TABLE OF CONTENTS

1.0 EXECUTIVE SUMMARY 1

1.1 INTRODUCTION ...... 2 1.2 COMMUNITY AND PUBLIC INVOLVEMENT ...... 4 1.3 EXISTING CONDITIONS ANALYSIS AND ASSESSMENT ...... 4 1.4 PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS ...... 5 1.5 ORIGIN AND DESTINATION SURVEY RESULTS ...... 5 1.6 RECOMMENDED PROJECTS ...... 5 1.7 FUNDING STRATEGY AND VISION ...... 7

2.0 INTRODUCTION 8

2.1 DESCRIPTION OF BORDER FUNCTION ...... 9 2.2 DEMOGRAPHIC DATA ...... 12 2.3 CROSSING AND WAIT TIME SUMMARIES ...... 14 2.4 ENVIRONMENTAL, HEALTH, AND ECONOMIC IMPACTS OF BORDER ACCESS ...... 15

3.0 COMMUNITY AND PUBLIC INVOLVEMENT 18

3.1 PROJECT KICKOFF ...... 19 3.2 OUTREACH EVENTS ...... 20 3.3 FINDINGS ...... 20

4.0 EXISTING CONDITIONS ANALYSIS AND ASSESSMENTS 23

4.1 ANALYSIS METHODOLOGY ...... 24 4.2 EXISTING CONDITIONS ASSESSMENT ...... 28

5.0 PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS 53

5.1 SAN YSIDRO ...... 54 5.2 OTAY MESA ...... 60 5.3 TECATE ...... 64 5.4 CALEXICO WEST ...... 65 5.5 CALEXICO EAST ...... 69 5.6 ANDRADE ...... 70

6.0 ORIGIN AND DESTINATION SURVEY RESULTS 71

6.1 EXISTING STUDIES ...... 72 6.2 TRANSPORTATION MODE ...... 73 6.3 TRIP FREQUENCY ...... 75 6.4 TRIP PURPOSE ...... 76 6.5 DURATION OF STAY ...... 78

TABLE OF CONTENTS | i 7.0 RECOMMENDED PROJECTS 80

7.1 SAN YSIDRO/PUERTA MÉXICO-EL CHAPARRAL ...... 82 7.2 OTAY MESA/MESA DE OTAY ...... 87 7.3 TECATE/TECATE ...... 93 7.4 CALEXICO WEST/MEXICALI I ...... 98 7.5 CALEXICO EAST/MEXICALI II ...... 103 7.6 ANDRADE/LOS ALGODONES ...... 108 7.7 POLICIES ...... 112

8.0 FUNDING STRATEGY AND VISION 113

8.1 VISION ...... 114 8.2 FEDERAL FUNDING PROGRAMS ...... 114 8.3 STATE FUNDING PROGRAMS ...... 117 8.4 LOCAL FUNDING PROGRAMS ...... 118 8.5 PRIVATE INVESTMENTS ...... 119

TABLE OF CONTENTS | ii FIGURES

FIGURE 4.1 SAN YSIDRO POE REGIONAL MAP 29 FIGURE 4.2 SAN YSIDRO POE MAP 30 FIGURE 4.3 OTAY MESA POE REGIONAL MAP 33 FIGURE 4.4 OTAY MESA POE MAP 34 FIGURE 4.5 TECATE POE REGIONAL MAP 37 FIGURE 4.6 TECATE POE MAP 38 FIGURE 4.7 CALEXICO WEST POE REGIONAL MAP 41 FIGURE 4.8 CALEXICO WEST POE MAP 42 FIGURE 4.9 CALEXICO EAST POE REGIONAL MAP 45 FIGURE 4.10 CALEXICO EAST POE MAP 46 FIGURE 4.11 ANDRADE POE REGIONAL MAP 49 FIGURE 4.12 ANDRADE EAST POE MAP 50 FIGURE 5.1 SAN YSIDRO POE FUTURE PEDESTRIAN PATHWAYS 55 FIGURE 5.2 SAN YSIDRO EXPANSION PLANS (US) 56 FIGURE 5.3 SAN YSIDRO POE EXPANSION PLANS (MEXICO) 57 FIGURE 5.4 PREFERRED DESIGN OF SAN YSIDRO ITC 58 FIGURE 5.5 OTAY MESA INTERMODAL TRANSIT CENTER DRAFT PLAN 61 FIGURE 5.6 OTAY MESA/MESA DE OTAY MODERNIZATION DRAFT PLAN 62 FIGURE 5.7 OTAY MESA EAST PORT OF ENTRY LOCATION 63 FIGURE 5.8 CALEXICO WEST POE EXPANSION PLANS (US) 66 FIGURE 5.9 CALEXICO WEST POE EXPANSION PLANS (MEXICO) 67 FIGURE 6.1 OTAY MESA POE MODE OF ARRIVAL 73 FIGURE 6.2 OTAY MESA POE MODE OF DEPARTURE 74 FIGURE 6.3 TECATE POE MODE OF ARRIVAL 74 FIGURE 6.4 TECATE POE MODE OF DEPARTURE 75 FIGURE 6.5 OTAY MESA POE TRIP FREQUENCY 76 FIGURE 6.6 TECATE POE TRIP FREQUENCY 76 FIGURE 6.7 OTAY MESA POE TRIP PURPOSE 77 FIGURE 6.8 TECATE POE TRIP PURPOSE 78 FIGURE 6.9 OTAY MESA POE TRIP DURATION 78 FIGURE 6.10 TECATE POE TRIP DURATION 79 FIGURE 7.1 SAN YSIDRO/PUERTA MÉXICO-EL CHAPARRAL PEDESTRIAN, TRANSIT, AND VEHICLE PROJECTS 85 FIGURE 7.2 SAN YSIDRO/PUERTA MÉXICO-EL CHAPARRAL BICYCLE PROJECTS 86 FIGURE 7.3 OTAY MESA/MESA DE OTAY PEDESTRIAN, TRANSIT, AND VEHICLE PROJECTS 91 FIGURE 7.4 OTAY MESA/MESA DE OTAY BICYCLE PROJECTS 92 FIGURE 7.5 TECATE/TECATE PEDESTRIAN, TRANSIT, AND VEHICLE PROJECTS 96 FIGURE 7.6 TECATE/TECATE BICYCLE PROJECTS 97 FIGURE 7.7 CALEXICO WEST/MEXICALI I PEDESTRIAN, TRANSIT, AND VEHICLE PROJECTS 101 FIGURE 7.8 CALEXICO WEST/MEXICALI I BICYCLE PROJECTS 102 FIGURE 7.9 CALEXICO EAST/MEXICALI II PEDESTRIAN, TRANSIT, AND VEHICLE PROJECTS 106 FIGURE 7.10 CALEXICO EAST/MEXICALI II BICYCLE PROJECTS 107 FIGURE 7.11 ANDRADE/LOS ALGODONES PEDESTRIAN, TRANSIT, AND VEHICLE PROJECTS 110 FIGURE 7.12 ANDRADE/LOS ALGODONES BICYCLE PROJECTS 111

TABLE OF CONTENTS | iii TABLES

TABLE 2.1 TOTAL POPULATION, 2010 AND 2040: BORDER REGION 13 TABLE 2.2 CIVILIAN EMPLOYMENT, 2010 AND 2040: BORDER REGION 14 TABLE 2.3 ANNUAL PEDESTRIAN CROSSING VOLUMES 15 TABLE 2.4 AVERAGE PEDESTRIAN PEAK-HOUR WAIT TIMES 15 TABLE 4.1: NETWORK CONNECTIVITY ASSESSMENT 31 TABLE 4.2: NETWORK AMENITIES ASSESSMENT 32 TABLE 4.3: NETWORK CONNECTIVITY ASSESSMENT 36 TABLE 4.4: NETWORK AMENITIES ASSESSMENT 36 TABLE 4.5: NETWORK CONNECTIVITY ASSESSMENT 39 TABLE 4.6: NETWORK AMENITIES ASSESSMENT 40 TABLE 4.7: NETWORK CONNECTIVITY ASSESSMENT 44 TABLE 4.8: NETWORK AMENITIES ASSESSMENT 44 TABLE 4.9: NETWORK CONNECTIVITY ASSESSMENT 48 TABLE 4.10: NETWORK AMENITIES ASSESSMENT 48 TABLE 4.11: NETWORK CONNECTIVITY ASSESSMENT 52 TABLE 4.12: NETWORK AMENITIES ASSESSMENT 52

TABLE OF CONTENTS | iv 1.0 EXECUTIVE SUMMARY 1.1 INTRODUCTION

California and Baja California share a 150-mile international border extending from the Pacific Ocean to the Colorado River. Currently, there are six ports of entry (POEs) providing access to travelers between California and Baja

California. From west to east, they are:

 San Ysidro/Puerta México-El Chaparral POE  Otay Mesa/Mesa de Otay POE  Tecate/Tecate POE  Calexico West/Mexicali I POE  Calexico East/Mexicali II POE  Andrade/Los Algodones POE

Additionally, one port (Otay Mesa East-Mesa de Otay II) and one cross-border facility (Cross Border Xpress) are planned for the California/Baja California Border, and major infrastructure changes at the San Ysidro/Puerta México-El Chaparral and the Calexico West/Mexicali I POEs are underway.

The California/Baja California border region has a population of 6.4 million people, with a population of 10.6 million people expected in the year 2040. In 2013, 35.5 million pedestrians and bicyclists crossed the border at one of the six existing ports listed above1. This growing population continues to increase demand for crossborder travel and add pressure to the existing port of entry facilities. It is projected that in the year 2040, 48.4 million pedestrians and bicyclists will cross the border between California and Baja California2.

Well-planned and designed border crossing infrastructure for pedestrians and bicyclists is important not only because of high existing demand and impending population growth, but also because of the environmental, health, and economic impacts of facilitating non-motorized travel. Shifting some travel to active transportation modes such as walking and bicycling has been shown to increase life expectancy and reduce health costs associated with heart disease, stroke, diabetes, dementia, depression, and breast and colon cancer, as well as to reduce pollutants and greenhouse gas emissions3. Northbound border delays in San Diego County have been shown to produce between 74,700-82,600 metric tons of carbon dioxide, the equivalent of consuming over 150,000 barrels of oil, and respiratory illness, asthma, cardiovascular disease, increased mortality, and adverse birth outcomes are just a few of the health effects associated with living and working near high-traffic areas 4.

Ensuring adequate border crossing facilities also has positive economic impacts. Currently, demand at some POEs can lead to multiple hours of pedestrian and vehicle wait times. These delays in personal travel caused a loss of business revenue of $2.26 billion in California and $278 million in Baja California in 2008, with $3.69 billion in combined revenue losses anticipated for the year 20175.

CHAPTER 1: EXECUTIVE SUMMARY | 2 A need existed to study the infrastructure that these millions of pedestrians and bicyclists use every day. As a result, the California State Department of Transportation awarded the Imperial County Transporation Commission (ICTC) a State Planning and Research grant to fund a pedestrian and bicycle transportation access study at the California/Baja California POEs. The goal of this study is to improve the travel experience for people walking or bicycling across the California/Baja California border, seeking to make trips safer, easier, and more comfortable around the six POEs. With the participation of binational local, state, and federal agency representatives and community members over the course of the year-long study effort, the results of this study describe current conditions at the POEs and provide a list of 96 recommended projects and policies. Additionally design guidelines for bicycle and pedestrian- friendly border crossings were developed,

The study is divided into eight chapters including this Executive Summary. Each of the subsequent chapters, excluding the introduction, is briefly discussed below.

CHAPTER 1: EXECUTIVE SUMMARY | 3 1.2 COMMUNITY AND PUBLIC INVOLVEMENT

This study included extensive outreach efforts that took place over ten months in multiple locations along the U.S.-Mexico border, giving stakeholder groups as well as members of the general public the opportunity to provide their input and make an impact on the content of the study. A project website was developed with periodic content updates and a link to the online participation tool eAudit, letting members of the public provide their input from anywhere with an internet connection.

A variety of in-person outreach events were conducted in addition to online A map of the Andrade/Los Algodones efforts. The Agency Working Group, whose membership included 13 agencies POE after an Imperial County Focus Group meeting from both sides of the border, met four times over the course of the study to provide input and information to the study team. A total of ten focus group sessions were held in San Diego and Imperial Counties in summer and fall 2014 to engage representatives from diverse backgrounds, including city and county governments from California and Baja California; border security agencies; transit and transportation agencies; non-governmental organizations (NGOs); ICTC, SANDAG, and Caltrans working groups; community and neighborhood groups; employers; major institutions; and economic development interests. On-site Outreach Workshops were also conducted at each of the six POEs in the study area to engage cross-border travelers in one-on-one conversations with the study team. One thousand comments were received as a result of the Focus Group meetings and On-Site Outreach Workshops. Findings from all of the outreach efforts were rich and varied, ranging from broad policy changes and operational suggestions to location-specific details such as identification of an area where trash frequently piles up or a shade tree could be planted.

1.3 EXISTING CONDITIONS ANALYSIS AND ASSESSMENT

The goal of the existing conditions analysis was to evaluate pedestrian and bicycle conditions at each port, with the aim of creating an environment that facilitates walking and cycling at each POE. Findings from the community and public involvement phase of the study shaped the development of the existing conditions review, resulting in a user-focused approach to the existing conditions assessment.

A unique study area was first developed for each port, connecting the port facility to major origins and destinations nearby. Then a network connectivity assessment and a network amenities assessment were conducted at each POE, identifying gaps, maintenance issues, and other barriers to walking and biking in the study area, as well as evaluating the availability of amenities such as water fountains, benches, shade, bicycle racks, transit shelters, and restrooms. The results from the analysis at each port are discussed in the Existing Conditions Analysis and Assessments chapter. Major findings include lack of basic amenities

CHAPTER 1: EXECUTIVE SUMMARY | 4 such as restrooms, water fountains, bilingual signage, and shade, at many of the ports’ approach and departure pathways for pedestrians, and nonexistent or limited bicycle infrastructure at all of the POEs.

1.4 PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS

As each port has unique demand, capacity, and character, Future Conditions at each POE vary widely. The San Ysidro/Puerta México-El Chaparral and the Calexico West/Mexicali I POEs are undergoing major renovations and Pedestrians approach the southbound expansions, as noted above. New roadway and pedestrian pathway pathway at the San Ysidro POE configurations and increased inspection capacity are planned at both ports. More minor improvements or operational changes are planned at the other four existing ports.

One port of entry and one cross-border facility are planned as well. The Otay Mesa East/Mesa de Otay II port will serve freight (“commercial”) and personal traveler (“passenger”) traffic, and will absorb some of the existing demand at the San Ysidro/Puerta México-El Chaparral and Otay Mesa/Mesa de Otay POEs. Cross Border Xpress will be a privately funded facility which will provide pedestrian access from General Abelardo L. Rodríguez International Airport to the United States for a fee.

1.5 ORIGIN AND DESTINATION SURVEY RESULTS In order to better understand the needs of pedestrians and bicyclists who cross the border between the US and Mexico at the six ports of entry between California and Baja California, information needed to be gathered about the types of users, their reasons for traveling, their points of origin and destination, and the frequency with which they cross the border. Four existing studies answered the majority of the origin and destination questions to completion. However, the mode of transportation for border crossers continuing the trip into the US was not addressed for all six POEs, as this data was not recorded at the Otay Mesa/Mesa de Otay or at the Tecate/Tecate ports of entry. Supplemental surveys were thus completed to gather data at these two locations, and the resulting data is included in the Origin and Destination Survey Results chapter. 1.6 RECOMMENDED PROJECTS Ninety-six recommended projects and policies were developed as a result of the Existing Conditions and Public Outreach phases of this study. Recommended projects were reviewed and revised based on input from local, state, and federal agencies and community groups from both the United States

CHAPTER 1: EXECUTIVE SUMMARY | 5 and Mexico. Three quarters of the recommendations represent pedestrian and bicycle projects, and one quarter are policies and transit and vehicle projects.

A summary version of the recommended projects at each port is included in the Recommended Projects chapter, along with maps depicting the location of each proposed project. A complete list of recommended projects and policies is available in Appendix H. These projects are sorted by POE, and the line item for each project includes:

 Project number  Project name  Country  Jurisdiction  Type (pedestrian, bicycle, vehicle, or transit)  Limits  Brief description  Agency stakeholders  Estimated cost  Related projects  Source of the recommendation  Prioritization

Design Guidelines for POE pedestrian and bicycle access can be found in Appendix J. A transit feasibility report for a bus service between the Calexico East and West POEs was also developed, and can be found in Appendix K.

Sample project recommendations map for the Calexico West/Mexicali I POE

CHAPTER 1: EXECUTIVE SUMMARY | 6 1.7 FUNDING STRATEGY AND VISION

The binational goal for the California/Baja California POEs is to facilitate safe, easy, and comfortable cross-border trips for pedestrians and bicyclists. Projects and policies that support this vision must be included in local, state, and federal plans in both the United States and Mexico, especially in the subsequent updates of the California/Baja California Border Master Plan.

Implementation of the goal also depends on available funding sources. A list of potential funding sources for infrastructure projects in each country is provided in the Funding Strategy and Vision chapter along with a brief description of each source.

The Final Study will be presented to ICTC and SANDAG in February 2015. Additionally, projects identified in the Final Border Study will be considered during the Border Master Plan Update process.

CHAPTER 1: EXECUTIVE SUMMARY | 7 2.0 INTRODUCTION This chapter provides a brief overview of each Port of Entry (POE) included in the study, as well as a description of the inspection process at each POE. Demographic data for the California/Baja California region is also described in this chapter, including population and employment projections for the next several decades. This chapter also summarizes border crossing volumes and wait times for each POE, and outlines the environmental, health and economic impacts of border access in the region.

The Pedestrian and Bicycle Transportation Access Study of the California/Baja California Border Crossings is the result of a year-long, binational process with the goal of improving the travel experience for people walking or bicycling across the California/Baja California border. Through a combination of community and public outreach, field work, contributions from local, state, and federal agencies, and a review of existing studies and plans, the study effort resulted in a list of recommended projects and policies to make walking and biking trips safer, easier, and more comfortable around the six California/Baja California ports of entry (POEs). The recommended projects are intended to benefit border crossers of all ages and abilities, balancing user comfort with important national security priorities.

2.1 DESCRIPTION OF BORDER FUNCTION What are POEs? POEs are the locations where travelers or goods may enter or leave a country under official supervision. Of the six California/Baja California POEs, three are passenger POEs, meaning that they process solely cross-border travelers, while three are both commercial and passenger POEs that process travelers as well as goods.

What are the characteristics of the California/Baja California POEs? Each of the six California/Baja California POEs has unique characteristics, with different border crossing volumes, wait times, and user demographics. A brief description of each port is included below. Figure 2.1 California/Baja California Ports of Entry

CHAPTER 2: INTRODUCTION | 9

San Ysidro/Puerta México-El Chaparral POE is the busiest border crossing in the western hemisphere.6 This passenger-only port connects two large cities, the city of San Diego in the US and the City of Tijuana in Mexico. In 2013, 15.5 million pedestrians and 22.7 million personal vehicles carrying 39.8 million passengers crossed the border at this port.7 Pedestrian wait times during peak hours on most days can be three hours or more.8 The majority of individuals who cross northbound at this port are residents of Baja California with destinations in the San Diego County communities of Chula Vista, South Bay, or Otay Mesa, with the majority of trips across the border made for the purpose of shopping and approximately a quarter of trips made to commute to work.9

Otay Mesa/Mesa de Otay POE serves passenger and commercial traffic and is located approximately five miles east of the San Ysidro/Puerta México-El Chaparral POE. These two ports function in tandem to connect the cities of San Diego and Tijuana. In 2013, 6.6 million pedestrians and 12.5 million personal vehicles carrying 21.8 million passengers crossed the border at this POE. Wait times for pedestrians during peak hours on weekday mornings can reach over two hours. User demographics are similar to San Ysidro, with the majority of northbound crossings occurring by Baja California residents destined for Otay Mesa or Chula Vista. The most frequent trip purpose is to shop, followed by commuting to work.

Tecate/Tecate POE is the smallest port in San Diego County, located 24 miles east of the San Ysidro/Puerta México-El Chaparral POE. This passenger and commercial port connects the unincorporated community of Tecate in the United States with the Mexican Municipality of Tecate. 1.5 million pedestrians and 1.5 million personal vehicles carrying 2.9 million passengers crossed the border at this rural POE in 2013. Wait times during peak periods can reach 45 minutes for pedestrians and three hours for vehicles. The majority of northbound trips at this port by Baja California residents were destined for destinations in San Diego’s Mountain Empire subregion. In contrast to the other two San Diego County POEs, more trips are made at this port with the purpose of commuting to work, followed in number by shopping trips.

Calexico West/Mexicali I POE is a passenger-only port and the busiest port in Imperial County. This urban POE connects the downtown areas of the Cities of Calexico and Mexicali, with 8.8 million pedestrians and 8.2 personal vehicles carrying 14.3 million passengers crossing the border at this port in 2013. Pedestrian and vehicle wait times during peak periods can reach two hours. Mexicali is the capital of the state of Baja California Norte, while the Imperial Valley is smaller, much less populous agricultural area. Locations in the Imperial Valley dominate trip origins and destinations in the US, with Calexico as the top location, while origins and destinations in Mexicali represent almost all of the trip ends in Mexico. Individuals cross the border at this port primarily to go to work, visit family and friends, and shop.

CHAPTER 2: INTRODUCTION | 10

Calexico East/Mexicali II POE is a passenger and commercial port located six miles east of the Calexico West/Mexicali POE. This port connects unincorporated Imperial County to the easternmost portion of the City of Mexicali. In 2013, 1.4 million pedestrians and 6.4 million personal vehicles carrying 11.8 million passengers crossed the border at this port. Wait times for pedestrians generally do not exceed 40 minutes, though vehicle wait times can reach almost two hours. Trip origins and destinations are similar to the Calexico West port, with Calexico and El Centro dominating US destinations and Mexicali representing close to 100 percent of trip origins. Primary trip purposes are to shop and commute to work.

Andrade/Los Algodones POE is Imperial County’s smallest port. Located just one half mile west of the Arizona border, this passenger-only port connects the mostly-undeveloped US community of Andrade to the small Mexican town of Los Algodones. 1.7 million pedestrians and 790,000 personal vehicles carrying 1.6 million passengers crossed the border at this port during 2013. The majority of traffic occurs during the winter season, when “snow birds” from other states and Canada flock to the nearby area for warm weather and medical and dental treatment in Los Algodones. Pedestrian wait times during the peak season can reach 40 minutes but generally do not exceed 10 minutes in the warmer months. Vehicle wait times can reach 1.5 hours year-round. Medical or dental trips and shopping are the primary trip purposes. Yuma, Arizona is the primary origin/destination in the US, with Phoenix also playing a prominent role. Los Algodones is the primary trip end in Mexico.

What is inspection like at the ports? Pedestrians, personal vehicles, and buses are all processed differently at the ports. Bicyclists are currently processed as pedestrians at all six ports, requiring bicyclists to dismount their bicycles and navigate facilities designed for pedestrians. In general, northbound pedestrians queue to pass through primary inspection by US Customs and Border Protection (CBP). Most pedestrians enter the United States after primary inspection, though some are sent to secondary inspection or denied entry to the country. Southbound processing is conducted by Aduanas, the Mexican customs authority, through randomized inspections.

Vehicle processing follows a similar format, with northbound and southbound vehicles queuing to approach primary inspection, with some diverted to secondary inspection or denied access to cross the border. Bus processing happens at some ports in a designated bus-only lane. Northbound international bus passengers must disembark their bus, wait in the pedestrian processing queue, and reload on the bus after crossing the border.

Documentation requirements to cross the border into the United States and into Mexico vary by country and the citizenship of the traveler. In general, to

CHAPTER 2: INTRODUCTION | 11 enter the United States from Mexico by land, a secure document such as a passport or permanent resident card is required. Secure documentation is also required to enter Mexico, with different documentation required based on length of stay and destinations inside or outside the border region.

Expedited pedestrian and vehicle processing is available at select ports through the SENTRI and Ready Lane programs. SENTRI (Secure Electronic Network for AVAILABILITY OF Travelers Rapid Inspection) provides accelerated processing for pre-approved EXPEDITED PROCESSING LANES individuals who CBP considers low-risk. SENTRI card holders must undergo a thorough background check and interview with a CBP Officer before being Pedestrian Vehicle approved for this Trusted Traveler Program. Once approved, cardholders can Processing Processing use the vehicle or pedestrian SENTRI-only lane, which for pedestrians can have San SENTRI, SENTRI, processing times up to three times as fast as the regular processing lanes. Ysidro Ready Lane Ready Lane Otay SENTRI, SENTRI, Ready Lanes are travel lanes for vehicles or pedestrians who have a radio Mesa Ready Lane Ready Lane frequency identification-enabled (RFID-enabled) travel documents, including US passport cards, enhanced drivers licenses, trusted traveler cards such as Tecate - - SENTRI, and enhanced permanent resident cards, among others. Ready Lane Calexico SENTRI, processing for pedestrians can be twice as fast as the regular processing lanes. SENTRI West Ready Lane Calexico SENTRI, SENTRI, 2.2 DEMOGRAPHIC DATA East Ready Lane Ready Lane This section will provide a brief overview of the anticipated demographic Andrade - - changes in the California/Baja California region over the next 35 years. All data have been sourced from the California/Baja California 2014 Border Master Plan Update.

Population Approximately 6.43 million people lived in the California/Baja California border region in 2010. In California, 3.27 million people lived in the border region, 3.1 million in San Diego County and 170,000 in Imperial County. These counties are expected to grow at a combined rate of 1.0% in the next 35 years, bringing the 2040 population to 4.45 million, an increase of 1.18 million people. In Baja California, 3.16 million people lived in the state’s five municipalities (Tijuana, Playas de Rosarito, Ensenada, Tecate, and Mexicali) in 2010. Tijuana and Mexicali were the largest municipalities, with populations of approximately1.56 million and 940,000 people, respectively. The state is expected to grow at a rate of 2.3% until the year 2040, increasing the population by 3.03 million people to 6.19 million residents. Overall, the combined California/Baja California border region is expected to grow by 4.21 million people by the year 2040.

CHAPTER 2: INTRODUCTION | 12 Table 2.1 Total Population, 2010 and 2040: Border Region

12.0

7.0 10.0 2010 Population 2040 Population 6.08.0 2010 Employment 2040 Employment 5.06.0

4.0 4.0

2.0

Population (millions) 3.0 6.43 3.16 6.19 3.27 4.45 10.64 0.0 San Diego and Baja California Combined 2.0 Imperial Counties California/Baja EmployedCivilians California Border Annual Average Growth Annual Average Growth Region 1.0 Rate 2010-2040 = 1.0% Rate 2010-2040 = 2.3% Annual Average Growth Rate 2010-2040 = 1.7% 6.56 2.86 4.61 1.95 1.47 * Projections for Imperial County were only available for1.39 2035. Projected data for includes 2040 data for San0.0 Diego County added to 2035 data for Imperial County. San Diego and Baja California Combined Imperial Counties California/Baja California Border Region Annual Average Growth Annual Average Growth Annual Average Growth Rate 2010-2040 = 1.0% Rate 2010-2040 = 4.1% Rate 2010-2040 = 1.7%

Employment Approximately 2.86 million people were employed in the California/Baja California region in 2010. In California, approximately 1.47 million people worked in the border region, with 1.41million civilians working in San Diego County and 60,000 in Imperial County. These labor markets are expected to grow at a combined rate of 1.0 percent in the next 35 years, bringing the total 2040 civilian labor force to 1.95 million, an increase of approximately 490,000 people. In Baja California, 1.39 million civilians were employed in the state’s five municipalities, with 700,000 in Tijuana, 40,000 in Tecate, and 410,000 in Mexicali. Growth is expected to occur at a rate of 4.1 percent until the year 2040, bringing an additional 3.21 million people to the labor market for a total of 4.6 million employed individuals. Together, the labor market of the combined San Diego/Imperial County and Baja California border region is expected to grow by 3.7 million people in the next 35 years, producing a figure of 6.56 million employed persons in the region in 2040.

CHAPTER 2: INTRODUCTION | 13 Table 2.2 Civilian Employment, 2010 and 2040: Border Region

Annual Average Growth Average Annual Growth Annual Average Growth Rate 2010-2040 = 1.0% Rate 2010-2040 = 4.1% Rate 2010-2040 = 1.7%

2.3 CROSSING AND WAIT TIME SUMMARIES Annual pedestrian crossing volumes and average peak hour wait times are shown below in Tables 2.3 and 2.4. Please reference the Appendix A for annual crossing volumes for personal vehicles, personal vehicle passengers, and buses and average peak hour wait times for personal vehicles.

The tables show that crossing volumes correlate with wait times. The San Ysidro/Puerta México-El Chaparral POE has the highest crossing volumes and wait times of any of the six ports. Calexico West/Mexicali I and Otay Mesa/Mesa de Otay POEs have the next highest crossing volumes and wait times. Tecate/Tecate, Calexico East/Mexicali II, and Andrade/Los Algodones POEs all have annual pedestrian crossing volumes under two million and average wait times under 50 minutes. People cross the border monthly, weekly, and daily to go to school or work, shop, visit family and friends, and to do a variety of other tasks. Long border wait times inhibit the flow of people and resources in the interlocked economies of California and Baja California and can cause environmental and health impacts, issues which are discussed below.

CHAPTER 2: INTRODUCTION | 14

Table 2.3 Annual Pedestrian Crossing Volumes

18 16 14 12 10 8 6 4 2 0 Annual Annual Pedestrian Crossings (Millions) Tecate/Tecate Mexicali El Chaparral El Calexico East/Nuevo Calexico Andrade/Los Andrade/Los Algodones Calexico West/Mexicali I Calexico West/Mexicali Otay Mesa/Mesa de Otay Otay Mesa/Mesa de San Ysidro/Puerta Mexico- Ysidro/Puerta San

2013 data from Transborder.bts.gov, "Border Crossing/Entry Data: Query Detailed Statistics," Research and Innovative Technology Administration (RITA), U.S. Department of Transportation. As there is no equivalent southbound crossing data, we have assumed that comparable demand exists for northbound and southbound vehicle and pedestrian crossings Table 2.4 Average Pedestrian Peak-Hour Wait Times

2013250 data from Transborder.bts.gov, "Border Crossing/Entry Data: Query Detailed Statistics," Research and Innovative Technology Administration (RITA), U.S. Department of Transportation. As there is no equivalent southbound crossing data,200 we have assumed that comparable demand exists for northbound and southbound vehicle and pedestrian crossings 150

100 2013 data from Transborder.bts.gov, "Border Crossing/Entry Data: Query Detailed Statistics," Research and Innovative Technology50 Administration (RITA), U.S. Department of Transportation. As there is no equivalent southbound crossing data, we have assumed that comparable demand exists for northbound and southbound vehicle and pedestrian crossings

Wait Wait Time (Minutes) 0

2013 data from Transborder.bts.gov, "Border Crossing/Entry Data: Query Detailed Statistics," Research and Innovative Technology Administration (RITA), U.S. Department of Transportation. As there is no equivalent southbound crossing data, we have assumed that comparable demand exists for northbound and southbound vehicle and pedestrian Tecate/Tecate crossings Mexicali San Ysidro/Puerta San Mexico-El Chaparral Mexico-El Calexico Calexico East/Nuevo Andrade/Los Andrade/Los Algodones Calexico West/Mexicali I Calexico West/Mexicali Otay Mesa/Mesa de Otay Otay Mesa/Mesa de

Northbound data from Traffic.calit2.net, Best Time to Cross the Border. Wait times shown represent wait times during each port's unique peak period. Wait times calculated by Traffic.calit2.net as an average of hourly wait times over a three-month period in summer 2014. Summer season wait times may show significant differences in comparison to other seasons because of school summer vacation.

CHAPTER 2: INTRODUCTION | 15

2.4 ENVIRONMENTAL, HEALTH, AND ECONOMIC IMPACTS OF BORDER ACCESS

Transportation infrastructure providing access to the California/Baja California POEs has far-reaching effects for pedestrians and bicyclists even beyond their immediate crossing experience. Different facets of the economic, environmental, and health impacts of border access and delay are described in the subsections below.

Economic Impacts Inadequate and aging infrastructure combined with more rigorous security requirements can create congestion and delay at the POEs. According to a 2010 study commissioned by SANDAG and Caltrans, delays at the California/Baja California border crossings create losses in employment, labor income, and output on both sides of the border due to reduced personal travel and delays in freight movement10. The study calculated that in 2008, border delay caused the following losses due to reduced personal travel:

 Total business revenue loss of $2.26 billion in California and $278 million in Baja California  Employment loss of close to 20,000 jobs in San Diego and Imperial Counties combined and over 2,000 jobs in Baja California

2008 losses due to delays in freight movement were also calculated:

 Total business revenue loss of $943 million in California and $1.66 billion in the United States as a whole, and $1.16 billion in Baja California and $1.83 billion in Mexico as a whole  Employment loss of 2,353 jobs in California and 5,467 jobs in Baja California

The study projects that by the year 2017, economic impacts associated with personal trips would increase by over 40 percent along the California/Baja California border, bringing revenue losses of $3.29 billion in California and $396 million in Baja California. Economic impacts associated with freight delays would reach $2.56 billion in California and $3.15 billion in Baja California by 2017. Infrastructure, along with security requirements, creates measurable economic impacts for both Mexico and the United States.

Environmental and Health Impacts Infrastructure to support pedestrian and bicycle border access is important for the health of border residents and the environment. Shifting some travel to active transportation modes such as walking and bicycling has been shown to increase life expectancy and reduce health costs associated with heart disease, stroke, diabetes, dementia, depression, and breast and colon cancer, as well as

CHAPTER 2: INTRODUCTION | 16

to reduce pollutants and greenhouse gas emissions.11 Additionally, according to a recent report, mobility and built environment factors such as pedestrian safety, transportation support, and sidewalk coverage at and near POEs could contribute positively to measurable health outcomes.12

Conversely, delays in border travel contribute negatively to health and the environment. Northbound border delays in San Diego County have been shown to produce between 74,700-82,600 metric tons of carbon dioxide, the equivalent of consuming over 150,000 barrels of oil.13 Particulate pollution is especially created by freight delay, as commercial trucks emit much more particulate pollution on a per vehicle basis.14 Traffic pollution also causes negative health impacts. In 2007 and 2008, respiratory or pulmonary diseases and diseases of the heart were among the top ten leading causes of death in the border states of the US and Mexico, with diseases of the heart as the number one leading cause of death in both regions.15 Respiratory illness, asthma, cardiovascular disease, increased mortality, and adverse birth outcomes are just a few of the health effects associated with living and working near high-traffic areas, making it important to reduce traffic pollution and provide protection for pedestrians and bicyclists.

CHAPTER 2: INTRODUCTION | 17

3.0 COMMUNITY AND PUBLIC INVOLVEMENT This chapter outlines the community outreach conducted as part of the POE study. It describes the types of events and methods used to ensure robust public participation in the project, which helped guide the understanding of existing conditions and recommended changes to address concerns at each POE. A summary of key findings from the public outreach is also included in this chapter.

This study included extensive outreach efforts that took place over ten months in multiple locations along the US-Mexico border, giving stakeholder groups as well as members of the general public the opportunity to provide their input and make an impact on the content of the study.

Meetings were held at community centers and offices of local agencies in both QR code for San Diego and Imperial counties, and On-Site Outreach workshops were smartphone conducted at each of the six California-Baja California Land Ports of Entry eAudit access (POEs). Community and agency stakeholder groups were strongly binational, with ongoing participation by groups from Mexico and the United States. For those who could not participate in the study in person, an online participation tool, eAudit, was developed so individuals could provide input at a time convenient for them.

Project Website 3.1 PROJECT KICKOFF Project kick-off occurred in spring 2014 with the development of a Bilingual Outreach Plan and the first Agency Working Group meeting. The 15-page Bilingual Outreach Plan was used to ensure participation in the study from both monolingual English and Spanish speakers, and described the bilingual approach for all outreach programs during the study. The Agency Working Group was developed to provide a coordinated mechanism for interaction with key agency representatives. The Working Group met four times at key milestones during the study process. At the Working Group meetings, team members provided

CHAPTER 3: COMMUNITY AND PUBLIC INVOLVEMENT | 19

project updates, ensured coordination among key stakeholders, and solicited feedback and technical assistance at critical junctures of the study process.

Project kick-off also included the development of the project website, which was hosted by the Imperial County Transportation Commission (ICTC) and was linked to by the SANDAG and Caltrans websites. A bilingual fact sheet was created for distribution at outreach events, and the eAudit tool was developed with a link included on the project website. The eAudit tool was an online mapping resource that allowed any individual with an internet connection to label problem or opportunity areas for bicyclists and pedestrians at the POEs.

3.2 OUTREACH EVENTS Outreach events included ten Focus Group meetings and six On-Site Outreach Workshops. These events were conducted in order to disseminate accurate information about the study and participation opportunities and to gain diverse perspectives on issues and opportunities around making the border crossing experience safer, easier, and more comfortable.

Eight initial focus group meetings were held in spring/summer 2014, four in On-Site Outreach Workshop at San Imperial County and four in San Diego County. Participants included Ysidro POE representatives from diverse backgrounds, incorporating city and county governments from California and Baja California; border security agencies; transit and transportation agencies; non-governmental organizations (NGOs); ICTC, SANDAG, and Caltrans working groups; community and neighborhood groups; employers; major institutions; and economic development interests. 58 participants in eight sessions heard a presentation and took part in a round-table discussion and interactive mapping exercise, resulting in 167 unique comments. Two additional Focus Group meetings, one in Imperial County and one in San Diego County, took place in November 2014 to solicit feedback on draft project recommendations. A brief presentation was given followed by an open house session where participants could provide input on projects that were of interest to them.

Six On-Site Outreach Workshops were conducted in summer 2014, one at each California-Baja California POE. These workshops engaged cross-border travelers in one-on-one conversations with the project team as well as with the same interactive mapping exercise used during the focus group sessions. One thousand comments were received during the Focus Group meetings and On- Site Outreach Workshops.

3.3 FINDINGS The findings from the outreach efforts were rich and varied, ranging from broad policy changes and operational suggestions to location-specific details such as

CHAPTER 3: COMMUNITY AND PUBLIC INVOLVEMENT | 20 identification of an area where trash frequently piles up or a shade tree could be planted.

Location-specific findings received through the eAudit tool, the Focus Group meetings, and the On-Site Outreach Workshops were plotted and organized using GIS software. Each point corresponds to a specific issue or opportunity identified through public outreach. An example of the maps created from those points is shown below. Location-specific issues and opportunities identified on these maps informed the study’s project recommendations.

Mapping of comments received during public outreach – San Ysidro POE “Big ideas” and broad themes also emerged during the community and public involvement process. The “big ideas” were translated into the study policy recommendations. The themes that emerged from the outreach process are listed below, with security, operational, and inspection issues emerging as participants’ most common issues:

 Access for People with Disabilities and the Elderly  Bicycle Access  Branding/Information/Marketing  Connectivity/Transit  Design/Place-Making/Image  Economics  General Crossing Experience  General Infrastructure  General Study Comment  Lighting  Other Amenities/Services  Other Study/Precedent/Project Reference

CHAPTER 3: COMMUNITY AND PUBLIC INVOLVEMENT | 21

 Pedestrian Access  Personal Safety  Pick Up/Drop Off  Public Health  Restrooms  Safety - Mode Mixing  Sanitation  Security/Operational/Inspection  Signage  Waiting Areas/Rest Areas/Shade  Water Fountains/Misters Findings from the community and public involvement phase of the study shaped the development of the existing conditions review, resulting in a user-focused approach to the existing conditions assessment. Issues and opportunities identified by study participants were verified by the study team during field visits, and the team sought opportunities at the POEs to address the issues most discussed during outreach. Input received during the community and public involvement phase became a key basis for the study’s project and policy recommendations. Additionally, the large themes that emerged during the outreach process informed the creation of the study’s bicycle-friendly and pedestrian-friendly design guidelines.

CHAPTER 3: COMMUNITY AND PUBLIC INVOLVEMENT | 22

4.0 EXISTING CONDITIONS ANALYSIS AND ASSESSMENTS This chapter includes an evaluation of existing pedestrian and bicycle conditions at each the six Ports of Entry (POE) within the study area. It includes a discussion of the analysis methodologies, a brief description of the location, inspection facilities, and transit and vehicle conditions at each border, and an assessment of existing pedestrian and bicycle conditions.

4.1 ANALYSIS METHODOLOGY

This section provides an overview of the methods of analysis used to evaluate existing conditions at the ports of entry in this study. The goal of the analysis is to evaluate pedestrian and bicycle conditions at each port, with the aim of creating an environment that facilitates walking and cycling at each POE. The elements that make up a high-quality pedestrian and bicycle environment are discussed first, followed by a description of the analysis methodology.

Study area The study area for the pedestrian network was developed by identifying pedestrian travel routes between each POE and major origins and destinations Pedestrians cross at the Calexico nearby. Examples of these origins and destinations include transit stops, parking West POE. lots, large shopping centers, educational facilities, and tourist destinations. The resulting pedestrian networks included sidewalks and pedestrian bridges, as well as dirt paths and unofficial walkways.

The study area for the bicycle network was developed by identifying existing and planned bicycle facilities (bike lanes, routes, and paths) around each POE, and identifying bicycle travel routes between each POE and nearby origins and destinations such as transit services and popular bicycling routes. Popular bicycling routes were identified using cyclist heat map data from the fitness tracking company Strava. Maps of the bicycle and pedestrian networks at each port are included in Appendix C.

Pedestrian Travel Time Analysis Pedestrian travel time analysis was conducted by calculating typical walking times between POEs and major nearby destinations such as transit facilities, shopping centers, and parking lots.

Network Connectivity Assessment The network connectivity assessment evaluates gaps, maintenance issues, and other barriers to walking and biking. Network connectivity analysis criteria were developed with the help of site visits to each POE and input from POE users and government agency staff. Pedestrian network connectivity analysis criteria include:

 Complete, well-maintained sidewalk networks: sidewalks that connect pedestrians to their destinations and are free from major cracks and holes.  Sidewalk networks that cater to users of all abilities: pathways that avoid stairs and steeply sloped ramps and that provide adequate pedestrian sidewalk ramps are important for elderly and disabled users as well as

CHAPTER 4: EXISTING CONDITIONS | 24

individuals with luggage, strollers, and shopping handcarts. Sidewalks should be constructed to adequate width for all users.  Paving or flooring should take into account the safety of users. Uneven paving can be challenging for pedestrians who are mobility-impaired. Similarly, tiled flooring can present difficulties for pedestrians in slick-soled shoes, bicycle cleats, and during wet weather or flooding.  Drop off and pick up locations close to the POE. Designating pick-up and drop-off locations as near as possible to POEs can help avoid safety concerns and increase convenience for users. Both “kiss & ride” and “park & call” locations facilitate pedestrian crossings.  Ample entrance and exit facilities. Doors and turnstiles that are wide enough to accommodate luggage, families with children, and bicycles should be included. Marked crossing outside the  Lighting for the crossing facility, transit stops, and popular paths to and Calexico West POE. from the POEs increases safety for users. Bicycle network connectivity analysis criteria include: “Cyclists shouldn’t  Well-controlled intersections located near pedestrian crossing have to ride on infrastructure increase safety for travelers using all modes of transportation. sidewalks.”  Complete, well-maintained bicycle networks. Bicycle routes that -Focus Group Participant connect cyclists to their destinations and are free from major cracks, holes, and debris contribute to high-quality connections.

 Ample entrance and exit facilities. Doors, turnstiles, and pathways that are wide enough to accommodate bicycles are vital if bicyclists will be crossing the border as pedestrians, although it should be noted that many cyclists would prefer to ride to the POEs and cross in bicycle-only lanes.  Facilities without stairs facilitate bicycle travel.  Bicycle parking.  Connectivity to existing routes from the port facility. Well-connected routes increase the attractiveness of crossing the border by bicycle.  Bicycle routes protected from fast vehicle traffic. The network connectivity of transit was evaluated by assessing the availability of light rail, private and public bus service, taxis, jitneys, and pedicabs.

Using the network connectivity analysis criteria, a rating was developed for the overall condition of gaps, maintenance, and other barriers to walking or biking at each POE. For the pedestrian network connectivity analysis, a separate assessment was also conducted for the network for the area immediately surrounding each POE.

CHAPTER 4: EXISTING CONDITIONS | 25

Network Amenities Assessment The quality of pedestrian, bicycle, and transit amenities was evaluated by reviewing the availability of amenities such as water fountains, benches, shade, bicycle racks, maintenance/repair services, transit shelters and restrooms at each POE. The status of each type of amenity was then rated as poor, fair, or good for each travel mode based on this field assessment, as well as public and agency input.

The type of amenities to include in each assessment was developed with the help of site visits to each POE and input from POE users and government A curved shade structure provides agency staff. For pedestrians, these may include: all-day protection from the sun in the northbound queue in Los  Shade and weather protection. Protection for the sun and rain is Algodones. crucial, especially for the desert ports of Imperial County. Specific recommendations include weather protection and shade for the different sun angles at all times of day at transit stops and pedestrian queuing locations in both nations. Ideal shade structures are breathable to ensure airflow and prevent trapping of vehicle exhaust.  Water fountains and restrooms. These amenities are necessary at all port facilities, and should be accessible from pedestrian queuing areas.  Benches are especially important along queues.  Transit hubs with centralized transportation options help users reach their final destinations.  Bilingual directional signage on both sides of the border for pedestrians, drivers and bicyclists. Lane designations are an important wayfinding component to provide crucial information and order the queue between SENTRI, Ready Lane users, and regular border crossers.  Bilingual Informational signage includes information on crossing procedure, wait time information, and permitting information. Signage may also include maps of the crossing facility and directions to tourist destinations, transit stops, amenities such as restrooms and water fountains, and the path to the POE.  Information booths.  Landscaping, welcome signs, trash removal, and public art improve the crossing experience.

For bicyclists, the amenities assessment included many of the elements described above, as well as additional components specific to bicycle travel, such as:

CHAPTER 4: EXISTING CONDITIONS | 26

 Wayfinding signage with directions to bicycle parking, routes to key destinations, and distance to popular bikeways.  Transit with bicycle-carrying capacity extends the distance of bicycle trips. For transit, the amenities assessment included an evaluation of shelter, seating and restrooms provided specifically for transit users.

Informational signage at the Otay Mesa POE designates Ready Lanes near the front of the pedestrian queue.

CHAPTER 4: EXISTING CONDITIONS | 27

4.2 EXISTING CONDITIONS ASSESSMENT

This section describes the results of the existing conditions analysis completed for each POE. The existing conditions assessment includes an overview of border crossings and transportation services as the POE, a description of access to the POE in both the northbound (NB) and southbound (SB) directions, a discussion of major destinations in the vicinity of the port, and a summary of network connectivity and amenities for pedestrians and cyclists at each POE.

San Ysidro/Puerta México – El Chaparral The Port of Entry (POE) at San Ysidro/Puerto Mexico-El Chaparral is the main connection between San Diego and Tijuana, serving as the key cross-border link for the California-Baja California mega-region16. The POE is the busiest land border crossing in the western hemisphere,17 with 62,000 vehicles crossing at this location each day.18 Over 22 million personal vehicles carrying almost 40 Pedestrians crossing northbound into the US from Mexico queue in million passengers crossed the border at San Ysidro during 2013, down from a designated lanes before reaching high of more than 35 million crossings in 200419. During peak periods vehicle inspection facilities. wait times can be up to four hours20, although new facilities opened in fall 2014 have dramatically decreased wait times. On average, 42,000 pedestrians cross the border at San Ysidro daily.21 Pedestrian wait times during peak hours on SAN YSIDRO most days can be three hours or more.22 INSPECTION FACILITIES Transit services at the POE include taxis, private buses serving regional and NB SB interstate destinations in the US and Mexico (e.g., Greyhound, El Corre (entering (entering Caminos, Cruceros, Intercalifornias), public buses (MTS bus routes 906 and 907, US) Mexico) Azul y Blanco bus routes in Tijuana), pedicabs, licensed and unlicensed jitneys, Hours 24 hours 24 hours and light rail (San Diego Trolley Blue Line). Approximately 20,000 daily trolley i i Processing Passenger Passenger trips start or end at the San Ysidro Intermodal Transit Center (ITC), as well as Pedestrians 15 booths 1 lane 3,000 MTS bus trips.23 Approximately 165 buses cross northbound at the San Vehicles 46 booths, 6 lanes Ysidro POE each day.24 24 lanes Bus-only 1 lane None Access and Major Destinations SENTRI/ Pedestrians, NA Access to the POE from Mexico Ready Laneii Vehicles To enter the US from Mexico, pedestrians access the Puerta México

I Includes all non-commercial drivers, their northbound pedestrian queue from local roadways east of Vía Rápida Oriente, passengers, and pedestrians with pedestrian queuing along Ramal C. Unofficial pedestrian pick-up and drop- iIi See Chapter 1 for further explanation of SENTRI/Ready lanes off occurs adjacent to the queue. A pedestrian bridge provides access over the northbound vehicle queue to the area around the new El Chaparral facility towards downtown Tijuana. Figure 4.1 San Ysidro POE Regional Map

There are no existing bicycle facilities in Mexico within the POE vicinity, and cyclists are required to dismount their bicycles and cross as pedestrians. Northbound vehicles approach the Puerta México POE on Vía Rápida Oriente, which connects to Federal Highways 1D, 1, and 2.

CHAPTER 4: EXISTING CONDITIONS | 28

Figure 4.1 San Ysidro POE Regional Map PEDESTRIAN TRAVEL

TIME ANALYSIS

DESTINATION TRAVEL (POE TO): TIME Figure 4.1 San Ysidro POE Regional Map United States Border Village 9 min

San Ysidro Intermodal 1 min Transportation Center Figure 4.1 San Ysidro POE Regional Map Parking on 3 min E. San Ysidro Blvd Bus, jitney, POV loading on 5 min E. San Ysidro Blvd Parking, POV loading off Figure 4.1 San Ysidro POE Regional Map 7 min Camiones Way Border Village 9 min Bus ticketing, parking off 10 min Virginia Avenue

Las Americas Outlets 12 min Mexico Access to the POE from the US Parking, Bus stop, and taxis To enter Mexico from the US, pedestrians pass through the San Ysidro 4 min at end of Ramal C Intermodal Transportation Center (ITC), located just north of the US Taxis, Parking, POV loading, pedestrian processing facility. This is the access point for a pedestrian bridge bus ticketing at western end 5 min over I-5 vehicle lanes as well as the southbound pedestrian path and northbound of Tijuana pedestrian bridge pedestrian exit. From the ITC, the southbound path leads to two turnstiles Bus ticketing, parking off providing access to Mexico. Once in Mexico, the pathway becomes a staircase 7 min Paseo Centenario Tijuana with an adjacent steep ramp, sending pedestrians through the Mexican Viva Tijuana bus terminal, 8 min inspection facility and terminating at Ramal C, with access to the pedestrian nearby taxis and parking bridge towards El Chaparral and downtown Tijuana. El Chaparral Tijuana River 11 min pedestrian bridge Bicycle facilities in the vicinity of the POE include a bike rack north of the pedestrian bridge, bicycle lanes along Camino de la Plaza, and bicycle lanes that turn into a bicycle route along E Beyer Boulevard. Cyclists are currently required to dismount their bicycles and cross as pedestrians. Vehicles access the San Ysidro POE using I-5. Camino de la Plaza provides access to the streets in the immediate vicinity of the POE.

Major Destinations Within the US, popular shopping centers are located west of the POE, and shops and pay parking are located to the north. The San Ysidro Intermodal Transportation Center (ITC) is also located directly north of the POE. Within Mexico, the Zona Río neighborhood is located southwest of the POE, and tourist destination Avenida Revolución is located southwest of the POE, across

CHAPTER 4: EXISTING CONDITIONS | 29

the Tijuana River. Small shops are located adjacent to the northbound pedestrian and vehicle queuing areas, and taxis, private buses and public buses are located within a half-mile of the POE in both nations. A more detailed discussion of nearby destinations is included in Appendix C.

Pedestrian and Bicycle Assessment Network Connectivity Network connectivity deficiencies encompass gaps, maintenance issues, and other barriers along the transportation network around the POE, as well as the availability of transit service. Maps and detailed analysis of the San Ysidro POE network connectivity are available in Appendix D.

Significant pedestrian network deficiencies include steep grades and staircases in both the US and Mexico, uneven pavement and sidewalks, narrow pathways, and limited capacity at turnstiles entering Mexico. Passenger pick-up and drop-off

Figure 4.2 San Ysidro POE Map

Table 4.1: Network Connectivity AssessmentFigure 4.2 San Ysidro POE Map

Table 4.1: Network Connectivity Assessment

Table 4.1: Network Connectivity AssessmentFigure 4.2 San Ysidro POE Map

Table 4.1: Network Connectivity AssessmentFigure 4.2 San Ysidro POE Map

Table 4.1: Network Connectivity Assessment

Table 4.1: Network Connectivity Assessment

Table 4.1: Network Connectivity Assessment

CHAPTER 4: EXISTING CONDITIONS | 30 Table 4.1: Network Connectivity AssessmentFigure 4.2 San Ysidro POE Map

locations in both the US and Mexico are hectic, with transit, vehicles pedestrians and bicycles competing for limited space.

Significant bicycle network deficiencies include missing connections to the POE vicinity in both nations, as well as missing connections to regional bike routes. Bicyclists must dismount and wheel bikes through POE locations, which include stairs, narrow sidewalks, and other facilities not designed to accommodate bicycles. Transit vehicles in the US can accommodate only a minimal number of bicycles, and buses in Mexico do not have provisions for bicycles. Table 4.1: Network Connectivity Assessment

San Ysidro Intermodal Transit Pedestrian Bicycle Transit Center (ITC) serves transit riders

at the POE in the US. Table 4.1: Network Connectivity Assessment

ep Slopes

Table 4.2: Network

Table 4.1: Network Connectivity Assessment Amenities Assessment

Gaps Maintenance Stairs/Ste Existing Facilities Gaps Maintenance Light Rail BusPrivate Public Bus Taxi Jitney Pedicab United States TableAt POE4.1: NetworkGood Fair ConnectivityPoor Yes Fair Assessment Good Yes Yes Yes Yes Yes Yes Table 4.2: Network Amenities POE Vicinity Fair Fair Fair NAi NAi NAi NAi NAi NAi NAi NAi NAi AssessmentSan Ysidro Intermodal Mexico Transit Center (ITC) serves transit At POE Fair Poor Poor No NAii NAii No Yes Yes Yes No No riders“It's at the not POE safe in the to US. TablePOE Vicinity 4.1: NetworkFair Fair ConnectivityPoor NAi NA Assessmenti NAi NAi NA i NAi NAi NAi NAi ride the bike on iAn assessment of bicycle and transit connectivity in the POE vicinity was not conducted iiBecause no existing bicycle facilities were in place, bicycle analysis was not conducted the bridge with the Table 4.2: Network Network Amenities Amenitiesregular cars…andAssessment Table 4.1: Network Connectivity Assessment it's forbidden to Transportation network amenities help create a high-quality experience for

ride on the pedestrians, cyclists, and transit riders. Key deficiencies for pedestrians include a lack of sun and rain protection for transit stops and pathways that access the Tablepedestrian 4.2: Network bridge; Table 4.1: Network Connectivity Assessment POE, especially the northbound pedestrian queue; informational and directional Amenitiesthere is Assessmentno space signage; and a limited number of restrooms, water fountains, and benches. Some for bikes.” bicycleTable racks 4.1: are Network available forConnect cyclists inivity the AssessmentUS just north of the POE. In the US, transit facilities include public phones, pay restrooms, vending machines, Table-Focus 4.2: Group Network Participant benches, and small shelters at the San Ysidro ITC. A more detailed analysis of Amenities Assessment network amenities is included in Appendix E.

Table 4.2: Network Amenities AssessmentSan Ysidro Intermodal Transit“It's Center not (ITC)safe serves to transit ridersride at thethe POE bike in the on US. the bridge with the Tableregul 4.2:ar Networkcars…and Amenitiesit's forbidden Assessment to ride on the pedestrian bridge; Tablethere 4.2: Network is no Amenities space CHAPTER 4: EXISTING CONDITIONS | 31 AssessmentSan Ysidro Intermodal Transitfor Centerbikes.” (ITC) serves transit riders-Focus at the Group POE in Participant the US.

Table 4.2: Network Amenities Assessment

Pedestrian Bicycle Transit

Table 4.2: Network Amenities Assessment

Table 4.2: Network Amenities Assessment

Table 4.2: Network Amenities Assessment strooms Shade Water Fountains Services Food Benches Restrooms Lighting POV Pickup Proximate Information Kiosk Signage Parking Bicycle Lockers Bicycle Rental Bicycle Maintenance/Repair Services Showers on Transit Accommodations Shelters Seating Re United States Poor Fair Good Fair Poor Fair Poor Poor Poor Fair Poor Poor Poor Poor Fair Good Good Fair MexicoTable 4.2: Network Amenities Assessment A pedestrian bridge in Mexico Poor Fair Good Poor Fair Fair Poor Fair Poor Poor Poor Poor Poor Poor Poor Good Fair Good provides access over the northbound vehicle queue to the Table 4.2: Network Amenities Assessment Puerta México.

A pedestrian bridge in Mexico Table 4.2: Network Amenities Assessment provides access over the northbound vehicle queue to the Puerta México. Table 4.2: Network Amenities Assessment

A pedestrian bridge in Mexico provides access over the northbound vehicle queue to the Puerta México.

A pedestrian bridge in Mexico provides access over the northbound vehicle queue to the Puerta México.

CHAPTER 4: EXISTING CONDITIONS | 32

Otay Mesa/Mesa de Otay The Otay Mesa/Mesa de Otay POE is located in San Diego County, approximately five miles east of the San Ysidro POE. This port functions in tandem with San Ysidro POE as the gateway between the cities of Tijuana and San Diego, and provides service for pedestrians, passenger vehicles, buses, and commercial vehicles. The Otay Mesa POE is located one mile east of the Tijuana International Airport, and many air travelers access the airport via this POE.

This POE is among the ten busiest land ports in the US and is the busiest commercial border crossing on the California-Baja California border.25 Over 12 million passenger vehicles carrying 21.8 million passengers in addition to 6.6 million pedestrians crossed the border at the Otay Mesa POE in 2013.26 During peak periods on Sunday and Monday nights northbound wait times for vehicles can reach three hours. On average, 18,000 pedestrians cross daily at Otay Mesa POE.27 Pedestrian wait times during peak hours on weekday mornings can reach over two hours.28 Pedestrians use an unshaded pathway in the US to access the Transit facilities at the Otay Mesa POE include private buses serving regional southbound pedestrian lane. and interstate destinations in the US (e.g., Otay Mesa Transit and Saenz, serving Los Angeles), public buses (MTS bus routes 905, 905A, 905B, and 950, public OTAY MESA bus routes in Tijuana), taxis, and jitneys. Over 42,000 buses cross northbound at INSPECTIONPedestrians use an FACILITIES unshaded the POE annually, averaging more than 100 daily buses in each direction.29 pathway in the US to acceFigure

4.8 Calexico West POE Mape. NB SB Figure 4.3 Otay Mesa POE Regional Map (entering (entering US) Mexico) PedestriansHours use24 anhours unshaded 24 hours pathwayProcessing in thePassenger, US to accessi Passenger, the southbound pedestrian lane. Commercial Commercial Figure 4.3 Otay Mesa POE Regional Map Pedestrians 6 lanes 1 lane Vehicles 12 lanes 4 lanes PedestriansBus-only use1 lane an unshadedNone pathway in the US to acceFigure SENTRI/ Yes NA Figure 4.3 Otay Mesa POE Regional Map 4.8 Calexico West POE Mape. Ready Laneii

I Includes all non-commercial drivers, their passengers, and pedestrians PedestriansiIi See Chapter use 1 for an furtherunshaded explanation of pathwaySENTRI/Ready in the lanesUS to access the Figure 4.3 Otay Mesa POE Regional Map southbound pedestrian lane.

Pedestrians use an unshaded Figure 4.3 Otay Mesa POE Regional Map pathway in the US to acceFigure 4.8 Calexico West POE Mape.

CHAPTER 4: EXISTING CONDITIONS | 33 Pedestrians use an unshaded Figure 4.3 Otay Mesa POE Regional Map pathway in the US to access the southbound pedestrian lane.

Access and Major Destinations Access to the POE from Mexico Northbound pedestrians access the Mesa de Otay POE facility via Boulevard Garita de Otay or via a dirt path along Colina del Sol one block to the east. Many pedestrians are also dropped off closer to the POE at a passenger pick- up/drop-off area at the northern end of Colina del Sol, or in the SENTRI lane adjacent to the northbound pedestrian queue. There are no bicycle facilities in Mexico within the POE vicinity, and cyclists are required to dismount their

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

Figure 4.4 Otay Mesa POE Map

CHAPTER 4: EXISTING CONDITIONS | 34

bicycles and cross as pedestrians. To enter the US from Mexico by car, vehicles PEDESTRIAN TRAVEL use Boulevard Garita de Otay, one mile off of Federal Highway 2. TIME ANALYSIS Access to the POE from the US DESTINATION TRAVEL Southbound pedestrians access the POE from the intersection of Roll Drive and (POE TO): TIME Via de la Amistad, walking south on Paseo Internacional alongside the employee United States and SENTRI applicant parking lot and west across a pedestrian bridge to access Loading, taxis, jitneys, MTS the lane into Mexico. An alternative pedestrian route exists northwest of the bus on Roll Drive & Via de 3 min crossing and provides a path from a passenger pick-up/drop-off zone at Nicola la Amistad Tesla Court to the southbound lane. Saenz and 4 min Otay Mesa Transit In the US there is a bicycle path from Nicola Tesla Court to the POE, and bike Parking on Roll Drive 5 min lanes exist along Siempre Viva Road. Cyclists are currently required to dismount Loading zone on their bicycles and cross the border as pedestrians. To enter Mexico from the 9 min Nicola Tesla Court US by car, vehicles access the POE from SR-905. MTS bus stops on Siempre 13 min Major Destinations Viva Road Within the US, popular destinations close to the POE include shopping centers Mexico and transit services. Within Mexico, major destinations include the Universidad Loading in SENTRI lane 0 min Autónomade Baja California - Campus Tijuana, located two miles southeast of Taxis and loading on 3 min the crossing, and a large park, Parque de la Amistad, located one mile south of S. Juana de la Cruz the crossing, as well as the Tijuana International Airport. The border facilities Parking on 4 min are located within the city of Tijuana’s Otay Centenario district and the Otay Colina del Sol Mesa community of San Diego. A more detailed discussion of nearby Loading, parking, and bus destinations is included in Appendix C. stop on corner of Colina del 10 min Sol and Blvd. de las Bellas Artes Pedestrian and Bicycle Assessment Public bus stop on Blvd. de Network Connectivity las Bellas Artes under 11 min Network connectivity deficiencies encompass gaps, maintenance issues, and overpass other barriers along the transportation network around the POE, as well as the availability of transit service.

Significant pedestrian network deficiencies include poor sidewalk and crossing infrastructure in both the US and Mexico. Sidewalks in many locations are too narrow, poorly maintained, and unshaded, with obstacles (e.g., poles and high curbs) impeding pedestrian movement. Pedestrian sidewalk ramps are often missing, and crossings are unmarked or faded. There is no pedestrian bridge across Boulevard Garita de Otay in Mexico, forcing pedestrians to walk through fast-moving traffic to cross the street. Finally, drop-off/pick-up locations are distant from POE entry points, and often crowded.

Significant bicycle network deficiencies include an absence of bicycle facilities in Mexico, as well as missing connections to the POE in both nations. Bicyclists must dismount and wheel bikes through the POE, which include stairs, narrow sidewalks, and other facilities not designed to accommodate bicycles. Transit

CHAPTER 4: EXISTING CONDITIONS | 35

vehicles in the US can accommodate only a minimal number of bicycles, and buses in Mexico do not have provisions for bicycles. Maps and detailed analysis of the Otay Mesa POE network connectivity are available in Appendix D. Table 4.3: Network Connectivity Assessment

Pedestrian Bicycle Transit

Table 4.4: Network Amenities Assessment

Table 4.4: Network Amenitiesting Facilities AssessmentTable 4.3:

NetwoFigureGaps 4.9 CalexicoMaintenance Slopes Stairs/Steep EastExis POEGaps RegionalMaintenance Light Rail BusMapPrivate Public Bus twoFigureTaxi Jitney Pedicab 4.10 Calexico United East States POE Map Network Connectivity AssessmentAt POE Poor Good Poor Yes Fair Good No Yes Yes Yes Yes No Pedestrians crossing Boulevard POE Vicinity Good Good Good NAi NAi NAi NAi NAi NAi NAi NAi NAi Garita de Otay Mexico At POE Fair Poor Good No NAii NAii No Yes No Yes No No TablePOE Vicinity 4.4: NetworkPoor Poor AmenitiesGood NAi AssessmentNAi NAi NAi NAi NAi NAi NAi NAi iAn assessment of bicycle and transit connectivity in the POE vicinity was not conducted Table 4.3: Network Connectivity iiBecause no existing bicycle facilities were in place, bicycle analysis was not conducted AssessmentPedestrians crossing Boulevard Garita de Otay NetworkTable 4.4:Amenities Network Amenities Assessment

Transportation network amenities help create a high-quality experience for Table 4.3: NetwoFigure 4.9 Calexico pedestrians, cyclists, and transit riders. Currently, weather protection is not in East POE Regional MaptwoFigure placeTable in many 4.4: locations Network on Amenitiesboth sides of theAssessment POE. Restrooms, water fountains, 4.10 Calexico East POE Map and benches are also limited. There are no bike parking racks or lockers, or Network Connectivity support services for cyclists on either side of the POE. Pay phones are available AssessmentPedestrians crossing Boulevard Garita de Otay toTable transit 4.4:users Network at the Otay Amenities Mesa POE, but AssessmentTable luggage lockers are not4.3: available on eitherNetwork side of theConne border,ctivity and restroomsAssessment and refreshment services are not provided specifically for transit users. A more detailed analysis of network Table 4.3: Network Connectivity amenities is included in Appendix E. AssessmentPedestrians crossing Table 4.4: Network Amenities Assessment Boulevard Garita de Otay Table 4.4: Network Amenities Assessment

Pedestrian Bicycle Transit Table 4.3: Network Table 4.4: Network Amenities AssessmentTable 4.3:

Connectivity Assessment TableNetwo 4.4:Figure Network 4.9 Calexico Amenities East Assessment POE Regional MaptwoFigure

4.10 Calexico East POE Map Network Connectivity Assessment

Table 4.4: Network Amenities Assessment Table 4.4: Network ns

Amenities Assessment

Table 4.4: Network Amenities Assessment

Table 4.4: Network Amenities Shade Water Fountai Services Food Benches Restrooms Lighting POV Pickup Proximate Information Kiosk Signage Parking Bicycle Lockers Bicycle Rental Bicycle Maintenance/Repair Services Showers on Transit Accommodations Shelters Seating Restrooms United States AssessmentTable 4.3: NetwoFigure Poor Poor Good Poor Fair Poor Poor Poor Poor Poor Poor Poor Poor Poor Fair Fair Fair Fair 4.9 Calexico East POE Regional Table 4.4: Network Amenities Assessment MaptwoFigure 4.10 Calexico East Mexico POE Map Network Connectivity Poor Poor Fair Fair Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Fair Fair Fair AssessmentPedestrians crossing Boulevard Garita de Otay Table 4.4: Network Amenities Assessment CHAPTER 4: EXISTING CONDITIONS | 36

Table 4.3: Network Connectivity AssessmentPedestrians crossing Table 4.4: Network Amenities Assessment

Tecate/Tecate The Tecate/Tecate POE is located 30 miles inland from the California coast. In the US, Tecate is a small community within unincorporated San Diego County, while in Mexico, Tecate is a municipality with approximately 109,000 residents. The city of Tecate has recently been named a Mexican “Pueblo Mágico” by SECTUR, the Mexican Secretariat of Tourism, recognizing the town’s cultural importance and attraction to tourists.

Approximately 1.5 million pedestrians and 1.5 million personal vehicles carrying 3 million passengers crossed the border at Tecate POE during 2013. The Tecate POE has an average of 4,000 vehicle crossings and 4,000 pedestrian crossings Pedestrians enter into Tecate, per day, making it one of the smaller POEs along the California-Baja California Mexico after passing through southbound inspection. border.30 However, during peak periods on Sundays wait times can reach three hours for vehicles and 45 minutes for pedestrians.31

Transit services at the Tecate POE include public buses (MTS bus route 894, Pedestrians enter into Tecate, public bus routes in Mexico), and taxis in Mexico. Approximately 100-200 buses Mexico after passing through cross northwards at this POE annually, most of these owned by private southbound Figure 4.11 Andrade POE Regional Mapinspection. companies carrying tourists.

TECATE Figure 4.5 Tecate POE Regional Map

INSPECTIONPedestrians enter into FACILITIES Tecate, Mexico after passing through southbound inspection.NB SB (entering (entering Mexico) Figure 4.5 Tecate POE Regional Map US) Hours 5 AM 6 AM Pedestrians enter – 11 PMinto Tecate,– 12 AM Mexico after passing through i southboundProcessing Passenger, Figure 4.11 AndradePassenger, Figure 4.5 Tecate POE Regional Map Commercialinspection. Commercial POE Regional Map Pedestrians 2 lanes 1 lane

Vehicles 2 lanes 4 lanes PedestriansBus-only enterNone into Tecate,None Figure 4.5 Tecate POE Regional Map MexicoSENTRI/ after passingNo through NA southboundReady inspection. Laneii

I Includes all non-commercial drivers, Pedestrianstheir passengers, enter and pedestriansinto Tecate, iIi MexicoSee Chapter after passing1 for further through explanation of SENTRI/Ready lanes southbound Figure 4.11 Andrade

POE Regional Mapinspection.

Pedestrians enter into Tecate, Mexico after passing through southbound inspection. CHAPTER 4: EXISTING CONDITIONS | 37

Pedestrians enter into Tecate,

Access and Major Destinations PEDESTRIAN TRAVEL TIME ANALYSIS Access to the POE from Mexico To enter the US from Mexico, pedestrians enter the POE at the intersection of DESTINATION TRAVEL Callejón Francisco Madero and Presidente Lázaro Cárdenas, within urban (POE TO): TIME Tecate. There are no bicycle facilities in Mexico within the POE vicinity, and United States cyclists are required to dismount their bicycles and cross as pedestrians. Parking and loading on SR- 0 min Northbound vehicles access the POE from Federal Highway 2, with vehicle 188 outside of POE queuing along the border east of the port. Parking on SR-188 3 min Figure 4.6 Tecate POE Map MTS bus stop 3 min

Mexico Parque Miguel Hidalgo 4 min Tecate Cerveceria 7 min Figure 4.6 Tecate POE Map Loading and taxis on 1 min Callejón Francisco Madero

Public bus stop and taxis at 4 min Parque Miguel Hidalgo Figure 4.6 Tecate POE Map Public bus stop on 6 min Av. Hidalgo

Figure 4.6 Tecate POE Map

Figure 4.6 Tecate POE Map

Figure 4.6 Tecate POE Map

Figure 4.6 Tecate POE Map

Figure 4.6 Tecate POE Map

CHAPTER 4: EXISTING CONDITIONS | 38

Access to the POE from the US To enter Mexico from the US, pedestrians pass through a turnstile on the sidewalk adjacent to SR-188. There are no bicycle facilities in the US within the POE vicinity, and cyclists are required to dismount their bicycles and cross as pedestrians. Southbound vehicles access the POE from SR-188, which connects SR-94 to the POE.

Major Destinations Major destinations in the US include MTS route 894 bus stop, parking lots, and A cyclist at the Tecate POE. retail establishments. Major destinations in Mexico include Parque Miguel Hidalgo, and the Cervecería Tecate. A more detailed discussion of nearby destinations is included in Appendix C.

Table 4.5: Network Connectivity Pedestrian and Bicycle Assessment AssessmentA cyclist at the Tecate POE. Network Connectivity Network connectivity deficiencies encompass gaps, maintenance issues, and

other barriers along the transportation network around the POE, as well as the Table 4.5: Network availability of transit service. Significant pedestrian network deficiencies include a Connectivity Assessment lack of designated drop-off/pick-up locations in the US and Mexico, as well as a lack of marked crossings in the POE vicinity.

Significant bicycle network deficiencies include an absence of bicycle facilities in Table 4.6: Network Amenities either country. Bicyclists must dismount and wheel bikes through POE AssessmentTable 4.5: NeFigure 5.1 San Ysidro POE Future Pedestrian locations, which include narrow turnstiles and doorways not designed to Pathwaystwork Connectivity accommodate bicycles. Transit vehicles in the US can accommodate a maximum AssessmentA cyclist at the Tecate of two bicycles, and buses in Mexico do not have provisions for bicycles, though POE. some city buses in Mexico allow riders to carry their bicycle onboard the bus.

Maps and detailed analysis of the Tecate POE network connectivity are available in Appendix D. Table 4.5: Network Connectivity AssessmentA cyclist at the Tecate Table 4.5: Network Connectivity Assessment POE. Pedestrian Bicycle Transit

Table 4.6: Network Amenities AssessmentTable 4.5:

Table 4.5: Network NeFigure 5.1 San Ysidro POE Future Pedestrian

Connectivity Assessment Pathwaystwork Connectivity Assessment enance

Gaps Maintenance Slopes Stairs/Steep Existing Facilities Gaps Maint Light Rail BusPrivate Public Bus Taxi Jitney Pedicab Table 4.6: Network Table 4.6: NetworkUnited States Ameni Figure 5.2 San Ysidro Expansion Amenities At POE Good Good Good No NAii NAii No Yes No No No No Plans (US)iesFigure 5.3 San Ysidroi i POEi Expansioni i iPlansi i i AssessmentTable 4.5: POE Vicinity Fair Good Good NA NA NA NA NA NA NA NA NA (Mexico) AssessmentTable Mexico 4.5: Network Connectivity NeFigure 5.1 San Ysidro AssessmentAt POE Good Good Good No NAii NAii No Yes No Yes No No POE Future Pedestrian POE Vicinity Fair Fair Poor NAi NAi NAi NAi NAi NAi NAi NAi NAi Pathwaystwork iAn assessment of bicycle and transit connectivity in the POE vicinity was not conducted iiBecause no existing bicycle facilities were in place, bicycle analysis was not conducted Connectivity Assessment Table 4.6: Network Amenities AssessmentTable 4.5: NeFigure 5.1 San Ysidro POE FutureCHAPTER Pedestrian 4: EXISTING CONDITIONS | 39 Pathwaystwork Connectivity Assessment Table 4.6: Network AmeniFigure 5.2 San Ysidro Expansion Plans

Network Amenities Transportation network amenities help create a high-quality experience for pedestrians, cyclists, and transit riders. Currently, weather protection is not in place in many locations on both sides of the POE. Informational signage, water fountains, and benches are also limited. There are restrooms on both sides of the border. Public phones are the only transit facility at the Tecate POE; restrooms and refreshment services are not provided specifically for transit users. There are no bike parking racks or lockers or support services for cyclists on either side of the border. A more detailed analysis of network amenities is included in Appendix E. Table 4.6: Network Amenities Assessment

Pedestrian Bicycle Transit

Table 4.6: Network AmeniFigure 5.2 San Ysidro Expansion Plans (US)iesFigure 5.3 San Ysidro POE Expansion Plans (Mexico) Assessment

Table 4.6: Network Amenities Assessment

ting Shade Water Fountains Services Food Benches Restrooms Ligh POV Pickup Proximate Information Kiosk Signage Parking Bicycle Lockers Bicycle Rental Bicycle Maintenance/Repair Services Showers on Transit Accommodations Shelters Seating Restrooms UnitedTable States 4.6: Network AmeniFigure 5.2 San Ysidro Expansion FairPlans Fair (US)iesFair Poor FFairigure Fair Good5.3 San Poor PoorYsidro Poor PoorPOE Poor Expansion Poor Poor Fair Plans Fair Good Fair Mexico(Mexico) Assessment Fair Poor Good Poor Fair Fair Good Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Fair

CHAPTER 4: EXISTING CONDITIONS | 40

Calexico West/Mexicali I Calexico West/Mexicali I Land POE is the busiest land border crossing in Imperial County. This port is a gateway between the Imperial Valley cities of Calexico, El Centro, Imperial, Brawley, and Holtville, and the Mexican city of Mexicali, providing a vital binational connection for the region. The small city of Calexico is located on the US side of the border, adjacent to Mexicali, the capital of the State of Baja California Norte and the second largest city in the state.

Over 8.5 million pedestrians and over 8 million personal vehicles carrying over 14 million passengers crossed at this POE in 2013.32 During peak periods on Monday, Wednesday, and Sunday nights vehicle wait times at the POE can be up to two hours. About 23,000 pedestrians cross at this POE daily,33 and pedestrian wait times during peak hours on some weekday mornings can be almost two hours as well.34

Pedestrians approach the northbound As of 2010, buses must cross the border at the Calexico East POE. Transit pedestrian queue in Mexicali. options at the Calexico West POE include private buses serving local, regional, and interstate destinations (e.g., Greyhound, Cruceros, Calexico Transit System, Pedestrians approach the northbound and Gran Plaza Outlets shuttle), public buses (IVT bus routes 1, 21, 31, and 32 pedestrian queue in Mexicali. in the US), taxis, and jitneys. Long distance bus trips leave from Mexicali at

Terminal Turista, approximately a mile southeast of the POE. Buses serving

Pedestrians approach the northbound Calexico farm workers load in private business parking lots along Imperial pedestrianCALEXICO queue in Mexicali. WEST Avenue, near the border. INSPECTION FACILITIES Figure 4.7 Calexico West POE Regional Map Pedestrians approachNB the northboundSB pedestrian queue in Mexicali. (entering (entering US) Mexico) Hours 24 hours 24 hours FFigure 6.1 Otay Mesa POE Mode of Arrival Processing Passengeri Passenger Pedestrians 6 lanes 1 lane Figure 6.2 Otay Mesa POE Mode of Departure Vehicles 10 lanes 6 lanes Bus-only None None SENTRI/ Yesiii NA Ready Laneii Figure 4.7 Calexico West POE Regional Map

I Includes all non-commercial drivers, their passengers, and pedestrians iIi See Chapter 1 for further explanation of SENTRI/Ready lanes FFigure 6.1 Otay Mesa POE Mode of Arrival iiiSENTRI lanes only for vehicles

Figure 6.2 Otay Mesa POE Mode of Departure

Figure 4.7 Calexico West POE Regional Map CHAPTER 4: EXISTING CONDITIONS | 41

FFigure 6.1 Otay Mesa POE Mode of Arrival

Access and Major Destinations Access to the POE from Mexico To enter the US from Mexico, pedestrians access the POE through a tunnel in Mexicali, with three entrances on Avenida Francisco I Madero, exiting the tunnel into northbound pedestrian processing facility. Cyclists also cross northbound via the tunnel, as they are required to dismount their bicycles and cross the border as pedestrians. There are no bicycle facilities in Mexico within the POE vicinity. Northbound vehicles access the POE from the queue on Cristóbal Across from Calexico West POE. Colón.

Access to the POE from the US To enter Mexico from the US, southbound pedestrians enter the POE from

Calexico on E 1st Street and exit into Mexico using the tunnel under Avenida Across froFigure 6.3 Tecate POE Francisco I Madero. There are no existing bicycle routes in Calexico, and FModeigure of 4.8 Arrival Calexicom Calexico West West POE Map POE.

Table 4.7: Network ConneFigure 6.7 Otay Mesa POE Trip Purposek Figure 6.8 Tecate POE TripAcross PurposewoFigure from Calexico West POE 6.9. Otay Mesa POE Trip Durationrk Connectivity AssessmentFigure 4.8 Calexico West POE Map

Across froFigure 6.3 Tecate POE TableMode of 4.7: Arrival Netwom Calexicork Conne West ctivity Assessment POE.

Table 4.8: NFigure 6.10 Tecate POE Trip Duration.8Figure 7.1 San Ysidro/Puerta México-El Chaparral Pedestrian, Transit, and Vehicle Projects: Network Amenities AssessmentTable 4.7: Network ConneFigure 6.7 Otay Mesa POE Trip Purposek Figure 6.8 Tecate POE Trip PurposewoFigureAcross from Calexico West 6.9 POEOtay. Mesa POE Trip Durationrk Connectivity AssessmentFigure 4.8 Calexico West POE Map

Across froFigure 6.3 Tecate POE TableMode of 4.7: Arrival Networkm Calexico ConneFigure West 6.7 Otay Mesa POE Trip Purposek Figure 6.8 Tecate POE TripPOE. PurposewoFigure 6.9 Otay Mesa POE Trip Durationrk Connectivity AssessmentFigure 4.8 Calexico West POE Map

Across from Calexico West POE. CHAPTER 4: EXISTING CONDITIONS | 42

cyclists are required to dismount their bicycles and cross the border as PEDESTRIAN TRAVEL pedestrians. Vehicles traveling southbound access the POE from SR-111. TIME ANALYSIS Major Destinations DESTINATION TRAVEL Major destinations near the POE include shopping centers such as La Cachanilla (POE TO): TIME and the Gran Plaza Outlets, transit services, and the SDSU Imperial Valley United States Campus. A more detailed discussion of nearby destinations is included in Loading on 0 min Appendix C. E. 1st St Downtown Calexico Pedestrian and Bicycle Assessment 1 min shopping district Network Connectivity Numero Uno Shuttle 1 min Network connectivity deficiencies encompass gaps, maintenance issues, and Greyhound & 1 min other barriers along the transportation network around the POE, as well as the Cruceros buses availability of transit service. Significant pedestrian network deficiencies include Existing Transit Center on 2 min uneven sidewalks and missing sidewalk ramps in Mexicali, as well as insufficient Heffernan Ave crossings on Rockwood Avenue in Calexico. The pedestrian tunnel in Mexicali Imperial Valley Mall shuttle 3 min used to enter and exit the POE has steep stairways which present challenges for and Intercalifornias bus the elderly, disabled, and people with luggage. In addition, the tile flooring is Parking on 4 min dangerous for pedestrians, particularly when it is wet or for people wearing E. 1st St slick-soled shoes or bicycle cleats. The tunnel is also subject to flooding during SDSU Imperial 13 min rain, and the pedestrian queue is located next to idling vehicles, exposing Valley Campus pedestrians to automobile fumes. Narrow doors, stairs, turnstiles, and queuing Mexico areas create problems with crowding, and can be difficult for people with Loading and taxi/bus/shuttle stop zone outside POE on 1 min impaired mobility. Finally, pick up and drop off locations on E 1st Street and at Avenida Madero the intersection of Agustin Melgar with Avenida Francisco Madero are hectic Public bus stop and parking and expose pedestrians to vehicle traffic. 2 min on Boulevard López Mateos Significant bicycle network deficiencies include a lack of bikeways in Calexico Public bus stop on Azueta 2 min and Mexicali, though both cities have bicycle routes planned, as well as narrow Parking and loading 3 min crossing facilities including doors, stairs, and turnstiles that present difficulties on Zorilla for people wheeling bicycles across the borders. Streets in the POE vicinity also Public bus stops on Ignacio 7 min have heavy traffic and some roadways are poorly maintained, which can be Manuel Altamirano dangerous for cyclists. Maps and detailed analysis of the Calexico West POE Downtown Mexicali 10 min network connectivity are available in Appendix D. shopping district

CHAPTER 4: EXISTING CONDITIONS | 43

Table 4.7: Network Connectivity Assessment Pedestrian Bicycle Transit

Table 4.8: NFigure 6.10 Tecate POE Trip Duration.8Figure

7.1 San Ysidro/Puerta México-El Chaparral Pedestrian,

Transit, and Vehicle Projects: Network Amenities

AssessmentTable 4.7: Network ConneFigure 6.7 Otay Mesa Bus stop on Azueta Street. POE Trip Purposek Figure 6.8 Tecate POE Trip Gaps Maintenance Slopes Stairs/Steep Existing Facilities Gaps Maintenance Light Rail BusPrivate Public Bus Taxi Jitney Pedicab Bus stop near the Mexicali I POE PurposewoFigure United States 6.9 Otay Mesa POE Trip Durationrk Connectivity Assessment Poo At POE Bus stop on Azueta Street. Fair Poor Good Poor Fair Fair Good Poor Poor Poor Poor r Poo Bus stop near the Mexicali I POE POE Vicinity Fair Poor Good Poor Fair Fair Good Poor Poor Poor Poor r Bus stop on Azueta Street. Table 4.8: NetworkMexico Amenities Assessment ii Bus stop near the Mexicali I POE At POE Good Good Poor No Fair NA No Yes No Yes No No POE Vicinity Good Poor Good NAi NAi NAi NAi NAi NAi NAi NAi NAi i Bus stop on Azueta Street. An assessment of bicycle and transit connectivity in the POE vicinity was not conducted ii BecauseTable no existing4.8: bicycleNFigure facilities were 6.10 in place, Tecate bicycle analysis POE was Trip not conducted Duration.8Figure Bus stop near the Mexicali I POE Network7.1 San Amenities Ysidro/Puerta México-El Chaparral Pedestrian, Bus stop on Azueta Street. TransportationTransit, and network Vehicle amenities Projects help: Network create a high-quality Amenities experience for

pedestrians,AssessmentTable cyclists, and 4.7: transit Netwo riders.rk Current Conne deficienciesctivity Assessment include limited sun Bus stop on Azueta Street. and weather protection for pedestrians at transit stops in both nations and at the northbound pedestrian queue. There are currently no water fountains at thisTable port, 4.8:and thereNFigure is one 6.10 restroom Tecate that POE is often Trip out Duration.8Figureof order and requires Bus stop on Azueta Street. payment7.1 San to Ysidro/Puerta enter. Benches are México located- Elat theChaparral exits to the Pedestrian, tunnel in Mexicali. A

limitedTransit, number and of Vehicle bike racks Projects are available: Network at the POE Amenities in both the US and AssessmentTable 4.7: Network ConneFigure 6.7 Otay Mesa BusAbsence stop of on pedestrian Azueta Street. crossing on E. Mexico. Public phones are the only transit facility at the Calexico West POE; st 1 Street therePOE are Trip no restrooms Purposek and Figure refreshment 6.8 Tecate services POE provided Trip specifically for PurposewoFigure 6.9 Otay Mesa POE Trip Durationrk transit users. A more detailed analysis of network amenities is included in Connectivity Assessment Absence of pedestrian crossing on E. Appendix E. 1st Street Table 4.8: Network Amenities Assessment Pedestrian Absence of pedestrian crossing on E. Bicycle Transit 1st Street

Table 4.8: NFigure 6.10 Tecate POE Trip Duration.8Figure

7.1 San Ysidro/Puerta México-El Chaparral Pedestrian,

Absence of pedestrian crossing on E. Transit, and Vehicle Projects: Network Amenities

st

1 Street Assessment

Table 4.8: Network Amenities Assessment

Shade Water Fountains Services Food Benches Restrooms Lighting POV Pickup Proximate Information Kiosk Signage Parking Bicycle Lockers Bicycle Rental Bicycle Maintenance/Repair Services Showers on Transit Accommodations Shelters Seating Restrooms United States Fair TablePoor Good 4.8: Poor NFigure Poor Good 6.10Good PoorTecate Poor FairPOE Poor Trip Poor PoorDuration.8Figure Poor Fair Good Good Fair Mexico7.1 San Ysidro/Puerta México-El Chaparral Pedestrian, Fair Transit,Poor Good Fairand FairVehicle Fair FairProjects Poor Poor: Network Good Poor Poor Amenities Poor Poor Fair Fair Poor Fair Assessment CHAPTER 4: EXISTING CONDITIONS | 44

Calexico East/Mexicali II Calexico East/Mexicali II POE is a passenger border crossing as well as the primary commercial border crossing for Imperial County. This POE began operations in 1996, coinciding with the closure of commercial operations at the Calexico West POE. Because they are only located six miles apart, crossing patterns at Calexico West and East POEs influence one another, similar to the San Ysidro and Otay Mesa POEs in San Diego County.

Since opening, the volume of truck, pedestrian, and personal vehicle crossings at this POE has fluctuated, with overall growth since operations began. Bicyclist rides on sidewalk at the Northbound pedestrian traffic has multiplied over sixteen times since 1997. In Calexico East POE 2013, 1.4 million pedestrians and 6.4 million personal vehicles carrying 11.8 million passengers crossed the border at this POE in 2013, 2.8 million more vehicles than in 1997.35 In 2012, the Calexico East POE was seventh busiest among US truck crossings for dollar value of cargo processed, with $5.8 billion Bicyclist rides on sidewalk at the Calexico East POE in exports and $7.0 billion in imports crossing the border at this port.36 An average of 3,900 pedestrians and 17,500 vehicles cross the border daily at this POE.37 Vehicle wait times during peak periods on Thursday and Sunday afternoons can be almost two hours, but pedestrian traffic is lighter, and wait Bicyclist rides on sidewalk at the 38 CalexicoCALEXICO East POE EAST times normally do not exceed 40 minutes. INSPECTION FACILITIES The sole transit option at the Calexico East POE is a taxi, which often waits at the gas station north of the POE in the US. However, 2,500 northbound buses Bicyclist rides onNB sidewalk SB at (entering the carrying 103,000 passengers passed through this border crossing in 2013. Calexico East (enteringPOE Mexico) US) Figure 4.9 Calexico East POE Regional Map Hours 3 AM 3 AM – 12 AM – 12 AM weekdays, 6AM – 12 AM Figure 4.9 Calexico EasFigure 7.6 Tecate/Tecate Bicycle weekends Projectst POE Regional Map Processing Passenger,i Passenger, Commercial Commercial

Pedestrians 6 lanes 1 lane Vehicles 8 lanes 4 lanes Figure 4.9 Calexico East POE Regional Map Bus-only None 1 lane SENTRI/ Yes NA Ready Laneii Figure 4.9 Calexico EasFigure 7.6 Tecate/Tecate Bicycle I Includes all non-commercial drivers, their passengers, and pedestrians Projectst POE Regional Map iIi See Chapter 1 for further explanation of SENTRI/Ready lanes

Figure 4.9 Calexico East POE Regional Map

CHAPTER 4: EXISTING CONDITIONS | 45

Figure 4.9 Calexico EasFigure 7.6 Tecate/Tecate Bicycle Projectst POE Regional Map

Access and Major Destinations Access to the POE from Mexico To enter the US from Mexico, northbound pedestrians begin walking at a passenger pick-up/drop-off zone along the POE access road in Mexico. They continue walking for a half-mile to the CBP pedestrian processing facility along a pedestrian pathway adjacent to northbound vehicle traffic. As there are no pick- up/drop-off locations at the POE facility itself, northbound pedestrians walk another half mile to the nearby gas station and unofficial pick-up/drop-off area. Cyclists are required to share the sidewalk and cross as pedestrians, and there Hot and dry conditions are normalat Figure 4.10 Calexico East POE Map the Calexico East POE.

Hot and dry conditions are normalat the Calexico East POE. Figure 4.10 Calexico East POE Map

Hot and dry conditions are normalat the Calexico East POE.

Figure 4.10 Calexico East POE Map Hot and dry conditions are normalat the Calexico East POE.

Figure 4.10 Calexico East POE Map

Figure 4.10 Calexico East POE Map

Figure 4.10 Calexico East POE Map

Figure 4.10 Calexico East POE Map

Figure 4.10 Calexico East POE Map

CHAPTER 4: EXISTING CONDITIONS | 46

are no bicycle facilities in Mexico within the POE vicinity. Northbound vehicles access the POE using local road Calzada Abelardo L. Rodriguez. PEDESTRIAN TRAVEL TIME ANALYSIS Access to the POE from the US To enter Mexico from the US, the pedestrian route to the POE begins at the

DESTINATION TRAVEL intersection of Menvielle Road and SR-7. Pedestrians walk along a fenced-off (POE TO): TIME path west of SR-7 and over the bridge that crosses the All American Canal for a United States total of one mile before arriving at the southbound pedestrian processing facility Loading south of in Mexico. There are no bicycle facilities in the US within the POE vicinity, so 2 min POE in Mexico cyclists must use the pedestrian path or ride alongside vehicles in the road. SR-7 Parking on Calzada provides access for southbound vehicles, with connections from SR-98 and I-8. 5 min Abelardo Rodriguez Taxi 12 min Major Destinations Gas station 12 min In the US, the Calexico East POE is surrounded by fields, and the two gas stations by the port are the only nearby destinations. In Mexico the POE is Loading and parking south of 14 min located within the city of Mexicali, but in the developing eastern portion of the the gas station city away from major destinations. The POE is partially bordered by agricultural Mexico fields in Mexico. A more detailed discussion of nearby destinations is included in NA NA Appendix C.

Pedestrian and Bicycle Assessment Network Connectivity Network connectivity deficiencies encompass gaps, maintenance issues, and other barriers along the transportation network around the POE, as well as the availability of transit service.

Significant pedestrian network deficiencies in both the US and Mexico include a lack of shade along pedestrian pathways and a lack of sidewalks on pedestrian routes. Drop-off and pick-up locations are far from the POE in both countries, forcing pedestrians to walk great distances, often in very hot weather.

U.S./Mexico border delineation at Significant bicycle network deficiencies include a lack of bicycle facilities at or the Calexico East/Mexicali II POE. near the POE, which forces cyclists to either ride along the sidewalks or in vehicle lanes. Bicyclists must use pedestrian crossing facilities, which are not

always designed to accommodate people wheeling bicycles. Table 4Figure 7.10 Calexico Maps and detailed analysis of the Calexico East POE network connectivity are East/Mexicali II Bicycle available in Appendix D. ProjectsU.SFigure 7.11 Andrade/Los Algodones Pedestrian, Transit, and Vehicle Projects. facilities.

Table 4.9: Network CHAPTER 4: EXISTING CONDITIONS | 47 Connectivity Assessment

Table 4.9: Network Connectivity Assessment Pedestrian Bicycle Transit

Table 4.10: NetworFigure 7.12 Andrade/Los Algodones

Bicycle Projectsity Assessment

s

Table 4.10: NetworkGaps Maintenance Am Slopes Stairs/Steep enitiesExisting Facilities AssessmentGaps Maintenance Light Rail Bu Private Public Bus Taxi Jitney Pedicab United States

At POE Fair Fair Good No NAii NAii No No No Yes No No POE Vicinity Fair Good Good NAi NAi NAi NAi NAi NAi NAi NAi NAi Table 4.10: Mexico Network Amenities AssessmentTable 4.9: NetworkAt POE ConnectivityGood Fair Good Assessment No NAii NAii No No No No No No POE Vicinity Fair Fair Good NAi NAi NAi NAi NAi NAi NAi NAi NAi

iAn assessment of bicycle and transit connectivity in the POE vicinity was not conducted iiBecause no existing bicycle facilities were in place, bicycle analysis was not conducted Table 4.10: NetworFigure 7.12 Andrade/Los Algodones Bicycle Projectsity Assessment Network Amenities

Transportation network amenities help create a high-quality experience for A pedestrian uses a parasol on the pedestrians,Table 4.10: cyclists, Network and transit Amenities riders. At Assessment this POE there are three restrooms, northbound pathway at Calexico one at the northbound pedestrian facility exit in the US and one along both the

East. northbound and southbound paths in Mexico. There are no water fountains and thereTable is limited 4.10: lightingNetwork and informationalAmenities Assessmentand directional signage, especially serving the southbound pedestrian pathway.

A pedestrian uses a parasol on northbound pathway in U.S. There are no bicycle parking racks, lockers, or other amenities at this POE, and Table 4.10: Network Amenities Assessment no transit-specific facilities. A more detailed analysis of network amenities is included in Appendix E. A pedestrian uses a parasol on the TableTable 4.10: 4.10: Network Network Amenities Amenities Assessment AssessmentTable 4.9: northbound pathway at Calexico Network Connectivity Assessment East. Pedestrian Bicycle Transit

Table 4.10: Network Amenities Assessment Table 4.10: NetworFigure 7.12 Andrade/Los Algodones

A pedestrian uses a parasol on Bicycle Projectsity Assessment

northbound pathway in U.S. Table 4.10: Network Amenities Assessment

Table 4.10: Network Amenities Assessment

A pedestrian uses a parasol on the Table 4.10: Network Amenities Assessment Parking le northbound pathway at Calexico East. Shade Water Fountains Services Food Benches Restrooms Lighting POV Pickup Proximate Information Kiosk Signage Bicyc Lockers Bicycle Rental Bicycle Maintenance/Repair Services Showers on Transit Accommodations Shelters Seating Restrooms UnitedTable States 4.10: Network Amenities AssessmentTable 4.9: Network Connectivity Assessment PoorTable Poor Fair 4.10: Fair NetworkFair Poor Poor Amenities Poor Good Poor Assessment Poor Poor Poor Poor - Poor Poor Fair Mexico

A pedestrian uses a parasol on Poor Poor Poor Fair Good Poor Poor Poor Good Poor Poor Poor Poor Poor - - - - northbound pathway in U.S. TableTable 4.10: 4.10: Network NetworFigure Amenities 7.12 AndradeAssessment/Los Algodones Bicycle Projectsity Assessment

CHAPTER 4: EXISTING CONDITIONS | 48 A pedestrian uses a parasol on the Table 4.10: Network Amenities Assessment northbound pathway at Calexico East.

Andrade/Los Algodones The Andrade/Los Algodones POE is located just west of the California-Arizona border at the Colorado River. The US POE facilities are located on land owned by the Quechan Native American tribe, which leases the land to US federal agencies. The POE area in the US is undeveloped, except for the Quechan Casino Resort and an RV park located just north of the POE. Yuma, Arizona, is five miles east of the POE. On the Mexican side of the border, Los Algodones is a small town at the northeastern tip of the state of Baja California Norte.

Major destinations in Los Algodones are medical and dental service providers, primarily serving “snowbird” patients from the US and Canada during the winter months. In 2013, 790,000 personal vehicles carrying 1.6 million passengers as well as 1.7 million pedestrians crossed the border at this POE, making it one of the smaller POEs in the region.39 Traffic in winger is much heavier than summer, with five times more pedestrian crossings in February than July.40 Pedestrian Los Algodones bus stop. wait times during the peak season were 40 minutes in 2013. Typical off-season

waits are ten minutes.41 Vehicle traffic stays relatively consistent year-round, Los Algodones bus stop. with peak periods on Monday, Saturday, and Sunday afternoons leading to wait times of up to 90 minutes.42

LosANDRADE Algodones bus INSPECTION stop. Transit options at this POE include private buses (medical tourism buses and

FACILITIES shuttle services in the US and Mexico), public buses (YCAT #5 in the US, service to Cuervos in Mexico), and taxi drop-off in the US. Buses do not cross Los Algodones bus stop. NB SB the border at this POE, instead dropping off passengers to cross on foot. In the (entering (entering Figure 4.11 Andrade POE Regional Map Los Algodones busUS) stop. Mexico)

Hours 6 AM 6 AM – 10 PM – 10 PM Los Algodones bus stop.i Processing Passenger Passenger Pedestrians 4 lanes 1 lane Figure 4.11 Andrade POE Regional Map Los VehiclesAlgodones 3bus lanes stop. 2 lanes Bus-only None None

SENTRI/ No NA Los Algodonesii bus stop. Ready Lane Figure 4.11 Andrade POE Regional Map

I Includes all non-commercial drivers, their passengers, and pedestrians iIi See Chapter 1 for further explanation of SENTRI/Ready lanes Figure 4.11 Andrade POE Regional Map

Figure 4.11 Andrade POE Regional Map

CHAPTER 4: EXISTING CONDITIONS | 49

Figure 4.11 Andrade POE Regional Map

US, buses also stop near the Quechan parking lot to pick up students and farm workers.

Access and Major Destinations Access to the POE from Mexico To enter the US from Mexico, northbound pedestrians and vehicle access the POE from Saratoga Street, queuing along the street to the east. Buses do not cross the border at this POE, instead dropping off passengers who then cross on foot. Cyclists are required to dismount their bicycles and cross as pedestrians; there are no bicycle facilities in Mexico within the POE vicinity.

Access to the POE from the US To enter Mexico from the US, southbound pedestrians and vehicles access the POE from SR-186, which connects to the north to I-8. Parking is available in

Figure 4.12 Andrade East POE Map

Table 4.11: Network Connectivity AssessmentFigure 4.12 Andrade East POE Map

Table 4.11: Network Connectivity Assessment

Table 4.11: Network Connectivity AssessmentFigure 4.12 Andrade East POE Map

Table 4.11: Network Connectivity AssessmentFigure 4.12 Andrade East POE Map

Table 4.11: Network Connectivity Assessment

Table 4.11: Network Connectivity Assessment

Table 4.11: Network Connectivity Assessment

Table 4.11: Network Connectivity AssessmentFigure 4.12 AndradeCHAPTER East 4: POE EXISTING Map C ONDITIONS | 50

large lots to the west of the POE that are owned by the Quechan tribe, and PEDESTRIAN TRAVEL unofficial passenger pick-up/drop-off occurs on SR-186 north of the POE. Buses TIME ANALYSIS do not cross the border at this POE, instead dropping off passengers who then cross on foot. SR-186 immediately north of the POE has recently been DESTINATION TRAVE designated as a bicycle route, though cyclists are still required to dismount their (POE TO): L TIME bicycles and cross the border as pedestrians. United States Major Destinations Loading on SR-186 1 min Popular pedestrian destinations close to the POE include medical and dental Quechan parking lot 1 min offices in Los Algodones, as well as transit stops and the Quechan parking lot in Bus stops (YCAT, field the US. A more detailed discussion of nearby destinations is included in 1 min worker, school buses) Appendix C. Dental shuttles 1 min Pedestrian and Bicycle Assessment Parking on Calle 2 2 min Mexico Network Connectivity Network connectivity deficiencies encompass gaps, maintenance issues, and Medical/dental services 1 min district other barriers along the transportation network around the POE, as well as the Public bus stop 5 min availability of transit service. Significant pedestrian network deficiencies include damaged sidewalks and missing sidewalk ramps in Mexico. In addition, the drop- off and pick-up location in the US is crowded, especially during winter months.

The Andrade POE is unique because of the large senior population that crosses the border at this location. Walking distances and ramps that may not pose a challenge to other groups can be a barrier for the elderly. Additionally, hundreds of individuals using motorized scooters come to the port during winter, and turnstiles and doorways have been designed to accommodate scooter users. Frequent instances of scooter batteries dying pose a special challenge at this POE.

There are no existing bicycle facilities proximate to the POE in either the US or Mexico, and no existing bikeways in Mexico. Current bicycle border crossing volumes are reported by CBP officials to be low. Maps and detailed analysis of the Andrade POE network connectivity are available in Appendix D.

CHAPTER 4: EXISTING CONDITIONS | 51

Table 4.11: Network Connectivity Assessment Pedestrian Bicycle Transit

Table 4.11: Network Connectivity Assessment

enance

Table 4.11: Network Connectivity Assessment

Gaps Maintenance Slopes Stairs/Steep Existing Facilities Gaps Maint Light Rail BusPrivate Public Bus Taxi Jitney Pedicab United States TableAt 4.11:POE GoodNetwork Good GoodConnectivity No NAii AssessmentNAii No Yes Yes No No No POE Vicinity Good Good Good NAi NAi NAi NAi NAi NAi NAi NAi NAi Mexico At POE Good Good Good No NAii NAii No Yes No No No No TablePOE Vicinity 4.11: NeFair tworkFair GoodConnectivity NAi NAi AssessmentNAi NAi NA i NAi NAi NAi NAi iAn assessment of bicycle and transit connectivity in the POE vicinity was not conducted iiBecause no existing bicycle facilities were in place, bicycle analysis was not conducted Benches, shade structures, and landscaping line the northbound Network Amenities pedestrian queue in Los Algodones. Table 4.11: Network Connectivity Assessment Transportation network amenities help create a high-quality experience for

pedestrians, cyclists, and transit riders. This POE has one water fountain in the Table 4.12: Network Amenities US,Table benches 4.11: along Network the pathways Connectivity in Mexico, and Assessment restrooms in both countries. AssessmentBenches, shade Key deficiencies include a lack of sun and weather protection at transit stops structures, and landscaping line the northbound pedestrian and along some pedestrian pathways, though much of the northbound pathway queue in Los Algodones. isTable shaded 4.11:with high-quality Network shade Connectivity structures. AssessmentIn addition, there are no bicycle parking racks or lockers. Transit facilities at the POE include a small shelter, phone, and bench for the bus to Cuervos in Los Algodones. There are no Table 4.12: Network transit facilities in the US. A more detailed analysis of network amenities is Amenities Assessment included in Appendix E.

Pedestrians travel down ramps to Table 4.12: Network Amenities Assessment access the Andrade POE from the Figure 5.1 San Ysidro POE Future port parking lot. Pedestrian Bicycle Transit Pedestrian PathwaysTable 4.12: Network Amenities

Figure 5.1 San Ysidro POE Future Pedestrian PathwaysTable AssessmentBenches, shade Pedestrians travel down ramps 4.12: Network Amenities Assessment structures, and landscaping line the to access the Andrade POE northbound pedestrian queue in from the port parking lot.

Los Algodones.

Figure 5.1 San Ysidro POE Future Pedestrian Pathways

Pedestrians travel down ramps to

Table 4.12: Network Amenities oms access the Andrade POE from the AssessmentBenches, shade port parking lot. structures, and landscaping line Shade Water Fountains Services Food Benches Restrooms Lighting POV Pickup Proximate Information Kiosk Signage Parking Bicycle Lockers Bicycle Rental Bicycle Maintenance/Repair Services Showers on Transit Accommodations Shelters Seating Restro the northbound pedestrian United States queue in Los Algodones. Figure 5.2 San Ysidro Expansion Plans (US)Figure 5.1 San Pedestrians travel down ramps Good Fair Poor Poor Fair Fair Good Poor Fair Poor Poor Poor Poor Poor Fair Poor Poor Fair Ysidro POE Future Pedestrian PathwaysTable 4.12: Network to access the Andrade POE Mexico from the port parking lot. Amenities Assessment Table 4.12: Network Good Poor Good Good Good Fair Good Good Fair Poor Poor Poor Poor Poor Poor Good Good Fair Amenities Assessment Pedestrians travel down ramps to Figure 5.1 San Ysidro POE Future Pedestrian PathwaysTable access the Andrade POE from the port parking lot. 4.12: Network Amenities Assessment CHAPTER 4: EXISTING CONDITIONS | 52 Figure 5.1 San Ysidro POE Future Pedestrian PedestriansPathways Tabletravel down 4.12: ramps Figure 5.1 San Ysidro POE Future Pedestrian Pathways toNetwork access the Amenities Andrade POE

5.0 PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS This chapter includes a description of improvements currently underway at Ports of Entry, as well as programmed improvements that are planned for completion within the next 20 years. Maps and descriptions of improvements focused on pedestrian, bicycle, transit, and private vehicle travel are provided. A discussion of future conditions with the programmed improvements, including deficiencies that will be resolved with the improvements, as well as problems that will remain even after the improvements are completed, is also part of this chapter.

5.1 SAN YSIDRO

The San Ysidro POE is currently undergoing major infrastructure changes. In the United States, Phase 1A: Pedestrian Bridge and Phase 1C: Southbound Pedestrian Crossing have been completed, resulting in the current pedestrian bridge over Interstate 5 and the current southbound pedestrian crossing. Phase 1B: Northbound Vehicular Inspection, Phase 1D: Western Pedestrian Facility, and Phase 3: I-5 North & Southbound Inspection Facilities are fully funded but currently incomplete. These three phases will expand northbound vehicle inspection capacity to 34 lanes with 63 inspection booths (including one booth for buses), construct a new bidirectional pedestrian crossing at Virginia Avenue, and change the course of the southernmost section of I-5 South to connect to the Mexican inspection facilities at El Chaparral. Phase 2: Administration & Pedestrian Building is pending funding. Figure 5.1 below displays future pedestrian pathways and Figure 5.2 shows the US expansion plans.

Extensive infrastructure changes are also occurring on the Mexican side of the border. A new facility, El Chaparral, has been built to the west of the existing crossing. This facility will provide ten northbound pedestrian lanes and two reversible southbound pedestrian lanes, connecting to the Virginia Avenue pedestrian crossing on the US side of the border, as well as additional southbound vehicle lanes. A temporary facility currently routes southbound vehicles to cross at the new El Chaparral facility.

The northbound pedestrian crossing at Puerta México, the current facility, will remain open, resulting in two bidirectional pedestrian crossing points at the San Ysidro POE. The southbound pedestrian crossing at Puerta México will be relocated to the adjacent facility Puerta México Este, and a pedestrian plaza and transit facility are planned for the southern terminus of that southbound pathway at Calle Puente Frontera. The northbound vehicle lanes at Puerta México will be expanded, and southbound vehicle traffic will be processed through the El Chaparral facility.

When the projects are completed, ten northbound pedestrian processing lanes and two reversible north-south lanes will be added in addition to the 13 existing northbound pedestrian lanes at the San Ysidro POE. Nine northbound vehicle lanes will be added to the 24 existing vehicle lanes and booths (31 of them “double stacked” with two booths), and six southbound vehicle lanes will be added to the six existing southbound vehicle lanes. See Figure 5.3 below for Mexican expansion plans for San Ysidro POE.

CHAPTER 5: PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS | 54

Figure 5.1 San Ysidro POE Future Pedestrian Pathways

Figure 5.2 San Ysidro Expansion Plans (US)Figure 5.1 San Ysidro POE Future Pedestrian Pathways

Figure 5.2 San Ysidro Expansion Plans (US)

Figure 5.3 San Ysidro POE Expansion Plans (Mexico)Figure 5.2 San Ysidro Expansion Plans (US)Figure 5.1 San Ysidro POE Future Pedestrian Pathways

Figure 5.2 San Ysidro Expansion Plans (US)Figure 5.1 San Ysidro POE Future Pedestrian Pathways

Figure 5.2 San Ysidro Expansion Plans (US)

Figure 5.3 San Ysidro POE Expansion Plans (Mexico)Figure 5.2 San Ysidro Expansion Plans (US)

Figure 5.3 San Ysidro POE CExpansionHAPTER 5: P ROGRAMMEDPlans (Mexico) IMPROVEMENTS AND FUTURE CONDITIONS | 55

Figure 5.2 San Ysidro Expansion Plans (US)

CHAPTER 5: PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS | 56 Figure 5.3 San Ysidro POE Expansion Plans (Mexico)

CHAPTER 5: PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS | 57 There are also significant plans in both nations for transit system improvements. In Tijuana, an Intermodal Transportation Center (ITC) is being built in the area around the current northbound pedestrian pathway and future southbound pedestrian ramp. New passenger rail and Bus Rapid Transit (BRT) services are also planned in Tijuana. The passenger rail would run from the POE southeast across the city to Tijuana’s El Florido neighborhood along the existing Vía Corta Tijuana-Tecate railway, coexisting with cargo transportation. The proposed BRT route, Ruta 1, is also planned to run from the POE to southeastern Tijuana. The Tijuana ITC, passenger rail, and BRT are all in the conceptual planning stages.

Transit system projects in San Ysidro include a new ITC and BRT lines. The San Ysidro ITC Study was completed in June 2014. This ITC would be located just north of the border in the area of the existing San Ysidro Trolley Station, The preferred option for the design of the ITC would include passenger pick- up/drop-off , parking, retail, trolley access, a bus center, and a bike center. See Figure 5.4 below for a rendering of the preferred ITC design.

Planned BRT routes in the US will connect the POE with Kearny Mesa via downtown San Diego (planned for the year 2020) and connect the San Ysidro and Otay Mesa POEs (planned for the year 2035.)

Figure 5.4 Preferred Design of San Ysidro ITC

CHAPTER 5: PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS | 58 Possible Future Deficiencies A number of current deficiencies may be ameliorated by proposed projects at the San Ysidro POE. These include:

 Drop off and pick up far from the POE. The new crossing at Virginia Avenue will have a transit facility that will include designated passenger pick-up/drop-off zones closer to the port facility on the US side of the border.  Access to downtown Tijuana: the Virginia Avenue crossing will provide closer access to downtown Tijuana.  Intersection of northbound and southbound pedestrian paths in Mexico will be resolved once the eastern southbound ramp is completed. Possible future pedestrian, bicycle, and transit deficiencies at San Ysidro POE include the following:

 Current pedestrian and bicycle wayfinding and connectivity deficiencies, including signage, inadequacy of passenger pick-up/drop- off zones at the current crossing, and narrow or steep sidewalks.  Bicycle connections to Virginia Avenue crossing from both the US and Mexico.  Water fountains, benches, and restrooms for the entire POE facility.

CHAPTER 5: PROGRAMMED IMPROVEMENTS AND FUTURE CONDITIONS | 59