impact Report. Electrification along the sensitive coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that would potentially impact coastal views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. As of 2015, all new locomotives purchased must meet U.S. Environmental Protection Agency Tier 4 emissions regulations which dramatically reduce emissions from diesel locomotives. Amtrak Pacific Surfliner Trains will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and SPRINTER vehicles will be replaced with low emission locomotives.
788 Climate Change: Even with much cleaner cars, which we must have, San Diego Forward: The Regional Plan includes strategies to both reduce vehicle miles traveled and expand the use of zero-emission vehicles in order to Comment we must drive less. My Air and Waste Management Association paper reduce green house gas emissions from the transportation sector. Card on this topic proves this to be true, if light-duty vehicles are going to support climate stabilization. Light-duty vehicles emit 41% of the GHG in SD County.
789 Air pollution: No one should live, work, or exercise close to freeway. San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving alone, Comment However, given current development, we must. Given these facts we including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are Card must stop expanding freeways. aimed at accommodating multiple alternatives. Included in the draft Plan is an analysis of air quality. Air quality in the San Diego region has improved significantly over the past four decades and, in 2013, San Diego County's air quality was the best it has been since the early 1970s. Transportation investments detailed in the Regional Plan, coupled with improvements in fuel and vehicle technologies, will continue to help improve air quality throughout the region. More information on air quality can be found in both Chapter 2 and Appendix B of the Plan.
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790 NO MORE Freeway Expansion [Please see "Air Quality With the exception of State Route 11, San Diego Forward: The Regional Plan (Regional Plan) does not propose any new freeways. Highway Comment Recommendations for Local Jurisdictions" by the County of Los improvements (including highway lanes, freeway connectors, and operational improvements) complement and complete the existing highway Card Angeles Public Health:http://preservecalavera.org/wp- network. Planned improvements will increase the efficiency of the regional transportation system. The Regional Plan includes a robust system of content/uploads/2015/01/AQinFreeways.pdf]. Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. The reference to the Los Angeles County publication does not tie to a specific comment on Plan content, so no response is given.
791 No one talked about water! Your "green belts" and open spaces will Approximately half of the County of San Diego would be conserved as open space. San Diego's vegetation is adapted to droughts and fires. Urban Comment be brown desert unless a pro-active plan is implemented. green belts are important for visual and aesthetical value. Programs to conserve water and state mandates are curbing the use of potable water for Card Seewww.ted.com/talks/allen_savory. irrigation. At the same time increased use of reclaimed water and the promotion of drought tolerate and native landscaping is reducing the need for water in these urban green belts.
792 I was glad to see health included in the plan - disappointed to only see Active transportation trips (walking, biking) are part of both transit and managed lane trips which will account for approximately 75 percent of total Comment 3% active transportation. trips in the region. Card
793 I'd like to see SANDAG leadership on the (workshop) panel - to take Thank you for your comment. SANDAG is always looking at ways to improve our public engagement strategies. Comment the heat and/or defend the Plan. The set up for the May 2015 outreach series was designed so that workshop participants would be able to hear from different local leaders on how Card San Diego Forward: The Regional Plan (Regional Plan) benefits and impacts the communities and subregions that they represent. Ideally, during the panel discussion portion of the workshop, questions would have been focused on the regional nature of the Regional Plan, while more specific questions, at the local level perhaps, would have been reserved for the open house portion of the workshop. Because of the open and unstructured natured of the panel discussion, SANDAG staff had to adjust to any natural shift in the program. SANDAG staff were available during the panel discussion (and open house portion) to answer any project-specific questions from the audience.
794 Concerned regarding clean air in high density areas. I live right in front Existing COASTER vehicles are compliant with Environmental Protection Agency (EPA) standards. North County Transit District (NCTD) will be Comment of the rail tracks in a condo in Oceanside. The platform is to be undergoing a complete refurbishment of the locomotive fleet in the next few years. As part of the refurbishment project, NCTD will evaluate emissions Card extended right under my bedroom window. How is air quality being reduction equipment and will install such equipment as feasible. As part of NCTD's long term plans, when vehicle replacements are considered, addressed now and in the future? I have the same concerns also additional technologies will be explored to further reduce emissions. regarding noise, which is already substantial.
795 The CO2 emission graph shows reduced emissions vs. 2005. Some of The SANDAG Activity Based Model (ABM) uses the latest research and data to estimate travel in the region. The SANDAG ABM uses the same Comment that reduction is due to modified assumptions to make SANDAG techniques and methods for determining travel behavior as other leading metropolitan planning organizations across the country. Card assumptions the same as those as other jurisdictions e.g. LA. How The 2005 baseline for calculating GreenHouse Gas (GHG) emission reductions for SB 375 was determined by the California Air Resources Board (ARB) much of the change is due to changes in assumptions? and its Regional Targets Advisory Committee. ARB established the SANDAG baseline at 26 CO2 lbs per capita. The 2011 and 2015 Regional Plans both use this as the 2005 baseline for Senate Bill 375. The final Regional Plan will include in Appendix C the estimated contributions of several strategies toward reducing per capita GHG emissions from passenger vehicles to address the SB 375 targets. The per capita GHG emissions reductions do not take credit for reductions due to low carbon fuels or more efficient vehicles.
796 COASTER and SPRINTER should be electrified to reduce GHG, Electrification along the Los Angeles – San Diego – San Luis Obispo Rail Corridor (LOSSAN) and SPRINTER corridor would be challenging due to the Comment particulates, etc. mixed operations between COASTER, SPRINTER, Amtrak, Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond Card the SANDAG region and will rely on conventional non-electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic Environmental Impact Report. Electrification along the sensitive coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that would potentially impact coastal views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. As of 2015, all new locomotives purchased must meet U.S. Environmental Protection Agency Tier 4 emissions regulations which dramatically reduce emissions from diesel locomotives. Amtrak Pacific Surfliner Trains will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and SPRINTER vehicles will be replaced with low emission locomotives.
797 18% reduction in bike collision rate is a very timid goal. 80% or more The 18 percent reduction in bicycle and pedestrian collision rate represents the projected reduction in collisions through implementation of the draft Comment should be the target. San Diego Forward: The Regional Plan (Regional Plan), compared to 2012. The Regional Plan does not have collision reduction targets. Card
798 Bike/ped improvements at I-5/railroad crossings need to be expedited. Bicycle/Pedestrian improvements at Interstate 5 (I-5)/railroad crossings along the COASTER corridor will be addressed as part of the following efforts, Comment some of which will be completed by 2035: Card 1. I-5 North Coast Corridor project 2. Blue Line Trolley station improvements, which include stations along the I-5 corridor 3. 3. Rail grade separation projects listed in San Diego Forward: The Regional Plan (please see Appendix M for project rankings)
193 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 212 August 28, 2015 No. Name Agency Comment Response Source 799 More bike storage needs to be provided on the COASTER. I ride my The North County Transit District (NCTD) currently has storage capacity for 2-4 bicycles on each COASTER car (10-20 per COASTER train set). This Comment bike and take the COASTER every work day. I typically see 5-6 bikes capacity is only fully utilized during some peak periods. Currently, bicycle storage space must be balanced with the need for passenger seating. Card piled up in an area designed to store 2 bikes. This is not safe for As COASTER rail cars are replaced over time, NCTD will explore options for creating additional bicycle storage as warranted based on demand. passengers. And this discourages more bike riders since it takes too long to get bikes out at stops and/or it might get damaged.
800 The stack and pack, HOVs, the transit system - this ridiculous "open SANDAG acknowledges that there are many reasons for high housing costs. Open space preservation is important for the health and economic Comment space" is to herd people out of private homes. Not developing rural prosperity of the region. The construction of multi-family housing, over time, will result in a broader variety of housing types and price ranges for Card areas causes housing costs to soar. housing throughout the region, particularly in areas close to transit. The Regional Housing Needs Assessment, discussed in Chapters 1 and 2, and detailed in Appendix L, provides more information on housing.
801 Getting people out of their cars is all about control. There is a word for The Draft San Diego Forward: The Regional Plan is based on the concept of creating a wide range of transportation choices including increased transit Comment this: fascism. services, carpooling/vanpooling, bicycling and walking, as well as driving alone. People traveling in the region can select the transportation option that Card works best for them.
802 A goal of the ATP is to reduce bike/ped collisions by 18%. How will this The overall goal to reduce crashes will be addressed through a combination of properly designed facilities and education. In developing and Comment be done? implementing the projects from the Regional Bike Plan, the goal is to provide protected bikeways or bike boulevards with traffic calming wherever Card possible. The regional bike projects will also include outreach and education components with safety training for all roadway users in the community. SANDAG utilizes 22 performance measures to project the performance of San Diego Forward: The Regional Plan (the Regional Plan). The annual projected number of bicycle/pedestrian injury/fatal collisions per thousand bicyclist/pedestrian miles traveled in 2050 with implementation of the Regional Plan is projected to be 18percent lower than in 2012. This number reflects the projected reduction in accidents, not a numeric goal.
803 Are there funds for education and encouragement to increase bike and Yes, the Draft San Diego Forward: The Regional Plan includes $30 million (in 2014 dollars) or $52 million (in Year of Expenditure dollars) in funding for Comment ped travel? programs that support active transportation, such as education and encouragement. Card
804 A potential east/west bicycle corridor is the Inland Rail Trail along the The Inland Rail Trail will provide important connections between several North County communities and provide another transportation option to Comment SPRINTER. Why is this a higher priority? major activities centers including transit stations and future Smart Growth areas. Construction on the next phase of the Inland Rail Trail that will Card include the segments in San Marcos, County of San Diego, Vista, and Oceanside, is scheduled to begin in 2015.
805 Very disappointed that direct transport to the SD Airport is put off until While the full Airport Intermodal Center project is in the 2035 phasing period, we are currently working on a Phase 1 project that would allow Trolley Comment 2035. It seems that a shuttle from Old Town to the new parking riders to access an on-airport shuttle system that will connect the new Rental Car Facility being built on the north side of the airport along Card structure would solve that issue in the short term. Pacific Highway to the passenger terminals. The Airport Authority will construct an airport shuttle stop just to the west of the Pacific Highway/ Palm Street intersection, which is located a short 400-foot walk from the existing Middletown Trolley Station. Trolley riders will be able to use the airport shuttle for free. SANDAG will be enhancing the walk connection with new sidewalks, lighting, and intersection improvements. This Phase 1 project is scheduled for completion by mid-2016.
806 On your "mobility hub concept" you've ignored senior and disabled SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design Comment needs in your depiction. enhancements that can bridge the distance between transit and an individual’s origin or destination. This strategy will address the needs of all users Card including disabled populations and seniors. For example, rideshare services that are equipped to assist seniors and offer wheelchair accessible vehicles will be assessed in addition to a variety of technologies and programs that can improve personal mobility for seniors and individuals with disabilities.
807 How come there is no integration of "private (funds) into your funding The Draft San Diego Forward: The Regional Plan does include private/public partnership and transit oriented development funding. Tolls also are Comment concept? included for some highways. Please see Table 3.1 Revenue Sources in draft Chapter 3. Card
808 Regional Plan bullet points ignored the largest growing population - SANDAG identified specific populations that would need special attention in the planning process. These included minorities, people with low-incomes Comment seniors. (200 percent of the Federal Poverty Rate), and seniors who are 75 years or older. A social equity analysis was performed using several performance Card measures to determine how the Regional Plan would benefit or burden disadvantaged populations in comparison to the rest of the region, with a key concept that the benefits and the burdens of the Regional Plan should be equitably distributed. For more information of the social equity analysis, please see Appendix H: Social Equity: Engagement and Analysis. The Transportation Plan (Coordinated Plan [Appendix U.1]), developed every two years, takes Senior Transportation and rural areas into account. The Coordinated Plan provides a five-year blueprint for the implementation of public transit and social service transportation concepts described in the current Regional Transportation Plan. It establishes a regional strategy to provide transportation to recognized transportation-disadvantaged groups, including seniors, individuals with disabilities, and persons with limited means. The development of the next Coordinated Plan will begin in September of 2015, with extensive outreach later in the fall, including in the rural areas of San Diego. The current Coordinated Plan can be found in Appendix U.1: The Coordinated Plan 2014-2018.
809 On "projected land use" did not see the MHCP indicated. The "Where and How We'll Grow" section in Chapter 1 sets the stage for more specific information in succeeding chapters. In Chapter 2, both the Comment Multiple Habitat Conservation Plan, as well as the Multiple Species Conservation Plan, are referenced in the "Where We've Been and How We Got Card Here" section. These habitat conservation efforts are critical components of the region's growth patterns.
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810 No mention of ghettoized neighborhoods. If the question is whether we discuss lower income or underserved communities, there is discussion in Appendix H - Social Equity, as well as Chapter 4 Comment (Benefits of the Plan) which addresses how San Diego Forward: The Regional Plan contributes to improving the economy and access to jobs/education Card and other amenities for everyone. Appendix H specifically describes the disadvantaged communities around the region, documents their issues and shows the social equity analysis for comparative access to key amenities. The results indicate that there are no disparate impacts for disadvantaged populations.
811 No indication of stream preservation in the healthy environments goal - Thank you for the comment regarding stream preservation. The Draft San Diego Forward: the Regional Plan (Regional Plan) promotes a system of Comment like the Loma Alto Creek. interconnected open space that includes wetlands. The Draft Regional Plan builds off of the local jurisdictions who have approved or are in process of Card approving these regional habitat conservation plans. In each plan, wetland conservation is addressed. In addition, state and federal wetland preservation is required under the Clean Water Act and the California Fish and Game Code.
812 Economic benefit - you point to a $1 to $2 return on investment but SANDAG conducted a Benefit-Cost Analysis that is documented in draft Chapter 4 and Appendix P. SANDAG monetized time savings, cost-savings, Comment cite no sources. Nor do you allow for economic fluxuations - should health, safety, and environmental benefits of San Diego Forward: The Regional Plan and compared them to the project costs. These costs and benefits Card have a pessimistic plan as well. would be only minimally affected by future economic fluctuations. While future economic fluctuations could impact the economic impacts (jobs and Gross Regional Product) SANDAG estimated, they would likely be affected in proportion to the economy in general.
813 Benefits to all ignores the largest group regionally 30% seniors and As part of the social equity analysis (Appendix H), SANDAG selected three key disadvantage populations: minorities, low-income (200 percent of FPR) Comment disabled. and seniors (75+) to analysis the comparative benefits and burdens of the transportation investments on those populations in relation to the rest of the Card population. There was no significant disparate impact for seniors on any of the performance measures. Because of limitations to data, we cannot forecast the disabled population, however SANDAG worked with an advocacy group, Able Disable Advocacy throughout the planning process to ensure the voice and concerns of the disabled population were heard and considered in the planning process.
814 Need to include bike/ped travel lanes on north side of I-5/SR 78 As part of the Interstate 5/State Route 78 interchange improvement project, bicycle and pedestrian connectivity would be evaluated as part of the Comment overpass that connects to Vista Avenue (WalMart, Stader Brothers etc.). project alternatives. Card
815 Involve lower socio-economic and other ethnicities in your planning. I SANDAG contracted with a network of community-based organizations from all around the region in areas with high concentrations of disadvantaged Comment have not seen any movement in San Marcos. I'm very involved in the populations (including low-income, minorities, seniors, and the disabled) through a competitive Request for Proposal process. In the north, Vista Card community and represent the school district learners parents and have Community Clinic and Alliance for Regional Solutions partnered with SANDAG to reach out to these populations. The Community Based Organization heard nothing about this - not in English and Spanish. Outreach Network has been engaged an doing outreach all around the county with disadvantaged communities from the beginning and involved their communities in each step of the process. In each iteration of San Diego Forward: The Regional Plan we strive to reach out further and deeper. Please refer to Appendix H for more detail on both the process of engagement and the social equity analysis.
816 Felt sorry for the panelists. All the questions were directed at SANDAG. Thank you for your comment. SANDAG is always looking at ways to improve our public engagement strategies. Comment SANDAG - knowledgeable staff should have been present to receive The set up for the May 2015 outreach series was designed so that workshop participants would be able to hear from different local leaders how Card comments/questions and respond. I didn't learn anything. Sorry - San Diego Forward: The Regional Plan (Regional Plan) benefits and impacts the communities and subregions that they represent. Ideally, during the rethink your public outreach. panel discussion portion of the workshop, questions would be focused on the regional nature of the Regional plan, while more specific questions, at the local level perhaps, would be reserved for the open house portion of the workshop. Because of the open and unstructured natured of the panel discussion, SANDAG staff had to adjust to any natural shift in the program. SANDAG staff were available during the panel discussion to answer any project-specific questions from the audience.
817 Why are trains not electrified yet? San Diego is one of the "smartest" Electrification along the Los Angeles – San Diego – San Luis Obispo Rail Corridor (LOSSAN) and SPRINTER corridor would be challenging due to the Comment cities in California...really? That way we could lower CO2 emissions and mixed operations between COASTER, SPRINTER, Amtrak, Metrolink, and BNSF Freight. Amtrak, Metrolink, and BNSF Freight trains travel well beyond Card make a big impact! the SANDAG region and will rely on conventional non-electrified locomotives for the foreseeable future. Electrification is not identified in the LOSSAN Programmatic Environmental Impact Report. Electrification along the sensitive coastal LOSSAN corridor would be inconsistent with the coastal communities due to the overhead catenary wires that would potentially impact coastal views and the lack of available right-of-way for in the coastal area for electrical substations and transmission lines. As of 2015, all new locomotives purchased must meet U.S. Environmental Protection Agency Tier 4 emissions regulations which dramatically reduce emissions from diesel locomotives. Amtrak Pacific Surfliner Trains will receive delivery of these new Tier 4 locomotives in 2017. Over the life of the plan, all locomotives and SPRINTER vehicles will be replaced with low emission locomotives.
818 How to widen 5 at Vista Way - Coastal Commission has "protection" Any improvements to Interstate 5 at Vista Way and the Buena Vista Lagoon will require approval of resource agencies including the California Coastal Comment for frogs. There is not enough room. How can you reduce air pollution Commission. The Buena Vista Lagoon could be restored as a component of the freeway improvements resulting in a more ecologically functional Card while increasing traffic? lagoon habitat. Air pollution associated with vehicular travel is based not only on the volume of vehicles, but also emissions associated with vehicles idling, decelerating and accelerating while stuck in traffic congestion resulting in air pollution "hot spots". By improving vehicle flow and traffic congestion, air pollution can be reduced.
195 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 214 August 28, 2015 No. Name Agency Comment Response Source 819 I commend the plan for showing how our region can meet our SB 375 The Draft San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving Comment GHG reduction targets. However, I feel SANDAG has an opportunity to alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Card save money while protecting our environment and improve quality of Plan are aimed at accommodating multiple alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable life for future generations if we reallocate funds from freeway a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities expansion to investments in transit - early stage development of transit provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Draft options ("transit first"). That will actually get people out of cars, Regional Plan contains a rich network of both new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing Trolley, instead of adding freeway lanes. If we get more people in train transit Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects in early years, we'll find we don't need freeway expansions. that will create a wide range of time-competitive and convenient alternatives to driving alone.
820 I would like to commend the plan for protection of open space - yay! Thank you for your comment. Obtaining community input is critical to creating a plan that reflects the needs and interests of the San Diego region. Comment Comments are being compiled and considered in the preparation of the final San Diego Forward: The Regional Plan and its Environmental Impact Card Report.
821 What are the sources of funding for the double tracking project? The Encinitas COASTER station is the fourth busiest station along the San Diego corridor, providing residents with an alternative to driving the Letter Shouldn't Amtrak, Metrolink and the freight train carriers be footing Interstate 5 corridor. SANDAG uses a variety of funding sources for rail improvement projects including local TransNet funds, and state and federal much of the bill? What about state and federal funding? The Encinitas funds. For example, the Santa Fe Drive pedestrian undercrossing was funded by a combination of city, TransNet, and state funds. Additional vehicular City Council says it has no funding for grade separations, but the and pedestrian grade separations are included in the Draft Regional Plan; however, these projects need to be weighed against other regional projects double tracking does nothing to help the city. It will only create new in San Diego Forward: The Regional Plan. No specific funding has currently been identified. issues unless the Plan includes grade separation at Chesterfield/Birmingham and Leucadia and includes non-city funds for those projects. Is this funding already secured?
822 Without spending time debating the necessity of dual tracks along this All at-grade crossings that will be double tracked must follow the top safety standards set by the Federal Railroad Administration and the California Letter North County coastal corridor, we want to focus on the obvious Public Utilities Commission. Safety improvements to at-grade crossings are an important component of each double tracking project. "collateral damage" we fear that will exacerbate an already existing public safety risk. The risk that exists and will be asking for a catastrophic event should additional tracks be put in place without solving today's problem occurs and will occur at the railroad crossings that exist today and any in the future along this corridor which have no grade separation-meaning where the tracks are on the same level as the pedestrians and vehicles.
823 While the public safety threat exists at all same grade crossings, the All at-grade crossings that fall within a Los Angeles – San Diego – San Luis Obispo Rail Corridor double tracking project must follow the highest safety Letter Chesterfield crossing in Cardiff is particularly concerning due to the standards set by the Federal Railroad Administration and the California Public Utilities Commission. For example, the Chesterfield Drive grade crossing traffic congestion there and it is extremely dangerous given the short will be upgraded for safety and mobility by eliminating the free right turning movements, adding an American with Disabilities Act compliant bike and run between the traffic lights intersected by the train tracks. It is also pedestrian path with pedestrian gates, constructing vehicular gates with a median, and interconnecting and synchronizing adjacent signals. perilous to cross on foot with frustrated drivers consistently running the red left arrow from Chesterfield to San Elijo Avenue while the crossing signal is green, and very noisy since trains must sound their horns at grade crossings like Chesterfield. Additional tracks means additional times when the horns are blown and additional trains passing through which in turn means additional times the crossing rails go down and pedestrians and vehicles are stopped in a dangerous traffic jam. All of these issues will be amplified when the tracks are doubled if not solved FIRST. The solution is to make grade separations at all of the crossings and the best way to do this is by trenching the tracks like was done in Solana Beach.
824 Encinitas city officials claim there is no money in Encinitas' coffers to It is our understanding that the City of Encinitas will be completing a rail corridor vision study. SANDAG plans to participate. Letter trench the tracks, however, they neglected to construct a study for their vision (rail corridor vision) to solve this problem that they themselves were ordered to do as a result of a February 2013 meeting. Perhaps this study needs to be done ASAP and at no extra cost.
825 The Solana Beach trenching project was completed in 1995 for a cost Because geotechnical, environmental, and community conditions are different, it is not possibly to reasonably apply the cost from the Solana Beach Letter of $18M (seehttp://www.greatamericanstations.com/Stations/SOL/ for trench with future trenching in other segments of the corridor. this figure and the source of funding). In today's dollars that figure is conservatively $27M. Why is the trenching estimate for Encinitas 10 times that amount? 196 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 215 August 28, 2015 No. Name Agency Comment Response Source
826 Can the city deny the construction of dual tracks unless appropriate Decisions on double tracking are made by SANDAG and the North County Transit District in cooperation with our state and federal partners. Letter funding to make the project safe for residents is provided by the train Collaboration with local jurisdictions is a major component of rail project development. Cities may contribute funding for grade separations which companies/county/state/federal government? primarily benefit local streets and roads. Carlsbad, Del Mar and Oceanside may be facing similar crossing issues and funding problems. Can these cities not collaborate to secure funding and/or prevent the dual track project until appropriate funding is committed?
827 Why is Leucadia the only grade separation for Encinitas listed in the Grade separations listed in San Diego Forward: The Regional Plan (Regional Plan) are generally initiated by the local jurisdictions on the regional grade Letter Plan? Is there funding only for this one in Encinitas? What is the source separation list. The City of Encinitas did not nominate Birmingham or Chesterfield to SANDAG to be included in the Regional Plan. However the of funding? There are three listed for Carlsbad. How are these being Regional plan does include two additional grade separations on the COASTER corridor that have not been identified but may include any at-grade funded? crossing. Specific funding has not yet been set aside for these projects. Chesterfield is more of an issue than Leucadia, but both need to be addressed and BEFORE the tracks are doubled.
828 There is a February 14, 2014 Draft Project Study Report titled Grade separations are generally initiated by the local jurisdictions on the regional grade separation list. The City of Encinitas did not submit Birmingham Letter Birmingham Drive Grade Separation for SANDAG that people in the or Chesterfield to SANDAG to be included in the San Diego Forward: The Regional Plan (Regional Plan). However the Regional plan does include two Encinitas City Council think is part of the plan for double tracking, but additional grade separations on the COASTER corridor that have not been identified but may include any at-grade crossing. Specific funding has not we see this nowhere in the "Plan." Why? It is a decent solution that yet been set aside for these projects. needs a little work to make it a great solution and should be part of the overall Regional Plan. How do we get this to be part of the Plan and how will it be funded?
829 In Appendix A of the Plan, double tracking starts in 2020, correct? The SANDAG double tracking program began in 2008 and is ongoing. Table A.2 list the projects that will be built by 2020, 2035, and 2050. Visit Letter Grade separation is then listed for 2035 and only for Leucadia Blvd? keepsandiegomoving.com for the current schedules of double tracking projects. Double tracking does not require grade separations. The "plus 2 grade Again, the grade separation has to be done FIRST, not as an separations" are not defined but may include any of the LOSSAN corridor at-grade crossings. afterthought and it has to be done at Chesterfield/Birmingham as well. Also in Appendix A it lists "plus 2 grade separations" for 2050. Which 2? Same concerns as above.
830 In Appendix M double tracking is listed as the 4th priority, but the Table M.4 is a list of the rankings of transit service projects where COASTER double tracking is ranked 4th. Table M.12 is a separate list of regional rail Letter Leucadia Blvd. grade separation is listed as 25th. The Carlsbad grade grade separation projects with Leucadia Blvd ranking 25th. These lists were developed separately using different criteria for each type of project that separations are also listed at the bottom. This is completely out of are outlined in Table M.3 and M.11 respectively. Double tracking does not require grade separation nor does it preclude grade separations from being order. The grade separations need to be prioritized and completed built in later phases. BEFORE double tracking or at least done at the same time AND Chesterfield/Birmingham was not included in the regional rail grade separation project rankings because the City of Encinitas did not submit this Chesterfield/Birmingham has to be added. crossing for evaluation.
831 Funds MUST prioritize disadvantaged/underserved communities - The analysis performed for the Draft Regional Plan concludes that funds have been prioritized in disadvantaged/underserved communities. As discussed Comment spending $ to attract/benefit tourism only cannot continue. in Appendix H, page 45 the benefit-cost analysis of the Regional Plan indicates that low income residents make up 32.5 percent of the population, but Card receive 36.3 percent of the benefits. The same holds true for minority populations; they make up an average of 60 percent of the county population but receive 67 percent of the benefits. See Table H.16 in the Draft Regional Plan, Appendix H, page 46.
832 A more welcoming and collaborative tone must be set at meetings if With each update to San Diego Forward: The Regional Plan, we strive to continue to improve our public outreach efforts. We appreciate your feedback Comment SANDAG wants to solicit authentic local engagement. Otherwise, why and will consider this comment in future public workshops, such as the one you participated at the Jacobs Center. For more information on our public Card have these meetings? engagement efforts, please see Appendix F: Public Involvement Program.
833 Active transportation and transit MUST be prioritized regionwide By 2050, San Diego Forward: The Regional Plan (Regional Plan) includes full build-out of the entire regional bike network. Most bike projects will have Comment (especially in underserved areas). 50% is not enough, given current safety improvements not only for bicyclists but also for pedestrians. The Regional Plan incorporates safe bike and pedestrian access into investments in Card investments to date that have note done enough in this area. other modes of travel, including public transit and highway improvements-- a practice already assumed by SANDAG in ongoing planning and construction of capital projects.
834 Support innovative and site specific bus stop improvements for the Areas near transit stops are typically controlled by the local jurisdiction and/or private property owners, who would be responsible for commissioning or Comment safety and cultural/art character of the community. Bus shelters should authorizing various furnishings in their right-of-way. The Metropolitan Transit System (MTS) maintains a role at the bus stop area because of its legal Card not be a 1 size fits all solution. obligation to ensure that its services are safe and accessible. Amenities provided for by MTS itself are standardized to provide a uniform and consistent image for its service, minimize costs, assure maintainability, and control quality and safety. Many MTS-provided amenities also include an advertising component which pays for their maintenance, power, cleaning, and repair.
835 If building a bridge over Euclid make it with adequate bike and The Draft San Diego Forward: The Regional Plan includes a grade separation of the Orange Line tracks at Euclid Avenue anticipated in 2030. Comment pedestrian access. Not just sufficient, but safe and easy bike and ped Card access! Easy and efficient. Will make cars happier not having to wait and keep all modes of transport safe. 197 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 216 August 28, 2015 No. Name Agency Comment Response Source
836 We would like to see as much money go into multimodal forms of Of the nearly $204 billion in transportation investments, over 53 percent of the funds are proposed for transit capital, operations, and non-motorized Comment transportation - i.e. Trolleys, bus, subway, bike lanes - as goes into programs. In the draft Regional Plan, funds for highway improvements (not including managed lanes required for efficient operations of Rapid services) Card freeways. IF vehicle miles travelled are supposed to be going down to total approximately $10.8 billion, or about five percent of the total. Another $15.7 billion is identified for rehabilitation, maintenance and operations help support the increase in people going up - we also need to support of the existing system, or a little less than eight percent. transit funding. If there is going to be a 6% ridership increase at least that much funding needs to go into the program to support the projections. How are we supposed to promote multi-modal modes of transportation adequately if there are not sufficient funds? A much larger proportion of the funding is still going to freeways than should be for the projected projects needed to provide transportation to all people in all places, especially city and urban dense areas and minority populations. LESS MONEY TO FREEWAYS, MORE MONETO TO BIKES (and Trolleys)!
837 In fact, choose not to widen freeways but invest in transit instead to The draft Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, Comment support the density that is forecasted. Allow low income/minority carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple Card communities, often with only one or even no cars to access jobs, goods alternatives. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of and services in an equitable way. congested main lanes. The Regional Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. In terms of lower cost transportation, there are limited operating funds available and all funding is being used to maximize service. While many people would like fare levels to be lowered, this could have a negative impact on the transit services (less frequency or fewer routes). Discounts are available for seniors, persons with disabilities, and youth (18 and under). The $5 Day Pass allows unlimited use of most rail and bus services (fares for COASTER and Rapid Express are higher).
838 We need a bridge over Euclid! The Draft San Diego Forward: The Regional Plan (Regional Plan) recognizes the importance of rail grade separations and has included their Comment implementation on several key corridors intersecting with the Trolley, COASTER, and SPRINTER rail networks. The phasing of grade separations is based Card on individual project rankings along with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety, and cost-effectiveness among other criteria. The Euclid grade separation is currently phased in the Draft Regional Plan in 2030.
839 What is the timeline for your projects? Please prioritize transit spending Federal and state laws require SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available during the Comment over highway investments. period covered by that plan. Projects will be implemented between now and 2050. Please see Appendix A, which includes the lists of transit, highway Card and managed lanes, and bicycle facility projects that would be built by 2020, by 2035, and by 2050. For more information on the availability of funding, please see Chapter 3: Financing Our Future. San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating multiple alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone.
840 Will there be mobility hubs located in low income/minority SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design Web communities? enhancements that can bridge the distance between transit and an individual’s origin or destination. The strategy will recommend improvements, conceptual designs, and implementation strategies for different communities served by high-frequency transit throughout the San Diego region. Additionally, the development of this strategy includes a robust public outreach effort to ensure it will address the needs of all users including low income and minority populations.
841 In terms of economic benefit, has there been any research on how the The jobs increase mentioned in the presentation is not simply from transit and highway construction and operations, but from the private sector taking Comment connectivity of low income/minority residents to higher-wage jobs will advantage of an improved transportation system (compared to the no-build scenario) to boost employment. So the jobs created under the Regional Card be improved? All I saw in the PowerPoint was job creation through Plan include those resulting from improved access for low income and minority residents. SANDAG could not specifically separate out the employment transit jobs. effects for those populations, but in the Benefit-Cost Analysis, SANDAG did analyze the overall benefits (mobility, health, cost-savings) to low income and minority residents, and they received a slightly higher proportion of benefits than the population as a whole.
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842 The Euclid transit center needs repair. The community around the The Metropolitan Transit System (MTS) recently rehabilitated all of the stations along the Orange Line, including the Euclid Avenue Transit Center, with Comment station is changing. The Euclid transit center is the second busiest in new Trolley shelters, platforms, and passenger amenities. Additionally, MTS is planning a major cleaning of the channel and replacement of the bus Card San Diego! Please focus on it in this area, being the second busiest shelters. Other short term improvements could include enhanced lighting and restoration of the pavement in the bus area. For the long-term, there are transit center in San Diego, in the entire MTS System. It deserves to be substantial public and private improvements constructed and planned for the Encanto area, including Lincoln Park and the Market Street corridor. This recognized and deserves beautiful environments. will undoubtedly extend to the transit center itself. MTS will work with its local partners to ensure that any long-term improvements to the Euclid station are mutually beneficial to the community and its riders, create a positive impact on the area, and enhance the environment.
843 Please provide grade separation for Orange Line with priority at Euclid A grade separation of the Orange Line at Euclid Avenue is included in the Draft San Diego Forward: The Regional Plan in 2030. The Orange Line is Comment and Market. Double track the Orange Line. already doubletracked, and the recent Trolley Renewal Project included upgrades/modernization of Trolley infrastructure, including stations and new Card low-floor vehicles.
844 Encourage and support placemaking as a transit strategy. SANDAG adopted Regional Urban Design Guidelines which provide guidance on how to create great places with strong connections to public transit. Comment The TransNet Smart Growth Incentive Program provides $280 million of grant funds to local jurisdictions through the year 2048, to incentivize the Card development of great places that include mixed use and affordable housing near existing and planned public transit. The Regional Transit Oriented Development Strategy, which is an appendix of San Diego Forward: The Regional Plan, includes additional strategies to support vibrant communities that are accessible to transit is at the foundation of the region's coordinated land use and transportation planning.
845 Please change classification of SR 94 through the communities of Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 and Downtown Comment concern and over-burdened neighborhoods from 8F+2HOV to 6F+2 San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Card HOV or 8F+2 Transit Only lanes. Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed.
846 Advance SR 15 to SR-94 transit only connector and Gold Hill/Sherman The Draft San Diego Forward: The Regional Plan includes this improvement by 2035. The State Route 94 (SR 94) Express Lanes environmental study will Comment Heights to 2020; same time as "Express Lanes" implementation. evaluate advancing this project earlier along with a transit in-line station along SR 94. Card
847 Great job on the Mid-City bike corridor. Highly supportive and very Thank you for supporting this project. Comment needed! Card
848 Make transit costs more affordable! Balancing the cost of transit fares and service levels is the heart of the matter. There are limited operating funds available and all funding is used to Comment maximize service. While many people would like fare levels to be lowered, this would likely mean lower service levels. Discounts are available for Card seniors, persons with disabilities, and youth (18 and under). The $5 Day Pass allows unlimited use of services during a given day.
849 Marketing of the available modes of transportation. Regional travel information is available through a number of different venues including the iCommuteSD.com website, 511SD website (as well as the Comment mobile app available for iOS and Android), shiftsandiego.com, and the transit operator's websites (SDMTS.com and GONCTD.com). SANDAG, Card Metropolitan Transit System, and North County Transit District are all active on social media (Facebook and Twitter) and provide travel information updates on a daily basis, as well. Information regarding transportation services and information for seniors, persons with disabilities, and social service recipients can be found on our partner agency's website, FACTSD.com.
850 Must have a Trolley bridge on Euclid Avenue at Market Street. San Diego Forward: The Regional Plan (Regional Plan) recognizes the importance of rail grade separations and has included their implementation on Comment several key corridors intersecting with the Trolley, COASTER and SPRINTER rail networks. The phasing of grade separations is based on individual Card project rankings along with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety and cost-effectiveness among other criteria. The Euclid grade separation is currently phased in the Draft Regional Plan by 2030.
851 There are some elements in the plan that are good, but there is a need The Draft San Diego Forward: The Regional Plan (Regional Plan) contains a rich network of both new Trolley and Rapid lines, and creation of a network Comment for major shifts in prioritization. San Diego is currently car focused and of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our Card highway focused. The only way to accomplish urgent GHG reduction future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. The requirements is to have a complete shift. Projects like the Trolley Purple Purple Line (Route 562) is phased in the Regional Plan as the next major trolley investment after the Mid-Coast project. However, Trolley projects are Line, and double the Orange and Blue lines must be expedited in order major capital projects and take a number of years to implement given the planning, environmental, design, and construction work that needs to be to get this shift. And any freeway expansion (even under the guise of done, as well as ensuring sufficient time for public involvement throughout the process. BRT) takes us in the wrong direction.
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852 Trolleys are new to our neighborhood. They now block emergency The Draft San Diego Forward: The Regional Plan recognizes the importance of rail grade separations and has included their implementation on several Comment vehicles (ambulances, fire trucks) and prohibit us from using our main key corridors intersecting with the Trolley, COASTER, and SPRINTER rail networks. The phasing of grade separations is based on individual project Card street which is Euclid Avenue by the Trolley stop at Jacobs Center. We rankings along with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety and cost- were promised a bridge but this has not been provided. This is a health effectiveness among other criteria. The Euclid grade separation is currently phased in the Draft Regional Plan by 2030. and safety issue. Ambulances are blocked by the Trolley - the hospital is located south of this Trolley stop on Euclid Ave. It is urgent to have a bridge or tunnel on Euclid Avenue at the Trolley stop at Market and Euclid.
853 A Trolley bridge over Euclid Ave. is needed. The Draft San Diego Forward: The Regional Plan recognizes the importance of rail grade separations and has included their implementation on several Comment key corridors intersecting with the Trolley, COASTER and SPRINTER rail networks. The phasing of grade separations is based on individual project Card rankings along with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety and cost- effectiveness among other criteria. The Euclid grade separation is currently phased in the draft Plan by 2030.
854 The tracks in Lincoln Park - Encanto are both used for both Trolley and Freight trains operate on the Orange Line between 12th & Imperial Transit Center and Bradley Avenue in El Cajon and on the Blue Line south of Comment freight trains. The set backs are for Trolleys, but they are not safe for 12th & Imperial Transit Center. Those lines were built on existing freight rail right-of-way and the Metropolitan Transit System (MTS) is required to Card freight trains. If there are any derailments it will be a large loss of life permit continued freight service (through freight and light rail will not operate at the same time in the same location). Ensuring safe operations is of and property because apartment buildings and homes are too close to paramount importance to MTS in the operations of trolley and freight services, and all federal and state regulations are strictly adhered to. the "train track." Also it's not healthy for people to be woken up all Furthermore, it is important that transportation projects are coordinated closely with local development plans. SANDAG works regularly with the night from both trains and Trolleys. region's planning directors to collaborate on regional and local plans and projects.
855 There are no Trolleys that go to the beaches. Why not, it's needed The Draft San Diego Forward: The Regional Plan includes a Trolley line that would connect with Pacific Beach. In addition, there are several Rapid Comment since there is little parking at beaches. It's very important for kids who services that would connect to beaches in Imperial Beach, Ocean Beach, and North County communities. Card can use the Trolley to be able to get to the beaches, the zoo, and Balboa Park.
856 More people are walking and riding bikes now. I only imagine that the The Draft San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving Comment number will grow. Why are investments in the Plan made to alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Card highways/freeways first instead of prioritizing transit?! Plan are aimed at accommodating multiple alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Draft Regional Plan contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. The Draft Regional Plan also includes investments to complete the Regional Bike Plan and to improve pedestrian and bicycle access to transit stations.
857 Cost of transit is high now and the short times to connect using Fares are set at a level that makes up the difference between the cost of providing the service and the subsidies received from local, state, and federal Comment transfers are too short. Does the Plan address this? funds. Additional resources would need to be identified to subsidize any reduction in fares; or, services offered would need to be reduced accordingly. Card However, the Metropolitan Transit System (MTS) does offer a variety of fare products, including passes that allow unlimited trips, and discounted cash fares and monthly pass prices for qualifying seniors and disabled riders. MTS endeavors to provide the best connections possible to minimize travel times and improve the customer experience. With dozens of connection points throughout the region, some transfers must be prioritized by the number of riders making the transfer. While it isn't possible to provide a perfect connection in all directions at every location, MTS is happy to review any specific locations for improvements. Such comments can be sent [email protected].
858 I came to this meeting expecting to discuss issues relating to my We appreciate your interest in this region's future. Your comment on specific community issues has been shared with City of San Diego staff. Comment community such as trash, graffiti, stray pets, houses not up to code, Regarding your comment on freeways, the Draft San Diego Forward: The Regional Plan includes a robust system of Managed Lanes that give priority Card drug dealers; instead I was told how billions of dollars will be spent on access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to freeways - how is this possible? Spending so much money on things utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor; such is the case our communities don't even need and ignoring what these with the Interstate 15 corridor. Highway improvements (including highway lanes, freeway connectors, and operational improvements) complement communities really need - wasting money. and complete the existing highway network.
859 I grew up in San Diego since 1969 when I was in kindergarten. I grew Transit capital and operations account for half of the investments proposed in the Draft Regional Plan. A good portion of the remaining investment is Comment up without a good transit system, and lots of freeways. How will San proposed for services and programs that support travel by transit. The Draft Regional Plan calls for five new trolley lines by 2050, 32 new Rapid transit Card Diego meet GHG emissions targets to cut carbon emissions by 2050 by services, continued COASTER double tracking, SPRINTER Express service, as well as an extension to Westfield North County, four new streetcar lines, building freeways? San Diego must do what modern cities do, build and three new intermodal transit centers. Planned highway improvements will increase the efficiency of the regional transportation system. The trains and transit. We want express trains, trains to the airport and Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air beaches, for a sustainable way of life. vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor today. Improvements proposed in the draft plan will provide access to the airport and beaches.
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860 As I've said at every iteration of public comment on the SDF Plan, we Transit capital and operations account for half of the investments proposed in the Draft San Diego Forward: The Regional Plan (Regional Plan) and Comment need to put every allowable dollar toward transit first (before freeway maximize the funding that is eligible for transit. A good portion of the remaining investment is proposed for services and programs that support travel Card expansion, Managed Lanes, or otherwise). This plan doesn't do this. by transit. The Regional Plan calls for five new trolley lines by 2050, 32 new Rapid transit services, continued COASTER double tracking, SPRINTER Let's prioritize transit in our urban core neighborhoods. Expedite the Express service, as well as an extension to Westfield North County, four new streetcar lines, and three new intermodal transit centers. following projects: 54th BRT, I-15 South to SR 94 west connector, In terms of project phasing, federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be available Trolley Purple Line, double tracking of the Blue and Orange Lines, during the time period covered by that plan. While we’re anticipating around $204 billion over 35 years, we don’t have all the money right now. Also, a community-based alternative to SR 94 corridor. majority of the funding sources are tied to certain types of projects (for example, transit infrastructure or highway operations and maintenance) and we don’t have the authority to interchange them. These constraints come with specific provisions from Congress or the State Legislature. The “revenue constrained scenario” for transportation investments detailed in our Regional Plan plays by those rules. This creates a barrier to moving any projects earlier such as the ones mentioned in this comment. It is important to note though that the 54th Street Bus Rapid Transit (Route 550) is currently planned to open in 2025 (the 2035 phase captures the years 2021-2035 and this project is a 2025 project). However, the Interstate 15 South to State Route 94 (SR 94) west connector and Trolley Purple Line projects are planned to open in 2035 but the Blue and Orange line station improvements have already been completed. The SR 94 alternatives will be explored at the project level in the Environmental Impact Report.
861 I support building Rapid trains through southeastern San Diego The Draft San Diego Forward: The Regional Plan includes a Trolley line that would operate along the Interstate 805 and State Route 15 corridors Comment including elevated trains like in Mission Valley. between San Ysidro and Carmel Valley via Chula Vista, National City, Southeastern San Diego, Mid-City, Mission Valley, Kearny Mesa, University City, Card and Sorrento Mesa. Connections to the Southeastern San Diego community and the Orange Line would be made at the existing 47th Street Trolley station area.
862 Improve the Orange Line Trolley line to be grade separated from street The Draft San Diego Forward: The Regional Plan recognizes the importance of rail grade separations and has included their implementation on several Comment traffic. key corridors intersecting with the Trolley, COASTER, and SPRINTER rail services. The phasing of grade separations is based on individual project Card rankings along with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety and cost- effectiveness among other criteria. Grade separations for the Orange Line at Euclid Avenue, Broadway/Lemon Grove Avenue, Allison Avenue/ University Avenue, and Severin Drive are included by 2035.
863 We need a bridge over Euclid! The Draft San Diego Forward: The Regional Plan includes a grade separation of the Orange Line tracks at Euclid Avenue anticipated in 2030. Comment Card
864 We need a bridge over Euclid! The Draft San Diego Forward: The Regional Plan includes a grade separation of the Orange Line tracks at Euclid Avenue anticipated in 2030. Comment Card
865 I would like new ideas that implement the needs of the communities Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 and Downtown Comment affected by the expansion of the MLK freeway corridor. These new San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Card alternatives of the plan must eliminate the expansion of the MLK Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating freeway corridor. We need transit benefits for the impacted community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on communities. shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed.
866 We want to see expedited inclusion of 54th Street. This will make it The Draft San Diego Forward: The Regional Plan includes the Rapid line between San Diego State University and National City (Rapid Line 550) by Comment faster to travel from National City to City Heights on Euclid and 54th 2025. Card Street.
867 The Orange Line grade separations should be included and expedited. The Draft San Diego Forward: The Regional Plan recognizes the importance of rail grade separations and has included their implementation on several Comment This will make the Orange Line Trolley faster by not having the train key corridors intersecting with the Trolley, COASTER, and SPRINTER. The phasing of grade separations is based on individual project rankings along Card tracks interfere with car traffic. with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety and cost-effectiveness among other criteria. Grade separations for the Orange Line at Euclid Avenue, Broadway/Lemon Grove Avenue, Allison Avenue/University Avenue, and Severin Drive are included by 2035.
868 What are the ways SANDAG is mitigating immediate needs of residents The Environmental Impact Report (EIR) associated with San Diego Forward: The Regional Plan looks at mitigation measures. However, environmental Comment with the big plan? analysis (including mitigation) also is conducted for each project prior to the implementation phase. Please see Appendix A for a list of projects and Card their implementation phases. Some projects are planned for completion by 2020.
869 Make community involvement a priority. To support the development of San Diego Forward: The Regional Plan, SANDAG implemented a comprehensive public outreach and involvement Comment program. Early in the planning process, the agency developed a Public Involvement Plan (PIP) to guide the public outreach program. Per Government Card Code Section 65980(b)(2)(E), Public Involvement Plans for individual projects or plans must draw upon the SANDAG Public Participation Plan, which serves as a guiding framework for all of the agency’s PIPs. The Public Participation Plan2 was adopted by the SANDAG Board of Directors on December 21, 2012, and the PIP was subsequently adopted on February 22, 2013.Information regarding the SANDAG public involvement processes and outreach programs can be found in Appendix F: Public Involvement Program.
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870 Need a bridge over Euclid! The Draft San Diego Forward: Regional Plan includes a grade separation of the Orange Line tracks at Euclid Avenue anticipated in 2030. Comment Card
871 More shades over bus stops are needed. Shelter locations are prioritized by the number of daily boardings at each location. The Metropolitan Transit System (MTS) endeavors to install shelters Comment at high ridership stops, where space and necessary infrastructure is available. In some locations it is not possible to install a shelter because there is Card insufficient width to maintain accessibility requirements, the sidewalk is not level or otherwise suitable for the installation, or the number of rider boardings is too low to warrant a shelter. Although there are a limited number of shelters available, MTS is happy to review any location upon request for a future installation. Such comments can be submitted to the MTS Customer Service Department. MTS is currently purchasing up to 600 shelters, which will represent a 35 percent increase in the number of shelters provided.
872 Make the percentage of money spent to improve bike infrastructure The availability of funds is not directly tied to performance of certain modes but, rather, is based on more than 30 separate funding sources which Comment equal or greater (preferably greater than) the projected increase in often come with certain constraints dictating which type of projects they can be used for. However, the investment in the implementation of the Card ridership, i.e. we are at 1% ridership currently and 6% is goal - so we Regional Bike Plan has been expedited with the Early Action Program which designates $200 million for bike project completion from now through need sufficient dollars to support this! 2025. The Draft San Diego Forward: The Regional Plan includes full implementation of the Regional Bike Plan.
873 What is your projected plan for restrooms at Trolley stops and bus Restrooms are available at certain Metropolitan Transit System (MTS) transit centers for the use of patrons, including 12th & Imperial, Old Town, Comment areas? My concern is not only for those that frequently use the transit El Cajon, and San Diego State University. Hours and access vary by location. There are no plans to install additional public restrooms at MTS transit Card systems such as people going to work, students, mothers and their centers, due to the significant resources required to maintain and secure them. Unfortunately, the maintenance and security costs with the few children, and the elderly but also for the people that do not use the restrooms MTS does provide are extraordinarily high, due to frequent damage, destruction and theft of fixtures, vandalism, and illegal activities. These transit systems all the time such as Padres fans, tourists, those that expenses reduce funds available for MTS to provide transit services. Please note that many Downtown destinations already provide restrooms for their perform their civic duty downtown at the court house. Not having users, including the courthouses, civic buildings, schools, and Petco Park. Other public restrooms are available near the Civic Center, 12th & Imperial, restrooms currently causes men and women to urinate in parking lots, and Gaslamp Quarter stations. behind bushes, etc. The odor currently at these terminals is terrible causing people to not want to use these transportation options.
874 What is your projected plan for restrooms, truck stops and rest areas The Draft San Diego Forward: The Regional Plan (the Regional Plan) includes truck stops and rest areas (page 82 in Chapter 2). There are two locations Comment for commercial drivers (ie. semi trucks, buses, etc)? As far as I can tell planned for the future near the Interstate 15 and State Route 76 interchange, and near the State Routes 905 and 125 and new State Route 11 Card there is no projected plan for this. My concern is that truck drivers do interchanges. These two planned facilities are within the unconstrained portion of the Regional Plan, meaning that there are no funding identified not have any place to stop for food, restrooms or resting places. Truck currently for these projects. Inclusion in the Regional Plan positions these projects to compete for funding as funding opportunities come up. drivers consequentially are stopping on off -amps and street parking congesting those areas growing truck traffic and safety in the region. According to the summary report findings and recommendations of the Comprehensive Regional Goods Movement Plan and Implementation strategy (See pdf in website noted below) the projected growth in truck traffic is anticipated to significantly grow through 2035. Noted on page 15 "According to California Highway Patrol’s Statewide Integrated Traffic Records System (SWITRS), there were 99 fatal truck-involved accidents in the SCAG region in 2009 and 2,564 truck-involved accidents that resulted in injuries. One estimate calculates the average cost per fatal crash involving commercial vehicles at $7.2 million." http://www.camsys.com/pubs/CRGM_OnTheMove_ExecSummary.pdf
875 New bike facilities for street bikes should not be placed in our canyons In the instances where plans call for regional bikeways to be located in canyons or near waterways, we will continue to refine those alignments in the Comment and creeks. No pavement in our open space areas- dedicated or not. more specific project level analyses, taking into account environmental concerns. Card
876 The San Diego River Bike trail is not contiguous and doesn't work well A Gaps Analysis report for the San Diego River Trail (SDRT) has been completed. Using SANDAG Active Transportation Grant Program funding, the City Comment for commuting as you either have to illegally cross the street or detour of San Diego recently completed a direct crossing at Mission Center Road and will install another direct crossing at Camino Del Este. In addition, Card to the nearest traffic light. SANDAG currently has two projects on the SDRT in the Preliminary Engineering phase at Qualcomm Stadium and Carlton Oaks.
877 All traffic signals should have sensors that change the light for Local jurisdictions are increasingly using this technology as they upgrade their traffic signals. Two SANDAG grant programs, both included in San Diego Comment bicyclists. Forward: The Regional Plan, incentivize local jurisdictions to install or modify traffic signals that detect/change the signal for people who ride bicycles. Card These grant programs are the Active Transportation grant program and the Smart Growth Incentive Program.
878 Please focus on safe access to existing transit hubs before building new Retrofit projects to improve access to existing transit stops and stations are included in the Unconstrained Transportation Network. However, Comment hubs. Transit centers without first mile/last mile access turn people off San Diego Forward: The Regional Plan (Regional Plan) will be updated to reflect that these types of projects will be possible through planned future Card to transit making it harder to get support for future projects. investments in Mobility Hubs included in the Revenue Constrained Network. The Regional Plan also prioritizes providing safe access wherever new transit projects are built, as it is more efficient and cost-effective to include safe bike and pedestrian access as new stations are developed, rather than after the project is already on the ground.
879 Please consider updating the bike master plan to show the portion The Regional Bike Plan is not being updated as part of San Diego Forward: The Regional Plan. When the Regional Bike Plan is updated adjustments to Comment through Rose Canyon as being removed. It still shows the "old plan." corridor alignments will be considered at that time. Card
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880 This "vision" is all Agenda 21. This is specific to a very totalitarian- We appreciate your interest in our region's future. Comment Marxist ideology. You are lying to the peple and you have no regard for Card the protection of private property and zero tolerance for individual freedom. I will rejoice on the day I can leave this communist state of California
881 There need to be paths dedicated to bikes (and pedestrians). Streets Many of the Regional Bicycle Plan Early Action Program projects, which are included in San Diego Forward: The Regional Plan, will build separate, Comment have become simple too dangerous. Shared lanes downtown are a dedicated facilities for people who ride bikes (through cycletracks and class I facilities), and people who walk (through class I facilities). Card helpful interim step, but long term plans should reflect bike corridors.
882 SANDAG needs a near term plan to look at traffic bottlenecks and Decisions regarding local streets and roads are under the purview of the local jurisdictions. Your comment has been shared with staff at the City of Comment propose resolutions. For example, connecting Tierrasanta Blvd to San Diego. Card Mission Gorge Rd. or adding an access point to the Golden Triangle, such as proceeding with the Regents Road bridge.
883 A train platform at the Del Mar Fairgrounds should be a priority. The Del Mar Fairgrounds special events platform is scheduled to be constructed by 2035 as part of the COASTER double tracking project across Comment San Dieguito Lagoon. Preliminary Engineering and Environmental work are already underway. Card
884 The term "Smart Growth" is tossed out as a new planning concept. It Chapter 1 discusses smart growth in depth. The section entitled, "The Importance of Planning," contains a definition box of smart growth, stating Comment would help to have a better definition of what this would entail. that, "Smart growth is a compact, efficient, and environmentally-sensitive pattern of development that provides people with additional travel, housing, Card and employment choices by focusing future growth away from rural areas and closer to existing and planned job centers and public facilities, while preserving open space and natural resources and making more efficient use of existing urban infrastructure." A definition box is also included for sustainability. The "Why 'San Diego Forward: The Regional Plan'?" section of Chapter 1 discusses smart growth, and refers to the Smart Growth Concept Map. The Smart Growth Concept Map was inadvertently left out of the Draft Regional Plan, and will be incorporated into this section. Chapter 2 also discusses smart growth, and includes definition boxes for both active transportation as well as mixed-use. This chapter also details the transportation projects and investments between now and 2050 that collectively help support smart growth in the region. Chapter 3 discusses funding associated with smart growth. Chapter 5 includes a description of the Smart Growth Incentive Program and other resources that support smart growth and sustainable development in the region.
885 The Plan would benefit with true innovation. Modal centers are nice, SANDAG is developing a Regional Mobility Hub Implementation Strategy to identify transportation services, amenities, and urban design Comment and a good plan, but are short term. We already have bicycle rental enhancements that can bridge the distance between transit and an individual’s origin or destination. San Diego Forward: The Regional Plan (Regional Card racks being installed and EV smart cars. It would be good to brainstorm Plan) will recommend improvements, conceptual designs, and implementation strategies for different communities served by high-frequency transit in what are innovative ideas. Is this housing density with stores adjacent the San Diego region. to minimize trips? We need to anticipate better. A mix of land uses and residential and employment densities are key components of this concept. Additionally, a wide range of new and emerging shared mobility services (e.g. carshare, bikeshare, scootershare, on-demand shuttles) will be evaluated and incorporated to provide residents, employees, and visitors with a range of convenient travel options. Further, innovative concepts like universal transportation payment and real-time traveler information and trip planning tools will be incorporated to make transportation options more convenient and easy to access. As part of the Regional Plan, SANDAG developed an Emerging Technologies White Paper that describes the wide range of innovative transportation solutions that are being evaluated for the region. The white paper can be found at sdforward.com.
886 Why is light rail long-term? I feel it should be short-term. Carpool has Trolley projects are major capital projects and take a number of years to implement given the planning, environmental, design, and construction work Comment not worked. People (not many) are not going to bicycle to work. If we that needs to be done, as well as ensuring sufficient time for public involvement throughout the process. That being said, there is a major light-rail Card wait "long-term" for light rail there will not be any more money than project from Old Town to University City/UC San Diego planned to open by 2020 and a major San Ysidro to Kearny Mesa Trolley route planned for there is now. Please spend the money now on public transit, rather 2035. than widening the I-5 Coastal Corridor.
887 There should be restriping instead of widening on freeways. San Diego Forward: The Regional Plan (Regional Plan) incorporates Managed Lane/High Occupancy Vehicle (HOV) improvements on corridors with Comment substantial traffic congestion to support carpools, transit services, and solo drivers who pay a fee (such as in the Interstate 15 Corridor). Conversion of Card general purpose lanes to create additional Managed/HOV lanes would be governed by federal and state laws and regulations, Also, several alternatives evaluated in the Draft Environmental Impact Report (EIR) (5A, 5B, 5C, and 5D) convert general purpose lanes to managed lanes that support carpools. The Board of Directors will consider the comparative merits of the alternatives in the EIR when they consider adoption of the final Regional Plan.
888 Why so much emphasis on walking and biking, as if that will solve the Investments in bicycle and pedestrian infrastructure will increase travel options for the region's residents, particularly as an alternative to driving for short Comment lack of public transit. trips. Additionally, bicycle and pedestrian infrastructure helps support transit, as many people who ride transit get to or from transit stops or stations by Card walking or biking. The Draft San Diego Forward: The Regional Plan proposes about 50 percent of the investments for transit projects and operations.
203 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 222 August 28, 2015 No. Name Agency Comment Response Source 889 Study an extension of the Orange Line Trolley into the airport. A study was conducted in the 1980s regarding a trolley extension of the Trolley system to the airport along Harbor Drive. The project did not rank high Comment compared with other rail lines under consideration at the time. The idea was reintroduced in recent years; the SANDAG Board decided it would be better Card to connect to the airport along Pacific Highway rail corridor to enable access to the airport for Amtrak and COASTER as well as the Trolley. The Draft San Diego Forward: The Regional Plan includes an Airport Intermodal Transportation Center that would be served by all rail services, with an elevated walkway over Pacific Highway connecting to the airport rental car facility now under construction. An airport shuttle would operate along an on-airport road to connect with the passenger terminals; transit users would be able to use the shuttle at no cost. A first phase project would connect the existing Middletown station with an airport shuttle station located just west of the Pacific Highway and Palm Street intersection. This first phase project would enhance the pedestrian pathway between the Trolley station and the shuttle stop. This project is anticipated to be completed in mid-2016.
890 Work on a grid of bus routes in the most urban parts of San Diego - A good idea. The Draft San Diego Forward: The Regional Plan (Regional Plan) envisions a rich network of local bus and Rapid services along key arterial Comment downtown, Mid City, Coastal San Diego, and La Jolla. streets throughout the Urban Area Transit boundary, which includes the areas mentioned. Service frequency is also a key element of a good network Card of services, and the Draft Regional Plan proposes ten-minute all day service for most services in the Urban Area Transit boundary.
891 Cross connect Trolley lines so you can get anywhere with no more than A cross town trolley line is precisely what the proposed Trolley Route 562 is designed to do. It would operate between San Ysidro and Carmel Valley via the Comment 2 transfers. Interstate 805 and State Route 15 corridors, and would provide transfers with the Orange and Green Lines, as well as other local bus and Rapid services. Card
892 Frequency is important on the Trolley - at least 1 train every 10 minutes The Draft San Diego Forward: The Regional Plan includes frequency improvements on all Trolley lines to every 7.5 minutes throughout the day. Grade Comment on the Green and Orange Lines. These frequencies should come with separations are planned at a number of locations along the Trolley lines. A Trolley tunnel downtown was evaluated but was deemed unnecessary with Card train tunnels downtown and more grade separations. the additional of the Trolley Route 562 line along the Interstate 805 and State Route 15 corridors that will take much of the burden off Blue and Orange operations in the downtown area.
893 Gondolas should be considered where appropriate. Gondolas are super SANDAG will evaluate the feasibility of implementing the skyway/aerial gondola concept in a number of locations including: Sorrento Valley, Comment frequent, can climb steep grades, and cross ground based obstacles. Pacific Beach, and Downtown. Card The La Jolla/Torrey Pines coast, USD, Mission Valley, and downtown are all appropriate locations.
894 Pedestrian access to both sides of Trolley stations across the freeways Pedestrian access surrounding transit stops and stations is critical - improvements to pedestrian access in transit stop/station areas will be addressed Comment and river is important. through investments in Safe Routes to Transit, with funding included the Draft San Diego Forward: The Regional Plan. Card
895 University City - projected growth will have traffic impacts on the Improvements to State Route 52 are included in the Plan with two additional General Purpose Lanes planned between Interstate 5 and Interstate 805. Comment quality of life for University City residents. The following should be The City of San Diego includes improvement to the local roadway network in its Mobility Element. California High Speed Rail is included in the San Card considered: 1. Alternative routes through and around the "Golden Diego Forward: The Regional Plan; this is a project of the California High-Speed Rail Authority. Triangle" : adding lanes on SR 52, building Regents Road bridge to provide an alternative route, widening Genesee to accommodate the massive traffic during the commuting hours. Funding (federal, state, and local) and the California High Speed Rail bonds are general issues.
896 Need more space for bikes on Trolley cars. The Metropolitan Transit System (MTS) understands the limited space available in Trolley cars for bicycles. Unfortunately increasing space for bicycles Comment would remove seats and other available space for passengers, especially those with mobility devices. MTS is working with SANDAG on the placement Card of bicycle infrastructure at station locations to reduce some of the need for passengers to travel on the system with their bicycle on board.
897 SANDAG needs to do a grade separation of the road at Governor and Separation of local streets is under the purview of local jurisdictions. Your comment has been shared with staff at the City of San Diego. Comment Genesee. This would solve the Genesee traffic problem without going Card through Rose Canyon.
898 Preserving the small amount of open space we have in University City is In the instances where plans call for regional bikeways to be located in canyons or near waterways, we will continue to refine those alignments in the Comment crucial. Keep Rose Canyon green and no bridge or "paved" bike paths. more specific project level analyses, taking into account environmental concerns. Card
899 SANDAG was short sighted not to put rail system down I-5 and I-805. The Draft San Diego Forward: The Regional Plan includes the Mid-Coast Trolley line that runs parallel to the Interstate 5 corridor from Old Town to the Comment Not enough access to Mission Valley from I-805. University City and UC San Diego area. The planned Trolley Route 562 that will connect San Ysidro and Carmel Valley would run along both the Card Interstate 805 and Interstate 15 corridors.
900 Parking at transit centers is very limited and restricted (tow away risks, The Draft San Diego Forward: The Regional Plan includes funding for capacity enhancements at existing rail and Rapid park-and-ride locations to better Comment etc.). When is SANDAG or this Plan going to increase parking structures meet future demand. In addition, a regional Mobility Hubs strategy is being developed that could offer an array of "first/last mile" connections in Card to better accommodate commuters in their efforts to get from our addition to park-and-ride lots, ranging from bikeshare and carshare to pedestrian and bicycle infrastructure. homes to transit centers?
901 MTS question: Why can't you provide some Express buses to SD The Federal Transit Administration, which distributes funds to operators like the Metropolitan Transit System (MTS), has determined that limited, Comment County Fair, especially in June? I arranged for some people to work at special event bus service like this would be considered a charter. It is generally prohibited for federally-funded transit agencies like MTS to offer charter Card the fair last year and they had to change buses 3 times and then ended service. Further, MTS does not have the buses or the manpower available to provide a resource-intensive service for a short duration like the San Diego up in Solana Beach and took another bus back to the fair. County Fair. Fair-goers interested in using transit can utilize the NCTD COASTER from Downtown or Old Town to the Solana Beach station, from which a shuttle is offered to the fair gates.
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902 Really need to decrease cars. The Draft San Diego Forward: The Regional Plan includes investments to provide choices for people to get around. It includes a robust system of Comment Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are Card provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor.
903 Plan a rail stop at split off at the west side of the Del Mar Fairgrounds. SANDAG, the North County Transit District, and other stakeholders are currently developing a project to construct a special events platform on the Comment west side of the Fairgrounds. The project is included in the Draft San Diego Forward: The Regional Plan; however, no final design or construction funds Card have currently been set aside for the project.
904 The main issue with these plans is that they take forever to get built in We appreciate your feedback. Federal law requires SANDAG to develop a regional plan built on reasonable assumptions of the revenues that will be Comment this state. There needs to be a way to cut red tape so that these available during the time period covered by that plan. While we are anticipating around $200 billion over 35 years, we don't have all of that money Card projects take less time to complete and for less money. right now. Some funds will become available on a yearly, ongoing basis; others will be delivered in a single payment at one particular time. The timing also can depend on when the state Legislature and federal government pass their budgets. Projects will be implemented in phases over the next 35 years. Appendix A includes the list of projects by phasing period.
905 Were Bird Rock style roundabouts considered for Camino Del The Bird Rock roundabouts were a City of San Diego project and not a SANDAG project. However, the project did receive Smart Growth Incentive Comment Mar/Coastal Del Mar region? Program funding from SANDAG. Future projects (such as roundabouts in Del Mar by the City of Del Mar) could seek similar funding from SANDAG Card assuming that the projects meet the eligibility requirements. Your comment has been shared with staff at the City of Del Mar. Roundabouts along Camino del Mar in the downtown area have been analyzed in the Village Specific Plan (2012) that was rejected by the Del Mar voters. Del Mar is currently in the process of analyzing a roundabout at Jimmy Durante Boulevard and San Dieguito Drive (currently under CEQA review), and may consider additional roundabouts in the future.
906 MTS - There needs to be vans from downtown to Balboa Park, MTS offers extensive bus service between Downtown and Balboa Park (Routes 3, 7, 120, and 215), Downtown and the beach areas (Routes 30, 901, Comment downtown to beaches, from south University City to north University and 923), and between South University City and North University City (Routes 41, 50, and 105). Card City or UTC so we can get to the Trolley. MTS and SANDAG need MTS is advisory member on the SANDAG Board of Directors and Policy Committees and staff from both agencies work collaboratively on projects on a much more coordination. regular basis.
907 Universal transportation account key to eliminating currency The Compass Card was the first step toward this goal of creating a universal transportation card; the next step in the evolution is in the planning Comment equivalency barriers between transit types. stages. Card
908 How do we pre-empt/counter/deal with inevitable and near instant As the regional planning agency, SANDAG acknowledges that land use authority rests with the local jurisdictions. SANDAG collaborates with local Comment community pushback relative to transit hubs/new corridors and their jurisdictions and communities by providing incentives for smart growth and active transportation through the TransNet Smart Growth Incentive and Card necessary intensification/diversity of uses? Active Transportation grant programs. The grant programs strive to support projects that will serve as models of higher density, mixed-use development near existing and planned transit that could be replicated in a variety of settings throughout the region. In addition, a near-term action included in San Diego Forward: The Regional Plan is to complete the first phase of a Regional Mobility Hub Strategy to identify potential locations. This effort will include community involvement to identify the areas that would be best suited for early implementation and could serve as models for other communities moving forward.
909 Why is there no public transportation whatsoever in the densely Transit is effective where there is a strong transit-supportive land uses -- areas that have higher densities and allow walking access to transit stations. Comment populated areas of: Carmel Valley, Del Mar Heights, Pacific Highlands The Carmel Valley/Del Mar Heights areas have these transit-supportive land uses, and a Trolley line and Rapid service are planned. The other areas are Card Ranch, Del Mar Mesa, Torrey Highlands, Black Mountain Ranch, lower density and have urban designs oriented around the automobile, making it difficult to serve with transit. There is one Rapid service planned to 4S Ranch, Del Sur, or Fairbanks Ranch? connect the Solana Beach/Carmel Valley with the Interstate 15 Corridor that will provide some access to these areas.
910 Absolutely 19th Century. No vision. "Tricycle lanes". If Steve Jobs thought The Draft Regional Plan contains a rich network of both new light rail and Rapid lines, and the creation of a network of ten-minute all day service on Comment this way we wouldn't have iPhones. Transit- study big cities - spend smart existing light rail, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with Card money, overhead rail now. Bicycles are not transit. Buses - heavy, Trolley is other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. yesterday. This "Plan" is just more lawsuit generating waste of money. Transit more timely = light rail, monorail - not buses/bikes.
911 Big Vision - Future not Yesterday San Diego Forward: The Regional Plan (Regional Plan) contains a rich network of both new Trolley and Rapid lines, and creation of a network of ten- Comment This is 19th century technology. minute all day service on existing Trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future Card mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone. In terms of Nothing futuristic, modern. technology, the Draft Regional Plan includes several transportation demand and systems management elements that will take advantage of both Transit orient - study big city transit. existing and future technology including vehicle automation. Investment in “mobility hubs” also is included in the Draft Regional Plan to utilize technology to enable a wide range of options for accessing station sites such as bike lockers, carshare, and bike share with real time information travel and traffic information. The Urban Area Transit Strategy (Appendix U.17) researched transit systems in Portland, Oregon, Sydney, Australia, and Vancouver BC, Canada, among other cities.
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912 Did you look into implementing congestion management strategies? Yes, the San Diego region has implemented the application and use of congestion pricing strategies and is considering future expansion through 2050. Comment Like the strategies/policies in Singapore, London, or Stockholm. The existing congestion pricing strategy applies toll rates computed using a dynamic pricing algorithm based on real time roadway conditions along the Card Interstate 15 corridor and is part of a larger congestion management strategy package. Specifically, the region’s congestion pricing system (FasTrak® system) is accompanied by other complementary strategies as part of the Managed Lanes network that places emphasis on improving mobility and providing commuters with flexible and valid alternative transportation choices to the single occupant vehicle. Managed Lanes are designed to give priority access to transit, carpool, and vanpool users free of charge while applying congestion pricing for people driving alone through the FasTtrak system. San Diego Forward: The Regional Plan includes funding for Managed Lanes segments along the region’s transportation corridors including, but not limited to, the Interstate 15 and Interstate 805, and Managed Lanes along portions of, but not limited to, State Route 52, State Route 94, and State Route 78 for approximately a total of 160 miles by 2050.
913 You mention funding as one of the reasons why we can't build transit. The Draft San Diego Forward: The Regional Plan describes the statutorily allowed uses for the funds that are included. Many of these funds are specific Comment Have you considered going back to the voters to ask them to reshuffle to transit systems, including capital and operations. Card TransNet priorities? The TransNet Ordinance includes several transit projects, and has in fact completed, or has completed some of the initial phases of work, for most of the transit projects listed in the Ordinance. The Ordinance also requires a comprehensive review by the Board every ten years of all projects and programs implemented under the Expenditure Plan to evaluate the performance of the overall program over the previous ten years and to make revisions to the Expenditure Plan to improve its performance over the subsequent ten years. The first such review is required in FY 2019.
914 I would like to know where to find studies on climate and I would like The Climate Change Mitigation and Adaptation White Paper prepared for San Diego Forward: The Regional Plan contains a number of resources Comment you to organize a workshop in the area about the topic. related to climate change and is available at SDForward.com. Card A mí me gustaría saber en dónde buscar trabajos sobre el clima y que El documento sobre la Adaptación y Mitigación del Cambio Climático preparado para San Diego Forward: El Plan Regional contiene una serie de organizaran un taller en el área. recursos informativos relacionados con el cambio climático y está disponible en el sitio web sdforward.com.
915 I wish there was more publicity to these type of workshops through We greatly appreciate your feedback and will take this comment into consideration for future outreach events. While the May 2015 workshops were Comment television and radio, so the community could engage more and give not featured in local radio or TV spots, SANDAG used other cost-effective ways to reach out to the public including newspaper notices, Facebook and Card their opinion. Twitter posts, and email notifications. SANDAG also reached out to our partner agencies, committees, working groups, and Community-Based Me gustaría que hubiera más difusión a este tipo de talleres a través de Organizations to help spread the word of any upcoming outreach activities. televisión y radio para que la comunidad en general participe con su Estamos muy agradecidos por sus comentarios y los tomaremos en cuenta para futuros eventos de contacto. Mientras que los talleres de mayo del opinión. 2015 no se promocionaron a través de programas locales de radio o televisión, SANDAG utiliza otras formas efectivas para llegar al público, incluyendo avisos en periódicos, Facebook y Twitter, y notificaciones de correo electrónico. SANDAG también se puso en contacto con agencias asociadas, comités, grupos de trabajo y organizaciones de base comunitaria para ayudar a difundir la palabra de todas las actividades futuras de diálogo.
916 I think that the construction of the Trolley is taking too long. SANDAG wishes it did not take so long either. Unfortunately, the public outreach, environmental, and federal funding processes add considerable time Comment Opino que la construcción del trolley es un poco tardada. to the schedule. Plus the fact that Trolley projects, especially where elevated structures are required, are often complex undertakings. Card SANDAG también desearía que la construcción durara menos. Desafortunadamente, la difusión pública, procesos ambientales, y financiamiento federal añaden tiempo considerable al tiempo de planeación. Aunado al hecho de que los proyectos de Trolley, especialmente cuando estructuras elevadas son requeridas, suelen ser labores complejas.
917 I think that you are doing a good job encouraging people to use Thanks for your comment. The Draft San Diego Forward: The Regional Plan includes the implementation of the Regional Bike Plan and other programs Comment bicycles. such as Safe Routes to Transit and Safe Routes to School to support active transportation. Card Me parece una buena idea que alienten a la gente a usar bicicletas. Gracias por su comentario. El borrador del Plan Regional incluye la implementación del Plan Regional de Ciclovías y otros programas tales como Rutas Seguras al Transporte Público y Rutas Seguras a la Escuela con el fin de apoyar el transporte activo.
918 What will happen to the protected areas of vegetation and birds within Approximately half of the County of San Diego would be conserved as open space. The local jurisdictions are in various stages of the adoption of Comment the next 10 years? regional habitat conservation plans. These plans will protect wildlife and provide for open space throughout the region by identification, conservation, Card Will urban growth affect the protected areas in Chula Vista, such as the and management of interconnected habitat lands. SANDAG is assisting in this effort through its TransNet Environmental Mitigation Program which has area of the "Mantarraya", and estuaries? It's a beautiful place! conserved over 3,400 acres to date. Additional acquisitions are planned in the future that will both protect open space, implement regional habitat conservation plans, and satisfy the future mitigation requirements of regional transportation projects. ¿Qué va a pasar con las reservas de vegetación y aves dentro de los próximos 10 años? Aproximadamente la mitad del Condado de San Diego sería conservada como espacio abierto. Las jurisdicciones locales se encuentran en diversas etapas de la adopción de los planes de conservación de hábitats regionales. Estos planes protegerán la fauna y proveerán espacio abierto a través de la ¿Afectarán los crecimientos urbanos a las áreas de reservas en Chula región por medio de la identificación, conservación, y el manejo de una red de hábitats. SANDAG está asistiendo en este esfuerzo a través del Vista, como el área de la "Mantarraya", y los estuarios? ¡Es un lugar Programa de Mitigación Ambiental TransNet (EMP, por sus siglas en inglés) el cual ha conservado más de 3,400 acres hasta la fecha. Más adquisiciones precioso! están planeadas para el futuro, las cuales protegerán espacios abiertos, implementarán planes de conservación de hábitats regionales, y cumplirán con los requerimientos de mitigación de proyectos de transporte regional.
206 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 225 August 28, 2015 No. Name Agency Comment Response Source 919 Una idea para agilizar el acceso al trolley a personas discapacitadas es The Metropolitan Transit System has no plans to offer such a service at this time. The resources that would be required to implement and enforce such Comment asignar un lugar específico en un vagón que siempre esté disponible y a system would probably be unsustainable. In an open environment such as a transit vehicle, a reservations program isn’t likely to be manageable. Card que utilice tecnología que facilite a la persona acceder al vagón. Esto En este momento, MTS no tiene planes de ofrecer dicho servicio. Los recursos que requeriría implementar y mantener tal sistema probablemente no hará que las personas discapacitadas siempre tengan un lugar serían sustentables. En un espacio abierto, tal como como un vehículo de transporte público, un programa de reservación no sería manejable. específico donde viajar. An idea for quick access to the trolley for disabled people is to assign a specific spot in a car that is always available for the person, and use technology to facilitate access to the car. This will allow disabled people to always have a specific seat on the trolley.
920 I recommend a new Rapid Bus route along 54th street for faster travel The Draft San Diego Forward: The Regional Plan includes a new Rapid service (Rapid 550) connecting San Diego State University and the Palomar Comment to National City, City Heights, and Kearny Mesa. Street Trolley station via the 54th Street corridor, Southeastern San Diego, City Heights, National City, and Chula Vista. While the service is not Card Recomiendo un camión rápido en la calle 54 para hacer viajes más envisioned to connect directly to Kearny Mesa, connections can be made to the future Trolley route that will provide direct service between Grossmont rápido a National City, City Heights, y Kearny Mesa. Center and Kearny Mesa. El borrador del Plan incluye un nuevo servicio rápido (Rapid 550) que conecta SDSU y la estación de Trolley de Palomar Street a través de 54th St., el sureste de San Diego, City Heights, National City y Chula Vista. Mientras que el servicio no está previsto para conectarse directamente con Kearny Mesa, las conexiones se pueden hacer a través de la futura ruta del Trolley que proporcionará un servicio directo entre Grossmont Center y Kearny Mesa.
921 The Plan does not include bus stops in communities that are being It is not clear what "impacted communities" are being referred to here, but many of the increased Trolley and bus services included in the Draft Comment impacted, and this is not fair. We have to include a benefit for the San Diego Forward: The Regional Plan (Regional Plan) will provide improved access to disadvantaged communities. Card community. If the commenter refers to the State Route 94 (SR 94) Express Lanes project, please note that local representatives and community stakeholders along El Plan no incluye paradas en comunidades que están siendo the project alignment have recently requested that Caltrans consider incorporating community-based alternatives into the SR 94 Express Lanes draft impactadas, y esto no es justo. Tenemos que incluir un beneficio para Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law does not allow permanent use la comunidad. of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed. No está claro a lo que "comunidades afectadas" hace referencia aquí, pero muchos de los aumentos de servicios de trolley y autobús incluido en el borrador del Plan Regional proporcionarán un mejor acceso a las comunidades en desventaja. Si el comentador hace referencia al proyecto SR 94 Express Lanes, por favor note que representantes locales y personas interesadas de la comunidad han solicitado recientemente a Caltrans que considere incorporar alternativas basadas en la comunidad dentro del Reporte de Impacto Ambiental (EIR, por sus siglas en inglés) del proyecto de carriles exprés SR 94. Entre las alternativas propuestas se encuentra una ruta de autobús que transite por los acotamientos de la autopista. Mientras que actualmente la ley no permite el uso permanente de acotamientos para rutas de autobús a lo largo de SR 94, la propuesta de una ruta de autobús en los acotamientos es una oportunidad para emplear esta estrategia de forma temporal hasta que las mejoras permanentes puedan ser implementadas. Otros comentarios de la comunidad también están siendo considerados, y como resultado Caltrans está evaluando la factibilidad de convertir carriles regulares en Carriles Exprés. Otra alternativa proveería a comunidades a lo largo de SR 94 acceso a servicios Rapid, tanto actuales como a futuro, lo cual requeriría la evaluación del proyecto de conexión de SR 15/SR94 HOV-to-HOV antes de lo previsto. El borrador del Reporte de Impacto Ambiental (EIR) será publicado una vez que más análisis sean completados.
922 I recommend improving existing transit. Safer routes and investing on Safe Routes to Transit, which address the types of improvements described in this comment, is funded in San Diego Forward: The Regional Plan. Comment improvements, such as street lights and sidewalks in good shape to board Rutas Seguras hacia el Transporte Público, el cual aborda las clases de mejoras descritas en este comentario, está presupuestado en San Diego Forward: Card the busses, can result in a safer experience using public transportation. El Plan Regional. Recomiendo el mejoramiento de tránsito que ya existe. Rutas más seguras y la inversión de fondos en mejoras, tales como iluminación y banquetas para abordar los camiones, pueden resultar en una experiencia más segura usando el transporte público.
207 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 226 August 28, 2015 No. Name Agency Comment Response Source 923 El Proyecto de expansión de la interestatal 94 no beneficia a las Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 and Downtown Comment comunidades, solo causa más contaminación. San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along the route. Card The expansion project of Interstate 94 does not benefit the Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating communities. It only causes more pollution. community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed. Caltrans ha estado estudiando los impactos ambientales de añadir Carriles Exprés a lo largo de SR 94 entre la autopista I-805 y el Centro de San Diego. La adición de estos Carriles Exprés ayudará a la implementación de los planes del South Bay Rapid, así como el uso compartido de vehículos a lo largo de la ruta. Representantes locales y miembros interesados de la comunidad han solicitado recientemente que Caltrans considere la incorporación de alternativas basadas en la comunidad en el Reporte de Impacto Ambiental (EIR, por sus siglas en inglés) del SR 94. Entre las posibles propuestas se encuentra una ruta de autobús sobre el acotamiento de la carretera. A pesar de que la ley no permite el uso permanente de acotamientos para rutas de autobuses en la autopista SR 94, la propuesta de una ruta de autobús sobre el acotamiento es una oportunidad para emplear esta estrategia de forma temporal hasta que las mejoras permanentes puedan ser llevadas a cabo. Otros comentarios de parte de la comunidad también están siendo considerados, y como resultado, Caltrans está evaluando la factibilidad de convertir carriles regulares en Carriles Exprés. Otra de las alternativas ofrecería a las comunidades a lo largo de la SR 94 acceso directo a servicios de Autobuses Rapid actuales y futuros, lo cual requeriría una evaluación más rápida del futuro proyecto de conexión directa SR 15/SR 94 HOV-a-HOV. El borrador del Reporte de Impacto Ambiental (EIR) será publicado una vez que los análisis adicionales sean completados.
924 I would like for the blue and orange lines of the Trolley to be faster. The Draft San Diego Forward: The Regional Plan includes implementation of limited-stop Rapid bus services in the Interstate 5 and State Route 94 Comment Me gustaría que las líneas azul y naranja del trolley fueran más rápidas. corridors that would provide faster service for Blue and Orange Line passengers making longer distance trips. Card El borrador del Plan incluye la implementación de servicios de autobuses Rápidos con paradas limitadas en los corredores de la autopista I-5 y SR 94 que proporcionarían un servicio más rápido para los pasajeros de las Líneas Azul y Naranja que realizan viajes de mayor distancia.
925 We need a Trolley line that goes through City Heights and other The Draft San Diego Forward: The Regional Plan includes a new Trolley line (Route 562) that would connect San Ysidro with University City/Sorrento Comment communities. Mesa via the Interstate 805 and State Route 15 (SR 15) corridors, including stations at SR 15/El Cajon Boulevard and SR 15/University Avenue. This new Card Urge otra linea de trolley que circule por City Heights y otras Trolley line will provide direct connections to the Green Line in Mission Valley, Kearny Mesa, and University Town Centre/Sorrento Mesa. comunidades. El borrador del Plan Regional incluye una nueva línea de trolley (Rt 562) que conectaría San Ysidro con University City/ Sorrento Mesa a través de los corredores de las autopistas I-805 y SR 15, incluyendo estaciones en SR 15 / El Cajon Blvd y SR 15 / University Ave. Esta nueva línea de trolley ofrecerá conexiones directas a la Línea Verde en Mission Valley, Kearny Mesa y UTC / Sorrento Mesa.
926 Communities need those $ 600 million to improve transit. The Draft San Diego Forward: The Regional Plan contains a rich network of new and improved transit projects throughout the region totaling over Comment Las Comunidades necesitan esos $600 millones para mejorar el $80 billion (in year of expenditure). Card transporte público. El borrador del Plan Regional contiene una vasta red de nuevos proyectos y mejoras al transporte público a lo largo de la región que suman más de $80 billones (en año de gasto).
927 We need public transportation justice. San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving alone, Comment Necesitamos justicia de transporte público. including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are Card aimed at accommodating multiple alternatives. For example, a new Trolley line would include the development of “mobility hubs” that enable a wide range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan contains a rich network of both new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a wide range of time-competitive and convenient alternatives to driving alone.
928 We don’t want you to spend millions and millions on highways. The The San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving alone, Comment most important thing for us is to improve public transportation. The including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are Card reason that our communities are heavily polluted is because we are aimed at accommodating multiple alternatives. For example, a new trolley line would include the development of “mobility hubs” that enable a wide surrounded by so many highways. We want a benefit to our range of options for accessing station sites such as bike lockers, carshare and bike share services, and shuttle services. Managed Lanes facilities provide communities, and not diseases, such as respiratory problems, in our priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. The Regional Plan children. Thanks! contains a rich network of both new trolley and Rapid lines, and creation of a network of ten-minute all day service on existing trolley, Rapid, and local No queremos que gasten millones y millones en autopistas. Lo más bus services in urban areas. Transit, therefore, will be a key element in meeting our future mobility needs along with other projects that will create a importante para nosotros es que mejoren el transporte público. La wide range of time-competitive and convenient alternatives to driving alone. Public Health has been fully incorporated throughout the Regional Plan razón por la que nuestras comunidades están muy contaminadas es update process including a Public Health White Paper, Project Evaluation Criteria, Performance Measures, Unconstrained Transportation Network, porque estamos rodeados de tantas autopistas. Queremos un beneficio Alternative Transportation Scenarios, Preferred Transportation Network, and the Draft Plan for the Regional Plan. The Regional Plan projections show para nuestras comunidades, y no enfermedades como problemas that the San Diego Region will not only meet but exceed Senate Bill 375 greenhouse gas emission reduction targets set by the California Air Resources respiratorios en nuestros niños. ¡Gracias! Board for future years 2020, 2035, and 2050. 208 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 227 August 28, 2015 No. Name Agency Comment Response Source 929 En general son buenos planes, sin embargo en esta comunidad existen The Metropolitan Transit System (MTS) is currently purchasing up to 600 new shelters, which will represent a 35 percent increase in the number of Comment muchas necesidades relacionadas con servicios de transporte, por shelters provided. Shelter locations are prioritized by the number of daily boardings at each location. MTS endeavors to install shelters at high ridership Card ejemplo el servicio de usuarios de autobuses, y principalmente en el stops, where space and necessary infrastructure is available. Some locations are not possible for a shelter because there is insufficient width to maintain área de espera para discapacitados. Se necesitan techos de sombra accessibility requirements, the sidewalk is not level or otherwise suitable for the installation, or the number of rider boardings is too low to warrant a especialmente cuando llueve. shelter. Although there are a limited number of shelters available, MTS is happy to review any location upon request for a future installation. Such The ideas are generally good, but in this community there are many comments can be submitted to the MTS Customer Service Department. needs related to transportation services, such as bus service, mainly in Actualmente MTS está adquiriendo hasta 600 nuevas paradas cubiertas, lo cual representa un aumento del 35 percent en el número actual. La the waiting area for the disabled people. Shade roofs are needed ubicación de paradas cubiertas es determinada en base al número de abordajes diarios en cada locación. MTS busca la instalación de paradas cubiertas especially when it rains. en estaciones con un alto número de pasajeros, donde el espacio y la infraestructura necesaria están disponibles. Algunas ubicaciones no son factibles para la instalación de paradas cubiertas por que no cuentan con suficiente espacio para cumplir las normas de accesibilidad, las banquetas no están niveladas o no están adecuadas para la instalación, o el número de abordajes es muy bajo. A pesar de que hay un número limitado de paradas cubiertas disponibles, MTS está feliz de analizar cualquier locación bajo solicitud para una futura instalación. Dichos comentarios pueden ser enviados al Departamento de Servicio al Cliente de MTS.
930 Projects on expanding roads should be postponed. The plan of Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 (I-805) and Comment expanding the SR 94 freeway is not good for our community because Downtown San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along Card we have a lot of pollution in Sherman Heights. And this plan will the route. Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating worsen the quality of the air we breathe. The streets in the community community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on of Sherman Heights are in bad conditions and there is no money to shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an improve the streets, but there are millions of dollars to expand the opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also highways. This is not fair. being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another Los proyectos de expansión de carreteras se deben de posponer. El plan alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation de expansión del 94 no es bueno para nuestra comunidad porque ya of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed. tenemos mucha contaminación en Sherman Heights. Este plan va a Caltrans ha estado evaluando los impactos ambientales resultantes de añadir Carriles Exprés a lo largo de la SR 94 entre I-805 y el Centro de empeorar el aire que respiramos. Las calles en la comunidad de Sherman San Diego. La adición de estos Carriles Exprés apoyaría el servicio previsto South Bay Rapid, así como vehículos compartidos a lo largo de la ruta. Heights están muy destruidas y no hay dinero para mejorar las calles, Representantes locales y personas interesadas de la comunidad han solicitado recientemente a Caltrans que considere incorporar alternativas basadas pero si hay millones de dólares para la carretera. Esto no es justo. en la comunidad dentro del Reporte de Impacto Ambiental (EIR, por sus siglas en inglés) del proyecto de carriles exprés SR 94. Entre las alternativas propuestas se encuentra una ruta de autobús que transite por los acotamientos de la autopista. Mientras que actualmente la ley no permite el uso permanente de acotamientos para rutas de autobús a lo largo de SR 94, la propuesta de una ruta de autobús en los acotamientos es una oportunidad para emplear esta estrategia de forma temporal hasta que las mejoras permanentes puedan ser implementadas. Otros comentarios de la comunidad también están siendo considerados, y como resultado Caltrans está evaluando la factibilidad de convertir carriles regulares en Carriles Exprés. Otra alternativa proveería a comunidades a lo largo de SR 94 acceso a servicios Rapid, tanto actuales como a futuro, lo cual requeriría la evaluación del proyecto de conexión de SR 15/SR94 HOV-to-HOV antes de lo previsto. El borrador del Reporte de Impacto Ambiental (EIR) será publicado una vez que más análisis sean completados.
931 Communities need improvements within cities, not outside of them. The demographic projections for the Draft San Diego Forward: The Regional Plan (Regional Plan) show that the cities and county are growing mostly Comment Highways can wait, residents do not. within the existing developed areas which creates this opportunity to plan for more mobility choices within these urban areas. This includes developing Card Las comunidades necesitan mejoras dentro de las ciudades, no fuera de a wide range of transportation choices to driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. Planned ellas. Las autopistas pueden esperar, los residentes no. highway Improvements will increase the efficiency of the regional transportation system. Additionally, the Regional Plan includes a robust system of Managed Lanes that give priority access to transit, carpools, vanpools, motorcycles, and certain clean-air vehicles at no cost. Solo drivers, however, are provided the opportunity to utilize Express Lanes, but must pay a fee to do so. This fee, in turn, is reinvested to support transit services along the same corridor, such is the case with the Interstate 15 corridor. Las proyecciones demográficas del borrador del Plan Regional muestran que las ciudades y el condado están creciendo principalmente dentro de las áreas desarrolladas existentes, lo cual crea la oportunidad de planificar más opciones de movilidad en estas áreas urbanas. Esto incluye el desarrollo una amplia gama de opciones de transporte, incluyendo un aumento en servicios de transporte público, el uso de automóviles compartidos, el uso de bicicletas, y caminar. Planes de mejoras a las autopistas incrementara la eficacia del sistema de transporte regional. Aunado a eso, el Plan Regional incluye un robusto sistema de Carriles Exprés que brindan prioridad de acceso al transporte público, automóviles compartidos, motocicletas, y ciertos tipos de vehículos de baja emisión totalmente gratis. Sin embargo, conductores que viajen solos tienen la opción de usar los Carriles Exprés, pero tendrán que pagar una cuota. Esta cuota es usada para reinvertir en el mantenimiento y mejoras de los servicios de transporte público a lo largo del mismo corredor; tal es el caso de la autopista Interestatal 15.
932 Pedestrian bicycle bridges: They are really good and can be very useful Design of such facilities is crucial to providing impactful access for people who walk or bike, particularly for vulnerable roadway users such as seniors Court when used; however, more effort and thought must go into planning and people with disabilities. Design and alignment will be carefully considered as SANDAG implements such projects. Reporter how they connect to something. These zig-zag ramps back-and-forth to the sidewalk don't work, people won't use them. They need to go into where they're connected to. They don't need to get the easements, the right-of-way to people and put the path and connect something, not just zig-zag at the sidewalk.
209 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 228 August 28, 2015 No. Name Agency Comment Response Source 933 Trolley speeds: Right now, it is no matter how fast they are going, is It is hard to answer this without specifics on the location of the problem and date/time. It could be the Trolley Renewal project that has been underway Court perceived to be very much slower than it keeps going. They slow down for the last two years; it could also be traffic lights (for downtown trolley operations along Park Blvd and C Street) or general train congestion. The Reporter a lot, and I understand there's construction going on right now; Metropolitan Transit System operates the trolleys as fast as possible but prioritizes safety and must comply to all laws and regulations. however, even when there's no construction they slow down a lot. Some effort needs to be made into fixing these issues what makes it slow down so much, fix it; whatever is slowing the transit, whether it's the tracks, safety issue, something else, fix it. Get rid of it so that transit can be on their way and take people where they need to go. The people will ride them.
934 The trains, the tracks to Del Mar: Instead of building a big giant tunnel Several stabilization projects have already been completed along the Del Mar bluffs to extend the life of the tracks. The bluffs will continue to erode Court through Del Mar to avoid the bus, I'd put in one tunnel for just and eventually the track alignment must be changed. The Del Mar tunnel is currently planned to be constructed as a double track tunnel and the Reporter northbound tracks, should be cheaper and easier to construct and tracks along the bluffs are envisioned to be removed. leave the southbound tracks on the bluffs. After the tunnel is built and the tracks are near, you could keep the tracks in there and then fix the bluffs so there's no issues there, beef up the tracks, whatever you need to do along the bluffs but leave the southbound train on the bluffs. Part of the reason that people take the train is to see the ocean.
935 The transit tax should be increased: All these people, the bike people, The TransNet Ordinance includes a provision which requires the SANDAG Board of Directors to act on an additional funding measure to meet some of Court the pedestrians, the transit people, environmentalists who want to see the needs of the regional habitat conservation plans. In addition, the Board is assessing other regional needs and is analyzing the feasibility of placing a Reporter more transit are complaining it's not happening fast enough, well then funding measure on the November 2016 ballot to address some of these regional needs. let's increase the transit tax half a percent and then we'll build those things they want.
936 There are many missing roadway connections in town. They need to be San Diego Forward: The Regional Plan takes the regional perspective to develop a system of transportation projects that meet the diverse mobility Court fixed so that people, they can walk, drive, transit, whatever, can use it needs of the region by providing a wide range of choices in how we travel. Local jurisdictions are responsible for implementing local road projects Reporter to get that way, instead of going around in circles to get to where they included in their mobility or circulation elements. In terms of local road improvements. The Draft Regional Plan identifies funding that local jurisdictions want to be. Stop worrying about what one little community's concern receive for these type of projects. Please see Chapter 3 for additional information. is, what's better for the region, for the whole city, as long as we don't - - I don't want to damage the community and I think it can be mitigated, but put the roads through.
937 I'm referencing South Park past Gregory Street. What we'd really like to The Draft San Diego Forward: The Regional Plan (Regional Plan) seeks to achieve a balance in providing a wide range of transportation choices to Court see is the postponement of any freeway expansion project and driving alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. The Managed Lane system included in the Regional Reporter prioritize really priorities transit structure. Plan will provide priority access for Rapid transit services and carpool/vanpooling, giving users a congestion-free bypass of congested main lanes. Transit, therefore, will be a key element and is largely combined with the Managed Lane improvements to meet our future mobility needs. Caltrans will evaluate alternatives proposed by the communities in the State Route 94 Express Lanes project Environmental Impact Report.
938 We have a list of particular projects we'd like to see included or The Blue and Orange Lines are already double-tracked. The recent Trolley Renewal project also updated the trackway, stations, and funded new low- Court expedited in the Plan that are really important to environmental justice floor vehicles. Reporter communities. One is the double-tracking of the Blue Line and Orange In terms of express Trolley services along the Orange and Blue Lines, this would require an additional third and possibly fourth track along portions of Line. They're currently not in the Regional Transportation Plan. And this the Trolley right-of-way. Because of right-of-way constraints, this is not considered a feasible option. To address the need for express, limited-stop would make traveling on those Trolley lines much quicker because it service along these Trolley corridors, we have added Rapid Express services on Managed Lanes (similar to those along the Interstate 15 Corridor) that would create an express line for the Orange and Blue Line. So that's are focused at providing high-speed commuter access to key regional employment areas like Downtown San Diego and Kearny Mesa been a priority we heard a lot with the communities about the Orange and Blue Line.
939 This is included in the Plan currently, but we'd like to see it expedited in Rapid 550 is one of the highest ranked transit projects. Based on available funding, it is projected to be completed by 2025. Court the next five years, is the bus Rapid transit down 54th Street down into Reporter Euclid. It's the same route -- this bus Rapid transit is supposedly the same route as the 935 bus. What this would do is make it much quicker for folks all the way in City Heights to get down into National City very quickly.
940 We'd like to see the Purple Line expedited to 2025. It is currently in the The proposed Purple Line is the highest ranked transit project in the Draft San Diego Forward: The Regional Plan, and initial planning studies will begin Court Plan, projected to be implemented, built in 2035. On the Purple Line, it later this year. Because of the magnitude of constructing a Trolley line of this length and the extensive environmental review and public outreach Reporter will serve communities all the way from San Ysidro, all the way up and involved, implementation by 2025 would be a challenge. There will be better idea of the project timeline once these initial planning studies are down to Kearny Mesa. So touching upon the communities, it's Chula completed in 2016. Funding will also need to be identified. Vista, National City, Southeast San Diego, City Heights and all the way to Kearny Mesa. 210 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 229 August 28, 2015 No. Name Agency Comment Response Source 941 We see that this region really lacks really good north/south transit Additional north-south connections, especially from South County to job centers in Kearny Mesa, University City/Sorrento Mesa, and the north Court connectors. So it's really hard for people to move north/south in the Interstate 15 Corridor are a focus of the Draft San Diego Forward: The Regional Plan. Key projects include a new Trolley line (Route 562) that will Reporter region quickly on public transit. So that would be helpful. We want to connect San Ysidro with University City/Sorrento Mesa via the Interstate 805 and State R 15 corridors; Rapid 225 connecting the Otay Mesa border see that expedited also. crossing to downtown via Otay Ranch, Chula Vista, and National City; Rapid Express commuter services along both the south I-5 and I-805 corridors; and an arterial Rapid service (Route 550) along the 54th Street/Euclid Avenue corridor between San Diego State University and South Bay.
942 Another thing that was mentioned tonight, and we hear it all the time The Draft San Diego Forward: The Regional Plan recognizes the importance of rail grade separations and has included their implementation on several Court from the community, is the technical term, 'grade separation.' So grade key corridors intersecting with the Trolley, COASTER, and SPRINTER. The phasing of grade separations is based on individual project rankings along Reporter separation for the Orange Line. And so what that means is there's a with available funding. Project ranking criteria included an assessment of traffic volumes, delay, bus connectivity, safety and cost-effectiveness among Trolley crossing across the street, that Trolleys can either go above other criteria. Grade separations for the Orange Line at Euclid Avenue, Broadway/Lemon Grove Avenue, Allison Avenue/University Avenue, and Severin ground or underground so that cars can flow freely and so people can Drive are included by 2035. walk freely at the street level and so that prevents traffic and it also allows for the Trolley line to go much faster. So here in Southeast San Diego on Euclid Street, in particular, each side, it doesn't meet that as well. The Orange Line grade separation, that's currently not in the Regional Transportation Plan. That should be a priority to be done quickly.
943 We're really advocating for retrofits to existing transit for safe routes to Retrofit projects to improve access to existing transit stops and stations are included in the Unconstrained Network. However, the San Diego Forward: Court transit. Meaning, there's a lot of bus stops and Trolley stops where The Regional Plan will be updated to reflect that these types of projects will be possible through planned future investments in Mobility Hubs included Reporter there aren't good sidewalks, or there aren't good crosswalks or street in the Revenue Constrained Network. lights. Basically, it's like walking infrastructure - so you can get to that bus stop or that Trolley stop safely on the street. In regards to existing stops, this is currently not in the Plan. It originally had $500 million dollars set aside for this, but now it's taken out and we're concerned about that because we want to make sure people can access both the Trolley lines and the bus stops safely and that there's the crosswalks so people get to the sidewalk to help them get there. In particular, I can give you an example. In Logan Heights, I can see the Trolley on Commercial, Commercial Street is super dangerous. Where both people on bikes, people on foot, and even people in cars crossing that intersection with the Trolley is dangerous.
944 In regards to the 94 freeway project, which is the Martin Luther King Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 (I-805) and Court freeway, SANDAG as part of this Plan, is proposing on adding extra lanes Downtown San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along Reporter to the freeways. And communities along that corridor are really concerned the route. Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating because through the adding of extra lanes, the research shows that it community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on doesn't relieve congestion. Actually, congestion reaches the same levels shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an within four to five period as it did prior to the expansion of the transit. opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also And so what that does is you allow more cars on the road, that's going to being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another increase air pollution, it's going to increase gas emissions, and it's going to alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation further impact those communities. Another thing as well is SANDAG's of the future SR 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed. saying, "Well, it's a transit benefit." So they're throwing the bus on that. But there's not one single bus stop being proposed to the impact of community. So we want to see a bus stop there, particularly the Sherman Heights area, for those community members.
945 We're asking SANDAG to look to making improvements to the Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 (I-805) and Court 94 freeway, that do not include the widening, that include other Downtown San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along Reporter innovative communities supportive solutions, but also include bus the route. Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating access for folks who live in the neighborhood. community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed.
946 Please sync traffic lights. A mailbox on 43rd by the police station is These areas fall under the purview of local jurisdictions. Your comment has been shared with City of San Diego staff. Web quite needed. We have no box we can drop off from driver's side.
211 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 230 August 28, 2015 No. Name Agency Comment Response Source 947 With the project[ed] growth in buildings/homes, do you have a The State continues to update building codes to reflect more stringent energy standards with the goal for all new residential buildings to be zero net Comment standard of LEED or 'Net Zero buildings'? How do you plan to both energy by 2020 and all new commercial buildings to be zero net energy by 2030. These goals are reflected in the Regional Energy Strategy, included as Card achieve quality AND quantity? Appendix U.9 in the Regional Plan, and SANDAG assists member agencies in working toward zero net energy buildings in their communities via the Energy Roadmap Program.
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948 Kenneth Grimes City Heights CDC As a community-based organization with 35 years of experience We appreciate your participation in the Community-Based Organization Network. As this is a regional plan, needs of all communities need to be Letter working with and advocating for the needs of City Heights, it has been considered and balanced to provide the greatest level of service in a fair and equitable manner. The San Diego Forward: The Regional Plan strives to a pleasure to participate as a member of the San Diego Forward provide the region's residents with viable transportation choices to driving alone, including increased transit services, carpooling/vanpooling, bicycling, Community-Based Outreach Network. The CBO partner process has and walking. helped CHCDC to better understand how all the components of the Regional Plan work together and strengthened our ability to solicit and share informed community input to better serve City Heights.
949 Kenneth Grimes City Heights CDC The City Heights community is excited by the SR-15 Centerline Stations Your comments are appreciated. SANDAG takes great efforts to work closely with community and business groups. Letter Groundbreaking in July and appreciates the leadership of SANDAG in taking this project forward. The community was also pleased that the update on the SR-94 Express Lanes project, to approve $31 million to implement a Bus-On-Shoulder demonstration project along the SR-94, included the analysis of community-supported alternatives in the Draft Environment[al] Impact Report for the SR-94 Express Lanes project.
950 Kenneth Grimes City Heights CDC City Heights Recommendations: We appreciate the participation and feedback that we have received from the Community-Based Organization network. Letter As a CBO partner we have appreciated the opportunity to share input on each layer of 'San Diego Forward: The Regional Plan,' and learned a lot both from community residents and SANDAG staff. Being at that table has helped us understand how each of the pieces fit together and has enabled us to relay accurate information to community residents.
951 Kenneth Grimes City Heights CDC Based on the importance that the Unconstrained Network Plan played in The Community-Based Organizations (CBOs) have played an integral role in the refinement of the Unconstrained Transportation Network. There were Letter identifying a new transit line (Route 550) for City Heights, we suggest a number of public forums to contribute to the development of the Unconstrained Network, including the Board, Policy Advisory Committees, and that SANDAG consider creating a broader community engagement Working Groups. SANDAG staff met several times to discuss the Unconstrained Network and receive City Heights Community Development process to solicit input on the Unconstrained Network Plan during the Corporation's input. This is further documented in Appendix H: Social Equity: Engagement and Analysis, Table H.2. For more on the public involvement next regional planning process. Based on community input, we plan see Appendix F. We recognize that there are always opportunities to improve the process and public involvement. Once the process is complete, recommended at a CBO partners meeting that the Unconstrained the CBOs will be asked to share lessons learned and recommend improvements in the process for future plan updates. Network Plan include two specific light rail lines, Routes 550 and 562, The Rapid 550 corridor ranks high for implementation of a limited-stop arterial Rapid service. Implementation of this service, including transit priority designed to serve City Heights, Southeast San Diego, National City and elements, will greatly increase travel speeds and service reliability for riders making longer distance trips within the corridor. Whether the corridor western Chula Vista. After modeling, both of these routes proved to be warrants a Trolley service at a future date is uncertain; putting a Trolley line in an arterial corridor may not result in higher operating speeds and could some of the highest ranking transit lines in the region. have community and environmental impacts. Further analysis would be needed. Excluding the Blue Line extension to UCSD, the Purple Line The Purple Line is the highest ranked transit project in the transit plan and advanced planning studies will begin later this year. While a 2025 (Route 562) is San Diego’s next new trolley. It is currently planned for implementation would be desirable, the complexity of the project, lengthy environmental and federal funding processes, and extensive public review 2035. Given the benefit overburdened communities will derive from process make a ten-year implementation problematic. The advanced planning study will provide us with a better sense of project timing, along with this major regional transit upgrade and the high level of community possible alignments/stations and capital costs. support, we recommend advancing the Purple Line to 2025. The inclusion of Route 550, a Bus Rapid Transit line that will utilize 54th Street, is a good example of how the CBO network and community input can inform decisions that improve transit. We greatly appreciate the effort made by SANDAG staff to keep the community informed regarding decisions surrounding Route 550.
952 Kenneth Grimes City Heights CDC Community Input on Specific Projects and Project Implementation: The North Park-Mid City Bikeways project is one of the first Early Action Plan projects to be planned and implemented. We appreciate your support Letter Throughout our San Diego Forward outreach, community residents and feedback. shared their desire for near-term infrastructural improvements to improve the quality of their daily active transportation trips. City Heights is plagued by poorly maintained sidewalks, inadequate lighting, insufficient bikeways, and unsafe pedestrian crossings. Residents hope that Early Action Plan investments, such as the North Park - Mid City Bikeways projects, will address some of these deficiencies and we urge their implementation on the accelerated timeline as proposed.
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953 Kenneth Grimes City Heights CDC When asked which Mid City transportation projects were highest The Purple Line is one of the highest priority transit projects in the Draft San Diego Forward: The Regional Plan. It is possible the project could be Letter priority, residents at our June 11, 2015 San Diego Forward Draft implemented sooner depending on funding availability and project readiness. Trolley projects are major capital projects and take a number of years to Workshop chose the Purple Line (Route 562), 54th Street Rapid (Route implement given the planning, environmental, design, and construction work that needs to be done, as well as ensuring sufficient time for public 550), and North Park - Mid City Bikeways as their top projects. involvement throughout the process. Because of the magnitude of constructing a Trolley line of this length and the extensive environmental review Residents urge SANDAG to accelerate these transit projects and and public outreach involved, implementation by 2025 could be a challenge. There will be a better idea of the project timeline once initial planning implement the NPMC Bikeways project. studies are completed in 2016. Advancing the Purple Line 10 years, from 2035 to 2025, and the 54th Rapid 550 also ranked high on the transit priority list and would be implemented by 2025. Sufficient funds are not anticipated to be available in the Street Rapid 5 years, from 2025 to 2020, has strong community 2020 phasing to implement it earlier. support; these projects will connect San Diego's most underserved, overburdened neighborhoods to jobs, schools, retail, and major regional transit nodes and mobility hubs. While residents are grateful that Route 550 phasing was advanced from 2035/2050 to 2025 during the scenarios analysis process, they would prefer 2020 phasing.
954 Kenneth Grimes City Heights CDC As evidenced by the community input at our San Diego Forward We appreciate your support and feedback on these projects. Letter workshop on June 11, and almost 1,000 hours of dedicated CHCDC staff time, there is strong community support for the NPMC Bikeways project. The $34 million approved for bike projects in Mid City - including NPMC Bikeways, I-15 Bike Path, and the Central Ave Bikeway - will benefit the community. Residents look forward to these projects.
955 Kenneth Grimes City Heights CDC While these projects [NPMC, I-15 Bike Path, and Central Ave Bikeway] Proposed project funding for Regional Bike Plan Early Action Projects are based on preliminary engineering concepts designed to provide safe bikeways Letter will be a big leap forward in implementing Complete Streets in that connect people to schools, shopping, parks, and other local and regional destinations. Dependent upon physical context of the Right-of-Way City Heights, given the high density of residents, $34 million designated available, project alignments and features are balanced against the needs and concerns of the community at large that are identified during project for Mid City would appear to be inequitable on a per capita basis, for development. The quality and safety of a project is not necessarily based on a per capita cost comparison. example, in comparison to funding allocated for the Uptown Bikeways project. Our research, which we've shared directly with SANDAG Active Transportation staff, indicates that Uptown receives $925 per capita (in SANDAG Bike Program EAP Funding) while City Heights receives $293 per capita. to correct this inequity, we encourage SANDAG to consider increasing the funding available for bike projects in Mid City.
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956 Kenneth Grimes City Heights CDC Based on our community outreach there is strong community support SANDAG remains committed to implementing the Regional Bikeway Early Action Projects, including 20 active projects in the FY 2016 Capital Letter in City Heights for the transit and active transportation projects that Improvement Program, in partnership with our local jurisdictions, transit agencies, and other key stakeholders. As we transition from the plan stage to SANDAG is proposing in San Diego Forward. However, there are the project development stage, specific refinements will be made as with any capital project. community concerns with freeway expansion in City Heights. Residents Caltrans has been studying the environmental impacts of adding Express Lanes along State Route 94 (SR 94) between Interstate 805 (I-805) and are concerned about more vehicle trips through the heart of their Downtown San Diego. The addition of these Express Lanes would support the planned South Bay Rapid service, as well as carpools and vanpools along already impacted community. The City Heights Area Planning the route. Local representatives and community stakeholders along the project alignment have recently requested that Caltrans consider incorporating Committee voted in unanimous opposition to the SR 94 Express lanes community-based alternatives into the SR 94 Express Lanes draft Environmental Impact Report (EIR). Among the possibilities proposed is a bus on project, on June 3, 2013, noting that the project would significantly shoulder alternative. While current law does not allow permanent use of a shoulder for buses along SR 94, the proposed Bus on Shoulder Project is an impact City Heights in a negative way without any major benefits and opportunity to employ this strategy in the interim until the permanent improvements can be constructed. Other feedback from the community is also no transit benefit for the impacted communities. being considered and as a result Caltrans is evaluating the feasibility of converting existing general purpose lanes into Express Lanes. Another The community input on the SR 94 Express Lanes favors the exploration alternative would provide communities along SR 94 with direct access to current and future Rapid service, which would require accelerated evaluation of other strategies that do not add lanes for more cars and increase of the future State Route 15/SR 94 HOV-to-HOV direct connector project. The draft EIR will be released once additional analysis has been completed. Vehicle Miles Traveled. In the course of our outreach the following ideas have emerged: Innovative Community-Supported Alternative 1- Convert an existing general purpose lane on the MLK, Jr. Freeway (SR-94) for High Occupancy Vehicles (HOV) and transit use. . Innovative Community-Supported Alternative 2- Install transit only lanes using the existing right-of-way (shoulder and/or median). Regional & Local Transit- Improve regional and local transit options by providing transit access to the CenterLine and South Bay Rapid with a transit station in the impacted community along the MLK, Jr. Freeway (SR-94); implement proposed transit-only connection from the SR-15 to the MLK, Jr. Freeway (SR-94) for the CenterLine Rapid 235. Complete Corridor- Increase the funding of bike and pedestrian infrastructure along the MLK, Jr. Freeway (SR-94) project corridor and fixing the dangerous SR-94 freeway off-ramps/on-ramps to create a Complete Corridor. CHCDC respectfully requests that these and similar alternatives be explored also under the I-805 expansion through City Heights, which is planned to be widened under San Diego Forward.
957 Kenneth Grimes City Heights CDC The SR-94 to SR-15 connector that will connect the CenterLine Rapid The Draft San Diego Forward: The Regional Plan (Regional Plan) is based on the concept of creating a wide range of transportation choices to driving Letter 235 to the SR-15 and SR-94 is currently planned as an HOV to HOV alone, including increased transit services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional connector. Given community input, SANDAG might consider the Plan are aimed at accommodating multiple alternatives. To that end, the High Occupancy Vehicle connector ramps will be designed in such a way to connector being specifically dedicated as a Transit-Only Connector. This ensure the free-flow of transit vehicles so that transit is prioritized. As a result, City Heights and Mid City transit access will improve with better travel could seamlessly connect to the region's first Transit-Only Lane on a times to Downtown San Diego and as well as to other locations. freeway, which is currently under construction on the SR-15 from the I- 8 to the I-805. Community members have indicated their preference that the SR-15 through City Heights and Mid City prioritize transit not carpool travel, and request that the draft of San Diego Forward reflect this priority.
958 Kenneth Grimes City Heights CDC We are committed to working together in the development of We appreciate the support and feedback from City Heights Community Development Corporation. Please continue to follow along in this process by Letter 'San Diego Forward: The Regional Plan' and helping to ensure visiting SDForward.com. We look forward to continued engagement with your organization. transportation justice for the residents of City Heights and for the residents of neighboring overburdened and underserved communities. Thank you for taking the time to review the community input we have provided for your consideration. We would be happy to set up a meeting to discuss these matters in greater detail.
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959 Chuck Lowery City of Oceanside An efficient, connected, and affordable transit network can improve The only mandated greenhouse gas (GHG) emission targets applicable to SANDAG are the Senate Bill 375 per capita GHG emissions reduction targets Letter quality of life and make San Diego a world-class. As the San Diego for passenger vehicles. The proposed San Diego Forward: The Regional Plan (Regional Plan) exceeds these targets. The Draft Environmental Impact Forward: The Regional Plan (Regional Plan) stands, it does not set the Report (Impact GHG-2) demonstrates that the proposed Regional Plan would not conflict with the State’s ability to achieve the Assembly Bill 32 target region on a path to becoming a world-class place because it does not of reducing statewide GHG emissions to the 1990 levels by 2020. SANDAG recognizes that substantial reductions in global, state, and regional GHG come close or put us on a trajectory to reaching our proportionate emissions are an urgent priority, and strives in its regional plans and programs to do its part in reducing GHG emissions from all sources. share of state GHG emission reduction targets or move the region However, there is no current legal or planning requirement that the San Diego region’s emissions be reduced by the same percentage (“equal share”) closer to achieving transportation justice. as the statewide percentage in order for the state to achieve the Executive Order S-3-05 GHG reduction goal (80 percent below 1990- levels by 2050).
960 Chuck Lowery City of Oceanside I am requesting that SANDAG offer at least one financially feasible The Draft San Diego Forward: The Regional Plan (Regional Plan) dedicates half of its projected expenditures to transit, a larger investment than any Letter alternative analysis that makes significant gains to meeting all future previous plan. The Regional Plan is based on the concept of creating a wide range of transportation choices to driving alone, including increased transit state GHG targets. Let's work towards building a world-class services, carpooling/vanpooling, bicycling, and walking. In many cases, the specific projects included in the Regional Plan are aimed at accommodating transportation network which includes the following: multiple transportation modes, including pedestrian, bicycle, and transit. TRANSIT EFFICIENCY & AFFORDABILITY: Federal law requires SANDAG to prepare a Regional Transportation Plan that could be implemented with reasonably expected revenues. The Regional First, spread the implementation of existing projects in the Regional Plan provides mobility options for all the region's residents within the reality of financial constraints. Plan Draft Environmental Impact Report (DEIR) through the 2050 Retrofit projects to improve access to existing transit stops and stations, and in areas surrounding freeway interchanges, are included in the planning horizon. Second, prioritize all public transit capital projects Unconstrained Network. Though they are not being funded as part of the Revenue Constrained Network in this Regional Plan, they will continue to be and public transit operations improvements located within the urban considered for funding in future regional plans. The Regional Plan also prioritizes providing safe access wherever new transit and freeway projects are core and most overburdened communities in our region. Third, increase built, as it is more efficient and cost-effective to include safe bike and pedestrian access as new projects are constructed, rather than after the project is frequencies for Urban Core local bus routes and routes where ridership already on the ground. was at or near capacity by 2025 and, expand bus service for early The Regional Plan incorporates Managed Lane/High Occupancy Vehicle (HOV) improvements on corridors with substantial traffic congestion to support morning and late night commuters. Lastly, provide transit access carpools, transit services, and solo drivers who pay a fee (such as in the Interstate 15 corridor). Conversion of general purpose lanes to create additional assistance through subsidized or free transit passes for those individuals Managed/HOV lanes would be governed by federal and state laws and regulations, Also, several alternatives evaluated in the Draft Environmental who are at or below the regional median income level. Impact Report (EIR) (5A, 5B,5C, and 5D) convert general purpose lanes to managed lanes that support carpools. The Board of Directors will consider SAFE STREETS FOR ALL PEOPLE: the comparative merits of the alternatives in the EIR when they consider adoption of the final Regional Plan. Complete all retrofits for safe routes to new and existing transit, prioritizing infrastructure in overburdened communities by 2025 and complete all Active Transportation Retrofits for Bicycle/Pedestrian Improvements at Freeway Interchanges by 2025, prioritizing overburdened communities first. These two critical elements for improving safety are currently not in the Regional Plan as it is proposed. INNOVATIVE CORRIDOR STRATEGIES: Eliminate the proposed Plan's investments in highways that add general purpose lanes and managed lanes and allow for operational improvements. Instead, convert existing general purpose lanes to managed lanes to accommodate Rapid routes and HOV that would operate in new Managed Lanes under the proposed Plan and explore the usage of existing right-of-way for transit on lanes.
961 Mike Bullock DEMCCO NEIGHBORHOOD HARM While highway improvements are one part of the overall vision, the North Coast Corridor (NCC) Program is a comprehensive package of Letter Oceanside and Carlsbad have many neighborhoods that will be harmed transportation, environmental, coastal access, and community enhancement projects to improve the quality of life throughout the region. The planned by widening Interstate 5 (I-5) from 8 to 12 lanes. Many years ago, by a transportation improvements, which include Express Lanes on Interstate 5, double tracking the coastal rail line, and new bike paths, will provide the unanimous vote of both our Executive Board and those attending a region additional travel choices. The final environmental document for the highway portion of the NCC Program identified the Express Lanes Only general membership meeting, we approved a resolution in opposition to project as the preferred alternative because this option has the smallest environmental footprint, requires the fewest property relocations, and has the that project. Considering the Los Angeles experience of continually lowest construction cost. Additional program information can be found at KeepSanDiegoMoving.com/NCC. widening freeways, we believe that the traffic-growth inducement of such an expansion means that if all other factors were to be kept equal, the congestion would only be expanded, from 8 congested lanes to 12 congested lanes. If I-5 is expanded and State Route 78 (SR-78) is expanded, as described in the proposed Plan, then the interchange between them would need to be expanded. Figure 2 was constructed based on the primary Caltrans proposal to expand the interchange. Those “flyover” lanes would be about 300 feet from South Oceanside Elementary School.
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962 Brian Pollard Urban The purpose of this letter is to clarify the position of the Urban Thank you for your involvement in the process. Please stay engaged as the process continues. Letter Collaborative Collaborative Project as it relates to the San Diego Forward: The regional Plan and the Southeastern San Diego residents we engaged in the process of developing the plan. The Urban Collaborative supports the process SANDAG used to engage community in the development of the San Diego Forward: The Regional Plan. We understand that our role as a subcontractor in the SD Forward CBO Network is to inform, educate, engage and share the input and concerns of our community so that our collective voice is taken into consideration by the decision makers of this plan. Although as an organization we support the principles of transportation justice, we do not concur with all of the positions taken in the Transportation Justice letter dated July 15 submitted during the SD Forward public comment period. Therefore we are not in the position to support the Transportation Justice letter. We are submitting this organizational letter in lieu of the aforementioned collaborative letter.
963 Brian Pollard Urban In outreaching to different neighborhoods in Southeastern San Diego we The timing of transit investments is based on expected levels of funding (federal, state, and local) anticipated over the life of the San Diego Forward; Letter Collaborative have learned that there are some issues of particular concern to residents The Regional Plan (Regional Plan) between now and 2050. Also, major capital investments like a Trolley service do take time to implement given the and are included below. Although investment into the public transit complexity of projects like this, the environmental process, and public outreach/engagement. system is reflected in the final transportation map for 2050, most of It is understood that fare affordability can be difficult for low income families; given the limited funding available for transit operations, it comes down those improvements are made in the later implementation periods of the to balancing fare levels and service levels -- the lower the fares, the less funding available for services. The Day Pass offers unlimited usage of most plan. We want to see public transportation be prioritized in the earliest Trolley and bus services for one $5 price, which is equal to a round trip ticket on the Trolley. period of implementation, 2020, particularly as it pertains to routes that The Draft Regional Plan includes a grade separated crossing of the Orange Line at Euclid Avenue by 2030. go through Southeastern San Diego. Public transit fares are a barrier for working families to use public transit as a mode of transportation. Local residents have repeatedly asked for “transfer” services to be reinstated and reduced fares for children, youth, and seniors. Of particular concern to our community is the trolley crossing near the corner of Euclid Ave. & Market St. that creates daily traffic backups on Euclid Ave. north to SR 94. We appreciate SANDAG’s support in providing resources to engage our community in this important regional process and look forward to continuing that role in good faith. We hope to continue to work with the Jacobs Center for Neighborhood Innovation in supporting the involvement of our community in this process.
964 John Holder WILDCOAST Please find our comments related to the Draft Regional Plan sections on Thanks for your review of the Draft San Diego Forward: The Regional Plan. Advanced planning for the bike route between the San Ysidro border area Letter environment and border region bike plans. We look forward to and the Bayshore bikeway will evaluate alternative alignments, in collaboration with partner agencies and stakeholders. working with SANDAG to make this project viable, sustainable and ensure that it incorporates existing south San Diego open space areas and underserved communities of south San Diego. Appendix U.14 Pg. 21 paragraph 3-4 These active transportation efforts should include efforts to identify a route from the San Ysidro POE (via Camino del Plaza) to the Tijuana River Valley, bike lanes in Imperial Beach, the Otay Valley Regional Park and the Bayshore Bikeway. Potential sentence adjustment highlighted: “One of the bicycle routes included in the Plan’s Early Action Program, which identifies 42 of the highest priority projects to be implemented first, is a route that will connect the San Ysidro border area to the Bayshore Bikeway and existing south San Diego open space areas, such as the Tijuana River Valley, Otay Valley Regional Park and the South San Diego Bay National Wildlife Refuge. Planning for this route is expected to begin in 2015.”
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965 John Holder WILDCOAST Appendix U.14 Pg. 37 paragraph 3-5 This would be an appropriate Appendix U.14 "Binational Perspective - Watersheds & Water Quality"(page 47-51) addresses the Tijuana River Valley Watershed-Estuary. Letter location to mention solid waste, which has significant impacts in the Tijuana River Valley and to adjacent conservation areas. Specifically the flow of cross border waste tires, plastic and Styrofoam. We are happy to work with SANDAG on providing this language.
966 John Holder WILDCOAST Chapter 2 Pg. 60 Bike route 3 “Border Access Corridor” should have This project is one of the highest priority projects in the Regional Bike Plan, as it is part of the Regional Bike Plan Early Action Program being Letter optional route or additional route connecting to the Tijuana River Valley implemented over the next ten years. Planning for this project will begin later this year. One of the goals of the Regional Bike Network is to connect trail system (via Camino de la Plaza) and a connection to the Otay regionally significant centers, including residential areas, recreational areas, and commercial centers. Valley Regional Park and the Bayshore Bikeway (via Saturn Blvd). There Planning for this project will begin later this year. are over 22 miles of mixed-use trails for biking that could be part of
these routes. Either additional routes or way finding signs should be part of the “Border Access Corridor” or any border access/Bayshore Bikeway connection efforts. The adjacent communities are some of San Diego’s most low income and underserved areas and creating this access to open space areas also aligns with SANDAG’s Border Health Equity Transportation Study. General comment on the Border to Bayshore Bikeway project inclusion in the Draft Regional Plan: Border to Bayshore Bikeway project should be implemented as a high-priority project for SANDAG’s Regional Plan. The existing open space areas, trails and bike lanes in the border region create a fantastic opportunity to make the region a bike hub and carry out goals of the “Border Health Equity Transportation Study” with a connection of these underserved communities, the San Ysidro POE, open space and the Bayshore Bikeway. Furthermore, the momentum of the “Tijuaneando en Bici” movement in Tijuana makes cross border facilitation and collaboration more sustainable.
967 Ernie Griffes How about a causeway across south bay that takes military traffic off With the exception of State Route 11, San Diego Forward: The Regional Plan (Regional Plan) does not propose any new freeways, including causeways. Email of horrible smog clogged Palm Ave? Which will get massively worse Additionally, projects in the Regional Plan must be drawn from the Unconstrained Network which is developed early in the plan preparation and soon. From I-5 to Silver Strand, directly into the relocated Seal Base, represents the list of needs throughout the region. Your comment will be shared with the City of Coronado. with a ramp at 13th for the Navy auxiliary field, and ramps at Silver Regarding access to the beach, Rapid bus services (limited stop, high frequency) will be included in the Regional Plan to connect the Blue Line Trolley to Strand for Coronado and North Island traffic. As a matter of national the beaches in Imperial Beach, and from Downtown to Coronado. security the Feds might chip in on it. Also take beach traffic to the beach and maybe even make Ed Kravitz Trolley to the beach feasible.
218 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 237 August 28, 2015 No. Name Agency Comment Response Source
968 Robert Ito Asian Business I am writing on behalf of the Asian Business Association of San Diego We appreciate your support and feedback. The San Diego Forward: The Regional Plan supports local businesses by making connections that will fuel Letter Association of (ABA) to express our support for San Diego Forward: The Regional Plan. the continued success of the economy by connecting businesses with customers, future employees with education and training, and suppliers and San Diego With more than 500 members, the ABASD provides a strong voice on manufacturers with retailers and service industries. business, cultural and political issues of interest to San Diego's Asian SANDAG is in the process of implementing a new labor compliance system that will monitor local hiring practices by contractors that are working on and Pacific Islander community. Our organization facilitates the growth SANDAG projects. SANDAG has allocated resources to develop a system that will provide real time information of local workers on SANDAG and development of member businesses, and one of our primary goals construction projects. SANDAG supports job creation in our local economy and many of our public works projects include local companies and is to enable members to participate fully in San Diego's economic workers. Implementing a system to monitor and provide feedback on local worker data to our contractors is a major step forward in increasing local development, without regard to race, color, creed or national origin. worker participation on SANDAG transit projects. San Diego Forward presents a balanced approach to accommodating Additionally, the SANDAG DISCO effort supports our Disadvantaged Business Enterprises (DBE) program with a goal to ensure that small businesses our region's growth over the next 35 years. By focusing our future have an equal opportunity to receive and participate in our solicitations and awarded contracts. SANDAG received Federal Transit Administration (FTA) growth in existing urban areas, the plan will promote the creation of approval of its proposed overall DBE goal and methodology for implementation on July 27, 2012. This approval authorizes SANDAG to establish race- healthy and vibrant urban communities while allowing us to preserve conscious (contract specific) Underutilized/DBE goals for FTA-funded procurements. SANDAG is a subrecipient of Federal Highway Administration our most cherished natural resources. The transportation investments in funding through Caltrans. Caltrans issued a directive to local subrecipient agencies that contract goals for federally funded projects authorized on or the plan will significantly increase public transit use -an important after July 1, 2012 must include all DBE groups (African Americans, Asian Pacific American, Native American, Women, Hispanic American, Subcontinent element to making our more urban communities successful - and also Asian American, and any other groups whose members are certified as socially or economically disadvantaged). makes smart investments in our rail and road network to ensure that
they can efficiently support businesses and promote economic development. The $200 billion in infrastructure investments called for in the plan present a significant opportunity for SANDAG to support local businesses. We hope that you will promote employment and contracting opportunities so that minority-owned and small local businesses have the chance to fully participate in these projects that will move our region forward. We look forward to working with you on the implementation of this importation plan.
219 Draft San Diego Forward: The Regional Plan – Public Comments and Draft Responses 238 August 28, 2015 Attachment 3
List of Comment Letters on the Draft Regional Plan Environmental Impact Report
The comments submitted on the draft Environmental Impact Report (EIR) and SANDAG responses will be included in the Final San Diego Forward: The Regional Plan EIR. Each comment letter has been assigned a number ‘1’ through ‘35’ as outlined below. The responses will be organized by number to correspond to the specific issue raised in each letter (i.e. 1-1, 1-2, 1-3, etc.).
1. Ad Hoc Public Health Stakeholders 19. Mike Bullock Working Group 20. Myles Pomeroy 2. Andrea Monk 21. Robert Little 3. Anne Barron 22. Russ Cunningham, City of Oceanside 4. Anne MacMillan Eichman 23. Samantha Ollinger, Bike SD 5. Boulevard Community Planning 24. San Diego County Bicycle Coalition Group 25. San Diego County Air Pollution 6. California Coastal Commission, San Control District Diego District Office 26. San Diego County Regional Airport 7. California State Parks, San Diego Authority Coast District 27. San Diego Sierra Club 8. Carolyn Chase, San Diego Earth Day 28. Sara Kent 9. Casa Familiar 29. SD350 10. Circulate San Diego 30. SimCenter 11. Cindy Rocco 31. Southern California Tribal Chairmen’s 12. City of Escondido Association 13. City of La Mesa 32. Southwest Wetlands Interpretative 14. City of San Diego Association 15. Climate Action Campaign 33. State Clearinghouse 16. County of San Diego 34. Transportation Justice Coalition 17. Environmental Health Coalition 35. Walt Brewer 18. Lauren Tanny
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