SAN U JJU AANN A 2 00330 TTRR ANSSPPOORRTTATTIOONN I...

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SSAANN JJUUAANN 22003300 TTRRAANNSSPPOORRTTAATTIIOONN PPLLAANN

AS SUBMITTED TO THE POLICY COMMITTEE OF THE

METROPOLITAN PLANNING ORGANIZATION

NOVEMBER, 2009

Revised DECEMBER, 2010

Prepared for the MPO by

THE STRATEGIC PLANNING OFFICE OF THE

PUERTO RICO HIGHWAY AND TRANSPORTATION AUTHORITY

DEPARTMENT OF TRANSPORTATION AND PUBLIC WORKS

Final Document January 2011

As Approved by the Policy

Committee of the Metropolitan

Planning Organization (MPO)

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SSAANN JJUUAANN UURRBBAANNIIZZEEDD AARREEAA –– 22003300 LLOONNGG RRAANNGGEE TTRRAANNSSPPOORRTTAATTIIOONN PPLLAANN

Disclaimer

This document is the product of a project financed in part by the U.S. Department of

Transportation, Federal Highway Administration (FHWA) and Federal Transit Administration

(FTA). The contents of this report reflect the views of the Puerto Rico Department of

Transportation and Public Works (DTPW) and the Metropolitan Planning Organization (MPO).

The Authors are responsible for the facts and accuracy of the data presented herein.

The contents of the San Juan Urbanized Area Long Range Transportation Plan (San Juan

Urbanized Area LRTP) do not necessarily reflect the official views or policies of the U.S.

Department of Transportation. This report does not constitute a standard, specification, or

regulation.

The San Juan Urbanized Area 2030 Long Range Transportation Plan lapsed on November 2009

and subsequently in October 2010, chapter 6 „Financial Constraint Analysis” was revised based on

the financial status of the Department of Transportation and Public Works and the Puerto Rico

Highway and Transportation Authority (PRHTA). This document is a revised version of the San

Juan Urbanized Area 2030 Long Range Transportation Plan, including changes to Chapter 6

(Financial Constraint Analysis), as well as other parts of the document, for the corresponding

approval by the members of the MPO.

As Approved by the Metropolitan Planning Organization (MPO) on December 6, 2010

Final Approval January 2011 (After 45 days of public review and comments)

ii


TTAABBLLEE OOFF CCOONNTTEENNTTSS

1 Introduction 1

1.1 The Context And Importance Of The Plant 1

1.2 Regional Context 2

1.2.1 The Vision 3

1.2.2 Demographic Profile 5

1.2.3 Environmentally Sensitive Areas 15

2 Strategic Approach To Transportation Planning for the San Juan TMA 17

2.1 Strategies For Integrated Planning With The San Juan TMA 18

2.1.1 Criteria for Transportation Supportive Land Use Planning 22

2.1.2 Policy guidelines 23

2.2 Strategies for Public Transportation in the San Juan TMA: Rehabilitate, Expand and Develop25

2.2.1 Provide Enhanced and Improved Público Service 26

2.2.2 Improve and Expand the Bus System 27

2.2.3 Bus Rapid Transit in Selected Corridors 27

2.2.4 Extend Tren Urbano and Provide Coordinated Transit Connections 28

2.2.5 Policy Guidelines 30

2.3 Strategies For the San Juan Roadway Network: Improvement and Maintenance of Existing

Facilities 32

2.3.1 Identify and Program Improvement and Maintenance of Existing Facilities 34

2.3.2 Complete Key Components of the Strategic Roadway System 34


2.4 Strategies for Non-motorized Modes in the San Juan TMA: Improve, Expand, Maintain, and

Extend 36

2.4.1 Improve Pedestrian and Bicycle Facilities within the San Juan TMA 37

2.4.2 Expand Pedestrian and Bike Access 38


2.4.4 Non-Motorized Modes 39

2.5 Strategic Approach for Ports, Airports, and Freight within the San Juan TMA 40


iii


3 LRTP Technical Approach and Methodology 41

3.1 Overview of Technical Approach 41

3.2 1993 San Juan Travel Model 42

3.3 Recent Changes to the San Juan Travel Model for the LRTP 43

3.3.1 Zone Structure 44

3.3.2 Travel Model Changes 46

3.4 Network Testing and Analysis 47

4 Development of the LRTP for the San Juan TMA 49

4.1 Development of the LRTP for the San Juan TMA 2003-2004 49

4.1.1 2000 Network Analysis 50

4.1.2 Existing-Plus-Committed (E+C) Network 58

4.1.3 2030 Network Analysis 66

4.1.4 Long Range Transportation Plan Recommendations 74

4.1.5 Immediate Action Plan Recommendations CONSISTENT WITH REASONABLE

REVENUE FORECASTS 83

4.2 The 2010 Plan Update to the year 2030 85

4.2.1 Reaffirmation of Strategies, Policies and Project Endorsements previously adopted in

the March 2006 Long Range Transportation Plan 85

4.2.2 Projects already advanced to construction 85

4.3 Cost Adjustments and Rescheduling of Pending projects 89

4.3.1 Consideration of increasing construction costs 89

4.3.2 Reasonably Expected Resources 89

4.3.3 Rescheduling and Conditional Endorsement of Pending Projects 89

4.3.4 Non Motorized Modes 99

5 Congestion Management and Air Quality Conformity in the San Juan TMA 102

5.1 Congestion Management Process 102

5.2 Air Quality Conformity in the San Juan TMA 104

5.2.1 Previous and Continuing Commitments 105

5.2.2 Conformity Analysis 105

6 Financial Constraint Analysis 111

6.1 Existing Financial Conditions in the Transportation Sector in Puerto Rico 111

iv


6.1.1 The Puerto Rico Highway and Transportation Authority (PRHTA) 112

6.1.2 Sources of PRHTA Revenues 112

6.1.3 Revenue Sources Comprising Dedicated Revenues 113

6.1.4 2030 projections: 2004 vs. 2009 assumptions and tendencies 124

6.1.5 Federal Funds 126

6.1.6 Borrowing 126

6.1.7 Assessment of Current Revenue Sources 126

6.1.8 Forecast Growth in Dedicated Revenues 126

6.1.9 Forecast Growth in Federal Funds 128

6.2 Action Plan for Financing the Regional Transportation System 129

APPENDIX A 132

APPENDIX B 137

APPENDIX C 140

APPENDIX D 157

APPENDIX E 173

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LLIISSTT OOFF FFIIGGUURREESS

Figure 1-1 Urbanized and Rural Areas defined by the 2000 CENSUS 1

Figure 1-2 San Juan 1990-2000 Urban Area 2

Figure 1-3 Projected Change in Population 2000 to 2030. 9

Figure 1-4 Employment Change 2000-2030 12

Figure 1-5 Distribution of Population by Age and Sex, 2000 – Puerto Rico 14

Figure 1-6 Distribution of Population by Age and Sex, 2030 – Puerto Rico 14

Figure 1-7 Environmentally Sensitive Areas 16

Figure 2-1 Land Use for the San Juan Metropolitan Area 21

Figure 2-2 Tren Urbano Aligment. 29

Figure 2-3 2030 Transit Plan for the San Juan TMA 31

Figure 2-4 2030 Highway Plan for the San Juan TMA 33

Figure 3-1 Proposed Regionalization Scheme for Puerto Rico 45

Figure 4-1 Volume Capacity Ratio Categories for Principal Roads in the San Juan TMA 54

Figure 4-2 Volume Capacity Ratio Categories for Principal Roads in the Central San Juan Region 55

Figure 4-3 Volume Capacity Ratio Categories for Principal Roads in the Caguas Region 56

Figure 4-4 2030 E+C Volume to Capacity Categories for the San Juan TMA 63

Figure 4-5 2030 E+C Volume to Capacity Categories for the Central San Juan Region 64

Figure 4-6 2030 E+C Volume to Capacity Categories for the Caguas Region 65

Figure 4-7 Volume to Capacity Ratio Categories for the San Juan TMA 70

Figure 4-8 Volume to Capacity Ratio Categories for the Central San Juan Region 71

Figure 4-9 Volume to Capacity Ratio Categories for the Caguas Region 72

Figure 6-1 Actual PRHTA Pledged Revenues 1999 to 2009 (FY´s) 115

Figure 6-2 Gasoline Tax Revenues: Projected vs. Real Revenues for Fiscal Years 2004-2009 118

Figure 6-3 Diesel Oil Tax Revenues: Projected vs. Real Revenues for Fiscal Years 2004-2009 119

Figure 6-4 Motor Vehicle License Fee Revenues: Projected vs. Real Revenues for Fiscal Years 2004-2009

120

Figure 6-5 Toll Revenues: Projected vs. Real Revenues for Fiscal Years 2004-2009 122

Figure 6-6 Petroleum Taxes Revenues: Projected vs. Real Revenues for Fiscal Years 2004-2009 124

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LLIISSTT OOFF TTAABBLLEESS

Table 1-1 Municipalities in San Juan Urbanized Area 6

Table 1-2 Projected Population Change by Municipality in San Juan Urbanized Area 2000-2030 7

Table 1-3 Projected Change in Employment by Municipality in San Juan Urbanized Area 2000-203010

Table 2-1 Performance Indicators 28

Table 4-1 Transit Boardings (2000) 51

Table 4-2 VMT by Roadway Classification (2000 Base) 52

Table 4-3 Transit Boarding‟s (2030 E+C) 59

Table 4-4 Vehicles Miles Traveled by Roadway Classification (2030 E+C) 60

Table 4-5 Transit Trips by Mode Choice (2030 Plan) 67

Table 4-6 Vehicles Miles Traveled by Roadway Classification (2030 Plan) 68

Table 4-7 Access Improvement Projects for the Luis Muñoz Marin International Airport 80

Table 4-8 E+C Network Cost Estimates 81

Table 4-9 Projects Advanced into construction or completed since 2006 Plan 86

Table 4-10 2030 San Juan TMA: Short Range Projects (2010-2015) (Cost Feasible Plan) 90

Table 4-11 2030 San Juan TMA LRTP: Intermediate Range Projects (2015-2020) (Cost Feasible Plan)

95

Table 4-12 2030 San Juan TMA: Long Range Projects (2020-2015) (Cost Feasible Plan) 97

Table 4-13 Non Motorized Mode Completed Projects 100

Table 4-14 Non Motorized Mode Projects (Short Range 2010-2015) (Cost Feasible Plan) 101

Table 5-1 Vehicle Miles Traveled by Roadway Classification (2000 Base) 106

Table 5-2 Vehicle Miles Traveled by Roadway Classification (2005) 106



Table 5-5 Vehicle Miles Traveled by Roadway Classification (2030 PLAN) 107

Table 5-6 MOBILE6.2 PM10 Emission Factors (g/VMT) 108

Table 5-7 PM10 Emission for Roadway Fugitive Dust Factor Calculation 109

Table 5-8 PM10 Emission Inventory Results 109

Table 6-1 PRHTA Dedicated Revenues 1999-2009 (FY´s) 114

Table 6-2 Total Revenues from the Tax on Petroleum Products (1999-2009) 123

Table 6-3 Federal Revenues for Fiscal Years 2005-20091 126

Table 6-4 Forecast Dedicated Revenues for Fiscal Years 2010-2014 127

Table 6-5 Federal Funds for Fiscal Years 2010-2014 129

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LLIISSTT OOFF AAPPPPEENNDDIIXX TTAABBLLEESS

Table C 1 Revenue Projections 141

Table C 2 Expenditure Projections 143

Table C 3 Federal Transit Administration (FTA) Program Allocation 153

Table D 1 Illustrative Non-motorized Mode Projects (Resources not available yet) 158

Table D 2 2030 Plan Network Projects-Short Term (Illustrative) 161

Table D 3 2030 Plan Network Projects-Intermediate Term (Illustrative) 164

Table D 4 2030 Plan Network Projects-Long Term (Illustrative) 165

Table D 5 Projects Recommended but Not Included in Network Analysis-Short Term (Illustrative)166

Table D 6 Projects Recommended but Not Included in Network Analysis-Intermediate Term (Illustrative)

167

Table D 7 Projects Recommended but Not Included in the 2000 Network Analysis (Illustrative) 168

Table D 8 San Juan TMA Immediate Action Program (Illustrative) 168

Table D 9 Illustrative and Unfunded Transit Projects 172

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11 IINNTTRROODDUUCCTTIIOONN

11..11 TTHHEE CCOONNTTEEXXTT AANNDD IIMMPPOORRTTAANNCCEE OOFF TTHHEE PPLLAANNTT

Transportation systems, interacting with the land use and socioeconomic activity systems

determine traffic and transit flows, which in turn determine many aspects of daily life and impact

the built and natural environments. The movement of goods and resources, essential to

economic activity, occurs in many of the same facilities that serve general traffic and transit

operations. Highways, roads and especially local streets, all basic elements of the transportation

system, also constitute critical elements of urban public spaces, were people interact and

generate social dynamics and a sense of identity and place. This becomes clear when we

recognize that the users of roads and streets include not only drivers of automobiles and trucks,

but also cyclists and pedestrians. Indeed, the increasingly popular concept of “livable

communities” requires that pedestrian needs be addressed and protected, and transit opportunities

developed to ensure that people have the opportunity of going about their daily lives, at the local

and regional levels, without being forced to use the automobile.

Long term transportation planning aims to address all of these issues, while serving a vision of

the type of community, city, and region which has been adopted by the citizens, in an informed

and inclusive participation process. The institutions called for to develop transportation system

planning include local governments, various agencies and public corporations, and even mayor

transit and freight operators. These diverse actors have different or even conflicting perspectives

and interests. For that reason, since 1973 the Federal Government has been legislating, through

Authorization Acts approved every six years, requirements for a Continuous, Cooperative and

Comprehensive transportation planning process. To comply with that requirement, a

Metropolitan Planning Organization (MPO) must be organized and designated by Governors and

local elected officials for each urbanized area, as defined by the most recent decennial population

census. The MPO thus serves as a forum for discussion among the many public and private

actors in the region, with the responsibility (among others) of developing long range multimodal

transportation plans and short range multimodal transportation improvement programs for

implementing them in compliance with all applicable federal and local legislation.

In Puerto Rico, after each new Census has redefined urbanized areas, all Governors and local

officials, since this requirement has been in place, have designated the Commonwealth‟s

Department of Transportation and Public Works (DTPW) as the operating arm of the MPO for

all urbanized and metropolitan areas, providing the staff for the MPO. The DTPW, being an

umbrella for a number of agencies and public corporations, uses the technical resources of the

Puerto Rico Highways and Transportation Authority (PRHTA) to conduct studies and develop

plans and programs that are presented for consideration and adoption by the MPO. In

considering these plans and programs, and to comply with the federal requirement of providing a

forum for achieving consensus, the MPO acts through Policy Committees that include (as voting

members) the Mayors of all municipalities included in the urbanized or metropolitan area, as

well as the heads of public agencies and corporations with direct responsibilities over land use

planning, environmental protection and transit or traffic operations.

2


Three such Policy Committees are currently in operation: one for the San Juan Urbanized Area –

(SJUA), or San Juan Transportation Management Area – (SJTMA): (encompassing 38

municipalities and over 1 million inhabitants), another for the Aguadilla Urbanized Area –

(AUA) or Aguadilla Transportation Management Area – (ATMA): (11 municipalities and over

200,000 inhabitants), and a third for the other nine urbanized areas (UZA‟s: with populations

between 50,000 and 200,000), grouped into five Transportation Planning Regions (TPR). Long

range transportation plans must be prepared and adopted for the SJUA, the AUA and each TPR

at least every five years, with a 20 year (minimum) planning horizon. Based on these plans,

every year the MPO then defines the use of yearly federal funding allocations through a

Transportation Improvement Programs (TIP) for the SJTMA, another for the ATMA and another

for the UZA‟s. In general, without an appropriate, updated long range transportation plan for a

region, no federal funds may be programmed for improvements to its transportation system.

Currently, Federal Regulations (specifically in CFR 23 Part 450) require a long range

metropolitan transportation plan, updated in accordance with the cycles defined in 450.322 (c),

for all urbanized areas as defined by the most recent decennial census. In the case of the San

Juan Urbanized Area, which constitutes a Transportation Management Area (TMA) with a

Municipality (Guaynabo) that was listed as a Non-Attainment Area for PM10, this requirement

implied that the 2030 Long Range Transportation Plan (2030 LRTP) adopted by the

Metropolitan Planning Organization (MPO) in November, 2004, supported by a NEPA

Conformity Determination dated September of 2005, needed to have an updated, adopted, and

certified LRTP before lapsing on September 27, 2009. Effective February 11, 2010, Guaynabo

was re-designated as an attainment area, subject to compliance with a limited maintance plan

(LMP), in coordination with the Puerto Rico Environmental Quality Board (EQB) (Federal

Register / Vol. 75, No. 7 / Tuesday, January 12, 2010 / Rules and Regulations, page 1543)

In order to continue in compliance with the above mentioned regulations, but even more so, to

comply with public transportation policy, this new 2030 LRTP updates information, analyses and

recommendations of the 2030 LRTP, so that both the MPO and the federal governments may

continue to serve the public interests with programs and projects addressing the needs of the San

Juan Urbanized Area. Currently, these activities are severely curtailed by a major reduction in

the revenues and financial capacity of the Authority, as will be discussed in the financial

constraint analysis chapter. This further increases the importance of good planning.

Once adopted by the MPO, this Cost Feasible Plan will serve as the Interim 2030 San Juan

Urbanized Area Long Range Transportation Plan. This Interim Plan along with anticipated

amendments, will remain valid and in effect through 2015.

11..22 RREEGGIIOONN AALL CCOONN TTEEXXTT

San Juan is the capital and largest city in Puerto Rico. As a result of the 2000 Census, the

urbanized area for San Juan increased significantly, covering nearly one-half of the island. The

2000 Census expanded the Transportation Management Area (TMA) for the San Juan region

3


beyond the 1990 Census boundaries. The TMA has changed from 13 municipalities to all or

portions of 38 municipalities. These 38 municipalities contained 59 percent of Puerto Rico‟s

population in the year 2000 and 70 percent of the island‟s jobs. Four (4) of these 38

municipalities are overlapping with Aguadilla TMA and urbanized area under 200,000

population (UZA). Manatí, is overlapping with Aguadilla TMA . Patillas, Salinas and Naguabo

are overlapping with urbanized areas under 200,000 population (UZA). See Figure 1-1.

The definition of the San Juan TMA (SJTMA) in the 2000 Census incorporates the former San

Juan Metropolitan Area together with the former urbanized areas of Vega Baja, Caguas,

Humacao, and Cayey-Cidra. A comparison of the two areas is shown in Figure 1-2.

This expanded SJTMA contains a wide variety of community types. It includes the traditional

core of San Juan, which is dense and highly urban in character, and major suburbs, such as

Caguas and Humacao, which have traditional town centers but have generally less density. It

includes outlying towns, such as Naranjito and Juncos, and semi-rural communities, such as

Ciales and Aibonito. This is a very diverse set of settlement types within the same TMA, each

with distinct transportation challenges. Transportation solutions are likely to be quite different

based on the character of each community. The purpose of the San Juan Urbanized Area - 2030

Long Range Transportation Plan is to integrate transportation planning with islandwide planning

efforts, ensure intermodal efficiency, provide guidance on public policy, promote sustainability

and land use compatibility, and update and expand the Interim San Juan 2025 Metropolitan

Transportation Plan as a result of the new SJTMA. Significant sections of the principal

islandwide transportation corridors traverse the SJTMA, and the transportation facilities in those

corridor sections serve both islandwide and regional transportation functions.

The mountains and the El Yunque National Forest extend

east-west through the center of the enlarged SJTMA. They

generally divide the area into a northern section that includes

the former San Juan 1990 Urbanized Area and a coastal

corridor east to Fajardo and a southern section that includes

Caguas and the communities along the PR-30 corridor to

Humacao. These two sections have very different urban

development forms and characteristics, although over the last

10 to 15 years, there has been increasing commuting from

the communities south of the mountains destined to jobs in

the northern section .

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Figure 1-1 Urbanized and Rural Areas defined by the 2000 CENSUS

2


Figure 1-2 San Juan 1990-2000 Urban Area

3


Transportation planning for the San Juan TMA (38 municipalities) must recognize and cope with

the fact that the mountains and El Yunque limit the transportation connections between the north

and south sections of the TMA to two principal corridors. They are the PR-3/PR-53 coastal

corridor at the eastern edge of the TMA and the PR-1/PR-52 corridor between San Juan and

Caguas. While there are a few other connections across the mountains, such as PR-181 south

from Trujillo Alto and PR-167 south from Naranjito, these are narrow, circuitous routes across

rugged terrain and are not major traffic carriers.

In addition to traditional transit offerings, such as public buses and the Tren Urbano (metro)

systems, público service has long served the SJTMA, providing access to the central business

districts. In the outlying areas of the SJTMA, público service is the only available transit. Save

for the occasional Municipal shuttle service. Recently, however, the cost to operators has risen

and fewer of them are offering público service. It is therefore important that the plan for the

SJTMA incorporates and promotes this service through policies that will sustain the current

system and offer opportunities for new operators.

Improvements to the transportation system in the SJTMA will concentrate on the reduction and

management of existing highway problems, completion of strategic components of the highway

network, the expansion of public transportation and non-motorized transportation, and

improvements to ports and airports. A strategic approach was developed for each mode as part

of the Islandwide Long Range Transportation Plan and has been used to analyze the SJTMA.

This approach is discussed in Section 2.

1.2.1 THE VISION

The strategic approach identified in the

Islandwide Plan was developed based on the

Vision for 2030. The Vision was established by

analyzing the key factors affecting travel today

and the expected future conditions. The Vision

thus took into consideration, among others, the

following issues:

Automobile dependency and frequency of

use – Reducing this problem implies promoting multimodal options, prioritizing

functional transit alternatives, developing pedestrian and cycling options, as well as

making better use of the existing highway and street facilities.

• Increasing urban traffic congestion – Attacking congestion at its roots means

improving coordination of land use and transportation planning; focusing on public

transportation; optimizing non-motorized modes (pedestrian, cycling); utilizing

congestion management techniques; improving deficient intersections; and controlling

illegal parking.

4


• Extensive urban sprawl and loss of rural lands - Reducing urban sprawl also involves

coordinating transportation improvements with land use planning; applying a regional

approach to planning of both public and private transportation; making viable the

densification and rehabilitation of urban areas by means of improved transit systems; and

minimizing or avoiding altogether road projects that stimulate urban sprawl

• Inadequate accesses to ports and airports – Addressing this problem implies increasing

the capacity of existing seaports and airports; making them more efficient intermodal

links; designing complementary installations; improving access to both labor force and

freight; and establishing efficient route management programs for freight transportation.

• Negative transportation impacts on the natural and cultural environments – To

manage and minimize these impacts several issues must be addressed, such as ensuring

the consideration and mitigation of negative impacts (to environmental, community and

cultural resources) during design, construction and operation of transportation facilities;

constraining the development of transportation facilities, especially roadways, in areas

identified for conservation; avoiding negative impacts on communities, as required by

local and federal regulations; protecting areas of ecological value; encouraging the use

of recycled materials during the construction, operations and maintenance of

transportation facilities; reducing dependency on fuels and non-renewable resources

through the promotion of alternative fuel technologies and by providing fiscal incentives

for using recycled materials and alternative fuels; taking measures to reduce negative

impacts to places of ecological, historic, cultural, architectural and agricultural value; and

protecting the installed capacity of the transportation system.

The combination of these concepts and their discussion in multiple public meetings throughout

Puerto Rico resulted in the Vision for 2030:

In 2030, the transportation system in Puerto Rico will meet the needs of all

sectors of society, providing mobility for all, and easy access to all destinations.

The system will promote the efficient use of resources including energy, land,

existing facilities, and funding. It will support and protect the natural and man-

made environments, respecting the structure of society and cultural resources. It

will support economic development strategies. All aspects of the transportation

system will be designed to enhance the quality of life and promote safety and

security.

This Vision is the guiding structure for the strategic approach used to develop the SJTMA

Transportation Plan. The strategic approach for each mode identifies specific projects within

San Juan to address improvements to existing roadways, increase public transportation (Tren

Urbano, MBA routes restructuration, BRT‟s and Light Rails developments, and reinforce bus and

público service), new bicycle and pedestrian facilities, and expanded freight capacity.

5


1.2.2 DEMOGRAPHIC PROFILE

Most of the individual population changes from 1990 to 2000 in the 38 municipalities that make

up the 2000 Census defined SJTMA did not exceed a 20 percent increase. The five

municipalities that reached an increase greater than 20 percent include: Toa Alta, Gurabo,

Trujillo Alto, Las Piedras, and Cidra. The greatest growth in population is expected in Toa Alta

with an increase of 27,374 between 2000 and 2030. Other areas that will increase by more than

10,000 people during the same time frame are, Trujillo Alto, Carolina, Toa Baja, San Juan,

Caguas, Cidra and Gurabo. Overall, this represents a shift in population growth to the southeast

and west of the San Juan urban center showing that the suburban areas will experience the most

growth. The change in population is listed by municipality in Table 1-1 and shown in Figure 1-3

by transportation analysis zones (TAZ).

Percent change in employment for the 38 municipalities in the SJTMA was not very significant,

ranging from less than one to eight percent. Employment growth is expected to remain in the

urban core. The employment in San Juan is projected to increase by 19,761 in 2030, and it will

remain the largest area of employment in the region. Other areas that are expected to experience

growth in employment are Bayamón (5,238) and Carolina, Guaynabo and Caguas, all with an

increase of just over 3,000. The change in employment is listed by municipality in Table 1-3 and

shown in Figure 1-4 by transportation analysis zones (TAZ). The Commonwealth has an

unemployment rate of 16.0, and the San Juan TMA is at 15.6 percent, which is high compared to

the United States unemployment rate of 9.6 percent as of September, 20101.

Although there is not a significant increase in the population and employment of San Juan

anticipated between 2000 and 2030, there will be a shift in the location of people. The majority

of employment will remain within the urban core of San Juan but the population is changing and

moving to the suburban areas of San Juan. This urban sprawl provides challenges in the

development of a transportation system. Commuters from the outer regions into the urban center

place a greater demand on the transportation infrastructure. The strategic approach of this plan

focuses on quality of life and providing transportation in an efficient manner that is compatible

with land use demands. It is recognized that to limit urban sprawl, land use and transportation

plans must be compatible and have the same objectives.

1 U.S. Bureau of Labor

6


Table 1-1 Municipalities in San Juan Urbanized Area

Table 1-1A Municipalities in San Juan Urbanized Area

Aguas Buenas Las Piedras

Aibonito Loiza

Barranquitas Manati

Bayamon Maunabo

Caguas Morovis

Canovanas Naguabo

Carolina Naranjito

Cataño Orocovis

Cayey Patillas

Ciales Rio Grande

Cidra Salinas

Coamo San Juan

Comerío San Lorenzo

Corozal Toa Alta

Dorado Toa Baja

Guaynabo Trujillo Alto

Gurabo Vega Alta

Humacao Vega Baja

Juncos Yabucoa

7


Table 1-2 Projected Population Change by Municipality in San Juan Urbanized Area

2000-2030

Municipality 2000 2010 2020 2030

Absolute

Change

2000-2030

Percent

Change

2000-2030

Aguas Buenas 29,032 31,706 33,172 33,921 4,889 16.84%

Aibonito 26,493 27,539 28,553 29,194 2,701 10.20%

Barranquitas 28,909 31,469 33,737 35,466 6,557 22.68%

Bayamón 224,044 227,035 230,108 232,662 8,618 3.85%

Caguas 140,502 145,638 148,947 150,809 10,307 7.34%

Canóvanas 43,335 47,740 50,567 52,147 8,812 20.33%

Carolina 186,076 193,773 197,750 200,050 13,974 7.51%

Cataño 30,071 28,443 29,020 30,007 -64 -0.21%

Cayey 47,370 48,495 49,553 50,254 2,884 6.09%

Ciales 19,811 21,009 22,138 22,968 3,157 15.94%

Cidra 42,753 48,250 51,374 53,051 10,298 24.09%

Coamo 37,597 40,285 42,346 43,843 6,246 16.60%

Comerío 20,002 20,246 20,906 21,465 1,463 7.31%

Corozal 36,867 39,857 42,103 43,612 6,745 18.30%

Dorado 34,017 36,515 38,023 38,824 4,807 14.13%

Guaynabo 100,053 103,342 104,839 105,271 5,218 5.22%

Gurabo 36,743 42,513 45,417 46,770 10,027 27.29%

Humacao 59,035 62,217 64,104 65,067 6,032 10.22%

Juncos 36,452 41,034 43,634 45,224 8,772 24.06%

Las Piedras 34,485 39,454 41,949 43,103 8,618 24.99%

Loíza 32,537 35,897 38,871 41,264 8,727 26.82%

Manatí 45,409 49,804 51,987 52,911 7,502 16.52%

8


Maunabo 12,741 13,280 13,822 14,152 1,411 11.07%

Municipality 2000 2010 2020 2030

Absolute

Change

2000-2030

Percent

Change

2000-2030

Morovis 29,965 33,276 35,910 37,874 7,909 26.39%

Naguabo 23,753 24,902 25,703 26,188 2,435 10.25%

Naranjito 29,709 31,133 32,678 33,834 4,125 13.88%

Orocovis 23,844 25,559 27,146 28,316 4,472 18.76%

Patillas 20,152 20590 21066 21329 1177 5.80%

Río Grande 52,362 57,096 59,678 60,979 8,617 16.46%

Salinas 31,113 33077 34688 35858 4745 15.30%

San Juan 434,374 438,307 442,151 445,403 11,029 2.54%

San Lorenzo 40,997 45,378 47,833 49,174 8,177 19.95%

Toa Alta 63,929 78,908 86,996 91,303 27,374 42.82%

Toa Baja 94,085 98,815 102,603 105,473 11,388 12.10%

Trujillo Alto 75,728 85,949 91,099 93,617 17,889 23.62%

Vega Alta 37,910 40,816 42,841 44,217 6,307 16.64%

Vega Baja 61,929 66,058 68,892 70,626 8,697 14.04%

Yabucoa 39,246 41,865 43,863 45,413 6,167 15.71%

TOTAL 2,363,430 2,497,270 2,586,067 2,641,639 278,209 15.56%

Note: Manati and Naguabo are overlapping with other

areas, as well as Patillas and Salinas. Coamo,Patillas and Salinas are not included in this list

9


Figure 1-3 Projected Change in Population 2000 to 2030.

10


Table 1-3 Projected Change in Employment by Municipality in San Juan

Urbanized Area 2000-2030

Municipality 2000 2030

Actual Change

2000-2030

Percent Change

2000-2030

Aguas Buenas 2,134 2,311 177 8.28%

Aibonito 6,400 6,807 407 6.37%

Barranquitas 3,511 3,775 264 7.52%

Bayamón 74,650 79,933 5,283 7.08%

Caguas 42,028 45,123 3,095 7.36%

Canóvanas 5,653 5,998 345 6.11%

Carolina 50,226 53,812 3,586 7.14%

Cataño 11,616 12,244 628 5.41%

Cayey 11,314 12,066 752 6.64%

Ciales 2,740 2,928 188 6.88%

Cidra 7,742 8,252 510 6.59%

Coamo 4,319 4,617 298 6.90%

Comerío 2,554 2,563 9 0.34%

Corozal 4,423 4,738 315 7.12%

Dorado 7,446 7,979 533 7.16%

Guaynabo 56,861 59,959 3,098 5.45%

Gurabo 4,029 4,112 83 2.05%

Humacao 17,833 19,079 1,246 6.98%

Juncos 4,848 5,174 326 6.73%

Las Piedras 7,042 7,452 410 5.82%

Loíza 1,943 2,080 137 7.07%

Manatí 17,729 18,877 1,148 6.48%

Maunabo 1,376 1,491 115 8.33%

11


Municipality 2000 2030

Actual Change

2000-2030

Percent Change

2000-2030

Morovis 2,385 2,533 148 6.21%

Naguabo 3,028 3,204 176 5.81%

Naranjito 4,417 4,741 324 7.33%

Orocovis 2,632 2,846 214 8.13%

Patillas 2,963 3,197 234 7.90%

Río Grande 5,511 5,639 128 2.32%

Salinas 5,216 5,619 403 7.73%

San Juan 273,617 293,378 19,761 7.22%

San Lorenzo 4,978 5,298 320 6.42%

Toa Alta 1,807 1,915 108 5.96%

Toa Baja 11,325 11,944 619 5.47%

Trujillo Alto 7,644 8,173 529 6.92%

Vega Alta 5,077 5,342 265 5.22%

Vega Baja 9,564 9,848 284 2.97%

Yabucoa 6,165 6,590 425 6.90%

TOTAL 694,746 741,637 46,891 6.27%

Note: Manati and Naguabo are overlapping with other areas, as well as Patillas and Salinas. Coamo,Patillas

and Salinas are not included in this list

12


Figure 1-4 Employment Change 2000-2030

13


There are other demographic issues that face the San Juan region and the island as a

whole. Year 2030 projections forecast that the population is aging and that a significant

percentage of the population will be over the age of 75. Estimates indicate that the older

population is increasing in Puerto Rico by about 20,000 people each year2. These

changes are shown in Figures 1-5 and 1-6. This shift to an aging population changes the

types of demands placed on the transportation system. Awareness of the issues related

to older drivers must be addressed in the transportation planning process and in the

policy development. Much of the older population is reliant on a personal vehicle

because of the lack of public transportation in their area. To effectively provide public

transportation many considerations need to be made. The stations must be located

within an acceptable walking distance; buses, trains and stations must accessible to

people with disabilities and door-to-door service must be considered. According to the

American Association of Retired Persons, older populations are often intimidated by

modern roadway designs because reduced vision or reaction time are not taken into

consideration.

The Transportation Plans for the SJTMA and the rest of Puerto Rico provide support for

projects that improve the driving environment for older populations. The Federal

Highway Administration has developed a handbook for state traffic officials on road

design and management that improve the safety of the driving environment for older

persons. The improvement and development of non-motorized modes is especially

important for providing mobility to an aging population. Plans for non-motorized

modes in the SJTMA are discussed in later sections of this document. The

implementation of pedestrian and public transportation projects that are strategically

linked to land use will provide greater mobility for aging populations and decrease

dependency on the automobile.

2 Growth of Older Population, El Puente Volume 17, Number 1, Transportation Technology Transfer Center; University of

Puerto Rico, Summer 2004.

14


Figure 1-5 Distribution of Population by Age and Sex, 2000 – Puerto Rico

Figure 1-6 Distribution of Population by Age and Sex, 2030 – Puerto Rico

Figure 1-4 Distribution of Population by Age and Sex, 2000

Puerto Rico

(200,000) (150,000) (100,000) (50,000) 0 50,000 100,000 150,000 200,000

0- 4

5- 9

10-14

15-19

20-24

25-29

30-34

35-39

40-44

45-49

50-54

55-59

60-64

65-69

70-74

75+

Men Women

Figure 1-5 Distribution of Population by Age and Sex, 2030

Puerto Rico

(200,000) (150,000) (100,000) (50,000) - 50,000 100,000 150,000 200,000 250,000

4-0

9-5

41-01

91-51

42-02

92-52

43-03

93-53

44-04

94-54

45-05

95-55

46-06

96-56

47-07

+ 57

Men Women

15


1.2.3 ENVIRONMENTALLY SENSITIVE AREAS

Puerto Rico‟s landscape ranges from coastal to mountainous regions, these features are

all found in the San Juan TMA. The elevation in the area ranges from low in the coastal

regions to high in the mountainous areas towards the center of the island. Mountainous

areas abound in the southwestern portion of the TMA, in the municipalities of Cayey,

Aibonito, Barranquitas and Orocovis. There are also high elevations in the El Yunque

Forest and the rest of the Sierra de Luquillo range. This National Forest is mostly

located in Río Grande but extends from Naguabo to Canóvanas. There are several other

forests and natural reserves throughout the TMA including the Humacao Natural

Reserve and the Carite Forest in Cayey. There is also a cluster of forests in the western

portion of the TMA, in the southern end of Ciales.

The San Juan TMA also contains part of Puerto Rico‟s large karst region. Karst

features can be found in parts of Dorado, Toa Alta, Corozal, Vega Alta, Vega Baja,

Morovis, Manatí and Ciales.

Most of the wetland features in the TMA are located near the coast, but emerging

wetlands and other sensitive areas may be found throughout the region.

In attention to Federal and Commonwealth policies, these features must be directly

considered in the transportation planning process. This, not only to determine if there

are any environmental features that could prohibit the development of any particular

project in the region, but also to ensure that transportation projects and programs

support land use policies that protect environmentally sensitive areas.

Major environmentally sensitive areas in the San Juan TMA are shown in Figure 1-7.

16


Figure 1-7 Environmentally Sensitive Areas

17


22 SSTTRRAATTEEGGIICC AAPPPPRROOAACCHH TTOO TTRRAANNSSPPOORRTTAATTIIOONN PPLLAANNNNIINNGG

FFOORR TTHHEE SSAANN JJUUAANN TTMMAA

The development of a Long Range

Transportation Plan (LRTP) for

Puerto Rico, including the San Juan

TMA, is based upon a strategic

planning approach that focuses on

making those improvements to the

transportation system that will

enhance the quality of life on the

island. This quality of life strategy

includes controlling urban sprawl,

addressing environmental issues,

maintaining rural areas, and

promoting sustainability. It recognizes the importance of integrating transportation

planning with land use planning and focuses on the maintenance and improvement of

existing transportation facilities as a more desirable alternative to major investments in

new infrastructure. It emphasizes the role of public transportation and non-motorized

modes as alternatives to congestion and pollution, and as a means of providing access

that reduces the need for trips by private automobiles.

This plan considers among the goals of the SJTMA MPO the provision of an efficient,

safe, fiscally constrained, and sustainable transportation system. The priorities set forth

by the MPO with regard to the transportation system (highways, bus and “publico”

service, passenger rail lines, non-motorized pathways, etc.) that will link the different

areas of the SJTMA, include the access to cargo and passenger ports (both sea and

airports), education and employment centers, emergency services, and other facilities.

These would require, among other efforts, the completion of the STRAHNET

mentioned above, the improvement and when necessary, the provision of new accesses

and/or connections to that network, and the further integration of the multi-modal

transportation system. For more details on these, see Appendix A, Eight (8) SAFETEA-

LU Planning Factors.

The public policy contained in the San Juan Urbanized Area 2030 LRTP, and reflected

in this plan for the San Juan TMA, represents a shift in strategy by those responsible for

mobility and development in the Commonwealth. While the commitment to complete

the Strategic Highway Network (STRAHNET) remains a priority, there will be very

few new major roads constructed in the foreseeable future. Instead, there will be a

commitment to the maintenance of existing facilities and improved operation techniques

for the current infrastructure, including low cost improvements, protection of the

environment and expansion of both existing and planned transit.

The SJTMA in concord with the MPO members developed in consultation with all

interested parties a Public Participation Plan. It defines the participation process,

providing, the reasonable opportunity to be involved in the metropolitan transportation

planning process. The Public Participation Plan also promotes the continued emphasis

on public involvement in the implementation of plans, programs, and projects. For more

18


details, see Appendix B.

This transportation plan provides policy guidelines based on the goals, objectives, and

strategies set forth for the San Juan Urbanized Area 2030 LRTP. The intent of this plan

is to determine the projected needs of current and future generations and to provide a

strategic approach to implementing projects to satisfy these needs, within the fiscal

limitations of public agencies responsible for the systems‟ development and

maintenance. Other major public policy documents, considered in this plan‟s

preparation, are the following:

“Objetivos y Políticas Públicas del Plan de Uso de Terrenos de Puerto Rico

1995” (Objectives and Public Policies of the Land Use Plan for Puerto Rico)

“Una Nueva Visión Para Puerto Rico: Programa de Cambio y Recuperación

Económica.”, adopted by the Government of Puerto Rico in 2009

Land Use and Transportation Plan for the San Juan Metropolitan Region,

adopted by the Puerto Rico Planning Board in 1982, as amended

Transportation Plan: Document of Public Policy and Strategy for the

Development of the Transportation System of Puerto Rico (DTPW, 1991)

Various Land Use Plans adopted by Municipalities recognized as “autonomous”

by Law 81 of 1991

The Safe, Accountable, Flexible and Efficient, Transportation Equity Act – a

Legacy for Users (SAFETEA-LU)

Code of Federal Regulations (CFR) 23, Part 450 and CFR 49, Part 613

This LRTP aims to consider public policy established by these and various other

sources, in order to guide the implementation of transportation projects so that they

reflect the needs of the community and incorporate all aspects that may affect quality of

life. A primary focus of public policy related to transportation is the relationship of

transportation projects and land use. Other significant issues include sustainability,

intermodalism, connectivity, safety, comfort and aesthetics, environmental justice and

transportation management. Policy guidelines have been structured to mirror the

strategic approach and are incorporated into each.

22..11 SSTTRRAATTEEGGIIEESS FFOORR IINNTTEEGGRRAATTEEDD PPLLAANNNNIINNGG WWIITTHH TTHHEE SSAANN JJUUAANN

TTMMAA

The quality of life strategy emphasizes the critical interrelationship between planning

for transportation and land use planning. Well planned communities with compact

cores, mixed land uses, walkable environments, and an integrated approach to housing,

employment, goods and services, education, recreation, and government, can reduce the

need for automobile travel and resist the pressures of sprawl. The redevelopment of

core areas and infill of vacant areas can also help to contain the effects of sprawl and

19


reduce the propensity to use the automobile. Cities and towns in which the use of

public transportation is encouraged through community planning have a reduced need

for automobile use and are thus less affected by congestion, pollution and other

problems resulting from automobile dependence.

Fostering the interrelationship between transportation planning and land use planning

has several important aspects:

Support and encourage the definition of a region-based land use plan for the San

Juan TMA and specific land use plans for municipalities

Encourage the development of a plan for preserving the natural environment

Assist local jurisdictions to define land development regulations that require

consideration of land use and transportation interrelationships

Devise a system of market-based incentives and fiscal measures to bring about

the kind of development and redevelopment promoted by public policies

An integrated effort to define a desirable future for the San Juan region involves a

coordinated program for land use planning that meets the needs of highly urbanized

areas, suburban communities with cohesive identities, smaller towns, and rural

communities within the TMA. This coordination should come from the Planning

Board, working in concert with local governments and community representatives. It

should link land use, environmental, and social concerns with transportation

components. Such a coordinated planning process would be based on the transportation

that supports the land use planning criteria discussed below.

Part of the strategy could be to focus all activities related to transportation planning as a

linkage that supports the interconnection and integration of the San Juan TMA, and the

neighboring North, East, and Southeast Transportation Planning Regions (TPR´s), their

economic strategies and joint land use planning vision. Notwithstanding their

municipal autonomy and different economic activities, (manufacturing, tourism,

agriculture, service, etc.), these regions could coordinate regional and inter-regional

joint efforts in such a way that one region supports the comparative advantage of the

other while receiving benefits from such support.

In addition to promoting integration between modes and cooperation between

municipalities, an Education Program on transportation should be coordinated with the

Department of Education. The goals of the education program would be to promote

pedestrian and traffic safety, especially at schools, and improve the effectiveness of the

transportation system by providing continuous information to users of all ages.

Multiple programs would be needed in order to educate the public, especially through

driver education. Promotional materials such as brochures, public service

announcements, and training seminars for local government staff will be needed to

share information on the program. The primary messages of the public education

program will be to:

20


Promote safe interaction and shared use of roadways by cyclists and automobiles

Promote pedestrian safety through programs directed at children and youngsters

Encourage the use of public transportation

Encourage driving behavior that increases highway capacity and safety

Promote the advantages of coordinated land use and transportation

improvements

Land use characteristics of the San Juan area are shown in Figure 2-1.

21


Figure 2-1 Land Use for the San Juan Metropolitan Area

22


2.1.1 CRITERIA FOR TRANSPORTATION SUPPORTIVE LAND USE PLANNING

In order to move toward a system in which the need for mobility via the individual

automobile is reduced, communities that promote less demand for travel by the

automobile should be promoted. These communities are planned and designed or have

been modified over time to make it easy to meet most daily needs within a relatively

compact area. They have considered the interrelationships between walking to nearby

destinations and the use of public transportation. This interrelationship should produce a

sustainable transportation system that supports good land planning and environmental

policies, that supports economic development initiatives, and that enhances safety and

security.

Land use planning in the San Juan TMA that is congruent with the PRLRTP should

focus on three interrelated aspects:

Reinforce the centrality of the City of San Juan and the numerous smaller cities

and towns within the TMA, thereby reducing transportation demand

Limit the extent of sprawl

Protect rural, agricultural and environmentally sensitive areas

In order to reinforce the centrality of the

City of San Juan and other well-defined

town centers, land use decisions,

development projects, and transportation

infrastructure should promote dense

development and redevelopment, mixing

uses and following design guidelines that

are appropriate to the setting. This

emphasis on context-specific design can

give communities a more desirable

character that helps reduce the desire to

escape to the suburban fringe. This context-specific approach should promote a mix of

uses, providing housing, employment, goods and services, recreation and public uses in

a walkable environment. Where all of these life necessities are close together and easy

to access by foot or public transportation, the need for automobile trips is reduced.

Specific strategies should be identified to promote infill of areas passed over by the

wave of suburbanization and the redevelopment of those parts of the region that have

been underdeveloped, or which have deteriorated over the years. This infill can reduce

the impetus to go further out into the fringes of the urban region and can help produce

communities that have more internal coherence.

Emphasis should be given to providing multiple modes of mobility and access. Public

transportation, using públicos, buses, rail, and taxis, is an important means of meeting

this objective. A continuous and interconnected network of safe and attractive sidewalks

and bikeways is equally important. The effectiveness of the public transportation and

bicycle and pedestrian systems can be enhanced by controlling on-street parking in core

areas. This will make sidewalks and pedestrian street crossings safer and will

23


discourage automobile travel.

Parking prices are regulated by the Department of Consumer Affairs, which has resulted

in very low price for parking in most areas of the SJTMA. In areas served by transit,

parking prices should be allowed to reflect market value thereby not favoring one mode

of transportation more than another.

Reinforcing the centrality of cities and towns is directly related to limiting the extent of

sprawl. Sprawl may be controlled by changing the prevailing suburban paradigm for

building neighborhoods. It may be necessary to redefine the desirable character of

future developments to make more compact and integrated communities. Developers

and consumers may be influenced to make good decisions, countervailing the trend to

suburban-style products, if there are models and examples of good urban development

that they can relate to.

Sprawl can also be controlled by other means. One is to provide incentives for new

development and redevelopment as infill to already built-up areas of cities and towns,

replacing deteriorated neighborhoods and inappropriate uses, and by filling in areas that

have been bypassed, as discussed above. Another means is avoiding the construction of

new roads to serve anticipated developments in outlying areas. This decision to limit the

extent and kind of access that will be provided in fringe areas that have been in the

process of suburbanizing will depend on determination to resist influences that promote

expansion.

Directly related to the reinforcement of the

historic centers of San Juan and other

significant towns in the area, and the

determination to limit sprawl, is the

protection of the TMA‟s rural and

environmental areas. It is important to limit

the amount and character of transportation

improvements that may be programmed to

serve such areas. Additionally, the means

should be defined to reinforce land

development procedures, restricting

development in these areas. It will also be necessary to provide these areas with

alternative means of access and mobility that do not encourage or allow for

development that adversely affects their character.

2.1.2 POLICY GUIDELINES

The quality of life strategy incorporates all aspects of planning in the development of

the LRTP. The concept of integrated planning incorporates issues of land use,

consensus building, environment, technology, and finance into the program and project

development of transportation facilities beyond mode specific requirements. The

regional transportation system for the SJTMA must be an interconnected system that

promotes multimodalism by linking strategic roadway networks, transit lines and

bicycle and pedestrian facilities with ports, airports and urban and suburban activity

centers. Transportation projects that focus on multimodalism will be priorities because

they incorporate the goals of sustainability and land use compatibility. Listed below are

24


policy guidelines that support the objectives of the San Juan Urbanized Area 2030

Transportation Plan:

2.1.2.1 Land Use and Development

Contribute to achieving the goals of the regional and municipal land use plans

Establish processes and standards for the design, construction, and operations of

transportation facilities.

Coordinate new residential and commercial developments with the planned

transportation network to facilitate programming and construction

Support land use policies through design and upgrades of roadways and public

transportation

Include transportation enhancement projects and community improvement

projects in the development of a transportation project when applicable

Plan parking policies for urban and suburban areas as an integral part of the

transportation system and land use plans

o Provide incentives to only provide minimum parking for new

developments

o Limit parking on public areas when it interrupts the flow of vehicles and

affects the safety and movements of pedestrians

o Identify individual problems for corridors and possible solutions through

studies on parking that accompany transportation projects

o In areas served by transit parking prices should reflect the market value

2.1.2.2 Consensus Building

Build consensus on issues of regional land use and transportation planning via

the Metropolitan Planning Organization (MPO)

Consider all the users a transportation facility may serve

Develop infrastructure that is balanced at the socio-economic level to foster

agreeable relationships between the different regions of the island

Promote participation from the private sector in the development and

implementation of transportation programs and projects

Establish educational services that clearly explain the transportation system for

the general public and programs that can be presented in the schools

25


2.1.2.3 Environment

Include measures to reduce or mitigate negative impacts to environmental,

community and cultural resources in standards for the design, construction and

operation of transportation facilities

Constrain the development of transportation facilities, especially roadways, in

areas identified for conservation

Avoid negative impacts on communities in compliance with Executive Order

12898 on Environmental Justice

Protect ecological areas of value, such as wetlands, forest and bodies of water by

adapting the design of transportation facilities to fit the setting

Encourage the use of recycled materials during the construction, operations and

maintenance of transportation facilities

Reduce dependency on fuels and non-renewable resources through the

promotion of alternative fuel technologies and tax breaks for use of recycled

materials and alternative fuels

Take measures to reduce negative impacts on places of ecological, historic,

cultural, architectural and agricultural value as they are considered to be non-

renewable resources

2.1.2.4 Technology

Consider technology initiatives that increase mobility and safety in the

development of transportation projects

Develop public sector capability to provide transportation management

Incorporate parking into overall transportation management

2.1.2.5 Finance

Promote transportation investment, including proper financing of transit

operation, as an indispensable element of urban and economic development

Assign proper programmatic and budgetary consideration to the maintenance,

protection and capacity management of existing transportation facilities

22..22 SSTTRRAATTEEGGIIEESS FFOORR PPUUBBLLIICC TTRRAANNSSPPOORRTTAATTIIOONN IINN TTHHEE SSAANN JJUUAANN TTMMAA::

RREEHHAABBIILLIITTAATTEE,, EEXXPPAANNDD AANNDD DDEEVVEELLOOPP

The Department of Transportation and Public Works (DTPW) and the Puerto Rico

Highway and Transportation Authority (PRHTA) promote sustainable cities by

encouraging mass transit and transit-oriented development through our Tren Urbano

corridor and the Joint Development Program. In Puerto Rico, a densely populated island

26


of 3,425 square miles, 94% of its population lives in urban areas, while in mainland

United States this sector represents 79%, according to 2000 Census. The trend of urban

sprawl and growth in Puerto Rico urge this integrated vision in developing roads,

highways and transit infrastructure for future generations since it have a direct impact in

land use and urban development. The DTPW and the PRHTA envision the development

of surface transportation as a means to develop better access and mobility infrastructure

for people and economic development, in order to build livable and sustainable places

around the island.

Strategies to enhance public transportation will benefit overall mobility by reducing the

demand for roadway improvements, facilitate redevelopment of urbanized areas into

more compact and walkable environments, and reduce development pressures on rural

and environmental areas. It will also provide enhanced mobility for the substantial

number of daily trips made from households with no automobile. Included in the

development of all new public transportation projects should be consideration for

pedestrian and bicycle access to the facility. The incorporation of these amenities will

not only decrease automobile traffic in and around transit stations but will provide for a

safer transportation system. This section summarizes strategies and policy guidelines to

improve operation and mode integration between transit services, including: Público

Services, Metrobús, Metropolitan Bus Authority (AMA, for its Spanish acronym), and

Tren Urbano

Figure 2-2 shows the 2030 Transit Plan for San Juan.

2.2.1 PROVIDE ENHANCED AND IMPROVED PÚBLICO SERVICE

The San Juan TMA has benefited historically from extensive mobility provided by

private operators of its públicos. For many residents, especially those without access to

an auto, públicos offer the only mobility and access to employment opportunities,

medical care, shopping, social services, and other essential needs. In the San Juan

region and other urban and rural areas across the island, públicos have been a major

commuter mode.

Despite the important role they have played in the past, público service has been

declining in recent years and its future as a significant travel mode may be threatened.

Increasing auto ownership has led many people to abandon shared riding in favor of

driving alone. Costs for público operators have risen, making it more difficult for them

to make a profit and maintain their vehicles. Regulations governing operations, routes,

frequency of service, and other issues affecting the success of individual operators

provide an adverse environment. However, if público service is allowed to decline and

eventually cease to exist, San Juan will lose a critical segment of its transportation

system.

In order to strengthen the Públicos system the Commonwealth recently approved Law

Number 148 of August 3, 2008. Law Number 148 of August 3, 2008 was created to

transfer the regulatory and operation responsibilities of the transportation services

provided by Públicos, Local Taxis, as well as some other private transit service

providers, from the Public Service Commission to the Department of Transportation

and Public Works (DTPW). This means that the DTPW will be the only regulatory

agency of public transportation in Puerto Rico. Law Number 5 of February 8, 2009

27


extended the transition period until January, 2010. By this date the DTOW will be

empowered to elaborate and establish plans to enhance public transportation in all the

Municipalities. This process presents an opportunity to reverse the trend of Público

service decline in most parts of the Island and offer an integrated service to other modes

of transportation. Currently, DTPW is working in the development of new regulations

and creating a Regulation Office that will offer the services to the Público and Local

Taxis providers.

Since Tren Urbano started operations in June 2005, some integration coordination

efforts have been developed. Those efforts include some public routes modifications to

serve Tren Urbano stations. As mentioned before, because of the Law Number 148,

both Tren Urbano and Públicos will be regulated by the DTPW by January 2010. This

will facilitate the coordination of Público service to support the rail service and not

compete with one another.

2.2.2 IMPROVE AND EXPAND THE BUS SYSTEM

Historically buses operating under the Metropolitan

Bus Authority (AMA) have complemented públicos

within the San Juan urban area. AMA service

remains vital to the public transportation system and

should be expanded and improved. In May of 2005,

some changes were made to AMA routes to provide

access to the Tren Urbano stations. In August of

2008 a phase A of a routes restructuration plan was

implemented. By 2010, a mayor restructuration

routes plan is scheduled. This will provide bus service into urbanized parts of the San

Juan TMA that presently have little or no bus service and will serve as a Tren Urbano

feeder system. New bus service will be focused upon major trip generators, linking

neighborhoods with major destinations for work, shopping, and medical services. New

types of bus service are being planned, including corridor applications of bus rapid

transit (BRT), which is elaborated upon in the following section.

2.2.3 BUS RAPID TRANSIT IN SELECTED CORRIDORS

There are many parts of the San Juan TMA that could benefit from effective, high-

capacity transit service. Possible extensions of the Tren Urbano cannot serve all of the

areas needing high-capacity transit because of the prohibitive cost. BRT in its various

forms could offer a less expensive approach to serving major corridors and high-density

areas not directly served by Tren Urbano and could also provide enhanced transit access

to Tren Urbano.

In its highest-capacity form, BRT consists of buses operating on their own guideway,

separated from other traffic. Passenger-carrying capacities under this design approach

those of grade-separated rail transit. BRT could also involve buses operating in an

exclusive lane on an expressway or street, possibly with exclusive ramps or the ability

to pre-empt traffic signals to facilitate bus movement. The Interim Plan of 2000

identified several corridors that could be candidates for BRT service.

Currently, TU extensions are planned to Carolina, Caguas and Hatillo through BRT‟s

28


and to San Juan by a Light Rail.

2.2.4 EXTEND TREN URBANO AND PROVIDE COORDINATED TRANSIT CONNECTIONS

Tren Urbano is a 10.7 mile (17.2 km) fully automated rapid transit that serves the

metropolitan area of San Juan, which includes the municipalities of San Juan, Bayamón,

and Guaynabo. TU consists of 16 stations on a single line.

TU complements other forms of public transportation on the island such as the public

bus system, “públicos”, water ferries, and shuttles. The entire mass transportation

system has been dubbed the “Alternativa de Transporte Integrado” (Integrated

Transportation Alternative) or “ATI”, under the Puerto Rico Highway and

Transportation Authority.

Paid fare service of Tren Urbano started on June 6, 2005. From June 2005 to may 2006,

average weekday boarding stood at 21,645 and from 2006 to 2007, ridership increased

to 24,945. Nonetheless, by 2008 to 2009 average weekday ridership had increased to

31,599 (or 41,000 including weekend ridership) with an Annual Increment of 39.57%.

Table 2-1 Performance Indicators

Performance Indicator

Monthly

Average

Up to the year

2009

% Annual

Increment

Up to the year

2009

Total Passenger Entries 783,366 39.57%

Weekday Ridership 31,599 56.18%

Weekend Ridership 9,829 21.33%

Currently, TU consists of one rapid transit route. It contains 16 stations, ten of which

are elevated, four at grade or in open cuttings, and two underground. The stations in the

system are:

Sagrado Corazón (Sagrado Corazón)

Hato Rey (Golden Mile / José Miguel Agrelot Coliseum)

Roosevelt (Golden Mile)

Domenech (Hato Rey)

Piñero (Hato Rey)

Universidad (Río Piedras / University of Puerto Rico)

Río Piedras (Río Piedras)

Cupey

Centro Médico (University of Puerto Rico, Medical Sciences

Campus)

San Francisco

Las Lomas

Martínez Nadal

Torrimar (Guaynabo)

Jardines

Deportivo (Juan Ramón Loubriel Stadium)

29


Bayamón (Bayamón)

A single trip costs $1.50 ($0.75 if you transfer from an AMA bus) including a 2 hour

bus transfer period. Students and seniors (60-74 years old) pay 75 cents per trip. Senior

citizens older than 75 and children under 6 ride for free.

Figure 2-2 Tren Urbano Aligment.

Several future Tren Urbano extensions have been proposed by previous plans and

studies, including an extension east into Carolina from Río Piedras, an extension over

the mountains south to Caguas, an extension from the Sagrado Corazon Station north to

Miramar or across the San Antonio canal to Old San Juan, and an extension east to Luís

Muñoz Marín International Airport. Some of these potential expansion corridors may

ultimately use some other transit technology such as bus rapid transit (BRT) or light rail

(LRT). Nevertheless, this will require direct and efficient interface with Tren Urbano, as

well as a coordinated fare system.

2010 Metropolitan Area Transportation Project Summary

The Department of Transportation and Public Works and Puerto Rico Highway and

Transportation Authority have envisioned the need to improve the quality of existing

public transportation services under its control and to develop an integrated AMA, TU

and Metrobús public transportation system in order to ensure the success of

transportation services within the San Juan Metropolitan area.

Our main objectives are the following:

To improve the quality of service

To reduce excessive costs

To eliminate redundancies on routes

30


Also, secondary objectives for the route planning and redesign were developed which

included:

To increase by at least 25% the ridership on AMA, Metrobús and TU

To optimized the use of resources

In order to reorganize the Metropolitan Regional Transportation as an integrated system,

AMA will be restructuring the main transportation lines of the Metropolitan Region

(Trunk routes) as well as the feeders routes with a uniform fare of $0.75. These main

lines will be the “backbone” of the Metropolitan Regional Transportation System and

will include:

Tren Urbano TU – Main Line from Bayamón Centro to Sagrado Corazón

Metrobús III - Main Line from Sagrado Corazón TU to Old San Juan

AMA A5 – Main Line from Sagrado Corazón TU to Carolina (Iturregui)

AMA B7 – Main Line from Río Piedras TU to Carolina (Iturregui)

The feeder‟s routes and Metrobús will be redirected to the main lines in order to

produce a more efficient time and distance route to compete with the private car. Also

feeder‟s routes will be redeveloped to decrease mode split from the main origin and

destiny.


The following guidelines were developed to promote public transportation in the San

Juan area:

Provide individual municipal agencies with incentives to develop local transit

routes in their urban centers

Plan the routes of other modes of transportation to connect with Tren Urbano

stations

Design Tren Urbano station areas under the guidelines of the regional and

municipal land use plans emphasizing bicycle and pedestrian safety

Emphasize safety and security in the design and operation of transit facilities

Give transit preferential treatment on roadway facilities where feasible

Utilize mass transportation to promote urban densification and revitalization

where applicable

Recognize the importance of transportation in social programs such as welfare to

work

Follow federal regulations from the Americans with Disabilities Act in

providing access to users

Provide incentives for public transportation to reduce dependency on the

automobile

31


Figure 2-3 2030 Transit Plan for the San Juan TMA

This figure is subject to change

32


22..33 SSTTRRAATTEEGGIIEESS FFOORR TTHHEE SSAANN JJUUAANN RROOAADDWWAAYY NNEETTWWOORRKK::

IIMMPPRROOVVEEMMEENNTT AANNDD MMAAIINNTTEENNAANNCCEE OOFF EEXXIISSTTIINNGG FFAACCIILLIITTIIEESS

The quality of life strategy emphasizes making the most of today‟s roadway system

through improvement and maintenance of existing facilities, adding those components

that will complete the essential network, and through the application of congestion

management strategies. An effective and efficient roadway system is essential to

personal mobility. It must provide effective access to ports and airports, which are vital

to San Juan and the entire island, and must facilitate the distribution by truck of freight

throughout the urbanized area. Public transportation vehicles, such as públicos and

buses, depend upon safe and efficient roadways to provide basic personal mobility and

permit this non-automobile mode to function adequately. A major focus of this Plan is

roadway maintenance and improvement over new construction. This approach will

strengthen the transportation system by improving the current conditions without the

impacts of major construction. On-going maintenance programs will limit the need for

major repairs in the long run, will provide a more efficient system and increase roadway

safety. Figure 2-3 shows the 2030 Highway Plan for the San Juan TMA.

Additional considerations that have guided the quality of life approach to roadway

improvements include adopting new design standards that address multi-modal and

multi-use requirements. It also includes designing improvements that recognize

population aging and the need for safety considerations such as improved and enlarged

signs and facilities that are designed for a slower reaction time.

33


Figure 2-4 2030 Highway Plan for the San Juan TMA

34


2.3.1 IDENTIFY AND PROGRAM IMPROVEMENT AND MAINTENANCE OF EXISTING

FACILITIES

The ability of the existing roadway network to carry traffic safely and efficiently is

impaired by poor or outdated design of many important system components and the

cumulative, deteriorating effect of limited or deferred maintenance. Problem areas in the

roadway system should be reconstructed and upgraded to safe standards, and roadway

maintenance throughout the system should be strengthened to ensure that these

standards are sustained. New commercial development can hinder traffic flow and

contribute to congestion. Prior to issuing building permits, a traffic impact analysis

should be required.

Improvements to the existing roadway system that can have a substantial impact on its

safety and efficiency include:

Identifying critical components that are most severely impaired by obsolescence

and deterioration, and programming and funding their immediate improvement.

Identifying, redesigning, and reconstructing problem intersections throughout

the San Juan TMA.

Adding technology enhancements to the existing system, including such items as

barrier free tolling, monitored ramp access to major arterials, and coordinated

signal systems in arterial corridors and urban centers with optimized signal

timing

Initiating congestion management strategies, such as staggered work hours,

carpooling and vanpooling, promoting home-based work, the designation of

high occupancy vehicle (HOV) lanes, and improved incident detection and

management.

Upgrading critical parts of the existing network to enhance capacity and

eliminate bottlenecks. Previous plans have identified many proposed

improvements to address specific problem points or arterial sections. These

improvements include grade separations or urban interchanges to relieve

severely congested intersections, limited widening of congested arterial sections

where adjoining land use permits, and minor intersection channelization and

approach widening to improve safety and capacity.

Promoting through Commonwealth and municipal transportation agencies the

adoption of pavement preservation programs to extend pavement service life,

improve safety, and lower life-cycle costs. Such programs could be coordinated

with public sector, highway users, industry groups, and non-profit organizations.

2.3.2 COMPLETE KEY COMPONENTS OF THE STRATEGIC ROADWAY SYSTEM

The San Juan TMA includes several key sections of the islandwide strategic highway

35


network, notably the PR3, 18, 22, 26, 30, 52, and 53 corridors. The development of

safe and effective, high-capacity roadways in these corridors is of critical importance to

person and freight mobility and economic vitality throughout the island. There are

several gaps in the strategic roadway system within the San Juan TMA, and the

elimination of these gaps is a key transportation objective shared by the San Juan TMA

and Islandwide Plan.

Outside these critical sections of the islandwide strategic roadway system, little

construction of new, major roadways or expressways is anticipated in the San Juan

LRTP. This strategy is supportive of the Commonwealth's land use policy to encourage

concentration of urban areas and discourage sprawl in the San Juan region. It was

previously reflected in the Department of Transportation and Public Works (DTPW)

Interim Plan for the San Juan Region of August 2000, which called for no new major

highways to be built in the San Juan Metro Area.3 At least in that part of the region

north of the mountains, no new major highway corridors were included in the Plan,

although it did include the completion of gaps in major highways, planned upgrading of

selected existing arterial corridors, and the completion of corridor improvements

already underway.

Subsequent system planning for the expanded San Juan TMA will proceed under the

same premise. However, it is difficult to preclude new road construction in the area

south of El Yunque and the mountains, because that area has not had previous,

coordinated urban transportation planning covering the large area from Naranjito to

Humacao. There could be significant "missing links" in the transportation infrastructure

that will require major investments over the next 30 years. The San Juan LRTP will

make appropriate recommendations for new and improved roadways in this part of the

region. However, the LRTP is not the venue for making detailed decisions about

corridor alignment alternatives for possible new facilities. That should be done through

the DTPW‟s normal project planning process.

Completion of the Strategic Roadway Network within the SJTMA is essential both for

islandwide and regional reasons. It will also be important to ensure that both long-

distance and local/regional traffic needs are reflected in the planning and design of this

facility. During the planning of any freeway construction or reconstruction rest/service

areas should be considered. At least five rest/service areas have been proposed for

construction in the SJTMA. The five identified are: south side of Toa-Baja-Dorado toll

plaza, south side of the Buchanan toll plaza in Bayamón, west side of the Caguas south

toll plaza, PR-52 between PR-184 and PR-1 in Cayey and PR-52 between Cayey and

Salinas.

At present, all of these issues need to be addressed within the constraints of the very

serious financial situation of transportation agencies in Puerto Rico, and the

economic recession that limits government expending in general. This context

3 This statement was made for the metro area as defined by the 1990 Census. The 2000 Census

expansion of the TMA had not occurred at the time the Interim Plan was released.

36


requires innovative financing and partnerships, both public-public (between various

government levels and entities) and public-private (between public agencies and

private businesses) to ensure adequate investment levels in the transportation system,

and appropriate maintenance and operation of existing facilities.


The following guidelines were established in relation to the roadway component of this

plan:

Revise current regulations for the construction of roadways to assure that the

design serves both the needs of pedestrians and vehicles

Design projects in a way that will discourage low density development

Conduct traffic impact analysis prior to issuing building permits for new

commercial and residential developments in congested areas

Consider aesthetic elements related to the urban, suburban or rural

characteristics during design

Consider the inclusion of rest/service areas in any new construction or

reconstruction of the freeways

22..44 SSTTRRAATTEEGGIIEESS FFOORR NNOONN--MMOOTTOORRIIZZEEDD MMOODDEESS IINN TTHHEE SSAANN JJUUAANN TTMMAA::

IIMMPPRROOVVEE,, EEXXPPAANNDD,, MMAAIINNTTAAIINN,, AANNDD EEXXTTEENNDD

The strategies for non-motorized transportation modes included in this plan are in

accordance with the federal laws and regulations, and with the Puerto Rico public

policies for land use and transportation.

The quality of life strategy recognizes

the importance of improvements to

the network of non-motorized modes

– pedestrian and bicycle facilities and

hiking and equestrian trails. It is

based on the premise that providing

an effective system for walking and

bicycling can reduce the need for

automobile trips and can increase the

effectiveness of public transportation.

Additionally, it can reinforce the

desirability of interconnected mixed-

use projects of moderate and high density that could result from a new planning model

for community building. Improvements to the systems for non-motorized modes can be

made by:

Providing for improvements, expansion, and maintenance of existing facilities

Planning and funding for new facilities

Coordinating islandwide and local efforts

37


Ensuring that existing and new facilities are interconnected with public

transportation

Providing new development guidelines requiring facilities in future

developments

At the time of the preparation of this LRTP, an islandwide bicycle and pedestrian plan

is being prepared by the DTPW. While that study has not yet been released, its

preliminary recommended actions for the San Juan TMA have been made available for

inclusion in the LRTP.

Pedestrian and bicycle facilities range widely in extent and quality throughout the San

Juan area. Most established urban cores and town centers within the TMA have

sidewalks, but they are often not continuous and are poorly maintained, with frequent

obstacles and interruptions, and often are made impassible due to parking on the

sidewalk. Existing networks of sidewalks can be improved in quality by better design.

There are partial pedestrian and bicycle networks for portions of the San Juan TMA.

They should be interconnected and their coverage extended to expand both the

geographic range of the systems and the kinds of amenities and quality of facilities

provided.

2.4.1 IMPROVE PEDESTRIAN AND BICYCLE FACILITIES WITHIN THE SAN JUAN TMA

There are basically two types of pedestrian and bicycle facilities:

Non-motorized environments within urban areas and town centers (e.g. streets

and sidewalks) that encourage both pedestrian and bicycle use as a regular

means of access and mobility

Recreational trails for both bicyclists and walkers that extend through scenic or

recreational areas, which may be in both urban and rural settings

Within traditional urban areas and town centers, both sides of the street typically have

continuous and interconnected sidewalks, and this is the basic network for pedestrian

movement throughout urban areas and town centers. They provide for access and

mobility independent of automobiles and enhance access to public transit.

Sidewalks are a reliable and safe means of mobility when they meet some key criteria.

These include facilities that are continuous and interconnected, without discontinuities

that might require users to step into the street and into the path of automobile traffic.

They should be wide enough to allow for safe movement, including movement for users

in wheelchairs, and they should be free of obstructions, including informal parking for

cars, dumpsters, utility poles, walls, and fences. Sidewalks should be paved with a

continuous and smooth surface that is in good repair, without uneven areas, unguarded

openings, excavations, and other circumstances that might cause injury. They should be

enhanced with safe and well-marked crosswalks and ramps for wheelchairs at

intersections.

Sidewalks may invite more frequent use when they

are provided with amenities that make the walking

38


experience enjoyable. These include landscaping, attractively designed pavement

patterns, street furnishings such as lighting, seating, transit shelters, screening from

unsightly or unsafe adjacent uses, and trash receptacles. In hot and sunny climates such

as Puerto Rico‟s, shade is an important component. This may take the form of regularly

spaced street trees and awnings, arcades, and other overhead shelters.

In both urbanized areas and town settings, conflicts with the automobile are an

impediment to safe pedestrian and bicycle use. The most frequent conflict is the use of

the sidewalk as an informal parking area, blocking pedestrian routes, and necessitating

waking in the street. In addition, the narrowness of sidewalks and the street congestion

make crossing the street unsafe.

Bicycle facilities in urban areas and town centers that are successful allow for safe

movement in street traffic through designating separate well-marked bicycle lanes.

Most of the past efforts at designating and developing pedestrian and bicycle facilities

have been focused in a few, concerned communities. These efforts include facilities for

both recreational and non-recreational purposes, such as commuting, access to transit,

and other purposes by identifying projects that support the overall transportation

network. The San Juan region is making good progress in its pedestrian and bike

program by identifying projects that support the overall transportation network.

2.4.2 EXPAND PEDESTRIAN AND BIKE ACCESS

Two types of pedestrian and/or bicycle facilities could make non-automobile trips more

appealing.

First, access to public transportation stops or stations can be improved with continuous

sidewalks. By providing good pedestrian access to public transportation, ridership will

increase and automobile trips can be reduced. It will also be important to enforce

parking and other regulations to ensure that pedestrian facilities are not blocked.

Second, networks of pedestrian/bicycle facilities need to be created to allow pedestrians

and bicyclists to take longer trips. In the San Juan TMA the Loíza pedestrian/bicycle

path, the Martin Peña Canal path, and the path along the bay in Old San Juan could be

connected to form part of a pedestrian/bicycle network of paths.

On a smaller scale, urban pedestrian and bicycle networks could be extended into

suburban and rural areas, possibly with Commonwealth financial assistance but

primarily at the initiative of municipalities. Local governments could solicit help from

private developers in the form of land donations or reservations for trails and/or in the

construction of trails through their properties.


The Puerto Rico Government Program (2009-12) includes several strategies related to

transportation, energy and environment. It proposes therefore the adoption of “green plans” that

aim for energy conservation, protection and conservation of natural resources as well as for the

reduction of its impact on the infrastructure and the environment. It also proposes for an efficient

transportation system that reduces the need for the private car and therefore the congestion and

39


pollution by promoting the use of the “Tren Urbano” and other non motorized modes of

transportation, I order to enhance the mobility and access in our communities.

The Law #132 of the 3rd of June, 2004 that amends the Law #22 of th 7

th of January, 2000,

known as the Law for the Vehicles and Transit of Puerto Rico provides for the conditions that

permit and promote the use and enjoyment of the bicycle as an alternative mode of

transportation and recreation.

The pedestrian and bicycle trails or linear parks proposed in the San Juan Metropolitan

Transportation Plan are known as “green infrastructure”. This alternative mode of transportation

is the most efficient in short trips and permits the recovery and better use of our public spaces

while helping reduce the vehicular congestion, the consumption of fossil fuels and by thus to

the enhancement of the air quality.

The following two policies are used to guide the formulation of bicycle and pedestrian

components of the San Juan 2030 Transportation Plan:

Emphasize safety, accessibility and aesthetics in the development of pedestrian

and bicycle facilities

Provide incentives for non-motorized modes to reduce dependency on the

automobile

2.4.4 NON-MOTORIZED MODES

Non-motorized modes are integrated into the transportation plan to promote the quality of

life strategy. Pedestrian and bicycle facilities encourage densification and incorporate land

use and mobility by providing access to resources while preserving the environment and

enhancing sustainability. The DTPW has identified 35 bicycle and pedestrian facility

projects in the San Juan TMA.

40


22..55 SSTTRRAATTEEGGIICC AAPPPPRROOAACCHH FFOORR PPOORRTTSS,, AAIIRRPPOORRTTSS,, AANNDD FFRREEIIGGHHTT

WWIITTHHIINN TTHHEE SSAANN JJUUAANN TTMMAA

The quality of life strategy focuses on

enhancing the capacities of existing ports

and airports to provide the needed services

in the future. It also recognizes the

importance of the international flow of

freight to the islandwide economy and the

essential requirement for efficient

distribution of goods throughout the island.

It further recognizes the importance of the

role played by airports and ports in the vital tourism industry. The intent of this strategy

is to focus resources on the improvement of those existing facilities that can be adapted

to future needs.

Planning for Puerto Rico‟s future freight system should consider the following key

assumptions, issues, and characteristics:

The Port of San Juan and Luís Muñoz Marín International Airport will continue

to be the principal points of entry and exit for international freight and passenger

traffic. Puerto Rico has a tremendous investment in these facilities, and they are

well located to serve the greatest concentration of origins and destinations on the

island for this international traffic, namely the San Juan region.

The principal problems facing the Port of San Juan are the need for better

vehicular access to port facilities and constraints on site expansion that make it

essential that the port make the most effective use of its existing space. The port

also needs to upgrade its physical facilities to accommodate the largest cargo

and cruise ships. These issues need to be addressed while coordinating with

important urban developments such as the San Juan Waterfront and continued

growth of the Puerto Rico Convention District.

The principal problem facing Luís Muñoz Marín International Airport is the

need to expand and/or reorganize its air cargo facilities and improve vehicular

access to its cargo area, as well as continuing improvements to passenger and

luggage services.

Trucks will remain the mode for freight distribution on the island for the

foreseeable future. The possibility of islandwide freight and/or passenger rail

service appears to be beyond the 2030 timeframe of the LRTP. The future

feasibility of such service is very likely to depend upon the future emergence of

one or more major freight generators or attractors outside the San Juan region

that could generate sufficient freight movement to justify the large investment in

building a rail system.

LRTP recommendations for facilities improvements, capacity expansion, and access

improvements at principal ports and airports, as well as general recommendations

for improved truck operations on the island‟s roadway network will be presented in

a later section of this report.

41



Policy statements reflecting the Plan‟s Ports, Airports and Freight mobility are stated

below:

Coordinate ground, air and maritime transportation services for freight and

passengers

Develop and implement master plans for the ports and airports of the island

emphasizing, safety, access, efficient intermodal operations and freight

movement

Promote increased investments by the private sector in all aspects of airports and

seaports‟ use, operations and development

33 LLRRTTPP TTEECCHHNNIICCAALL AAPPPPRROOAACCHH AANNDD MMEETTHHOODDOOLLOOGGYY

The 2030 LRTP for the San Juan TMA was the product of an extensive transportation

planning process, stretching over nearly two years and involving computerized travel

forecasting models to test alternative transportation improvement proposals. This

chapter provides an overview of the technical approach and methodology used in

developing the LRTP. It includes a description of both the travel demand models used

to estimate future travel and the network analysis process for defining and testing

possible future transportation improvements.

A request for proposal was published to elaborate 2040 Puerto Rico Long Range

Transportation Plan which includes a new travel demand model. The revision of the SJ

TMA assumes the travel demand analysis of the 2030 PRLRTP.

33..11 OOVVEERRVVIIEEWW OOFF TTEECCHHNNIICCAALL AAPPPPRROOAACCHH

While this section focuses on the key technical procedures and techniques used in

developing the plan, it must be emphasized that transportation planning is not simply a

mechanical process of collecting data, modeling travel, and defining needed

improvements. The overall vision for the region and its transportation system strongly

influences the nature of possible solutions to travel deficiencies. The vision guiding

transportation and land use planning in the San Juan region is sensitive to environmental

consequences of transportation investments and seeks to optimize usage of existing

transportation facilities. It is cognizant of the role played by the automobile in

precipitating urban sprawl and discourages major investments in new roadway corridors

that will encourage further sprawl. In subsequent discussions of how the plan was

developed, the role played by these and other planning considerations will be noted.

The methodology for developing the San Juan Urbanized Area 2030 LRTP builds upon

the technical approach used in preparing the 1993 San Juan LRTP. The models and

techniques used in that earlier plan were overhauled and updated, using detailed travel

and demographic data from the 2000 Census, supplemented by roadside travel surveys

conducted in August and September of 2003. The key technical tool used in developing

42


the LRTP is a set of mathematical models that are designed to estimate and replicate

existing travel patterns in the San Juan region. They are then applied to independent

forecasts of population and employment, which are the producers of travel, to yield

forecasts of future travel in the region. The ability of existing transportation systems to

accommodate this future travel is then assessed, and the need for system improvements

is identified.

33..22 11999933 SSAANN JJUUAANN TTRRAAVVEELL MMOODDEELL

Between 1990 and 1992, a full set of then state-of-the-art and state-of-the-practice travel

demand forecasting models was developed and validated for the 12 municipalities

composing the San Juan region (Bayamón, Canóvanas, Carolina, Cataño, Dorado,

Guaynabo, Loíza, Río Grande, San Juan, Toa Alta, Toa Baja, and Trujillo Alto). The

development of the models was initiated in 1990 with the collection of transportation

system and travel survey data, including:

A major roadway network inventory of approximately 6,300 regional roadway links

An inventory of the 40 transit (AMA) routes in the region

An inventory of the 116 público routes in the region

A travel survey of daily travel characteristics for over 1,803 households

An establishment survey of travel characteristics of employees and visitors to

commercial and public establishments

Comprehensive AMA and público ridership counts

Traffic counts at ten external stations

A travel survey of passengers in autos entering and passing through the San Juan

region at ten external stations

The above information was combined with preliminary information from the 1990

Census for the development of a “four-step” travel demand forecasting process. The

steps in this process of model development are described below.

The trip generation module was implemented using a cross-classification model

stratified by income group and household size to estimate trip productions for each

transportation analysis zone (TAZ). Trip attractions were estimated by an aggregate

cross-classification model, based on the number of households and the numbers of

basic, retail, service, and government employees in each TAZ. The trip generation

module forecast total person trips in motorized vehicles for home-based work,

home-based shop, home-based school, home-based other and non-home-based trip

purposes. Commercial vehicle travel was estimated from non-home-based vehicle

trips (after application of the mode choice module). Vehicle trip attractions were

also estimated for internal-external travel.

The trip distribution module was implemented using the gravity model based on

auto travel time as the measure of separation between TAZs. Home-based work

trips were distributed using peak-period travel times and all other trip purposes were

distributed using off-peak travel times.

43


The mode choice module was implemented using a nested logit model formulation.

The choice between auto and transit was modeled at the top level of the nesting

structure. Under the auto mode, person trips were split between drive alone, two-

person autos, and three or more person autos. Under the transit mode, trips were

split by mode of access (walk or drive) and underneath access mode by transit sub-

mode (bus or público).

The trip assignment module incorporated a time-of-day of travel module based on

the diurnal / directional split information summarized from the household travel

survey for trips made in automobiles. Auto trips were assigned for the morning

peak, afternoon peak, and off-peak periods. Transit trips were assigned by purpose

with home-based work trips being assigned using morning peak transit networks.

All other transit trips were assigned to the off-peak period transit networks.

The traffic assignment process used equilibrium assignment techniques that considered

both travel time and travel cost. Congestion delay was estimated by state-of-the-art

intersection delay techniques pioneered in San Juan. The transit assignment process

used multi-path transit assignment techniques embodied in the EMME/2 travel

modeling package.

Two enhancements were made to the SJLRTP travel models in 1993:

Naranjito was added to the 12-municipality San Juan modeling area to remain

consistent with the new Census definition of the San Juan Metropolitan Area

The mode choice module was re-estimated to be more consistent with model forms

used in other parts of the U.S. and to be more responsive to planning needs for the

region

33..33 RREECCEENNTT CCHHAANNGGEESS TTOO TTHHEE SSAANN JJUUAANN TTRRAAVVEELL MMOODDEELL FFOORR TTHHEE

LLRRTTPP

The travel model used for the 2030 San Juan TMA long-range transportation plan

represents a major update to the 1993 travel model. Since no new household survey

data were available, much of the new model calibration was based on the original 1990

household survey data. However, the 1990 household data were re-expanded to take

advantage of the final 1990 Census data that became available after the original model

calibration in 1992. In addition, results from the 2000 Census were used for the

estimation of demographic and socioeconomic data required as inputs for the travel

model.

It should further be noted that, after the 2004-2005 redevelopment of the San Juan travel

demand model, hereby described, its use by specialized consultant teams working in

several major transit proposals during 2007 to 2009 resulted in corrections to the

databases and some model elements. The following discussion nonetheless continues to

reflect the original exercise, since it established or confirmed the basic structure and

calibration of the model.

44


3.3.1 ZONE STRUCTURE

Based on the results of the 2000 Census, the U.S. Bureau of the Census recommended a

large Transportation Management Area (TMA) for the San Juan region that basically

covers the eastern one-third of the island. Independently, the DTPW recommended a

regionalization scheme that divides Puerto Rico into 12 Planning Regions as illustrated

in Figure 3-1. The 13 municipalities included in the existing San Juan travel model

comprise the Metro Northeast Planning Region. Four of the Planning Regions -- Metro

West, Metro Northeast, Metro South, and Metro East -- almost exactly match the

expanded San Juan TMA suggested by the Census Bureau.

The area covered by the East Planning Region is identical to the Fajardo Urbanized

Area (UZA) defined by the Census Bureau. The three municipalities comprising the

East Planning Region -- Luquillo, Fajardo, and Ceiba -- are physically as close to Old

San Juan as municipalities in the Metro West and Metro East Planning Regions.

Therefore, the municipalities in the East Planning Region have been included in the

PRLRTP travel model for the San Juan TMA. The San Juan TMA model comprises

1,247 TAZs and 33 external stations.

45


Figure 3-1 Proposed Regionalization Scheme for Puerto Rico

46


3.3.2 TRAVEL MODEL CHANGES

In addition to the expansion of the region included in the San Juan travel model, changes to the

modeling process were implemented to address issues identified with the original SJRTP travel

models:

The trip generation process was modified to use auto ownership and household size as

explanatory variables rather than income group and household size. Local planners

were more confident in their abilities to forecast auto ownership than income level for

small areas in the region.

Modeled trip purposes were disaggregated to better represent the types of trips

made in the San Juan region. The most important change was the subdivision of

the general home-based work trip purpose into trips that travel directly from

home-to-work and those that drop-off children at school on the way to work.

Separate trip generation models were developed for each sub-purpose.

Socioeconomic sub-models used to estimate households by auto ownership and

household size for each TAZ were recalibrated based upon 2000 Census data.

The trip generation implementation software was modified to produce trips by

auto ownership level for each home-based trip purpose.

The trip distribution models were recalibrated to account for the new trip

purposes and the expanded study area. In addition, trips were distributed by

auto ownership level.

In accordance with Federal Transit Administration (FTA) modeling guidelines,

trip distribution for trips made by zero-auto households was based on composite

“impedances” that considered AMA, público, and shared ride service between

TAZs. Distribution of trips from all other households was based upon

impedances that considered only auto travel time.

The mode choice models were modified to accept home-based trips by auto

ownership level as input. The mode choice model constants were recalibrated

for each new trip purpose / auto ownership market.

Time-of-day of travel models were used for the revised trip purposes.

The traffic assignment process was updated to use Highway Capacity Manual

2000 capacity and delay calculations.

The traffic assignment process was updated to perform “class-based”

assignments, providing the capability to summarize the numbers of single-

occupant vehicles (SOV), HOV, and trucks assigned to each network link. In

addition, the three classes of vehicles could be simultaneously assigned to their

appropriate “sub-networks.” For example, HOVs were allowed to use HOV

only network link, as well as all network links available to SOVs.

A feedback procedure was developed to achieve closure between input speeds

used for trip distribution and mode choice and final speeds forecast by the traffic

assignment process.

47


33..44 NNEETTWWOORRKK TTEESSTTIINNGG AANNDD AANNAALLYYSSIISS

The public transportation and roadway elements of the LRTP were derived from an

analytical process of network development, model application, and analysis. The

objective of this process was to develop recommended improvements for the LRTP that

addressed existing and future transportation problems and were consistent with the

plan‟s focus on improving overall quality of life.

The process started with the modeling and analysis of base year conditions to build a

foundation for developing the San Juan Urbanized Area 2030 LRTP. The base year

essentially represents existing or near existing conditions, and in this case, the year 2000

was established as the base year because of its tie to Census data. Roadway and transit

networks were defined to reflect 2000 conditions for those modes, and the updated

travel model was used to estimate and assign 2000 travel to the networks. A calibration

process assessed how well the models had replicated actual 2000 conditions and

appropriate adjustments were made to model parameters. The results of the 2000

modeling and network analysis provided a basis for later comparing travel changes from

the 2030 forecasts to base year conditions.

The first networks that were defined to reflect future conditions and to which 2030

travel was assigned were the transit and roadway existing-plus-committed (E+C)

networks. The DTPW in 2004 provided a description of then planned transportation

improvements for which funding was committed, and these projects were coded into the

2000 network. The resulting E+C network represents the transportation infrastructure

that would be available to meet future travel demand, if no other transportation

improvements were made beyond those for which funds are currently committed. The

public transportation E+C incorporated the Tren Urbano that began operations in June

2005, as well as related público and bus system adjustments and improvements needed

to provide access to the transit stations. The roadway E+C included the new PR-66 toll

road from Carolina to just east of Río Grande, the first stage of the PR-5 expressway in

Bayamón, and a number of other expressway and arterial improvements.

Modeled future traffic assigned to the E+C networks was compared to system capacities

to determine estimated, future capacity deficiencies or congested locations. The results

of the E+C networks analyses produced proposals for new improvements to be tested in

subsequent, modified future networks in an effort to relieve as much of the forecasted

congestion as possible. In many cases, these improvement proposals reflect projects that

have been proposed in the past by the DTPW or by previous studies, but in other cases,

potential new solutions were perceived.

After analyzing the results of the E+C networks, both the transit and roadway networks

were modified to reflect new improvement projects, and the travel model was applied to

the new or modified 2030 transit and roadway networks to test those ideas.

An analysis of the 2030 networks results determined whether proposed projects had

achieved their intended purposes. The capital costs of the resulting improvements were

estimated, and overall program costs were compared to projected available

transportation revenues to define a financially constrained LRTP. The approach for

developing the financial plan is described in Chapter 6. Proposed improvement projects

48


were prioritized according to the benefit they would produce in congestion relief,

access/mobility improvement, and contribution to improved quality of life. Application

of the revenue constraints to the prioritized improvements yielded a LRTP including

only those new projects that can be funded under projected revenues through 2030. As

noted earlier, priority was given to greater funding of maintenance and operations for

transit and roadway networks to maximize the benefits from past infrastructure

investments.

While the results of this 2030 network analysis produced the recommended actions that

are reflected in the LRTP, it is expected that the continuing transportation planning

process for the San Juan TMA will work through more iterations of the network

modeling process to test new ideas over the coming months and years. In fact, the

methodology, technical approach, and public involvement program put in place in the

course of developing the San Juan Urbanized Area 2030 LRTP are more important than

the plan itself, because that methodology allows the plan to be updated periodically in

response to changing conditions in the region. Just as the 1993 San Juan travel model

provided the technical foundation for developing the San Juan Urbanized Area2030

LRTP, the updated model developed over the last few months will provide the

foundation for future model updates to reflect demographic changes in the region.

49


44 DDEEVVEELLOOPPMMEENNTT OOFF TTHHEE LLRRTTPP FFOORR TTHHEE SSAANN JJUUAANN TTMMAA

44..11 DDEEVVEELLOOPPMMEENNTT OOFF TTHHEE LLRRTTPP FFOORR TTHHEE SSAANN JJUUAANN TTMMAA 22000033--22000044

This chapter describes the technical process followed in 2003-2004 for the development

of the original San Juan Urbanized Area 2030 LRTP. It documents the testing and

evaluation of possible transportation system improvements through network analysis,

and from this analysis, defines the recommended LRTP and the cost and

implementation priorities of associated improvement projects. The chapter is divided

into four sections to describe the modeling results, the analysis for determining

recommendations for the LRTP for 2005, and the 2010 update.

Latter modifications to the original LRTP‟s recommendations, through adjustments,

corrections and amendments approved by the MPO, are incorporated when appropriate,

in this and other chapters. In 2009, recommended project lists were particularly

adjusted to consider cost inflation, and the nature and scope of the recommendations

were revised in the context of financial constraints facing the Government of Puerto

Rico and especially the Puerto Rico Highways and Transportation Authority.

The chapter begins with a discussion of the year 2000 networks for public transportation

and roadways to provide an understanding of base year system conditions and

deficiencies. The first assignment of projected 2030 travel was made to the Existing

plus Committed (E+C) network. A set of transit and roadway improvements for which

funding has been committed was added to the 2000 transit and roadway networks to

form the E+C networks. Following an analysis of the E+C networks modeling results

revised and refined transit and roadway networks were prepared for further testing by

adding other improvement projects to address continuing system problems. With minor

modifications, those new networks represent the transit and roadway elements of the

San Juan TMA LRTP.

Within the overarching context of the vision and strategic implementation plan

developed for the future of transportation and land use in the SJTMA, presented in

Chapters 1, 2, 3, and the preceding sections, Section 4.1.4 focuses on recommendations

for infrastructure projects and services, based on the analysis of transportation needs

and extensive public involvement conducted for the SJTMA and PRLRTP. The LRTP

also includes modal elements for non-motorized travel (pedestrian and bicycle

facilities), ports, and airports, and recommended actions for these plan elements are

included in the chapter.

Recommendations for public transportation have been discussed by mode (roadway,

transit and non-motorized). Anticipated implementation timeframe for these actions

were categorized into short-term (2010 – 2015), intermediate term (2016-2022) and

long-term (2023-2030) time periods. Section 4.2 describes 2010 update adjusting 2005

schedule to 2010-2014 (short term) and 2015-2030 (long term). These

recommendations are categorized by mode type (non-motorized, transit and roadway)

and by anticipated timeframe for implementation (short-term and long-term). Cost

estimates are also provided for each category, but have been updated and, following the

2007 planning regulations, adjusted for inflation.

50


Federal transportation regulations dictate that implementation of the transportation

projects and programs recommended, both in the PRLRTP and the San Juan TMA

LRTP, be paid for based on reasonable expectations of future available revenues. As

such, implementation schedule and cost estimates for all projects must be realistic.

While this chapter concentrates on recommendations, Chapter 6 discuses the associated

financial issues that determine the availability of funds to pay for the continued

development of transportation infrastructure, operations and maintenance throughout

the region. It should be noted, however, that the analysis associated with this

financially constrained plan is based solely on PRHTA´s financial projections, but the

recommended projects could, and in some cases should, be developed by local

authorities, other Commonwealth agencies, the private sector, or a combination of

participants. The following recommended project list should not, therefore, be

interpreted as indicative of a specific or exclusive responsibility of any one entity, even

if most of them are expected to be developed by the PRHTA. See table C-3, in

Appendix C for FTA Program Allocation for all sections within of the SJTMA

Further, PRHTA‟s current financial situation requires that the Authority identify and

implement cost reduction and revenue enhancement options, as well as other

mechanisms to renew and expand its investment capacity, but the corresponding

analyses are still ongoing. As a result, available financial projections show very limited

investment capacity. This in turn generates restrictions and qualifications on the

projects endorsed by the plan. Those restrictions will stay in place, however, only until

the PRHTA implements the selected options to improve its financial situation. At that

moment, this San Juan Urbanized Area 2030 LRTP will be amended as required.

4.1.1 2000 NETWORK ANALYSIS

4.1.1.1 2000 Public Transportation Network

The existing public transportation network serving the San Juan TMA consists of fixed

route bus service and privately operated, but publicly regulated público services. The

AMA fixed bus service consists of 40 different bus routes serving the high-density

retail, office, and residential areas of the San Juan, Bayamón, Cataño, Guaynabo,

Carolina and Trujillo Alto municipalities. Two separate bus routes also extend as far as

Loíza to the east and Toa Baja to the west. Most of the remaining surrounding

municipalities around the central San Juan metropolitan region depend upon público

service providers to transport passengers. This service is typically between the smaller

city centers to and from major transport hubs in San Juan. The interlocal público

service between the individual city centers is not as commonly found in the larger San

Juan TMA (e.g. service between Humacao and Toa Alta, Caguas and Humacao and

Bayamón and Cataño).

The fixed bus routes operate at frequencies ranging from every seven minutes to every

30 minutes during the peak hours. Most of the bus routes operate on Saturdays,

Sundays and holidays but the frequencies are about half of what they are during

weekday peak hours. Law Number 148 of August 3, 2008 was created to transfer the

planning and regulation responsibilities of the transportation services provided by

Públicos and Local Taxis, as well as some other private transit service providers, from

the Public Service Commission to the Department of Transportation and Public Works

51


(DTPW). Law Number 5 of February 8, 2009 extended the transition period until

January 2010. Públicos do not always follow fixed time schedules in providing their

services to the public. The typical públicos owner/operator waits at a specified públicos

station until enough riders are present to justify driving to various destinations. For

purposes of the modeling efforts in this project, however, a fixed headway was assumed

of 30 minutes for the peak periods and 60 minutes for the off-peak periods since a

variable headway cannot be coded into the model. A summary of the model output is

presented in Table 4-1.

The table indicates that primary transit boardings are on públicos with daily boardings

of 292,319; 55 percent of total daily boardings. This is followed closely by the

combination of bus and metro bus, together totaling 236,589 daily boardings. During

peak hours busses carry 29 percent of their daily boardings and públicos 28 percent.

Table 4-1 Transit Boardings (2000)

Mode Peak Off-Peak Daily

Bus 49,306 119,155 168,461

Metro Bus 22,687 45,441 68,128

Ferry 620 671 1,291

Público 83,316 209,003 292,319

Rail 0 0 0

LRT 0 0 0

Islandwide Bus 0 0 0

Total Boardings 155,929 374,270 530,199

Total Linked Trips 82,573 187,242 269,815

Boardings / Linked

Trip 1.89 2 1.97

4.1.1.2 2000 Roadway Network

The 2000 roadway network is considered to be the base year highway network for the

San Juan TMA. Over the past dozen years, several models have been run for the San

Juan region. However, the 2000 Census greatly expanded the definition of the

metropolitan region of San Juan, incorporating at least a portion of 38 different

municipalities extending from Manatí in the north central portion of the island to Río

Grande, close to the northeastern corner of the island, to Maunabo, located along the

southeast coast line. In fact, the San Juan TMA covers the entire eastern one third of

the island with the exception of Ceiba, Fajardo, and Luquillo municipalities, which form

52


their own much smaller urbanized area.

An overall statistic that is useful to establish the base model network results for the year

2000 is the Vehicle Miles Traveled (VMT) for various classifications of roadway type

and the characterization of land uses through which they traverse. Table 4-2 provides

these numbers for the San Juan TMA.

Table 4-2 VMT by Roadway Classification (2000 Base)

Area Type

Facility Type

Total

Freeway Ramp Principal Minor Collector Local

Urban Business

District 2,624,069

221,85

8

1,801,83

7

1,046,94

2 204,249 267,336 6,166,291

Urban 5,657,874 347,59

0

4,946,12

4

3,590,62

6 664,952 421,014 15,628,181

Rural 5,283,939 133,39

4

2,219,09

8

2,505,43

1 1,196,441 129,183 11,467,485

Total 13,565,882 702,84

1

8,967,05

9

7,142,99

9 2,065,642 817,533 33,261,956

Note: All units in this table reflect miles and not kilometers.

Reviewing these results, it can be noted that 18.5 percent of the total vehicle miles

traveled within this metropolitan area occurs in defined urban business districts such as

the dense urban core of San Juan or Central Bayamón or the core areas of other satellite

cities in the metropolitan region such as Caguas and Humacao. Another 47 percent of

the travel occurs in the urban areas that include large portions of Carolina, Guaynabo,

Bayamón and peripheral communities surrounding the core urban areas scattered within

greater metropolitan San Juan. 34 percent of vehicle miles traveled occurs in the rural

areas within this metropolitan region. While this may seem strange, one must

remember that a significant range of hills and mountains cuts an east/west swath

through the San Juan TMA. Development has not (and in many cases cannot) occurred

along the twisting winding roadways, which form the network of secondary facilities

within this region.

Another statistic gleaned from this table is the fact that 40 percent of all vehicle miles

traveled occur on freeways, with significantly fewer miles incurred upon each of the

other facility types. It should be pointed out, however, that a network model typically

does not have many coded local streets and some collector roads due to the limitations

in computational size of the network. So the 40 percent should be viewed in comparison

with “all major” roadways within the region and not simply “all roadways”.

The output from the 2000 highway network modeling runs displays significant areas of

congestion throughout the metropolitan region, but concentrated along the main

strategic highway corridors stretching east-west between Manatí and Canóvanas and as

far south as Cayey. Most of the smaller city centers in extra-urban municipalities

(communities beyond the suburbs that are commuter towns) did not show extensive

http://en.wikipedia.org/wiki/Suburb

53


traffic congestion, and neither did the vast majority of principal and secondary

roadways linking these smaller city centers together. As expected, the morning peak

hour period showed extensive queues on several roadway links leading inbound into the

San Juan municipality, while the afternoon links showed congestion on the outbound

roadway links leading away from the San Juan municipality. It is important to point out

that the afternoon peak period appears to be more dispersed than the morning peak

period and results in less “peaking” of traffic volumes on the major highways within the

central metropolitan region of the San Juan TMA.

The following observations indicate where the critical deficiencies exist within the

metropolitan region based primarily on the year 2000 morning peak period analysis.

These deficiencies occur on both the smaller two-lane undivided roadways as well as

the major highway corridors up to eight lanes in width. Sections of some of the major

highways exceed 12,000 vehicles per hour in a single direction, significantly exceeding

the designed capacity of such facilities.

Figures 4-1, 4-2, and 4-3 display generally some of the San Juan volume to capacity

ratio categories for all principal roads in the San Juan TMA, central San Juan, and

Caguas region respectively.

Within the dense roadway network within the San Juan municipality, most of

the principal highways (PR-1, PR-2, PR-3, PR-8, PR-18, , PR-22, and PR-26)

all experience congestion during the peak periods.

The PR-22/PR-18 interchange area near Plaza Las Américas is a congestion hot

spot, as are the interchanges of PR-17/PR-181, PR-181/PR-3, PR-1/PR-3, and

PR-3/PR-8, all of which are located in the San Juan municipality.

Secondary roadways and even some local collectors are also congested in the

San Juan municipality including the local street system east of Plaza Las

Américas, and PR-21 between PR-20 and PR-18, which serves the Centro

Medico complex.

In the Bayamón municipality, significant congestion occurs where the PR-167,

PR-2, and PR-174 routes intersect near the central business district

The Cataño municipality has congestion along PR-5, PR-28, PR-165 and PR-

869.

54


Figure 4-1 Volume Capacity Ratio Categories for Principal Roads in the San Juan TMA

55


Figure 4-2 Volume Capacity Ratio Categories for Principal Roads in the Central San Juan Region

56


Figure 4-3 Volume Capacity Ratio Categories for Principal Roads in the Caguas Region

57


Other areas outside of the dense urban section of the San Juan TMA have several

patterns that are indicative of existing congestion corridors. Many of these are in

exurban residential areas that have sprung up to the south, east, and west of the older

urbanized San Juan area and do not have the physical number of roadways comparable

to the more established region. In addition, many of the congested facilities are only

two-lane, undivided and often mountainous or hilly roads that provide less capacity than

roadways closer to the San Juan older urbanized region.

Both PR-1/PR-20 and PR-52 corridors north and south of Caguas are congested

with a directional bias during the morning and afternoon peak periods.

In a similar manner, both PR-22 and PR-2 are congested from the center of San

Juan (at PR-26) all the way west to the Manatí municipality.

PR-30 is particularly congested between its interchange with PR-52/PR-1 and

the Gurabo municipality. East of PR-189, it evenly congested in both

directions. Likewise, the short connector portion of PR-189 between PR-30 and

Caguas is very congested.

The PR-149 corridor between Ciales and Manatí is also showing signs of

congestion, as are all collector roadways in the area south of PR-2 and east of

Toa Alta all the way to Bayamón.

The PR-165 corridor linking Toa Alta, Toa Baja, Dorado and Cataño is also a

congested facility along the north coast line. The peak period is very directional

along this facility.

PR-167 is congested through all of Bayamón. Some drivers have begun

utilizing the roughly parallel two-lane PR-861 as an alternative, leading to poor

levels of service on this facility.

PR-28 and PR-177 in Bayamón are also two additional principal arterials that

are very congested in the east/west direction.

There are portions of PR-5 and PR-20 in Bayamón and Guaynabo that do

operate at acceptable levels of service during the peak period. PR-18, north of

Roosevelt Road in the section where recent marginal roads and other

improvements made, also has available freeway capacity. However, the critical

northbound to eastbound ramp from PR-18 to Roosevelt is still a constrained

facility.

PR-181 is a very congested facility through San Juan and Trujillo Alto. Based

on the 2000 model results, it appears that PR-26 operates at an acceptable level

of service, at least during the morning peak period between PR -3 and Muñoz

Marín Airport. It seems that most westbound commuters stay on PR-3 past its

interchange of PR-26 prior to turning north to enter the central San Juan area.

58


Two local streets that are congested include Paseo de Los Gigantes in Carolina

and Jose De Diego in San Juan, particularly that portion between PR-3 and PR-

181.

As mentioned earlier, the PR-3 corridor is congested in both directions all the

way into Canóvanas. Several collector roadways in this growing eastern region

are also becoming quite congested including PR-185, PR-188, PR-951, and PR-

857.

Some of the more congested facilities among smaller two-lane roadways are

located northwest of Caguas traversing the hilly terrain. Many of these

roadways feed into the already congested PR-1 corridor.

Similarly, the areas south of Trujillo Alto are also growing rapidly resulting in

severe congestion on PR-181 and the alternate parallel route, PR-851.

Finally, the PR-183 corridor between San Lorenzo and Las Piedras is over

capacity.

It should be noted that for several of the local and secondary roadways that the model

indicates are failing, the failure may be reflect a particularly poor intersection along this

route and not necessarily indicative of the entire segment experiencing overcapacity

conditions. Therefore, intersection treatments may be an applicable mitigation method

that could resolve the congestion without requiring the construction of additional lane

capacity.

4.1.2 EXISTING-PLUS-COMMITTED (E+C) NETWORK

An analysis of traffic assigned to the transit and roadway E+C networks reveals the

levels of congestion that will result if no further improvements are made to existing

transportation facilities beyond those now committed for construction. The definition,

testing, and modeling results for the E+C transit and roadway networks are discussed in

the following sections.

4.1.2.1 E+C Public Transportation Network

The implementation of Tren Urbano dominates the modifications to the 2000 transit

network to create the E+C transit network. The 17-kilometer rail rapid transit line starts

revenue operation in 2005 between its western terminus at Bayamón Station and its

eastern terminus at Sagrado Corazon Station in Santurce. Its L-shaped alignment serve

the highest densities of employment and population in Puerto Rico, including such

major traffic generators as the Hato Rey financial district, the University of Puerto Rico

in Rio Piedras, the island‟s largest medical complex at Centro Medico, and central

Bayamón.

Complementing the Tren Urbano, modifications were made for the existing bus and

público service to enable these transit modes to provide better access to the train

stations. These committed bus and público system changes were reflected in the E+C

network.

59


A summary of the transit boardings from the model output are presented in Table 4-3.

The 2030 E+C total daily boardings are more than double the 2000 base year. This

model has the addition of rail, reflecting Tren Urbano. Daily rail boardings are

anticipated to be nearly 14 percent of daily boardings. Públicos will remain the

strongest transit service having 63 percent of daily boardings. The rail boardings are

comparable to the daily bus boardings. Approximately 37 percent of daily rail boardings

will be during the peak periods, whereas 25 percent of daily bus boardings are during

peak hours.

Table 4-3 Transit Boarding’s (2030 E+C)


Bus 47,228 136,264 183,492

Metro Bus 19,039 46,863 65,902

Ferry 631 700 1,331

Público 198,074 482,728 680,802

Rail 56,100 94,690 150,790

LRT 0 0 0

Islandwide Bus 0 0 0

Total Boardings 321,072 761,245 1,082,317


Boardings / Linked Trip 2.23 2.18 2.19

4.1.2.2 E+C Roadway Network

Several major programmed improvements are reflected in the E+C roadway network

including:

PR-66 toll road from PR-26 to east of Río Grande

PR-5 expressway in Bayamón and Naranjito

PR-53 toll road through Maunabo

PR-3 upgrading in San Juan and Carolina

PR-181 in Trujillo Alto

PR-693 in Dorado

60


PR-6671 in Vega Baja

PR-778 in Comerío

PR-31 in Juncos

PR-18 in San Juan

These and a number of other smaller projects included in the E+C network provide

additional system continuity and capacity to critical sections of the base year (2000)

network. The estimated 2030 vehicular traffic assigned to the E+C roadway network

also reflects public transportation improvement assumptions, most notably the operation

of Tren Urbano service between the Sagrado Corazon Station in Santurce and the

Bayamón Station, as well as restructured bus and público service to the train stations.

Given the modest growth forecasts for population and employment through 2030, traffic

volumes are expected to experience a similar modest growth. Thus, 2030 patterns of

traffic flow and congestion are expected to be similar to existing patterns. Conditions

should improve in areas where significant new projects have been added in the E+C

network but could further deteriorate in other areas of concentrated growth and existing

congestion.

Just as for the 2000 base year analysis, a useful statistic to review is the VMT summary

for various classifications of roadway type and the characterization of land uses through

which they traverse. Table 4-4 provides these numbers (in units of miles) for the 2030

E+C San Juan TMA network.

Table 4-4 Vehicles Miles Traveled by Roadway Classification (2030 E+C)

Area Type

Facility Type

Freeway Ramp Principal Minor Collector Local Total

Urban Business

District 2,807,433 260,113 2,246,808 1,422,876 266,232 321,514 7,344,977

Urban 6,248,915 366,842 4,675,928 3,842,467 746,180 448,535 16,328,866

Rural 5,417,881 141,287 1,951,197 2,622,170 1,299,019 134,121 11,565,675

Total 14,474,229 768,242 8,873,933 7,907,513 2,311,431 904,170 35,239,518

The overall growth of VMT between the 2030 E+C network and the base 2000 year is

approximately 9.5 percent or just less than two million additional vehicle miles. The

facility type proportions remain virtually unchanged between 2000 and 2030 with the

majority of miles continuing to be travel upon the freeway system. There is, however, a

slightly larger percentage of roadways listed as being urban versus the rural category

when compared to 2000.

Just as for the 2000 model, an analysis was performed on the AM peak period runs to

determine what types of impacts to traffic flow the expanded roadway system plus the

Tren Urbano would have on the network.

61


Figures 4-4, 4-5, and 4-6 display the 2030 E+C volume to capacity categories for the

San Juan TMA, central San Juan, and the Caguas region, respectively. This set of

figures looks remarkably similar to those exhibited for the 2000 base year run,

indicating that high levels of congestion still exist in many parts of the TMA. Even

though several projects will provide additional capacities, the growth in population (and

thus automobiles) will tend to absorb this added capacity in short order. Finally, keep in

mind, how much over congested many facilities are in the 2000 network. Much of the

traffic flow in 2000 operates in constrained conditions, so opening additional capacity

will be filled up quickly with latent demand.

A comparison of the 2030 E+C output with the 2000 output indicates very many of the

roadway links are again congested. Some of the more notable differences are described

below:

PR-183, PR-789, and PR-203 south of Caguas and Gurabo show a significant

increase in traffic based on projected population growth in this area.

The PR-2/PR-22 corridor east of Manatí continues to grow significantly in

congestion east into San Juan as this corridor continues to become more dense.

There is a slight decline in the traffic volumes along Ponce De Leon and

Roosevelt in central San Juan, likely due to improved transit service, especially

the parallel Tren Urbano. Another parallel facility, PR-21, however, continues

to show an increase in traffic within central San Juan.

One E+C improvement which significantly improves traffic flow is the

completion of all interchange work at PR-18 and Roosevelt Road. The 2030

E+C model reflects a decrease in ramp traffic volumes at this interchange as

compared to the 2000 model.

On the other hand, the PR-8, PR-181, PR-3 triangle continues to get worse in

2030, while the PR-26 facility southeast of Muñoz Marín Airport begins to

deteriorate as drivers seek any alternative route in the San Juan and Carolina

municipalities.

As mentioned earlier, one of the major highway improvements included in the

E+C model was the construction of PR-66 from Carolina to Río Grande. This

additional four-lane toll facility is supposed to provide congestion relief for the

parallel PR-3 corridor. Unfortunately, the demand for east/west travel

especially west of Canóvanas grows between the 2000 AM peak hour and the

2030 AM peak hour, thereby causing both PR-66 and PR-3 to be overcapacity.

The PR-2 and PR-177 (Avenida Lomas Verdes) crossings of the Rio Bayamón

are congested in the AM peak period, underscoring the need for another bridge

across that river. The DTPW has been projecting the need for such a bridge as

part of the possible extension of PR-199 (Avenida Las Cumbres) westward

from its present terminus in Guaynabo.

The PR-5 Rio Hondo Expressway carries less traffic in the E+C network than

PR-167 just to the west. However, this may be the result of the temporary

62


termination of PR-5 at PR-199 in the E+C network. Future extension into

Naranjito should attract more traffic from the congested PR-167 corridor.

Finally, the PR-183 corridor between Las Piedras and San Lorenzo continues to

become more congested in 2030

63


Figure 4-4 2030 E+C Volume to Capacity Categories for the San Juan TMA

64


Figure 4-5 2030 E+C Volume to Capacity Categories for the Central San Juan Region

65


Figure 4-6 2030 E+C Volume to Capacity Categories for the Caguas Region

66


The conclusion from the analysis of the 2030 E+C network revealed there would be

significant congestion in many corridors and parts of the San Juan TMA that would not

be mitigated by the improvements included in that network. Based on the experience

learned from the E+C analysis, a revised future network was developed, including both

additional roadway and public transportation improvements. The testing of that network

is described in the following section.

4.1.3 2030 NETWORK ANALYSIS

The 2030 Plan network consists of the 2004 E+C network previously described with the

addition of several major transit and roadway components. The assumptions utilized in

the coding of this network as well as the output generated by the model runs are

described in the following two sections.

4.1.3.1 2030 Plan Public Transportation Network

The major transit components added to the 2004 E+C network as envisioned through

dialogue with the Department included the extension of Tren Urbano system with a

BRT line eastward from its current terminus several kilometers into the municipality of

Carolina with future extensions to Canóvanas and north to Old San Juan with a light rail

line. In addition, a BRT line is envisioned to occur within the PR-52/PR-18 corridor

between Caguas and San Juan with an interface with Tren Urbano near Centro Medico

in San Juan. To complement these transit additions, the model also assumed that

additional público routes (and some fixed bus routes in Carolina and eastern San Juan)

would be reoriented slightly in order to serve nearby train stations. In addition,

competing público services, particularly in the PR-3/PR-66 corridor and the PR-52/PR-

18 corridor would be eliminated. The headways for the BRT east into Carolina would

be five minutes during the peak periods, while the Caguas to San Juan light rail system

would be 15 minutes during the peak period and 30 minutes during the off-peak period.

In addition, two new rapid bus lines are envisioned to be in place by 2030 to serve other

congested areas of the San Juan municipality. One would be the Ramal Este Busway,

an exclusive two-lane two-way busway to be constructed along the south shore of the

San Jose Lagoon between the intersection of PR-23/PR-27 (Roosevelt and Barbosa) and

PR-8 just to the south of the Teodoro Moscoso Bridge.

The second would be a connecting bus way along Roosevelt Avenue (PR-23) between

PR-27 (Barbosa Avenue) and PR-2 in Caparra. This particular busway would operate

in the same corridor as automobiles due to the tight right-of-way constraints and would

require reconstruction of Roosevelt Avenue such that only buses and right turning

vehicles utilize the right-most lane in each direction. Although not specifically

modeled, the bus lanes can be pre-empted at several of the signalized intersections

giving them slight priority over other vehicular traffic. A summary of the transit

boardings from the model output is presented in Table 4-5.

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Table 4-5 Transit Trips by Mode Choice (2030 Plan)


Bus 41,927 120,050 161,977

Metro Bus 20,453 44,204 64,657

Ferry 514 558 1,072

Público 215,241 577,817 793,058

Rail 94,108 170,436 264,544

LRT * 5,652 183 5,835

Islandwide Bus 1,077 3,079 4,156

Total Boardings 378,972 916,327 1,295,299


Boardings / Linked Trip 2.44 2.31 2.35

* Refer to San Juan Caguas Mass Transit System proposed as light rail system, when the analysis was perform

The 2030 Plan total daily boardings reflect an over 19 percent increase over the 2030

E+C network. This model has the addition of rail, reflecting Tren Urbano and the

addition of light rail and an islandwide bus service. Daily rail boardings are anticipated

to be approximately 20 percent of daily boardings, up from 14 percent for the 2030

E+C. Públicos will remain the strongest transit service having 61 percent of daily

boardings. The rail boardings are greater than the daily bus boardings. The new transit

services added for the plan, LRT and the islandwide bus comprise of 5,835 and 4,156

daily boardings, respectively.

4.1.3.2 2030 Plan Roadway Network

The Plan model considers all of the programmed improvements defined for the E+C

network and adds a significant number of other projects as listed below. In order to

determine which roadway elements should be tested within the Plan network, a

significant effort was made to document and ascertain with the Department‟s help a

universal list of projects from every municipality within the greater San Juan region.

The next step in determining the 2030 Plan was to identify those projects that were

more local in scope (i.e., rehabilitation of a bridge or widening of a problem

intersection), and remove these from consideration. The result of this effort produced a

more manageable list of recommended roadway projects for inclusion within this 2030

model. Although other projects (as will be discussed later) are also worthy for

inclusion, only the following elements were coded into the 2030 Plan which forms the

basis of the remaining discussion in this chapter.

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PR-874 upgraded to a four-lane cross-section from Canóvanas to Monserrate Avenue

PR-27 extension from PR-3 to PR-199, replacing in part PR-844

PR-199 east extension from PR-181 to PR-66

PR-199 west extension from PR-20 to PR-5

New truck route to the Port of San Juan from Becharra to PR-22 at Avenida De

Diego

PR-53 completion of missing section from Yabucoa to Guayama

Upgrade PR-181 to a four-lane facility between PR-30 and PR-183

Prior to reviewing the 2030 Plan run results, a summary of the Vehicle Miles Traveled

is always useful in providing a broad comparison with the 2000 base year and the 2030

E+C outputs. Table 4-6 shows this output.

Table 4-6 Vehicles Miles Traveled by Roadway Classification (2030 Plan)

Area Type

Facility Type

Total Freeway Ramp Principal Minor Collector Local

Urban

Business District 2,787,908 260,266 2,242,808 1,431,079 256,701 318,338 7,297,100

Urban 6,453,635 372,317 4,378,839 3,800,927 717,528 440,730 16,163,975

Rural 5,679,645 150,954 1,728,686 2,597,625 1,292,224 130,077 11,579,211

Total 14,921,188 783,537 8,350,333 7,829,631 2,266,453 889,145 35,040,287

The 2030 Plan network is similar to the 2030 E+C network, with a noticeable difference

in rural freeway miles. This is the result of significant upgrading of PR-3 as a partial

expressway and the construction of PR-53 through the mountainous region between

Yabucoa and Guayama.

It should be noted that the Plan total vehicle miles traveled is approximately 120,000

miles less than in the E+C network. This reflects the increased transit component

assumed for the Plan model such as BRT between San Juan and Caguas, and to east into

Carolina.

This difference in vehicle miles traveled is reflected as well in comparing the traffic

volumes between the E+C model outputs for the San Juan TMA with the 2030 Plan

output. More specific differences are pointed out below but in general, it appears that

the 2030 Plan produces somewhat less automobile traffic across the roadway system as

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compared to the E+C network, even with the understanding that the 2030 Plan includes

slightly more roadway kilometers. Figures 4-7, 4-8 and 4-9 illustrate the volume to

capacity ratio categories for the San Juan TMA, central San Juan, and the Caguas

region, respectively.

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Figure 4-7 Volume to Capacity Ratio Categories for the San Juan TMA

71


Figure 4-8 Volume to Capacity Ratio Categories for the Central San Juan Region

72


Figure 4-9 Volume to Capacity Ratio Categories for the Caguas Region

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The detailed analysis is summarized in the key points below:

The new PR-199 extensions east and west absorb a tremendous increase in

eastbound daily trips near the interchange with PR-66, with additional

westbound trips near the interchange with PR-5. Even along the existing

sections of PR-199 near PR-52, increases are noted.

Very little change is observed along the PR-22/PR-2 corridor because no

additional transit or highway components were placed into the model.

Therefore, this corridor continues to exhibit significant congestion, particularly

during peak periods.

The PR-21 corridor begins to show less congestion as compared to the E+C

network. This may be the result of increased ridership on the closely parallel

Tren Urbano system.

PR-833 shows an increase in daily traffic in the southern portion of Guaynabo.

In the Caguas area, the PR-52/PR-1 corridor both show declines in daily traffic,

reflecting perhaps the utilization of light rail in this corridor north to San Juan.

However, in San Juan, the PR-52 corridor does exhibit a spike in traffic north

and south of PR-199, indicating the continued growth in traffic even with this

mass transit in place.

Significant increases also occur along PR-174 south of PR-2, again in Bayamón.

Both PR-22 and PR-23 show increases of daily vehicles east of PR-2, while PR-

2 shows a decrease of vehicles in the same region.

Remarkable declines in traffic occur on PR-8, PR-26, and PR-3, all of which

connect Carolina to San Juan. On PR-3, the decline is eastbound daily trips just

to the east of the PR-8 interchange.

In contrast to this decline is the observation of significant traffic volume

increase along PR-3 just east of PR-188 in Canóvanas. The increase of vehicles

eastbound and vehicles westbound tremendously congests this roadway. The

parallel route of PR-66 also has increases in both directions. Nonetheless, both

PR-66 and PR-3 remain congested in the 2030 Plan between Carolina and

Canóvanas. This leads to the possible speculation of extending some form of

dedicated mass transit to Canóvanas from the eastern terminus of the proposed

BRT Carolina station.

PR-843 north of Caguas has a reduction of directional daily vehicles.

Finally, the PR-30 corridor between Juncos and Humacao shows very little

change when compared to the E+C network.

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While the overall impression may be that there are still many roadway segments with

volume to capacity ratios greater than 1.0, the 2030 Plan does reflect the fact that in

many cases, the v/c ratio is brought closer to 1.0 as compared to the E+C model in

which it hovers closer to 1.5.

4.1.4 LONG RANGE TRANSPORTATION PLAN RECOMMENDATIONS

4.1.4.1 Public Transportation

Public transportation is a major component of the San Juan 2030 Transportation Plan in

providing mobility, ensuring sustainability and connecting modes. The

recommendations of this plan are to:

Provide enhanced and improved público service

Extend Tren Urbano with different technologies as BRT‟s and Light Rail

Provide Enhanced and Improved Público Service

The público system is a way to provide basic mobility to all residents and an alternative

to automobile trips. Prompt and aggressive action by the Commonwealth and

municipalities will be needed on several fronts to preserve and strengthen público

service as listed below.

Revise regulations governing público operations to encourage entrepreneurship.

Provide for subsidies to support the recommended increase in público service

Restructure público routes and hours of operations to serve and support Tren

Urbano and other new systems stations, and allow for coordinated fares

Allow público vehicles and operators to serve as taxis to off-route destinations,

during non-peak hours or when demand is low

Encourage público service between major communities in the region.

Continue to support the development of público terminal facilities

Since Tren Urbano started operations in June 2005, some integration coordination

efforts have been developed. Those efforts include some public routes modifications to

serve Tren Urbano stations. As mentioned before, because of the Law Number 148,

both Tren Urbano and Públicos will be regulated by the DTPW by January 2010. This

will facilitate the coordination of Público service to support the rail service and not

compete with one another. The key to ensuring the success of the público system is to

provide public financial incentives. These will be needed to enable público operators to

provide a prescribed level of service that is deemed necessary to meet basic mobility

needs. These incentives could take the form of payments to público operators in

exchange for operating certain levels of service and/or direct subsidies paid to público

riders.

Extend Tren Urbano, Bus Rapid Transit and Light Rail

In June 2005, Tren Urbano started operations over the entire 17 kilometers between

Santurce and Bayamón via Hato Rey and Rio Piedras. It provide the highest density

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corridors in the San Juan region with high-capacity, grade-separated rapid transit

service. Several future Tren Urbano extensions have been proposed by previous plans

and studies. However, the top priority is likely to be eastward from Rio Piedras to

Carolina, as a BRT system along the PR-3 right-of-way. This extension will provide rail

transit service to the second largest municipality in the San Juan TMA and help to

relieve congestion in the PR-3 and PR-26 corridors. Other included extensions are

eastward from Carolina to Canóvanas , westward from Bayamón to Hatillo, as a BRT

system, with a first stage of a BRT from Bayamon to Toa Baja and to the north, to Old

San Juan, as a Light Rail. All extensions are included subject to FTA funding

availability, but the proposed system for Bayamon to Toa Baja have a special

assignation of local funds to be using for the development of the infraestructure of the

proposed project

Mass Transit System, Extension to Caguas

The 2030 Plan network included a transit link between the Tren Urbano‟s Cupey Station

and Caguas. The link reflects the probable use of BRT transit technology built on

guideway in the right-of-way of the PR-52 toll road. This concept has been previously

assessed in a study sponsored by the City of Caguas. This project is contingent upon

specific FTA and local funding. See appendix D for the proposed illustrative and

unfunded projects.

Mass Transit System, Extension to Carolina

The 2030 Plan network included a transit link between one of the Tren Urbano‟s

Station, and the planning phase of this projects consider about three (3) points of

connection between TU system and Carolina System. The link reflects the probable use

of BRT transit technology built on or through the Corridor of the PR-3 from Rio Piedras

to Carolina. This project is contingent upon specific FTA and local funding. See also in

appendix D for the proposed illustrative and unfunded projects. The Municipality of

Carolina is planning also a Multimodal Transportation Center for the purpose of transfer

station for the different transportation modes. The mass transit system proposed for

Carolina must have a connection to this transfer center.

Mass Transit System, Bayamon to Toa Baja

The Puerto Rico Highway and Transportation Authority (PRHTA), proposes a mass

transit system through PR-22, as another alternative for congestion management in

northern Puerto Rico. The proposed system traverses from Bayamon through PR-5 to

Toa Baja through PR-22 (Toll Plaza). As a first stage of this effort, the PRHTA is

planning to construct new reversible dynamic expressway lanes at the PR-22 freeway,

between kilometer 22.0 near the Toa Baja Toll Plaza and kilometer 12.0, near the

intersection with PR-167, just before reaching the bridge over Bayamón River, at

Bayamón. Although this project will be constructed without federal funds, the approval

of the Federal Highway Administration is necessary, because the PR-22 freeway is part

of the Interstate Highway System.

The proposed project includes the construction of two (2) dynamic-priced toll express

lanes at PR-22 freeway between the municipalities of Toa Baja and Bayamón, along the

median section. Both these lanes will operate in alternative directions on peak periods:

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eastbound from 6:00 A.M. to 12:00 Noon and westbound from 12:00 Noon to 6:00 P.M.

This project is divided into three (3) units and its total length is approximately 10

kilometers. Unit Number 1 is from kilometer 22.0 to kilometer 20.0, Unit Number 2 is

from kilometer 20.0 to kilometer 15.0 and Unit Number 3 is from kilometer 15.0 to

kilometer 12.0

Mass Transit System, Extension to Old San Juan

The Municipality of San Juan, in coordination with the PRHTA/DTWP, is planning a

proposed mass transit project that will be connect the TU system (Sagrado Corazon

Station) to Old San Juan that will be use a proposed light rail transit technology. The

proposed system would primarily travels along Calle del Tren in the Isleta of San Juan

and the Fernandez Juncos Avenue in Santurce

Note:Tren Urbano extensions and other rail systems are recommended but subject to identification of

additional FTA funding sources or other funding mechanisms.

4.1.4.2 Roadways

In addition to the recommended strengthening of the DTPW maintenance program for

existing roadways in the San Juan TMA, the following key capital improvement

projects are recommended:

PR-199 (Avenida Las Cumbres). PR-199 extends east-west across the south

side of the San Juan municipality. Its unique continuity makes it an extremely

important component of the region‟s major roadway network. . Previous plans

have underscored the need for developing a continuous, east-west

transportation corridor across the San Juan region north of the mountains. The

PR-199 corridor has been designated to serve that function, and improvements

have been underway on various sections for several years.

A critical gap exists between the intersection of PR-5/199 in Bayamón and Via

Real in Guaynabo, which will require a new bridge across the Rio Bayamón. In

Trujillo Alto and Carolina, another new section will be needed to extend PR-

199 eastward from PR-181 to a connection with the planned PR-66 toll road.

The existing sections of PR-199 will require upgrading in some areas to

provide a consistent six-lane arterial cross section. West of PR-167 in

Bayamón, right-of-way should be preserved for the eventual extension of PR-

199 west into Toa Alta to a connection with PR-2 and PR-22 near PR-165 or

PR-693. Where significant local land use impacts can be avoided, interchanges

should be developed at major intersections, and roadside access should be

controlled, primarily by fronting development away from the roadway.

PR-199 is also a potentially important transit corridor (see later section on

public transportation improvements), and a median area should be reserved,

where possible, for a future busway or bus lanes.

PR-5 (Rio Hondo Expressway). This project has been in design and

construction for many years. It should improve access to the Bayamón

commercial center, as well as access to the western terminus of the Tren

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Urbano. It will facilitate park-ride, público, and bus access to Tren Urbano

from southern Bayamón and Naranjito. This roadway is being designed and

built as an expressway between PR-2 and PR-199 in Bayamón. North of PR-2,

it is an existing expressway to PR-22, and then continues north as an arterial to

the ferry terminal in Cataño. As it traverses Bayamón Center, it passes two

Tren Urbano stations. Thus, PR-5 is an important transit access route to three

major destinations: Tren Urbano, the Cataño ferry, and Bayamón Center.

Beyond 2030, right-of-way should be preserved to extend PR-5 south of PR-

199 to connect with PR-167 in Naranjito. PR-167 could then be improved

south to Comerío

PR 66 and PR 3. It is recommended that the proposed PR-66 toll road be

completed, extending east from PR-26 to east of Río Grande, roughly

paralleling PR-3. This is part of the Islandwide circumferential corridor

expressway. PR-3 between Río Grande and the PR-53 expressway south of

Fajardo should also be upgraded to expressway standards.

PR-27 (Avenida Dr. Barbosa). This route should be extended south from its

intersection with PR-3 to tie into PR-844 at PR-845. The PR-844 alignment

would be used to connect to PR-199 at its existing interchange with PR-844. A

four-lane arterial cross-section should be developed throughout the proposed

extension from PR-3 to PR-199. This improvement would provide an

alternative to PR-181 for traffic destined to Rio Piedras and Hato Rey from

communities in southern San Juan and Trujillo Alto. It also has significant

transit service potential with buses and/or públicos operating on PR-199 and

then using the new PR-27 connection to access Tren Urbano at Rio Piedras.

4.1.4.3 Non-Motorized Modes

Non-motorized modes are integrated into the transportation plan to promote the quality

of life strategy. Pedestrian and bicycle facilities encourage densification and incorporate

land use and mobility by providing access to resources while preserving the

environment and enhancing sustainability. DTPW has identified 35 pedestrian and

bicycle facility projects in the San Juan TMA. See Appendix D, Illustrative Non-

Motorized Mode Projects (Resources not available yet) Table.

4.1.4.4 Ports, Airports and Freight

The Puerto Rico Ports Authority (PRPA), a public corporation created in 1942 to

develop and operate ports and airports within the Commonwealth, operates and

manages the Port of San Juan (Commonwealth's largest port), and the Luis Muñoz

Marín International Airport and their respective complementary facilities. PRPA

supervises all land operations, and is also in charge of the capital improvements projects

programmed within said facilities according to a Master Plan approved by its Board of

Directors. Based on these considerations, the following project recommendations

proposed on this LRTP for airport and seaport facilities will focus on the solution of

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surface transportation connectivity issues, but not in the planning and programming

process of such projects, since that is an exclusive jurisdiction of the PRPA. However,

this San Juan TMA LRTPA will detail in the following subsections those access

improvement projects under the jurisdiction of PRPA, based on their Master Plan that

are relevant to the recommendations included in this LRTP. Said mention does not

include a detailed and independent analysis of internal infrastructure needs.

Port of San Juan

The ability of the Port of San Juan to continue to serve the needs of the island of Puerto

Rico will require not only increased waterside capacity, but also increased landside

access. Significantly increasing the Port of San Juan‟s waterside capacity will not only

require additional wharfs, but also increased channel and berth depth to handle post

Panamax ships. In addition, improved highway access, as well as reorganization of

wharfs and other port functions, could make the port operate more efficiently.

Capacity and Facilities Improvements. Proposed capacity and facilities improvements

for the Port of San Juan are drawn primarily from discussions with port and industry

representatives and reflect proposals that may already be in the pipeline for

implementation by the Ports Authority. More detailed assessment of port infrastructure

improvements and their costs is not in the scope of this LRTP but will undoubtedly be

the subject of future plans and studies by the Ports Authority.

Site expansion for the Port of San Juan is constrained by surrounding urban

development, environmentally sensitive wetlands, and the Bay of San Juan. This means

that future expansion space must come from within by displacing non-port related

activities from the site and by reorganizing the location of functional areas and the

allocation of space to these functions to achieve greater operational efficiency and

release land for expansion use. The development of Puerto de Las Américas in Ponce

should take some pressure for expansion off the Port of San Juan by accommodating

some of the expected growth in transshipment and general import/export traffic.

New wharf space and the latest post-Panamax cranes are needed, and channels and

berths should be deepened to 50 feet to accommodate the largest cargo vessels and

cruise ships. 4

Access Improvements. Port operations are currently spread among three areas that are

physically separated from each other by waterways, and there are no internal roadways

to interconnect these areas. The cruise ship berths and cargo operations north of the San

Antonio canal get their access from Avenida Fernandez Juncos, and all vehicular traffic

from these operations must pass through the traffic bottlenecks at each end of the twin

bridges across the San Antonio canal. Improvement of traffic conditions at these

bottlenecks would greatly benefit access to this part of the port.

The second port area includes the cruise ship and cargo operations on the Miramar

peninsula, and their access comes from Expreso Luis Muñoz Rivera (PR-1). A more

4 The LRTP references proposed port infrastructure improvements as identified by the Ports Authority,

but the LRTP scope does not include a detailed and independent analysis of internal infrastructure needs.

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detailed study of access to this area of the port is needed that would also consider the

access requirements of the new convention center and its related development and the

reconstruction of the interchange complex at the south end of the San Antonio canal

bridges. Moreover, internal circulation between port functions on the Miramar

peninsula could change and be improved if the Isla Grande Airport is eventually

relocated to another site. The current system of slip ramps and marginal roadways along

the Expreso Luis Muñoz Rivera should also be reassessed as part of a detailed access

study for this part of the port.

The third port area is the large sector south of Martin Pena Channel that gets its access

from Expreso John F. Kennedy (PR-2) through a series of slip ramps and marginal

roadways. The lack of a ramp for southbound to eastbound traffic at the PR-2/22

interchange requires trucks destined south on Expreso Las Américas (PR-18/52) to head

north on PR-2 into Santurce and then turn east and south via PR-1 to reach PR-18,

requiring two crossings in heavy traffic of the Martin Pena Channel. Previous studies

and plans have proposed a connection between the Avenida De Diego interchange on

PR-22 and the port via the Bechara Industrial Park east of PR-2, but the proposal has

not been implemented because the connector would cross a wetlands area just north of

PR-22. This connector is again recommended for implementation with the further

recommendation to pursue mitigating measures to replace the affected wetlands.

Truck access to the port could also benefit from scheduling more truck movement

outside normal peak commuting hours to avoid congestion on approach routes.

Luis Muñoz Marín International Airport

Extensive improvements have been made in recent years to passenger terminal facilities,

terminal access roadways, and parking at Luis Muñoz Marín. According to industry

representatives, the primary need now is for new and expanded cargo handling facilities

and improved vehicular access to the cargo area.

Specifically, cargo area access from the east off PR-26 could be improved and made

more direct by constructing a loop ramp in the northeast quadrant of the PR-26/cargo

access road interchange. This will allow cargo traffic from the east to exit directly to the

cargo access road, rather than the present arrangement of exiting one mile to the east at

the Campo Rico interchange and then using the PR-190 marginal road to reach the

cargo access road. This will provide adequate spacing on PR-26 between the

northbound entrance ramp at Campo Rico and the proposed new exit ramp at the cargo

access road.

According to the PRPA, there are on schedule two (2) main projects for the Luis Muñoz

Marín Airport to improve access to freight area and airplane services. Both projects are

detailed below. Estimated cost for both projects sums $24.75 million.

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Table 4-7 Access Improvement Projects for the Luis Muñoz Marin

International Airport

Project Stage Estimated

Cost

Completion

Date

Road widening - Air Freight Area Design $16,780,000 June 2013

Access road to General Aviation Area Construction $7,970,000 May 2011

Source: Puerto Rico Ports Authority

4.1.4.5 Cost Estimates

Cost estimates have been prepared for two categories of projects in the San Juan TMA:

Projects already committed for construction over roughly the next five years

and reflected in the E+C network.

Projects tested in the 2030 Plan network and recommended for construction

over the next 20 years by the LRTP.

Cost estimates for the E+C network are given in Table 4-8 and cost estimates for the

whole 2030 Plan network are given in Appendix D5. Table 4-8 includes Strategic Road

Network (STRAHNET) projects which were part of the 2000 network analysis,

including projects that are already completed, projects in an advanced stage of

construction (within the fiscally constrained plan) and projects which do not have

funding available yet (see Table 4-8).

Those projects committed for construction in San Juan Urbanized Area 2030 LRTP

short range total $436.41 million (see Table 4-13). Projects recommends by the LRTP

for construction by 2030 total $ 1.54 billion (see tables 4-13, 4-14 and 4-15). Appendix

D includes several tables listing illustrative projects identified in DTPW‟s or local plans

which are not part of the fiscally constrained plan.

Where available, costs for specific projects were taken from DTPW estimates. Costs for

all other recommended projects were based upon “per kilometer” unit costs for

constructing new or upgraded routes, as derived from DTPW‟s islandwide universe of

capital project descriptions and costs. The total cost of combined IAP, Short,

Intermediate, and Long Term projects presented below for the San Juan TMA LRTP, as

well for the Aguadilla TMA LRTP and the five transportation regions, do not surpass

the available resources for UZA plans and other projects detailed in Table 6.5,

according to 2005 financial analysis. Section 4.2 updates this analysis in order to

5 Several municipal governments under the San Juan TMA have recently informed a number of additional

roadway projects that are currently under evaluation by the PRHTA for recommendation to the MPO,

as a possible inclusion in this Plan.

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comply with February, 2007 regulation, and new financial situation of the PRHTA

as explained in Chapter 6.

Table 4-8 E+C Network Cost Estimates

4.1.4.6 Priority Staging

Since the recommended transportation plan is derived from the process of producing

this document, it must be constrained within the financial resources available to DTPW,

and the projects must be prioritized and programmed in order to establish a mechanism

for funding these projects.

All projects that are proposed and recommended would be utilizing only projected

Route Description

Stage Cost (millions)

PR-18 Improvements to PR-52 Interchange(Phase N1)

Improvements to PR-52 Interchange (Phase N2)

Reversible Lane PR-52 to PR-1

PR-18 Total

Completed

Completed

Completed

$ 13.39

$ 9.27

$ 3.40

$ 26.06

PR-26

Miramar Construction

PR-26 Total

Under

Construction

$ 17.43

$ 17.43

PR-52

PR-1 to PR- 199 (including reversible lane)

Caguas Toll Plaza Modifications

PR-52 Total

Completed

Completed

$ 6.96

$ 4.65

$ 11.61

PR-53

PR-53 Humacao, Yabucoa & Maunabo

PR-53 Maunabo, Patillas & Guayama (funds not

identified yet)

PR-53 Total

Completed

Unfunded

$200.00

$ 600.00

$ 800.00

PR-66 North East Highway from Sta. 22 + 30 to

Sta. 33 + 00 (PR-958 East)

North East Highway from Sta. 33+00 to Sta. 39+80

(PR-958 East)

North East Highway from Sta. 39+80 to Sta. 47+10

(PR-959 West)

North East Highway from Sta. 47+10 (PR-959

West) to Sta. 58+30, including road and earthwork

in Toll Plaza

North East Highway from Sta. 58+30 to 71+00,

including Int. with PR-956

PR-66 Total* (Considered under PPP)

Under

Construction

Unfunded

Unfunded

Unfunded

Under

Construction

$ 23.76

$ 13.37

$ 19.20

$ 31.96

$ 18.21

$106.50

Total Strategic Roadway System Projects in E+C

*Upon Available Funds. Those projects which are not thus

marked have been constructed or are under construction.

Total $961.60

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available funds from established sources in order to become fully constructed. With

that in mind, a three stage prioritization program is listed in this report: short-term,

intermediate, and long-term. The combination of these three elements formulates the

essence of the recommended 2030 Transportation Plan.

The short-term components include all of the Immediate Action Plan activities as

described in Section 4.1.5, with a total cost of $12.8 million. These are recommended

for quick implementation because not only do they improve “spot” congestion facilities,

but they show the government‟s ability to demonstrate noticeable action to local drivers.

Secondly, the short-term components includes all of those elements listed previously in

Table 4-8 and those identified for short term in the 2000 Network Analysis are included

in Appendix D which have been committed to being completed by the end of 2008. The

intermediate projects identified in Table 4-8 (E+C network) are basically those projects

necessary to complete the strategic highway network within the San Juan area. Many of

these projects have already begun construction and simply need to be completed during

the next several years6.

The intermediate projects in the 2000 Network Analysis are included in Appendix D.

These include all of the projects tested in the 2030 Plan run including the PR-199 east

and west extensions, the extension of Tren Urbano east to Carolina and a new light rail

system from Caguas to the Villa Nevarez station, linking to the existing Tren Urbano

system. While there are not many projects listed in this group, the few that are tend to

be expensive elements and therefore the funding should be concentrated in order to

make these projects achieve completion prior to the year 2020.

The long term projects in the 2000 Network Analysis are included in Appendix D. In

addition to this estimated funding list, consideration should be given to the

establishment of high capacity corridors extending south from Caguas to Cayey along

PR-52, east from Carolina to Canóvanas in the PR-66/PR-3 corridor, and west from the

San Juan municipality to Manatí along the PR-22/PR-2 corridor. These high capacity

corridors can include the construction of additional heavy rail, light rail, high occupancy

vehicle lanes, busways, or some combination of these.

In summary, the 2030 San Juan Transportation Plan indicates that a good balance

between roadway and transit projects can be achieved given the constrained funding

limitations over the next few decades. Once DTPW begins to implement the critical

projects identified, traffic flow for all persons, using all modes, should be noticeably

better than current conditions.

6 Numerous highway and other projects recommended for the Short- and Intermediate-Term

constitute relatively minor reconstruction or improvement activities that address immediate

needs or safety situations in roads and bridges. Projects of this nature are, in general, endorsed

by this plan, subject to compliance with applicable regulations and the actual programming of

funds by the MPO, DTPW, PRHTA, and/or municipalities.

83


4.1.5 IMMEDIATE ACTION PLAN RECOMMENDATIONS CONSISTENT WITH

REASONABLE REVENUE FORECASTS

Personal and freight mobility in the San Juan TMA can be significantly enhanced by

relatively low cost, easy-to-implement actions to improve the safety and efficiency of

the existing highway network. These actions include intersection signalization and

channelization, improved pavement markings and signs, limited route widening,

elimination of hazardous roadway characteristics, turning lanes, and other traffic

engineering and operational improvements. Because their capital cost is low and they

can generally be accomplished within existing rights-of-way, these improvements can

be implemented within a short time frame.

These short-term improvements have been grouped into an Immediate Action Program

(IAP). The IAP will provide immediate relief to critical, hazardous locations and

congestion bottlenecks across the island that do not require major capital cost solutions.

The identification of problem locations for inclusion in the IAP drew upon several

sources. Probably the most important source was the local knowledge of regional

DTPW/ PRHTA and municipality staff and officials. A meeting was held with senior

engineering staff from the seven DTPW regions to enlist their help in identifying

intersections and roadway sections in their respective regions that were prime

candidates for low-cost, immediate action improvements. A similar meeting was held

with municipality staff from throughout the island. DTPW regional and municipality

staffs were asked to classify their problem locations according to the following types of

intersection or roadway deficiencies:

Need for new right or left turn lanes and intersection channelization or to

improve or extend existing turn lanes and channelization

Significant pavement deficiencies (poor drainage, potholes, uneven pavement)

Insufficient roadway lighting or lack of lighting

Insufficient pavement markings or lack of markings

Deficient traffic signs or lack of essential signing+

Inadequate or poorly coordinated traffic signals or lack of needed signalization

Capacity constraints and hazardous conditions resulting from reduction in

number of traffic lanes or obstacles immediately adjacent to traffic lanes

Visual obstructions caused by illegal signs, foliage, and other roadside features

Need for installation or replacement of median or roadside safety barriers

DTPW and municipality staffs were asked to focus on the most serious, “spot” problem

locations and to exclude other problems and deficiencies that could and should be

addressed through routine roadway maintenance programs. Municipalities were also

asked to provide information on (1) the most common types of accidents at high-

84


accident locations within their jurisdictions, (2) their assessment of the principal causes

of congestion at congested peak period locations, (3) locations of existing traffic

signals, and (4) intersections needing new signals.

Regional transportation plans that have been completed for several communities around

the island were another source of candidate IAP projects. Transportation study reports

from San Juan, Caguas, Toa Alta, Humacao, and several smaller communities were

reviewed to identify recommended short-term improvements. To the extent possible,

these previously recommended actions were checked with DTPW improvement records

to determine which proposals have already been implemented.

Major corridor studies by DTPW that may have identified spot improvement needs

were reviewed, as well as local petitions made by municipalities to DTPW for traffic

improvements. Finally, the IAP drew upon a list of improvement needs identified by the

Small Capital Rapid Implementation Project Team (SCRIPT). SCRIPT is a joint effort

by the DTPW, the Traffic Safety Commission (TSC), and the Federal Highway

Administration (FHWA) to facilitate low-capital improvements at spot locations on

highways to improve safety and traffic operations and to reduce congestion.

The proposed San Juan TMA Immediate Action Program is listed in Table D-8 sorted

by municipality (See Appendix D). Intersection improvements are identified by the two

primary cross routes involved (for example, PR-10 and PR-143), and route segment

improvements are defined by route number/name and the kilometer posts that mark the

beginning and end of the improvement (for example, PR-162 from kilometer 6.2 to 6.4).

The type of improvement is described along with its cost and any clarifying notes.

The IAP includes 78 projects throughout the island with a total estimated cost of $28

million in 2004 dollars. All of these projects are deserving of early implementation;

however, pragmatically, their implementation will undoubtedly be spread over several

years. Moreover, as the IAP is continually updated, new improvement needs will

emerge that may merit earlier action than some of those in this edition. To speed relief

to as many areas as possible, it is proposed that top implementation priority be given to

those IAP projects that can address problems at high-accident locations at an

implementation cost of $500,000 or less for each project.

In developing the IAP two other significant contributors to congestion were observed

which merit comment and suggested solutions. The first concerns the congesting effects

of illegal street parking in the centers of towns and villages. Most small towns do not

have bypasses for state routes, typically requiring those routes to pass through the center

of town. Traffic is often impeded by illegally parked cars that occupy moving lanes on

narrow streets. This problem can be addressed by enforcing curb parking prohibitions,

desirably in concert with local efforts to provide alternative off-street parking. The

second issue is the need for effective, well-planned, and enforced Maintenance of

Traffic (MOT) plans and programs for construction projects. Many MOTs are not fully

implemented or followed in practice, causing major traffic congestion and incidents.

85


44..22 TTHHEE 22001100 PPLLAANN UUPPDDAATTEE TTOO TTHHEE YYEEAARR 22003300

4.2.1 REAFFIRMATION OF STRATEGIES, POLICIES AND PROJECT ENDORSEMENTS

PREVIOUSLY ADOPTED IN THE MARCH 2006 LONG RANGE TRANSPORTATION

PLAN

This 2010 Update and Re-adoption of the San Juan Urbanized Area 2030 LRTP

previously adopted by the MPO, in March of 2006, reaffirms the continuity of the

problem descriptions, Vision statement, Strategies and recommendations stated in said

previous Plan. Specific project endorsements and scheduling, however, are modified as

per the discussions in the following sections.

4.2.2 PROJECTS ALREADY ADVANCED TO CONSTRUCTION

A number of projects recommended in the March 2006 LRTP Plan have been already

implemented or advanced into construction. These are presented in the following table.

Some of these projects are listed also in the 2030 LRTP Plan Network Analysis that is

included in Appendix D.

86


Table 4-9 Projects Advanced into construction or completed since 2006 Plan

Municipality Highway Project Description Estimated

Construction Cost (YOE) dollars

Barranquitas PR-162 Bridge Replacement #358, over Usabón River $1,069,159

Bayamón PR-167 Geometric improvements from Intersection with PR-199 to

Intersection with Ramón Rodríguez Street $6,645,298

Bayamón /

Toa Alta PR-5 Construction of PR-148 between Bayamón and Toa Alta $13,451,381

Bayamón PR-2 Reconstruction and Rehabilitation of slab bridge

Bridges 1093 & 1553 (AC-010181) $ 4,000,000

Caguas PR-189 Widening from Rafael Cordero to PR-1 $2,804,492

Caguas PR-196 Extension José Garrido Ave. from PR-52 to PR-1

(AC-019604) $3,840,802

Caguas PR-1 Geometrics Improvements, Int. PR-765 & Barrio Borinquen

(AC-100219) $1,809,320

Caguas PR-52

Re-surface of pavement and construction of Reversible lane

from Int. PR-199 to Plaza Peaje Caguas Norte

AC-520102

$20,114,842

Caguas PR-52

Re-surface of pavement and construction of Reversible lane

from Int. PR-199 to Plaza Peaje Caguas Norte

AC-520097

$12,121,723

Caguas /

Gurabo PR-30 Pavement Rehabilitation (AC-300106) $28,171,766

Canóvanas PR-66 Expressway construction $20,018,071

Canóvanas PR-66 Expressway construction $21,793,439

Carolina PR-874 Widening from Monserrate Avenue to Canóvanas Phase II $16,357,613

Cataño PR-22 Rehabilitation Ramp PR-22 and PR-5 $1,342,250

Cayey

PR-171

Muñoz

Rivera

Street.

Widening, Geometric improvements, and extension of

Muñoz Rivera Avenue $6,040,127

Cayey PR-206 Two-lane bypass construction west of Cayey fromPR-1 to

PR-14 $14,221,593

Cayey PR-1 Widening and Geometric improvements from AC-100202 to

PR-738 $7,378,582

Ciales PR-615

Construction of bridge over Toro Negro River, PR-615,

from km 24.65 to PR-149, plus pavement and drainage

improvements

$12,896,903

87




Cidra PR-173 Landslide Correction, PR-173 Km. 3.0

(AC_017331) $ 448,706

Comerío PR-778 New two-lane road $33,107,182

Corozal PR-159 Widen from two lanes to four lanes $1,362,393

Guaynabo PR-22 Widening from Buchanan Toll Plaza to PR-165 $21,636,867

Guaynabo PR-22

Rehabilitation of Pavement

from Buchanan Toll to Int. PR-167

(AC-220163)

$22,304,703

Guaynabo PR-165 Merge Lane and Geometric Improvements PR-22 Ramp to

PR 165 $1,178,959

Guaynabo PR-20

Improvements to intersection of PR-20 Expressway

Martinez Nadal with PR-1 (Ramp PR-20 / PR-169 to San

Juan)

$8,581,030

Guaynabo/

San Juan PR-177

Improvemnts to Signals from Int Ramirez de Arellano Ave.

to Calle Parana

(AC-017743)

$1.222,440

Humacao PR-3 Replacement Bridge #1022 over Mabu Creek

(AC-300045) $5,771,500

Humacao PR-53 Pavement Rehabilitation from km. 24.00 to km. 40.00

(AC-005372) $ 16,507,546

Las Piedras PR-30 Drainage repair km. 21.50 Industrial Zone

(AC-300107) $2,108,167

Las Piedras PR-30 Repair of Road PR-30 Km. 24.1

(AC-300114) $918,960

Las Piedras PR-204 Extension PR-204 from PR-30 to PR-183 $7,778,900

Maunabo PR-53 Maunabo Tunnel and Int. from PR-53 to PR-901 $151,809,395

Naguabo PR-191 Repair of Road PR-191 Km. 21.6, 22.6,23.2 y 26.6

(AC-019141) $ 270,398

Naranjito PR-152 Landslide Correction km. 17.30 $1,193,411

Naranjito PR-148 Bridge over Rio LaPlata (Cable Bridge)

(AC-014809) $32,091,784

Naranjito PR-5 New 4-lane bridge over Rio La Plata and PR-148 $32,043,150

Naranjito PR-152 Geometric improvements, Intersection of PR- 779, PR-802

and PR-803 $1,019,916

88




Naranjito PR-152 Geometric improvements, Intersection of PR-164, PR-814,

PR-810 and PR-811 $2,565,951

Río Grande PR-9187

Construction of Río Grande bypass (PR-9187), Phase 1:

New interchange of PR-3 with PR-187 and connector from

PR-956 to PR-3

$3,917,813

San Juan PR-26 Impact attenuator installation $1,701,369

San Juan PR-17 Reconstruction of PR-17, from PR-18 to PR-25 $7,739,351

San Juan PR-21 Improvements PR-176, PR-8838, PR-8839, and Villa

Nevárez Station $33,457,503

San Juan

Bypass From

PR-17 to PR-

181

Bypass construction of the intersection of PR-17 and PR-181

(at km 8.347) $25,733,860

San Juan PR-27 Replacement of Bridge #. 87 over Martin Peña Canal,

Barbosa Ave, PR-27, Km. 2.40 $33,778,801

San Juan PR-3 Intersection of PR-181 KM. 2.89 with PR-3 and PR-47. $39,069,424

San Juan PR-1 Intersection 5 Phase II , Improvements to Muñoz Rivera of

PR-181 KM. 2.89 with PR-3 and PR-47. $39,069,424

San Lorenzo PR-203 Geometric Improvements Intersection PR-203 and PR-931 $1,455,180

Toa Alta PR-5 Reconstruction of PR-148 $11,230,835

Toa Alta /

Vega Alta PR-22 Pavement Rehabilitation $13,615,854

Trujillo Alto PR-181 New 4-lane roadway $14,510,145

Vega Baja PR-6671 New 4 lane connector $5,685,686

Vega Baja PR-686 Scouring Correction $1,347,362

Yabucoa PR-901 Geometric improvement $658,383

Total Cost $ 729,608,686

89


44..33 CCOOSSTT AADDJJUUSSTTMMEENNTTSS AANNDD RREESSCCHHEEDDUULLIINNGG OOFF PPEENNDDIINNGG PPRROOJJEECCTTSS

4.3.1 CONSIDERATION OF INCREASING CONSTRUCTION COSTS

The February, 2007, a new Federal Regulation was prepared that outlines new and

changed requirement for metropolitan and statewide transportation planning., which,

among other provisions, require that the estimated cost of projects recommended in an

LRTP, as well as the projected revenues to support those costs, be adjusted according to

cost inflation factors applied in accordance to how far in the future the project is

recommended for implementation. In accordance with these guides, the 2005 cost and

projected revenue estimates that were presented in the March 2006 Plan had to be

adjusted with inflation factors that correspond to the proposed staging of the projects.

Projects that were included in the March 2006 LRTP retain the endorsement of the

present 2010 update, but their cost estimates were inflated with an averaged 4% annual

cost increase, applied according to the new recommended staging of the project. The

application of a year of expenditure (YOE) dollar increase factor to the cost of

construction and property acquisition costs for the short range projects takes into

consideration the decrease from the original estimates evidenced both when awarding

bids (by an average of 23.86 percent since January 2009) and when acquiring (by about

25 percent since 2009), respectively. For intermediate and long range projects the

YOE of 4 percent (compound) is being applied to current cost estimates.

4.3.2 REASONABLY EXPECTED RESOURCES

Chapter 6 presents an extended discussion of the financial resources that, on this date,

can be reasonably expected to be available for the implementation of the programs and

projects that were included in the March 2006 LRTP retain the endorsement of the

present and incorporated in this 2010 Update. This financial exercise, however, had to

be conducted in a particularly difficult moment for the Highways and Transportation

Authority (PRHTA), the principal investment arm of the Government of Puerto Rico for

development and operation of the transportation system.

4.3.3 RESCHEDULING AND CONDITIONAL ENDORSEMENT OF PENDING PROJECTS

The previous section, in making reference to the fiscal constraint analysis in Chapter 6,

indicate that the PRHTA, even when basing the projected financial scenario only in

existing revenue sources (adjusted for inflation), will permit utilization of the expected

stream of federal allocations to the agency, mainly from the Federal Highway

Administration (FHWA), and also maintain investment in the highways‟ system‟s

maintenance and operations. Candidate projects for using that federal funding,

originally endorsed in the March 2006 LRTP, have been rescheduled and their cost

inflated as described above.

The resulting project lists for this 2010 Update of the LRTP is presented in the

following table which is part of the cost feasible plan:

90


Table 4-10 2030 San Juan TMA: Short Range Projects (2010-2015) (Cost

Feasible Plan)

AC-

NUMBER

MUNICIPALITY

DESCRIPTION

ESTIMATE

COSTRUCTION

COST

(YOE) dollars

020802 Aguas Buenas

Construction of North Bypass, Aguas Buenas

Phase I: From PR-156 km.53 to 46 + 00 Station

(Including Bridge over Rio Bairoa, Level

Intersectiom with PR-156)

$20,000,000.00

000541 Bayamon

"SCOUR REPAIR AND 2" CONCRETE

OVERLAY, BRIDGE JOINT REPAIR"

BRIDGES #1171 & #1172 PR-5, KM 2.5

$4,428,000.00

010161 Bayamón

Construction of Extension from km. 1.04 to

Caridad del Cobre Ave., Bayamón, Among PR-

199 to Urb. Cana

$2,836,799.00

100528 Bayamón

Construction of Rio Hondo Ave. PR-5 Phase III,

from Los Millones Street to PR-199 (1+00.00

(MA) Station to 48+20.00 Station)

$22,497,280.00

000533 Bayamón

Construction of Extension of PR-5 from PR-167

(El Porton) to Int. PR-5 with PR-199, Las

Cumbres Ave. Phase I

$13,520,000.00

220187

221187

222187

223187

224187

Bayamón / Toa Baja

PR-22 Dynamic Priced Toll Expressway Lanes

and Bus Rapid Transit System:

Dynamic Priced Toll Expressway Lanes

(DTL)

(Phase IA) Construction of Bus Rapid Transit

and High Occupancy Toll Lanes PR-22 from km.

20.0 to Toa Baja Toll Plaza

(Phase II) Construction of a Dynamic Toll

Lanes, from km. 15.00 to Km. 20.00, PR-22

(Phase III) Construction of a Dynamic Toll

Lanes, from km. 12.00 near PR-167 to Km. 15.00

near “La Arena” Toa Baja,PR-22

Bus Rapid Transit

(Phase IB) Construction of Access to Transfer

Station in PR-165 and Connection to Phase IA

(Phase IV ) Construction of a Bus Rapid

Transit from PR-22 Int. PR-167 to Int. PR-5 /

Construction of a Bus Rapid Transit from PR-22

Int. PR-5 to TU Bayamon Station

(Phase V) Construction of Parking Lot and

Transfer Station PR-165 Toa Baja

(Phase VI) Construction of a variable Dynamic

$40,000,000

91


AC-

NUMBER

MUNICIPALITY

DESCRIPTION

ESTIMATE

COSTRUCTION

COST

(YOE) dollars

Toll Lane from the Toa Baja Toll Plaza to Int.

with PR-694, including access to the parking lot

on PR-165

017739 Bayamón Improvements to the Intersection of PR-177/PR-

174, including the Ints. with PR-889 $10,000,000.00

520105 Caguas Concrete Overlay, Full Depth Slab Bridge 858,

PR-52 $2,450,514.00

000124 Caguas

Linear Park Caguitas River Phases I and II, from

Corridor Verde del Rio Caguitas (From PR-156

to PR-1)

$3,400,000.00

003402 Caguas Construction of Extension Degetau Street from

Luis Muñoz Marin Ave. to PR-788 $22,000,000.00

096205 Canóvanas Replacement of Bridge Num. 606 over

Canovanas River Km. 1.6 $6,354,400.00

026118 Carolina SPAN #3 SLAB REPLACEMENT BRIDGE

#2458 PR-26, LOS ANGELES $4,499,456.00

301125 Carolina Rehabilitation of Bridge Num. 1200 Over Rio

Grande De Loiza, PR-3 km. 10.8 $600,000.00

301125 Carolina Rehabilitation of Bridge Num.1200 on PR-3 $600,000.00

500043 Cayey

Caminos Reales de Jájome. Pedestrian trails

rehabilitation between Jájome Alto and Jájome

Bajo districts

$1,500,000.00

017242 Cidra East Connector of Cidra From Street #2

(Industrial Avenue) to PR-734 Phase I $12,979,200.00

017247 Cidra East Connector of Cidra from PR-1 Access and

PR-7787 to PR-52 (Phase III) $14,038,303.00

017246 Cidra East Connector of Cidra from PR-734 to PR-1

Access and PR-7787 (Phase II) $13,498,368.00

800319 Coamo

Installation of Metal Bridge (Acrow Bridge) for

Replacement of Bridge Num. 1730 in PR-150

km. 15.10

$500,000.00

801271 Coamo Replacement of Bridge Num. 172 over

Descalabrado River $6,467,968.00

005375 Fajardo, Ceiba, Naguabo

and Yabucoa

Instalation of Rumble Strip on Shoulders PR-53

and PR-60 From Fajardo to Yabucoa $800,000.00

083503 Guaynabo Improvements to PR-835 providing access to

Guaynabo and other facilities $6,556,950.00

019923 Guaynabo Construction of Las Cumbres Ave. from Borbon $34,214,226.26

92


AC-

NUMBER

MUNICIPALITY

DESCRIPTION

ESTIMATE

COSTRUCTION

COST

(YOE) dollars

Street to PR-833

300110 Gurabo Widening to three (3) lanes PR-30 from PR-203

to PR-181 $12,500,000.00

006002 Humacao

Highway PR-60 ramp and intersection PR-198,

Humacao - Traffic Signal and Pavement

markings

$247,595.00

003140 Juncos

Highway PR-31 intersection PR-9919, Traffic

Signal and Pavement markings and video

detection

$300,000.00

300108 Juncos-Gurabo Rehabilitation of various bridges PR-3 $4,000,000.00

992201 Las Piedras Construction of 4 lanes CONNECTOR PR-9922

INT. PR-9939 & PR-183 $1,843,919.00

018760 Loíza South Bypass From PR-188 to Medianía Baja $13,300,000.00

005374 Maunabo-Yabucoa

TO BUILD AN EXTENSION OF PR-53

BETWEEN YABUCOA AND MAUNABO

(EARMARKED)

$5,909,998.00

803271 Naguabo Replacement of Bridge Num. 121, over Palmas

Creek $5,750,000.00

015567 Orocovis Connector Construction PR-5555 from PR-155

Km. 29.1 to PR-568 $5,200,000.00

918701 Río Grande

Bypass Construction From Rio Grande (PR-

9187), Intersection Level Phase from PR-3 int.

PR-187 and Connector with PR-956 to PR-

$6,000,000.00

300068 Río Grande.-Fajardo Conversion to Expressway PR-3 Rio Grande to

Fajardo $20,247,562.00

301115 Río Grande.-Fajardo

Improvements to Signals System, Safety and

Pavement Marking in PR-3, from km. 21.00 to

km. 47.6, from Rio Grande to Fajardo and

Pavement Rehabilitation from km. 36.2 to km.

46.9

$12,000,000.00

100229 Salinas Replacement of Bridge Num. 21 over Nigua

River, PR-1 Km. 91.18 $5,624,320.00

026112 San Juan

Rehabilitation of Bridge Num. 753 over Roberto

H.Todd Ave., PR-26 Baldorioty de Castro

Espressway

$2,000,000.00

010163 San Juan Revitalization of Historic District of San Juan

Streets $3,278,475.00

990105 San Juan PHASE II OF THE INTELIGENT

TRANSPORTATION SYSTEM (ITS) FOR $6,240,000.00

93


AC-

NUMBER

MUNICIPALITY

DESCRIPTION

ESTIMATE

COSTRUCTION

COST

(YOE) dollars

THE SAN JUAN METROPOLITAN AREA

990111 San Juan

PHASE III OF THE INTELIGENT

TRANSPORTATION SYSTEM (ITS) FOR

THE SAN JUAN METROPOLITAN AREA,

INCLUDING ADVANCE SIGNAL SYSTEMS,

HIGHWAY ADVISORY RADIO (HAR),

HIGHWAY SERVICE PATROL, DYNAMIC

MESSAGE SIGNS (DMS), CCTV CAMERAS

AND CONSULTING SERVICES

$6,489,600.00

990112 San Juan

PHASE IV OF THE INTELIGENT

TRANSPORTATION SYSTEM (ITS) FOR

THE SAN JUAN METROPOLITAN AREA,

INCLUDING ADVANCE SIGNAL SYSTEMS,

HIGHWAY ADVISORY RADIO (HAR),

HIGHWAY SERVICE PATROL, DYNAMIC

MESSAGE SIGNS (DMS), CCTV CAMERAS

AND CONSULTING SERVICES

$6,749,184.00

800307 San Juan

Traffic Improvements to Zone I: Hato Rey / Rio

Piedras: Luis Muñoz Rivera Ave. from San

German Street to Borinquen Street, and Ponce de

Leon Ave., from GandaraStreet to Segarra Street

(24 intersections)

$2,400,000.00

800308 San Juan

Traffic Improvements to Zone II: Santurce

/Miramar: Ponce de Leon Ave. from Muñoz

Rivera Expressway to Miramar Street

(16 Intersections)

$1,600,000.00

800309 San Juan

Traffic Improvements to Zone III: Santurce

/Miramar: Fernandez Juncos Ave. from Miramar

Street to Sagrado Corazon TU station

(18 Intersections)

$1,800,000.00

001860 San Juan

Improvements on PR-18 and PR-22,

Construction of access ramps to collector (west

side) of PR-18 from Roosevelt Ave. to Calaf

Street.

$20,800,000.00

010190 San Juan Acuaexpreso Modernization Project (Diverplex)

$5,604,480.00

800316

San Juan-Guaynabo-

Bayamón-Carolina-

Trujillo Alto-Toa Baja

Reconstruction of Roads PR-17, PR-25, PR-26,

PR-177 and PR-199, Highway Optimization Plan

(POC)

$3,076,054.70

026119 San Juan, Carolina,

Canóvanas

Installation of Rumble Strip on Shoulders PR-26

and PR-66 $440,000.00

94


AC-

NUMBER

MUNICIPALITY

DESCRIPTION

ESTIMATE

COSTRUCTION

COST

(YOE) dollars

800285 San Juan-Bayamón

Installation and Integration of video camara,

Expresway PR-22 from Rio Hondo to Minillas,

PR-18 from Minillas to Int. PR-52 km.0.0 and

from PR-52 km. 0.0 to Montehiedra.

$1,279,398.00

084511 San Juan-Trujillo Alto Widening of PR-845 from Pasternak Street to

Int. with PR-199 $10,294,755.33

018345 San Lorenzo Reconstruction of Road PR-183 KM 14.8, 18.8 $850,000.00

016593 Toa Alta Utilities Relocation in PR-165 Intersection PR-

861(AC-016584)- $1,081,600.00

010166 Toa Baja TOA BAJA RECREATIONAL TRAIL DESIGN

AND CONSTRUCTION (EARMARK) $2,141,568.00

802316

Toa Baja- San Juan

Reconstruction and optimization of highways in

San Juan Metropolitan Area, (POC 2)

1. Connector of PR-865 to PR-867, Toa Baja

2. PR-35, Fernández Juncos Avenue from

Miramar Street to Sagrado Corazón, San Juan

3. PR-1, Avenida Muñoz Rivera, Desde Calle

San Germán Hasta Int. PR-1/PR-3, San Juan

$2,567,476.00

220191

VARIOUS: Guaynabo,

Bayamón, Toa Alta, Toa

Baja, Vega Alta, Vega

Baja, Manatí, Barceloneta,

Arecibo y Hatillo

Installation of Rumble Strip on Shoulders PR-22 $1,400,000.00

220154 Vega Baja Construction of West Ramps Access in PR-22 to

Trio Vegabajeño Ave. $1,081,600.00

802316 Various Roads

(San Juan/Toa Baja)

Reconstruction Metropolitan Region Conector PR-

865/PR-867, Toa Baja, PR-35 Fernandez Juncos Ave. From Miramar Street to Sagrado Corazon, PR-1 Muñoz

Rivera Ave. from San German Street to PR-3 San Juan

$ 2,567,476.00

068617 Vega Baja 3.55

Widening of PR-686 from Km. 16.0 to Int. PR-

6686, and from the New Connector to Felisa

Rincon de Gauiter Ave.

$16,000,000.00

Total Cost $436,406, 525.29

95


Table 4-11 2030 San Juan TMA LRTP: Intermediate Range Projects (2015-

2020) (Cost Feasible Plan)

MUNICIPALITY

ROADWAY

PROJECT DESCRIPTION

ESTIMATED

CONSTRUCTION

COST (YOE)

Cidra PR-172 Replacement Bridge #542 km. 11.40, over Bayamón River (Cidra Lake)

$ 5,733,160

Loiza PR-187 South Bypass from PR-188 to Median Baja (CFHWA) $22,014,193

Cayey PR-206 Peripheral road from Int. PR-1 with PR-141 to Int. PR-1

with PR-170, East Bypass Phase II

$49,347,441

Aguas Buenas PR-208 Construction of Aguas Buenas North Bypass, Unit 1 from

PR-156, km 53 to station 46+00 at the atgrade int. with

PR-173 (includes bridge over Bairoa River and int. atgrade with PR-156, km 53

$26,318,635

Aguas Buenas PR-208 Aguas Buenas Bypass Phase II from PR-173 to PR-156 $26,318,635

Canóvanas PR-962 Replacement of Bridge #606 over Canóvanas River, km

1.6

$ 8,696,435

Vega Baja PR-22 Construction Ramps PR-22 to Trio de Vegabajeño Avenue, West in-outbound to Manatí

$1,480,244

Juncos – Gurabo PR-30 Rehabilitation of Various Bridges (972, 977, 980, 982,

994, 1099, 1100) in PR-30

$ 5,74276

Gurabo PR-30 Auxiliary Lanes PR-30 from PR-203 to PR-181 $17,791,397

Gurabo –Juncos –

Las Piedras

PR-30 Geometrics improvements and Traffic System

Improvements PR-30 int. PR-189, PR-185 and PR-183

(DEMO PR-30)

$4,483,432

Rio Grande PR-3 Conversion to Expressway PR-3 from Rio Grande to

Fajardo

$33,301,469

Rio Grande – Fajardo PR-3 Lighting System Improvements, Pavement Markings and

Safety at PR-3 from km 21.0 to km 47.6 from Rio Grande to Fajardo (DEMO PROJECT)

$17,079,741

San Juan Improvements to Tren Urbano Station Areas $10,632,413

San Juan Improvements to PR-18 and PR-22 Interchange $31,028,197

San Juan Caparra Interchange (PR-2 and PR-20; PR-23 and PR-165 $59,571,481

San Juan Improvements PR-17 con PR-181 $39,152,461

Region Wide Various Roads

Agreement Between FHWA and the PRHTA (NCHRP-350 Standards) 2016

$10,000,000

Region Wide Various

Roads

Island wide Roadside pavement marking, Signing,

resurfacing, and Geometric Safety Improvements Projects

(23CFR924) 2016

$10,000,000

Region Wide Various

Roads

Bridge Replacement, repair and rehabilitation (lump sum)

2016

$10,000,000

96


MUNICIPALITY

ROADWAY

PROJECT DESCRIPTION

ESTIMATED

CONSTRUCTION

COST (YOE)


Bridge Scouring Correction (lump sum) 2016 $10,000,000

Region Wide Various

Roads

Agreement Between FHWA and the PRHTA (NCHRP-

350 Standards) 2017

$10,000,000


Island wide Roadside pavement marking, Signing, resurfacing, and Geometric Safety Improvements Projects

(23CFR924) 2017

$10,000,000


Bridge Replacement, repair and rehabilitation (lump sum) 2017

$10,000,000

Region Wide Various

Roads




$10,000,000

Region Wide Various

Roads



(23CFR924) 2018

$10,000,000

Region Wide Various

Roads


2018

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads


350 Standards) 2019

$10,000,000

Region Wide Various

Roads


resurfacing, and Geometric Safety Improvements Projects (23CFR924) 2019

$10,000,000

Region Wide Various

Roads


2019

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads


350 Standards) 2020

$10,000,000

Region Wide Various

Roads



(23CFR924) 2020

$10,000,000



$10,000,000

Region Wide Various

Roads


Total Cost $ 553,523,610

97


Table 4-12 2030 San Juan TMA: Long Range Projects (2020-2015) (Cost

Feasible Plan)

MUNICIPALITY

ROADWAY

PROJECT DESCRIPCION

ESTIMATED

CONSTRUCTION COST

(YOE)

Loiza Loiza South Bypass from PR-187 to PR-188, Loiza $25,862,828

Fajardo Drainage Improvements PR-53 Fajardo – Luquillo $6,157,000

Gurabo –Juncos – Las

Piedras

PR-30 Geometrics improvements and Traffic System

Improvements PR-30 int. PR-189, PR-185 and PR-183

(DEMO PR-30)

$ 4,849,280

Rio Grande PR-3 Conversion to Expressway PR-3 from Rio Grande to

Fajardo

$37,459,624

Naguabo PR-3 Replacement of Bridge Num. 121, Palmas Creek $9,574,172

San Lorenzo PR-9181 San Lorenzo South Bypass from PR-181 km 9.0 (Sector Playita) to PR-183

$48,030,966

Rio Grande PR-9187 Construction Rio Grande Bypass (PR-9187) Phase I,

Int. PR-3 with PR-187 and PR-956 Connector

$ 10,805,661

San Lorenzo PR-9912 Replacement of Bridge Num. 1058 over “Rio Grande

de Loiza”, San Lorenzo and Geometrics

Improvements PR-9912

$ 5,705,839

Region Wide Various

Roads

Agreement Between FHWA and the PRHTA

(NCHRP-350 Standards) 2021

$10,000,000

Region Wide Various

Roads


resurfacing, and Geometric Safety Improvements

Projects (23CFR924) 2021

$10,000,000

Various

Roads

Bridge Replacement, repair and rehabilitation (lump

sum) 2021

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads


sum) 2022

$10,000,000



Region Wide Various

Roads



$10,000,000


Island wide Roadside pavement marking, Signing, resurfacing, and Geometric Safety Improvements


$10,000,000

98


MUNICIPALITY

ROADWAY

PROJECT DESCRIPCION

ESTIMATED

CONSTRUCTION COST

(YOE)



$10,000,000

Region Wide Various

Roads




$10,000,000

Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads


sum) 2024

$10,000,000



Region Wide Various

Roads



$10,000,000




$10,000,000

Region Wide Various

Roads


sum) 2025

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads




$10,000,000

Region Wide Various

Roads


sum) 2026

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads


sum) 2027

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads



$10,000,000

99


MUNICIPALITY

ROADWAY

PROJECT DESCRIPCION

ESTIMATED

CONSTRUCTION COST

(YOE)




$10,000,000



$10,000,000

Region Wide Various

Roads




$10,000,000

Region Wide Various

Roads




$10,000,000

Region Wide Various

Roads


sum) 2029

$10,000,000

Region Wide Various

Roads


Region Wide Various

Roads



$10,000,000

Region Wide Various

Roads


resurfacing, and Geometric Safety Improvements Projects (23 CFR 924) 2030

$10,000,000

Region Wide Various

Roads


sum) 2030

$10,000,000



Total Cost $ 548,445,370

Future amendments to this LRTP, particularly after the PRHTA implements measures

to improve its financial situation, will further refine these project recommendations and

the financial constraint analysis.

4.3.4 NON MOTORIZED MODES

Non-motorized modes are integrated into the transportation plan to promote the quality

of life strategy. Pedestrian and bicycle facilities encourage densification and incorporate

land use and mobility by providing access to resources while preserving the

environment and enhancing sustainability. DTPW has identified forty-six (46)

pedestrian and bicycle facility projects in the San Juan TMA. From the forty-six (46)

projects, eight (8) projects are completed and are included in Table 4-15 Non Motorized

Mode Completed Projects below. The others are dividing in two tables. Three (3) of

100


these projects are included in the short range program and are details in Table 4-16 Non

Motorized Mode Projects (Short Range). The others thirty-five projects are included in

the Appendix D, Illustrative Non-motorized Mode Projects (Resources not available

yet), or upon availability of funds.

Table 4-13 Non Motorized Mode Completed Projects

ACT

Núm. Municipality Highway Project Description

Project

Length

(KM)

Estimated

Construction

Cost

Status

Aibonito Las Flores Pedestrian /

Bicycle Trail Bo. Robles 1.50 $1,500,000

Construction

Completed by the

Municipality of

Aibonito

Carolina PR-187

Pedestrian and bicycle

Atlantic Trail Phase I,

from Boca de Cangrejos

to PR-37- Isla Verde

Avenue

3.00 N/A Construction

Completed by PRHTA

Carolina

Pedestrian and bicycle

Atlantic Trail, Phase IV

Isla Verde

2.50 N/A

Completed by the

Municipality of

Carolina along the Isla

Verde Ave. Project

includes pedestrian

improvements and

"Share the road" signs

Ciales PR-149

Juan A. Corretjer

Pedestrian and Bicycle

Trail (PR-149)

1.00 N/A

Construction

Completed by the

Municipality of Ciales

Dorado

Méndez Vigo Trail, from

the Mayor's House to the

intersection of Albizu

Campos Street

4.20 $3,310,000

Construction

Completed by the

PRHTA

Guaynabo PR-165 Linear Trail along PR-165 3.00 N/A

Construction

Completed by the

Municipality of

Guaynabo

Loíza PR-187

Piñones Trail, Phase I -

from Boca de Cangrejos

to Monte Grande Sector

adjacent to the coastal

road PR-187 and

bordering the Piñones

and Torrecillas Natural

Reserves

11.00 $8,700,000

Construction

Completed by the

PRHTA

San Juan

Doña Inés Park

"Arboretum

Metropolitano" with

Interpretative Trails for

pedestrians only

N/A $3,600,000 Construction

Completed by PRHTA

101


Table 4-14 Non Motorized Mode Projects (Short Range 2010-2015) (Cost

Feasible Plan)

ACT

NUM.

MUNICIPALITY

PROJECT DESCRIPTION

PROJECT

LENGTH

(km)

CONSTRUCTION

COST BY

INFLATION (**)

STATUS

000124 Caguas Caguitas River Linear Park. This Project is part of the

Municipal River Honor Program

3.90 $3,848,635 Final design and Environmental Process

completed by the Municipality

of Caguas. Phases I and II auction made by PRHTA

500043 Cayey Caminos Reales de Jájome.

Pedestrian trails rehabilitation

between Jájome Alto and Jájome Bajo districts

2.10 $2,617,072 In final design by the

Municipality of Cayey.

Environmental process completed.

10166 Toa Baja Toa Baja Recreational trail

(Paseo del Toa) – Pedestrian and Bicycle trail trough PR-165,

from the Rio Hondo to Toa Baja

1.60 $2,141,568 “Estimated Cost”, según

incluido en el Plan 2030. “Cost by Inflation”, según la versión

revisada del Plan 2030

(interino)

Total $ 8,607,275

** Inflation: (1.539454)

102


55 CCOONNGGEESSTTIIOONN MMAANNAAGGEEMMEENNTT AANNDD AAIIRR QQUUAALLIITTYY

CCOONNFFOORRMMIITTYY IINN TTHHEE SSAANN JJUUAANN TTMMAA

The purpose of this section is to summarize and report the findings of two separate

reports entitled, Congestion Management Plan for the San Juan TMA and the

Transportation Air Quality Conformity Analysis for the 2030 Transportation Plan for

the San Juan TMA.

55..11 CCOONNGGEESSTTIIOONN MMAANNAAGGEEMMEENNTT PPRROOCCEESSSS

SAFETEA-LU changed the Congestion

Management System (CMS) to the

Congestion Management Process (CMP),

as an integral part of the transportation

planning process and required that all

states, including the Commonwealth of

Puerto Rico, develop, establish and

implement a statewide CM Process in

cooperation with their Metropolitan

Planning Organization (MPO).

The purpose of the CM Process is to use a

systematic approach, collaboratively developed and implemented throughout a

metropolitan region that provides for the safe and effective management and operation

of new and existing transportation facilities through the use of demand reduction and

operational management strategies.7

Expected benefits from CM Process and derived strategies are:

Improve infrastructure capacity

Improve environmental quality and livability

Improve safety

Support sustainability

Economic advancement

Promote innovation

Promote interagency collaboration

Interdisciplinary integration

Procure new financial opportunities

A description of these benefits is provided on the attached Congestion Management

Plan (CMP).

7 US Department of Transportation, Federal Transit Administration, Federal Highway Administration. (December

2007). An Interim Guidebook on the Congestion Management Process in Metropolitan Transportation Planning,

Report FHWA-HOP-08-008.

103


The CMP was developed with the objective to start a continuous CM Process. The

CMP is expected to be implemented, in its initial data collection phase, during the first

quarter of 2010. It is important to emphasize that the CMP includes an extensive

description of data collection needs, so they will be considered for programming

purposes. Data collection requires recurrent investment. Data collection is extremely

important to be able to identify problem areas, problem root causes and determine the

best alternatives to address them. Therefore, in the long range, a good data collection

and analysis process will save money and time.

The CMP also includes:

A description of goals and objectives of the CMP

A description of the network considered for congestion management

A compendium of congestion management strategies currently available that may be

considered for alternative evaluation

In summary, the CMP will guide the decision-making process for transportation

improvements targeting congestion within this urban area.

A description of the sections included on attached CMP is presented below.

1. Introduction: This section shows a general background for the implementation

of the CMP, including enabling laws and applicable rules, area characteristics

and description of main transportation related stakeholders.

2. Congestion Management Process Development: This section presents the

methodology used to develop the CMP, its goals and selected network for

application. Goals are based on four indicators: mobility, reliability,

productivity and safety. Network was selected on its perceived congestion

issues, its relation with the National Highway System and the Highway

Performance Monitoring System, intermodal connectivity, and relation to main

activity centers.

3. Objectives and Performance Measures: This section presents the specific

objectives that the CMP seeks to meet and describes the performance measure to

be used in order to evaluate if the objectives are met. Measures and objectives

are also based on the four indicators that inspired the goals. They are also

classified for medium and long term. Long term objectives cannot be measured

with currently available resources.

4. Network Monitoring Plan: This section presents the initial data collection plan,

using currently available resources. It also details data needs for future, required

to measure and accomplish long term objectives, so resources can be allocated

for this purpose.

5. Causes of Congestion: The definition of congestion and its main identified

causes are described on this section.

6. Congestion Management Strategies: This section includes proposals to be

studied as alternative strategies to manage congestion. They are classified under

three categories: operational, programmatic and additional capacity. Strategies

are presented in a table, with corresponding goal meant to be addressed.

104


7. Implementation Strategy: This section shows, in a broad sense, the studies that

should be performed in order to propose a set of alternatives, a set of available

strategies given current technology, and a possible implementation term given

the scope of each alternative and prevailing conditions.

8. Additional Considerations for Future: Considerations such as having the

customer as an active stakeholder, possible modifications on performance

measures and a suggested CMP network extension are presented in this section.

55..22 AAIIRR QQUUAALLIITTYY CCOONNFFOORRMMIITTYY IINN TTHHEE SSAANN JJUUAANN TTMMAA

This section is a summary, modified as necessary to recognize new conditions present at

the year 2010 update of the Plan, of the report on Air Quality Conformity Analysis for

the 2030 Transportation Plan for the San Juan TMA.

Pursuant to the Clean Air Act and its amendments, The US Environmental Protection

Agency (EPA) has established National Ambient Air Quality Standards (NAAQS) for

six air pollutants. These standards are set at levels designed to protect the public health.

The San Juan Metropolitan Area has been found to meet all of these standards save one.

Violations of one of the standards for particulate matter (PM10) occurred in 1991 in the

northernmost sector of Guaynabo. As a result, the Environmental Quality Board (EQB)

started monitoring air quality in the Guaynabo area and the Urbanized Area of which

Guaynabo is a part was placed under “Non Attainment” status by the EPA. No new

violations of the PM10 standard have been recorded since 1998.

EQB prepared a State Implementation Plan (SIP) and

as a part of that plan established a maximum level of

PM10 pollutants that may be emitted by the area‟s

transportation system. Long range transportation

plans for areas where attainment for any of the

pollutants does not exist must show that the

implementation of the plan will not exceed the

allowable level of emissions. This process is known

as a “conformity” analysis.

The last conformity analysis prepared for the San Juan

Metropolitan Area was conducted in 2005 for the year

2030 Transportation Plan. That analysis was

conducted using the EPA‟s Mobile 6.2 Model and was

based on the 2000 San Juan Urbanized Area as

defined by the US Census. The allowable emissions

level for PM10 in the SIP was based on the smaller

1990 Metropolitan Area. This is an important distinction, as the 2030 plans apply to a

much larger metropolitan area, as defined by 2000 Census.

The 2005 conformity analysis concluded that the TP for the SJUA meets the

Transportation Conformity requirements of the federal CAA, and was thus confirmed

by the EPA, and an Interagency Coordination Group (ICG) that included EPA, EQB,

DTPW, PRHTA, FTA and FHWA, in September 27 of 2005. This ICG and the EPA

has further decided that the Conformity Determination could be maintained and applied

105


to this San Juan Urbanized Area 2030 LRTP Update inasmuch as no new projects are

included that increase the capacity of the system. However, as previously mentioned

(see page 2 of this plan), effective February 11, 2010, Guaynabo was re-designated as

an attainment area, subject to compliance with a limited maintance plan (LMP), in

coordination with the Puerto Rico Environmental Quality Board (EQB)

5.2.1 PREVIOUS AND CONTINUING COMMITMENTS

The responsible agencies and officials in the Commonwealth have committed to

policies, specific projects and a general course of action that promotes good

development, efficient transportation systems and protection of the environment that

continues to create a better quality of life and improve air quality. These include

pedestrian friendly land uses and improvement of pedestrian facilities, intersection

improvements and other low cost transportation measures, covering of loads on trucks,

stabilizing the sides of roadways, paving parking areas, street cleaning and removal of

road dust and restoring roads to good repair. The increased emphasis on and

implementation of transit improvements is a major commitment that will bring benefits

for many years to come. These and other actions of these responsible agencies and

officials serve to improve the air quality in Guaynabo and throughout the entire

Metropolitan and Urbanized area.

5.2.2 CONFORMITY ANALYSIS

The only area where violations have occurred is in the northernmost sector of

Guaynabo. None of those has occurred since 1998, and the primary factor in those

violations was the stationary sources of the area. Nonetheless, it was necessary to model

the plan for the entire area. As stated before the urbanized area is much larger than in

1990 when the PM10 emissions from transportation sources were 7,322 tons per year.

The emissions for the larger 2000 Census urbanized area are unknown for that time as

they were not a part of the monitored area.

The Mobile 6.2 model was applied to the 2030 Plan network for the current

Metropolitan Area. Using the vehicle miles traveled (VMT) data from the modeled base

year, projected and 2030Plan networks, and the Mobile 6.2 emission factors, emission

inventories of motor vehicle and roadway fugitive dust and PM10, within the Urbanized

Area were calculated for the years 2000, 2005, 2010, 2020 and 2030. The results of this

analysis are shown below.

106


Table 5-1 Vehicle Miles Traveled by Roadway Classification (2000 Base)

Area

Type

Facility Type Off Network

Total

Principal Minor Collector Local Total Connector

Intra-

zonal Total

Urban

11,350,50

0 3,631,400 231,300 469,400

15,682,60

0

Rural 3,290,700 884,300 57,300 6,500 4,238,700

Total

14,641,20

0 4,515,700 288,600 475,900

19,921,30

0 1,338,300 169,200 1,507,500

21,428,80

0

Note: Totals may not sum due to rounding.

Table 5-2 Vehicle Miles Traveled by Roadway Classification (2005)

Area

Type


Total


Intra-

zonal Total

Urban

11,462,70

0 3,895,400 255,600 492,200

16,105,90

0

Rural 3,304,900 927,000 58,800 3,500 4,294,100

Total

14,767,60

0 4,822,400 314,400 495,700

20,400,00

0 1,412,100

176,50

0 1,588,600

21,988,60

0



Area

Type


Total


Intra-

zonal Total

Urban

11,574,80

0 4,159,400 279,900 515,000

16,529,10

0

Rural 3,319,100 969,800 60,300 500 4,349,600

Total

14,893,90

0 5,129,200 340,200 515,500

20,878,70

0 1,485,800

183,80

0 1,669,700

22,548,40

0


107



Area

Type


Total


Intra-

zonal Total

Urban

11,932,10

0 4,440,500 298,500 540,500

17,211,60

0

Rural 3,443,000 1,044,400 65,700 0 4,553,100

Total

15,375,10

0 5,484,900 364,2006 540,500

21,764,70

0 1,556,100

197,60

0 1,753,700

23,518,40

0


Table 5-5 Vehicle Miles Traveled by Roadway Classification (2030 PLAN)

Area

Type


Total


Intra-

zonal Total

Urban

12,294,90

0 4,090,500 234,500 513,000

17,132,70

0

Rural 3,408,500 801,700 52,500 1,000 4,263,700

Total

15,703,40

0 4,892,200 287,000 514,000

21,396,40

0 1,540,400

219,80

0 1,760,200

23,156,70

0


108


PM10 Emission Factors

For this analysis, the motor vehicle PM10 emission factors were derived from the EPA

motor emissions model MOBILE6.2. Based on the transportation conformity

methodology, default input parameters were used to run MOBILE 6.2. The default

input parameters are designed to represent “national average” input data values. Local

parameters such as inspection/ maintenance programs, anti-tampering, sulfur fuel

content, reformulated gasolines and various others can be substituted into the MOBILE

6.2 input files to reflect local conditions. These local parameters could be considered

when MOBILE 6.2 is run in the future. Using EPA-default recommended input

parameters for the motor vehicle fleet mix and operating characteristics combined with

local climate conditions, MOBILE6.2 provided PM10 emission factors for the entire

fleet. These factors include PM10 from motor vehicle exhaust, tire and brake wear.

Separate PM10 factors for fugitive dust from paved roadways were calculated using the

predictive emission factor equation located in the December 2003 edition of Chapter 13

of Compilation of Air Pollutant Emission Factors, AP-42, Fifth Edition, Volume I:

Stationary Point and Area Sources.

As shown in Table 5.6, the motor vehicle PM10 emission factors decrease over time as

newer, less polluting, cars, buses and trucks replace the older fleets of motor vehicles,

which are less efficient, and more polluting. Expressed as grams of PM10 generated per

vehicle mile traveled, the MOBILE6.2 emission factors do not vary by motor vehicle

speed or roadway operating condition, as do carbon monoxide emission factors.

Similarly, the roadway fugitive dust PM10 emission factors do not vary by calendar year,

since roadway dust does not depend on fuel or vehicle operating characteristics, but

rather on silt loading/deposition are, fleet characteristics, and roadway

cleaning/precipitation frequency. The calculation for the PM10 emission factor for

roadway fugitive dust is shown in Table 5.7.

Table 5-6 MOBILE6.2 PM10 Emission Factors (g/VMT)

Year Motor Vehicle1 Roadway

2 Total

2000 0.0801 0.5333 0.6134

2005 0.0592 0.5333 0.5925

2010 0.0430 0.5333 0.5763

2020 0.0300 0.5333 0.5633

2030 0.0286 0.5333 0.5619

1 Includes emissions from motor vehicle exhaust, brakes and tires given as grams of PM10/VMT

2 Includes fugitive (re-entrained) dust from roadway. Assumes all roadways are paved.

109


Table 5-7 PM10 Emission for Roadway Fugitive Dust Factor Calculation

Source: December 2003 edition of Chapter 13 of Compilation of Air Pollutant Emission Factors, AP-42, Fifth Edition,

Volume 1: Stationary Point and Area Source

Emission Inventory Results

Using the VMT data and the PM10 emission factors discussed above, emission

inventories of motor vehicle and roadway fugitive dust PM10 within the San Juan area

were calculated for the years 2000, 2005, 2010, 2020 and 2030 Plan. The results of this

analysis, expressed as tons/year of PM10 are summarized in Table 10.

Table 5-8 PM10 Emission Inventory Results

Year Daily VMT Tons/Year Kilograms/year

1993 SIP Budget N/A 7,315 6,636,050

2000 21,428,815 5,289 4,797,670

2005 21,988,596 5,242 4,755,260

2010 22,548,378 5,228 4,742,991

2020 23,518,419 5,330 4,835,443

2030 Plan 23,156,661 5,235 4,749,232

Predictive Emission Factor Equation

E=k (sL/2)0.65

x(W/3)1.5

-C

where:

E = particulate emission factor (having units matching the units of k).

k = particulate size multiplier for particle size range and units of interest (see Table 13.2-1.1)

sL = road surface silt loading (grams per square meter) g/m2)

W = average weight (tons) fo the vehicles traveling the road, and

C = emission factor for 1980's vehicle fleet exhaust, brake wear and tire use.

E = Calculated

k = 7.3g/VMT From Table 13.2-1.1, used particle size PM10

sL = 0.1 g/m2

from PART5 input files used in the Transportation Air Quality Conformity Analysis - March 2002

W = 2.4 tons from PART5 output files used in the Transportation Air Quality Conformity Analysis - March 2002

C = 0.2119g/VMT From Table 13.2.1-2, used particle size of PM10

E =

E = 0.5333

7.3(0.1/2)0.65

x (2.4/3)1.5

- 0.2119

110


As shown in Table 5.8, the total PM10 emissions from motor vehicles and fugitive dust

on the SJMA roadway network are below the 1993 SIP levels. The 2030 Plan PM10

emissions are lower than the year 2000 estimates despite an increase in VMT. This can

be attributed to lower particulate emission factors stemming from the evolution of the

motor vehicle fleet to newer, cleaner burning vehicles.

The results of the September 2005 air quality analysis for the San Juan Urbanized Area

2030 LRTP (still valid), indicate that significant and measurable progress has been

made in reducing PM10 levels when compared to historical data. Moreover, no

violations of either the 24-hour or annual NAAQS standards for PM10 in the Guaynabo

non-attainment area have occurred since 1998. Transportation and regulatory agencies

were since then also working together to get Guaynabo changed to an attainment area

for PM10.

Based on the results indicated in the September 2005 Report, hereby reaffirmed, the

2030 San Juan Transportation Plan meets the transportation conformity requirements of

the federal CAA because existing and future year PM10 emissions associated with the

surface transportation network are less than the SIP emissions inventory established in

1993.

Further, in June of 2009 the EPA communicated to the Puerto Rico EQB its decision to

accept modifying Guaynabo‟s (and therefore the San Juan Urbanized Area‟s) CAA

compliance status, from Non-Attainment to Limited Maintenance Area. This

determination was published in the CFR and, among other implications, means that the

DTPW/HTA will no longer be required to conduct a regional emission analysis to

satisfy transportation conformity determinations.

111


66 FFIINNAANNCCIIAALL CCOONNSSTTRRAAIINNTT AANNAALLYYSSIISS

66..11 EEXXIISSTTIINNGG FFIINNAANNCCIIAALL CCOONNDDIITTIIOONNSS IINN TTHHEE TTRRAANNSSPPOORRTTAATTIIOONN SSEECCTTOORR

IINN PPUUEERRTTOO RRIICCOO

Two agencies are responsible for the construction and maintenance of State

transportation infrastructure in Puerto Rico, both under the Department of

Transportation and Public Works (DTPW). The Puerto Rico Highways and

Transportation Authority (PRHTA) handles planning, design and development of all

highways, expressways and toll freeways, as well as major reconstructions and even

some major transit systems, while the Public Works Directorate (Directoría de Obras

Públicas - DOP) repairs and maintains all State highways except the toll freeways and

expressways.

The contrast between these two entities is very sharp, with PRHTA having several

sources of dedicated funds and the DOP being dependent upon annual appropriations

from the Legislature. Since almost all of the investment in Puerto Rico´s transportation

system is by the PRHTA, the resources of this public corporation are the main focus of

the analysis.

The previously approved 2030 Puerto Rico LRTP documented a Financial Plan based

upon then (2004) reasonable future year funding expectations. This Financial Plan was

the basis for the financial constraint analysis shown in all Metropolitan and regional

LRTPS approved between late 2004 and early 2006, including the one for this region.

Major changes in the general economic scenario, however, resulted in both reduction of

revenue tendencies and increased investment and operational costs, compared to the

expectations. Particularly during the period of 2005 – 2009, local and global economic

situation worsened, affecting PRHTA´s funding capacity, to the degree that PRHTA‟s

outstanding bonds were severely downgraded and bonding markets became inaccessible

to the agency. Furthermore, and partly because of said changes, PRHTA suffered a

serious budgetary crunch. This budgetary crunch further restricts the financial options

that could be considered in this Plan. Nevertheless, PRHTA is evaluating various

measures in order to recover and even widen its investment capacity and importance in

the transportation system. Those adjustment measures would be considered in future

amendments to be proposed on this Plan, but most cannot be yet considered in

PRHTA‟s financial projections at the time of this writing.

The following sections describe current expenditures on transportation, existing and

potential sources of funding, and finally, projections of anticipated revenues and

expenditures through 2030. In addition, a comparison between the revenues estimated

in the 2004 LRTP projections and the real revenues collected will be presented, in order

to better comprehend the present, if temporary, fiscal constraints facing the

transportation system in the region and in Puerto Rico as a whole.

112


6.1.1 THE PUERTO RICO HIGHWAY AND TRANSPORTATION AUTHORITY (PRHTA)

PRHTA is responsible for the construction of all state highways in Puerto Rico and, in

the case of the toll roads and expressways; it is responsible for both construction and

maintenance. PRHTA has several sources of revenue and the ability to issue bond

against those sources of revenue. In addition to highway building responsibilities,

PRHTA is implementing an Intelligent Transportation System (ITS) traffic control

system on the expressways of San Juan and funding numerous other transportation

initiatives. Further, PRHTA is a true multimodal agency, with direct responsibilities in

metropolitan planning and the development and operation of major transit systems,

including the Tren Urbano regional metro and Metrobús (a privately operated bus

system). During the past years PRHTA has also paid for the operation of some AMA

(Metropolitan Bus Authority) routes and part of AMA‟s handicapped (paratransit) bus

service.

PRHTA is the Designated Recipient (DR) of both Federal Transit Administration (FTA)

and Federal Highway Administration (FHWA) funding for Puerto Rico, as well as a

grantee of both federal agencies. Several PRHTA offices respond directly to the

Secretary of Transportation and Public Works and assist him in all his functions and

responsibilities, including acting as operating arm and support of the Metropolitan

Planning Organization for all of Puerto Rico‟s urbanized and metropolitan areas. The

scope and importance of PRHTA‟s roles gives further validity to the expectation that

current fiscal limitations will be effectively addressed in the near future.

As describe above the PRHTA as DR distribute these funds within all Puerto Rico

through the planning process and programming federal regulations. The municipalities

and agencies that receive funds directly from FTA through the planning process (MPO)

are responsible to comply with all the applicable FTA Programs regulations. See Table

C-3 for Programs Allocation

Also the PRHTA is the operating arm and support of the Metropolitan Planning

Organization for all the Puerto Rico urbanized area. The MPO play a vital and continues

role identifying projects that can improve the transportation system in all their aspects

(road, transit projects, freight etc.)

Municipalities and Agency interested in transportation projects submit petitions to be

considered finance with federal funds. One of the MPO‟s primary responsibilities is to

revise and endorse these petitions based on the Metropolitan Transportation Plan and

Municipalities and Agency priorities.

6.1.2 SOURCES OF PRHTA REVENUES

Dedicated revenues are the major source of PRHTA revenues and are derived from the

following sources:

Gasoline Taxes of 16 Cents per gallon

Diesel Oil Taxes of 8 Cents per gallon

Annual Motor Vehicle License Fees of $15 per vehicle

Highway Tolls

Petroleum Products Taxes

Federal Funds

113


These revenues, excluding federal funds, have grown from a total of $453.2 million in

1999 to $532.4 million in 2009, representing a $79.2 million increase, equivalent to

17.5%. The annual growth rate during this period averaged a positive rate of 1.62%, in

spite of the recent $21.5 million decline in revenues, from $553.9 million in FY2007 to

$532.4 million in FY2009, mainly caused by the so-called Great Recession. The

growth process of PRHTA revenues was uneven in the decade of fiscal years 1999-

2009. In the first five fiscal years of this decade (1999-2004) PRHTA revenues

increased at a moderate pace of 1.67% annual growth rate. Then, PRHTA revenues

remained relatively stable in fiscal year 2005, and then jumped 12.7% in a two-year

period, from $491.5 million in fiscal year 2005 to $553.9 million in fiscal year 2007,

due to an average increase of about 43% in toll fares in September 2005, and the

positive impact of a whole year operation new toll plazas at PR-5 and PR-66. These

positive institutional factors offset the negative impact of the recession experienced by

the Puerto Rico economy since the second semester of FY2006. The Great Recession

intensified significantly after FY2007, affecting all major sources of PRHTA revenues,

including toll receipts, gasoline and petroleum products taxes, and causing a drop of

$21.5 million in total revenues from fiscal year 2007 to fiscal year 2009.

Note: The PRHTA as designated recipient only receive and pass the federal funds that the Port Authority receives. The PRHTA

don‟t manage the financials that involve the operating and management of the ports, like the revenues generate from the tourism

through the cruise ships, etc.

6.1.3 REVENUE SOURCES COMPRISING DEDICATED REVENUES

Table 6-1 and Figure 6-1 present the general picture of how the trends in Dedicated

Revenues of the PRHTA fell short form the 2004 forecasts. Later, the situation of each

revenue source will be individually analyzed.

114


Table 6-1 PRHTA Dedicated Revenues 1999-2009 (FY´s)

Pledge Revenues 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

Gasoline Taxes $ 168.40 $ 176.74 $ 169.78 $ 174.89 $ 173.82 $ 188.53 $ 185.88 $ 178.93 $ 181.64 $ 174.73 $ 174.60

Gas Oil and Diesel

Oil Taxes $ 20.71 $ 22.52 $ 20.49 $ 18.92 $ 15.54 $ 14.55 $ 16.68 $ 15.68 $ 18.47 $ 18.07 $ 13.70

Motor Vehicles

Licenses Fees $ 28.09 $ 29.00 $ 29.77 $ 30.69 $ 31.92 $ 32.49 $ 32.39 $ 31.65 $ 31.10 $ 34.04 $ 36.30

Toll Receipts $ 116.03 $ 120.52 $ 125.70 $ 130.50 $ 135.35 $ 141.38 $ 146.29 $ 192.07 $ 220.00 $ 212.70 $ 206.47

Petroleum Tax $ 120.00 $ 120.00 $ 120.00 $ 120.00 $ 120.00 $ 115.30 $ 110.26 $ 102.21 $ 102.76 $ 99.04 $ 101.30

TOTAL $ 453.23 $ 468.78 $ 465.74 $ 475.00 $ 476.63 $ 492.25 $ 491.50 $ 520.54 $ 553.97 $ 538.58 $ 532.37

115


Figure 6-1 Actual PRHTA Pledged Revenues 1999 to 2009 (FY´s)

116


The performance of individual revenue sources that make up the Dedicated Revenue Sources of

PRHTA is analyzed below. Each source is analyzed separately as to its historical trends and

growth patterns. Later in this chapter, these and other potential sources of revenue will be

analyzed, including projected growth rates and forecasted revenues of each source, in order to

identify those revenues which could be considered for funding future transportation

improvements. However, considering the negative impact of the Great Recession on PRHTA

revenues, we present below a brief analysis of the special characteristics of the current recession.

The Great Recession

The current global recession is the longest and deepest since the Great Depression of the thirties.

However, the recession in Puerto Rico has been substantially more intense and prolonged than

the U.S. recession. The recession started in Puerto Rico in the first semester of calendar 2006,

almost two years before the U.S. recession commenced in December 2007, according to the

National Bureau of Economic Research. In fiscal year 2006, real GNP rose in Puerto Rico only

by a meager 0.51%, as compared to a growth of 2.85% in U.S. real GNP. The economy of

Puerto Rico entered into a full-blown recession in FY2007, when real GNP declined by -1.16%,

while the U.S. real GNP rose by 1.83%, for a differential (U.S. less Puerto Rico growth rates)

of 2.99 percentage points. This differential between Puerto Rico and U.S. economic growth

increased to 5.65 percentage points in FY2008, when Puerto Rico real GNP dropped by -2.83%

while U.S. real GNP increased by 2.82%. In FY2009, which ended June 30, 2009, the U.S.

economy suffered a decline of -2.51% in real GNP, as a consequence of the recession that started

in December 2007, and intensified since the third quarter of 2008. The latest official data of the

Planning Board shows that Puerto Rico real GNP contracted by a record -3.74% in FY2009,

showing again a differential 1.23 points as compared to U.S. real GNP growth rate.

In summary, in the period from fiscal year 2005 to fiscal year 2009, the Puerto Rico economy

experienced a decline of -7.1% in real GNP, while in contrast the U.S. economy grew by 5.0%.

This is a clear indication of the significant difference not only in the level of per capita income

between Puerto Rico and the United States, but also in the dynamics of change in economic

activity.

The following economic indicators confirm the severity of the Great Recession suffered by the

Puerto Rico economy since fiscal year 2005.

Total employment: In the four-year period between June 2005 and June 2009, total

employment, according to the Household Survey, dropped from 1,276,000 to

1,117,000 workers, posting a decline of -159,000 workers or -12.46%.

Unemployment rate: The unemployment rate has risen significantly during the Great

Recession, climbing from an average of 10.6% in fiscal year 2005 to 15.2% in June

2009 and 15.7% in the first seven months of current fiscal year.

Manufacturing employment: In the four-year period between June 2005 and June

2009, payroll manufacturing employment declined from 115,000 to 92,100 workers,

or -19.91% in percentage terms.

117


Sales of automobiles and light trucks: The number of automobiles and light trucks

sold decreased from 139,097 in FY2005 to 77,137 in FY2009, a decline of -61,960

vehicles or -44.54 %.

Cement Sales: Total cement sales plunged from 43.9 million bags in FY2005 to 26.5

million bags in FY2009, dropping by -17.4 million bags or -39.63 %.

The following is a discussion of the individual revenue sources that make up the Dedicated

Revenue Sources of PRHTA. Each source will be discussed separately as to its historical trends

and growth patterns. Later in this chapter, these and other potential sources of revenue will be

analyzed, including projected growth rates and forecasted revenues in each, in order to identify

which sources could be considered for funding future transportation improvements.

6.1.3.1 Gasoline Tax Revenues

Gasoline tax was PRHTA major source of revenue until FY2005. In FY2006, toll receipts

surpassed gasoline tax revenues due to the substantial increase in toll fares in September of 2005

and the opening of two new toll plazas in PR-5 and PR-66. Prior to the Great Recession,

gasoline tax revenues increased from $168.4 million in fiscal year 1999 to $185.9 million in

fiscal year 2005. The apparent decline of $2.65 million or 1.4% in fiscal year 2005 over fiscal

year 2004, can be explained by institutional factors. First, the figure of gasoline tax revenues for

fiscal year 2004 includes $2.78 million in revenues collected during fiscal year 2003 that were

not transferred by the Treasury Department to the Authority in that year. Thus, actual collections

related to gasoline consumption in fiscal year 2004 amounted to $185.75 million instead of

$188.53 million. In addition, the impact of Act #80, approved on March 15, 2004, changing the

tax base to volumes measured at 60-degree Fahrenheit, exerted a negative impact on gasoline tax

revenues during three and a half month of fiscal year 2004, while it affected collections of this

tax during the twelve months of fiscal year 2005. Consequently, this Act reduced gasoline tax

revenues by about $2.0 million in fiscal year 2005 as compared to only $0.58 million in fiscal

year 2004. In the absence of those institutional factors, gasoline tax revenues in fiscal year 2005

would have surpassed by 0.84% the level attained in fiscal year 2004, a result more in line with

an estimated increase of 1.22% in gasoline consumption.

After fiscal year 2005, gasoline tax revenues were negatively affected by two extraordinary

events, the Great Recession and a severe energy crisis. In addition to the Great Recession

previously analyzed, gasoline prices rose significantly in fiscal years 2006 to 2009. The average

price of gasoline averaged $2.67 per gallon in that period, surpassing by $0.73 per gallon or

37.6% the average price in fiscal year 2005 ($1.94 per gallon), and reaching a historical high of

$3.95 per gallon in June 2008. This unprecedented scenario explains while actual gasoline

consumption and gasoline tax revenues fell short from their 2004 projections. However, the

behavior of gasoline consumption and gasoline tax revenue showed significant resilience to the

impact of negative factors, revealing low income and price elasticities. In spite of an

extraordinary negative environment, gasoline tax revenues only dropped by 6.1% from fiscal

year 2005 ($185.9 million) to fiscal year 2009 ($174.6 million).

118


It is expected that oil prices would be higher than historic average prices in the next years

through 20308, therefore affecting both retail gasoline market and tax collection capacity.

Figure 6-2 Gasoline Tax Revenues: Projected vs. Real Revenues for Fiscal Years 2004-

2009

6.1.3.2 Diesel Oil Tax Revenues

The 4-cent diesel oil tax is a minor source of revenue for the Authority, which amounted to

$13.70 million in fiscal year 2009, only representing 2.6% of total recurrent revenues ($532.4

million). We must underscore that revenues from the diesel oil tax increased sharply in fiscal

year 1995, when Act #74, approved on August 12, 1994, eliminated the exemption until then

enjoyed by the Electric Power Authority applied to the consumption of the so-called Fuel #2

(Middle distillates), which then became the source of more than 50% of total revenues from this

tax. Afterwards, revenues from the diesel oil tax followed an upward path from fiscal year 1995

through fiscal year 2000. Then, after fiscal year 2000, collections of this tax were affected by a

negative structural change, when the AEE started to buy electricity from private co-generators

(Eco-Eléctrica and Applied Energy Systems) using natural gas and coal as fuel. AEE‟s

purchases of electricity from private co-generators caused a reduction in the use of taxable

middle distillates (Fuel #2) by the AEE, and consequently in the revenues generated by the diesel

oil tax. In addition, the consumption of Fuel #2 by the AEE has historically followed an erratic

pattern, since this type of fuel is a lot more expensive than residual fuel oil (Fuel #6). Thus, the

AEE have always tried to reduce as much as possible the usage of fuel #2.

8 U.S. Department of Energy, International Energy Outlook (IEO) 2009, Report DOE/EIA-0484 (2009), May 27th, 2009. In the IEO2009

reference case, the price of light sweet crude oil in the United States (in real 2007 dollars) rises from $61 per barrel in 2009 to $110 per barrel in 2015 and $130 per barrel in 2030.

0

50,000

100,000

150,000

200,000

2004 2005 2006 2007 2008 2009

$(0

00

s)

Fiscal Years

Forecast (2004)

Real

119


In fiscal years 2003 to 2006, diesel oil tax revenues dropped to levels between $14.5 and $17.0

million. Diesel oil tax revenues rose in fiscal years 2007 and 2008 to levels between $18.0 and

$18.5 million, mainly as result of an increase in consumption by the AEE caused by a fire in the

Palo Seco generating plant that led to the closing of this facility during the second semester of

fiscal year 2007. Revenues from the tax on diesel oil dropped again from $18.07 in fiscal year

2008 to $13.70 million in fiscal year 2009, a decline of $4.37 million or 24.2%. This

significance decline was mainly due to a lower consumption of taxable Fuel #2 (Middle

Distillates) from the Electric Power Authority (AEE), which contributes with more than fifty

percent to total diesel tax revenues. The lower consumption of the Fuel #2 by the AEE was

caused by the reopening of the Palo Seco generating plant, which fully operated in fiscal year

2009, and the decline of -5.36% in electricity generation caused by recessionary economic

conditions, which tend to affect more negatively the demand for high cost Fuel #2. Except for

fiscal year 2005, revenues collected during the period 2004-2009 did not reach the 2004

projections (Figure 6-3), not only due to an adverse economic environment but mainly to actions

taken by the AEE to curtail the use of taxable Fuel #2).

Figure 6-3 Diesel Oil Tax Revenues: Projected vs. Real Revenues for Fiscal Years 2004-

2009

6.1.3.3 Motor Vehicle License Fee Revenue

Act No. 9 of 1983 increased the Vehicle License Fees by $15.00 and earmarked the revenue

from this additional fee to be placed in a special fund for use by PRHTA. However, since its

inception in fiscal year 1984, motor license fees have remained as a relatively minor source of

revenues for the Authority. In fiscal year 2009, the Authority received $36.30 million on

account of the $15 fee per motor vehicle, which represented 6.8% of total dedicated revenues.

Revenues from motor vehicle license fees increased steadily from $28.09 million in fiscal year

1999 to $32.49 million in fiscal year 2004, posting an increase of $4.4 million or 15.7%,

0

5.000

10.000

15.000

20.000

25.000

2004 2005 2006 2007 2008 2009

Fiscal Years

$(0

00´s

)

Forecast (2004)

Real

120


equivalent to an annual growth rate of 2.95%. These numbers imply that the stock of vehicles in

operation rose from 1,873,000 in fiscal year 1999 to 2,166,000 in fiscal year 2004. In the period

of fiscal years 2004 to 2007, revenues from motor vehicle license fee followed a downward

trend, dropping to $31.10 in fiscal year 2007. Since the license fee per vehicle transferred to the

Authority has remained constant at $15.00 since its inception in 1984, this decline in revenues

implies that the total number of vehicles holding a license dropped from 2,166,000 in FY2004 to

2,073,000 in FY2007, a decline of 93,000 motor vehicles in a three-year period.

Considering that the sales of new automobiles reached extraordinary high levels in FY2005 and

FY2006, the decline in revenues from license fees in the period of fiscal years 2004 to 2007, can

only be related to institutional problems in the transferring of funds from the Treasury

Department to the Authority, which could have occurred after motor vehicle license fees were

allowed to be collected in certain retail gasoline service stations. This hypothesis was confirmed

by certain extraordinary payment that the Authority received in fiscal years 2008 and 2009, from

previous year collections, which raised revenues from the motor vehicle fees to a record level of

$36.30 million in fiscal year 2009. Thus, the level of revenues from motor vehicle license fees in

fiscal year 2009 surpassed by $8.22 or 29.3% the amount collected in fiscal year 1999 ($28.09

million). This represents an annual growth rate of 2.6% over the decade 1999-2009. Finally,

although revenues collected between fiscal years 2004 and 2009 fell short from the 2004

projections, as shown in Figure 6-4, the difference was quite minor in fiscal year 2009.

Figure 6-4 Motor Vehicle License Fee Revenues: Projected vs. Real Revenues for Fiscal

Years 2004-2009

0

5.000

10.000

15.000

20.000

25.000

30.000

35.000

40.000

2004 2005 2006 2007 2008 2009

Fiscal Years

$(0

00´s

)

Forecast (2004)

Real

121


6.1.3.4Toll Revenues

In fiscal year 1999, toll revenues generated $116.03 million from the operation of 21 toll plazas

in three Expressways: 9 plazas in Don Luis A. Ferré Expressway (PR-52); 7 plazas in De Diego

Expressway (PR-22); and 5 plazas in PR-53 Expressway. The amount collected in toll plazas

represented 25.6% of total dedicated revenues of the Authority in fiscal year 1999 ($453.23

million). In the period of fiscal years 1999 to 2005 toll revenues of those 21 toll plazas followed

an ascending path, and the plaza of Martinez Nadal Expressway (PR-20) entered in full operation

in fiscal year 2001. In fiscal year 2005, toll revenues of the 22 plazas in operation had increased

to $146.29 million, posting an increase of $30.26 million or 26.1% over fiscal year 1999

($116.03 million), thus growing at an annual rate of 3.9%. In fiscal year 2005, toll revenues

were the second source of income for the Authority and accounted for 29.8% of total dedicated

revenues ($491.5 million).

In fiscal year 2006, toll revenues became the major source of revenue for the Authority, due to

an average increase of about 43% in toll fares, implemented on September 10, 2005 for the 22

plazas in operation, and the opening of new toll plazas at PR-5 and the Eastern Corridor (PR-66).

Toll revenues jumped to $192.07 million in fiscal year 2006, becoming the main source of

income of the Authority. Then, toll revenues experienced an additional expansion in fiscal year

2007 to a level of $219.95 million when plazas of PR-5 and PR-66 entered in full operation.

Thus, toll revenues increased from $146.29 million in fiscal year 2005 to $219.95 million in

fiscal year 2007, posting an extraordinary increase of $73.66 million, equivalent to 50.4%, in a

short span of two years.

After fiscal year 2007, toll revenues have followed a mild declining trend, mainly caused by

these two factors: 1) A decrease in traffic through most toll plazas, due to the negative impact of

the Great Recession and the substantial increase in toll fares after September 2005; and 2) The

five cent reduction in toll fares of express lanes (Auto-Expreso) that was implemented in July

2007, which had a negative impact on toll receipts of close to $4.0 million in fiscal year 2008.

Toll revenues dropped to $206.47 million in fiscal year 2009, according to the audited financial

statements. However, in fiscal year 2009, the external auditor firm introduced, for the first time,

a downward adjustment of $1.46 million in toll receipts for differed income on account of

amounts collected but not yet earned. Thus, toll receipts comparable to the figure of fiscal year

2007 amounted to $207.93, which shows a contraction of $12.02 million or 5.46% in the period

from fiscal year 2007 to fiscal year 2009. However, about one third of this contraction was

caused by the five-cent reduction in express lane fares. We should point out that figures for the

first seven months of fiscal year 2010 (July 2009 to January 2010) show a moderate upturn in

toll receipts over the same period of fiscal year 2009. Finally, due to the negative impact of the

Great Recession and the lowering of express lane toll fares, after fiscal year 2005, actual toll

receipts have been lower than the amounts projected in 2004 (Figure 6-5).

122


Figure 6-5 Toll Revenues: Projected vs. Real Revenues for Fiscal Years 2004-2009

In the process of projecting toll revenues, we have distinguished between the toll plazas of PR-5

and PR-66 and the rest of the other 22 toll plazas. In the case of PR-66 and PR-5 the historical

data is insufficient to conduct a regression analysis. In the case of PR-66 revenues, we have

taken into consideration the recent low growth in revenues after its initial high expansion in

revenues. In the case of PR-5, we envisage a continuous growth but at declining growth rates.

Revenue projections for the other 22 toll plazas have been based on a regression analysis, using

as exogenous variables the average toll fares, real GNP, real personal income, the average price

of gasoline, and the historical trend. The regression analysis has been based on the historical

experience of FY1999 to FY2010.

6.1.3.5 Petroleum Tax Revenues

In 1986, the Government of the Commonwealth of Puerto Rico established a special excise tax

on non-exempt petroleum products, including gasoline, by Law No. 5 of March 18, 1986, for the

purpose of capturing part of the benefits that the Puerto Rican economy was receiving as a result

of the substantial drop in the price of crude oil that began at the end of 1985. Later, Act #34,

dated July 11, 1997, ordered the Treasury Department to transfer an annual amount of $120

million to the Authority, at a rate of $10 million monthly. The transfer of $120 million took

place in fiscal years 1998 to 2003. In those fiscal years revenues from the petroleum products

tax exceeded the $120 million mark, although by only $1.9 million in fiscal year 2001.

However, since fiscal year 2004, the collection of revenues from the petroleum products tax has

been short of the $120 million mark. In view of this situation, the Treasury Secretary issued a

ruling determining that the transfer of funds to the Authority would be restricted to the amounts

collected from the petroleum tax. The main factor causing the drop in revenues of the petroleum

tax in fiscal years 2004 and 2005 was the reduction in the tax rate associated with the increase in

crude oil prices. The tax rate of the petroleum tax fluctuates between $3/b and $6/b, but

0

50.000

100.000

150.000

200.000

250.000

300.000

2004 2005 2006 2007 2008 2009

Fiscal Years

$(0

00´s

)

Forecast (2004)

Real

123


inversely with the price of crude oil. If the price of crude oil is $16.00 or less per barrel in any

month, the tax rate reaches the maximum of $6.00 per barrel or 14.286 cents per gallon. Then,

the tax rate drops to $5.00 per barrel, or 11.905 cents per gallon, when the price of crude oil

averages between $16.01 and $24.00 per barrel. The tax rate drops again to $4.00 per barrel, or

9.524 cents per gallon, when the crude oil price averages from $24.01 to $28.00 per barrel, and

reaches a minimum of $3.00 per barrel, or 7.143 cents per gallon when the price of crude oil

exceeds $28.00 per barrel. The following table shows that the tax rate of the petroleum products

tax reached very low levels in fiscal years 2004 ($3.16 per barrel) and 2005 ($3.00 per barrel),

due to the extreme high in the price of oil. In fiscal year 2005, for the first time since the

Authority was receiving funds from the petroleum tax, the tax rate remained fixed at the

minimum level of $3.00 per barrel. The enactment of Law 80, dated March 15, 2004, changing

the tax base of all petroleum products taxes to volumes measured at 60 degrees Fahrenheit also

further reduced the tax rate of the petroleum products tax to $2.9882 per ambient barrel, or 7.067

cents per ambient gallon. The following table shows the data regarding the taxable base, the

average tax rate, and total revenues from the tax on petroleum products in the period of fiscal

years 1999 to 2009.

Table 6-2 Total Revenues from the Tax on Petroleum Products (1999-2009)

Fiscal Year

Number of Barrels

Taxed

(Million)

Average Annual Tax

Rate

($)

Total Revenues

Million $

1999 31.7 6.00 $190.1

2000 32.2 4.50 $144.8

2001 34.8 3.50 $121.9

2002 35.9 4.42 $158.6

2003 34.8 3.50 $121.9 (a)

2004 36.5 3.1574 $115.3

2005 37.2 2.9682 (b)

110.3

2006 34.4 2.9682 102.2

2007 34.6 2.9682 102.8

2008 33.4 2.9682 99.0

2009 34.1 2.9682 101.3

_______________________________

124


(a) Excludes $11.0 million collected from taxes in arrears paid by a delinquent taxpayer, which was under

the protection of the Bankruptcy Court.

(b) Tax rate applied to one barrel of petroleum products at ambient temperature, equivalent to $3.00 per

barrel measured at 60 degrees F.

Data presented in the above table reveals that the decline in the revenues of the petroleum

products tax received by the Authority in fiscal years 2004 and 2005 was not caused by a decline

in the consumption of petroleum products. On the contrary, the $4.7 million decline in tax

revenues from the petroleum tax in fiscal year 2004 occurred in spite of an increase of 4.9% in

the tax base, which even exceeded the rise in gasoline consumption (3.9%). The tax rate also

dropped by $0.1892 or 6% in fiscal year 2005, causing a further decline of $5.0 million in

revenues received by the Authority from this tax, also in spite of a 1.9% increase in the tax base.

The decline in the petroleum products tax revenues after 2005 is related to a drop in consumption

of taxable products caused by the Great Recession and the energy crisis. However, the

consumption of taxable petroleum products remained relatively stable between 33.4 and 34.6

million barrels in fiscal years 2006 to 2009, and experienced an increase of 2.0% when gasoline

prices drop by 20.0%.

Figure 6-6 Petroleum Taxes Revenues: Projected vs. Real Revenues for Fiscal Years

2004-2009

6.1.4 2030 PROJECTIONS: 2004 VS. 2009 ASSUMPTIONS AND TENDENCIES

As mentioned above, the previously approved San Juan Urbanized Area 2030 LRTP documented

a Financial Plan based upon then reasonable future year funding expectations. Major changes in

the general economic scenario, however, resulted in both reduction of revenue tendencies and

increased investment and operational costs, compared to the expectations. During the period

2005 – 2009, local and global economic situation worsened, affecting PRHTA´s funding

0

20.000

40.000

60.000

80.000

100.000

120.000

140.000

2004 2005 2006 2007 2008 2009

Fiscal Years

$(0

00´s

)

Forecast (2004)

Real

125


capacity.

Two main factors negatively affected the fulfilment of the 2004 projections. First, the global

recession, which has been named as the Great Recession, was the most important negative factor

affecting the projections developed in 2004. The main characteristics of the recession suffered

by the Puerto Rican economy were explained above. However, we must again emphasise that

the economy of Puerto Rico experienced recessionary conditions since the second semester of

fiscal year 2006, even before the commencement of the Great Recession in the United States in

December 2007. The recession in Puerto Rico has also been substantially more intense and

prolonged than the U.S. recession. Thus, in the period from fiscal year 2005 to fiscal year 2009,

the Puerto Rican economy experienced a decline of -7.1% in real GNP, while in contrast the U.S.

economy grew by 5.0%.

The energy crisis was the other key factor which negatively affected the projections developed in

2004. The renewal of the energy crisis after fiscal year 2004, with unprecedented intensity, not

only exerted a significant negative impact upon production levels of the global economy, but

also raised the price of gasoline and other petroleum products. As explained above, gasoline

prices rose significantly in fiscal years 2006 to 2009. The average price of gasoline averaged

$2.67 per gallon in that period, surpassing by $0.73 per gallon or 37.6% the average price in

fiscal year 2005 ($1.94 per gallon), and reaching a historical high of $3.95 per gallon in June

2008.

The energy crisis started to develop in fiscal year 2005, after many years of crude oil price

stability, when the average price of crude oil (West Texas Intermediate - WTI) rose to $48.80 per

barrel, surpassing by $15.03 per barrel, or 44.5% the average price recorded in fiscal year 2004

($33.77 per barrel). The price of crude oil (WTI) continued to rise in fiscal year 2006, reaching

an average of $64.30 per barrel, stabilized in FY2007 at a similar high level ($63.40 per barrel),

and then exploded in fiscal year 2008, when the WTI crude oil price averaged $96.84 per barrel,

after reaching a record level of $133.93 per barrel in June 2008. Although the average price of

crude oil dropped to $70.07 per barrel in fiscal year 2009, this price level was still more than

double the average price of $33.77 per barrel recorded in fiscal year 2005, before the start of the

Great Recession in Puerto Rico. The energy crisis negatively affected the revenues of the

Authority by contributing to reduce the real income of residents of Puerto Rico, and by

increasing the relative price of gasoline, diesel oil and other petroleum products. Excise taxes on

these petroleum products earmarked for the Authority amounted to $289.6 million in fiscal year

2009, equivalent to 54.4% of total dedicated revenues.

Finally, we must stress that the adverse economic situation is turning around. The U.S. economy

has been experiencing a mild recovery since the third quarter of 2009 (first quarter of fiscal year

2010), which has exerted a positive impact on the local economy. Certain key indicators of the

Puerto Rican economy have already shown signs of stabilization in the second quarter of fiscal

year 2010. Another positive sign is that the price of crude oil and oil products is not expected to

rise significantly in the near future. In addition, the new government administration is taking

various fiscal measures to reduce the fiscal deficit and to stimulate the economy, with a

combination of local and Federal economic resources, like the Stimulus Plan Act (Law No. 9 of

2009) and the ARRA funds in excess of six billion dollars that have assigned to Puerto Rico.

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6.1.5 FEDERAL FUNDS

In addition to the dedicated revenues, PRHTA receives substantial amounts of Federal funding.

Most of this money comes from FHWA and the FTA and is used for capital and maintenance

costs of highway and transit projects. The amount of these funds is shown in Table 6-3 shown

below.

Table 6-3 Federal Revenues for Fiscal Years 2005-20091

1. Federal revenues under SAFETEA-LU. Includes FHWA (basic and additional), FTA discretionary funds for Tren Urbano, FTA

formula Funds, SIB projects, and prior Federal funds released. 2. Balance after penalties, deductions, and additional funds

3. Tren Urbano reimbursements not included

4. Balance after penalties was $108,100 but RABA added $2,340.

Source: PRHWA – October, 2009

6.1.6 BORROWING

PRHTA borrows money to pay for the cost of major highway and transit projects such as the

construction of PR-10 and Tren Urbano. PRHTA borrows this money by selling bonds which

are paid backed by PRHTA‟s dedicated revenue sources. The cost of paying back these funds is

listed below in the section on expenditures.

6.1.7 ASSESSMENT OF CURRENT REVENUE SOURCES

PRHTA is fortunate to have a number of different revenue sources to fund its needs. All sources

have a direct relationship with providing transportation services and facilities to the island‟s

population. The three largest sources, the Gasoline Taxes, Toll Revenues and the Petroleum

Tax, provide a substantial portion of revenues to PRHTA. These revenue sources represent 88

percent of total dedicated revenues. Analyses of these dedicated revenue sources by expert

economic and financial analysts indicate that they are adequate to meet the bonding requirements

of PRHTA debt.

6.1.8 FORECAST GROWTH IN DEDICATED REVENUES

The current estimate of dedicated revenues from the Fiscal Year 2008 - 2009 Five Year Plan is

listed below. These estimates were used as the basis for projecting annual revenues out until the

year 2030. Growth rates used in the baseline forecast were trended from this five-year forecast

Federal Funds (Thousands)

2005 2006 2007 2008 2009

Initial Allocations $115,000 $120,000 $135,000 $145,000 $150,000

Total Authorized Federal Funds2 $79,160 $82,760

3 $110,440

4 $116,110 $120,120

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and do not account for changes in the Island‟s, or the United States‟, overall economic

environment. Revenue estimates beginning in 2010 are therefore based on the growth

assumptions currently used by PRHTA.

Sources of dedicated revenue are forecast to increase to $556.26. million in fiscal year 2014 from

a forecast of $524.58 million in fiscal year 2010. A portion of this increase is attributed to toll

revenues and gasoline taxes. See Table 6-3.

Table 6-4 Forecast Dedicated Revenues for Fiscal Years 2010-2014

Dedicated Revenues $$ (Millions)

2010 2011 2012 2013 2014

Gasoline Taxes 172.34 173.29 174.10 175.60 176.88

Diesel Oil Taxes 11.00 11.00 10.50 10.00 10.00

Motor Vehicle License Fees 33.00 33.25 33.50 33.75 34.00

Toll Revenues 1 210.01 214.69 220.40 226.22 234.56

Petroleum Taxes 98.23 98.78 99.24 100.09 100.82

Total Dedicated Revenues $ 524.58 $ 531.01 $ 537.74 $ 545.66 $ 556.26

1 This total also include East Corridor Toll and AutoExpreso

Two measures strongly recommended by PRHTA are accounted on revenue projections

presented on Table 6-4. One of them is to eliminate the 5 cents discount granted to users of

Autoexpreso, the electronic toll payment system since 2007. Such discount was implanted as an

incentive to highway users to move out from conventional cash-in-hand payment, but the system

has been well accepted and the incentive seems no longer necessary.

As mentioned earlier, PRHTA is seriously evaluating other alternatives in order to broaden its

financial capacity. Once the measures are approved, the MPO would be amending this LRTP,

including this Financial Plan, in order to adjust its programs and priorities9.

9 Some of the measures are: (1) stabilize the Petroleum Products Tax maximum cap at $6/barrel; (2)

Amendments to the Traffic Law fines; (3) Full transfer of traffic violation fines to PRHTA; (4) Full transfer

to PRHTA of fines coming from vioations of the Weight and Dimension Program for cargo vehicles; (5)

Reorganization of PRHTA and creation of an independent mass transit agency.

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6.1.9 FORECAST GROWTH IN FEDERAL FUNDS

Sources of federal funds are forecast to increase from $175.3 million in fiscal year 2010 to

$292.7 in fiscal year 2012, then decrease from $ 292.7 in fiscal year 2012 to $ 236.4 in fiscal

year 2014 from a forecast of $212.1 million in fiscal year 2010. Funds from the American

Reinvestment and Reconstruction Act (ARRA) would be exhausted by Fiscal Year 2012.

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Table 6-5 Federal Funds for Fiscal Years 2010-2014

* ARRA funds obligations were completed during the year 2010. The above table shows the reimbursements of ARRA-

funded project expenditures.

Appendix C (Table C-3) shows the projected FTA funds allocation by section for the San Juan

Urbanized Area (SJUA). It is important to mention that PRHTA is the designated recipient, for

the FTA funds for Municipalities, Ports Authority and MBA, and these are transfer direct to

those mentioned agencies.

At his time, fiscal constraint, which is described in Appendix C, relates to all of Puerto Rico.

Determination of fiscal constraint for the San Juan MPO‟s long-range transportation plan is

predicated upon the assumption that the MPO‟s receipt of funding as a percentage of the

statewide total will be in accordance with the long-term percentage of Island-wide revenues

received by the MPO.

66..22 AACCTTIIOONN PPLLAANN FFOORR FFIINNAANNCCIINNGG TTHHEE RREEGGIIOONNAALL TTRRAANNSSPPOORRTTAATTIIOONN SSYYSSTTEEMM

Transportation infrastructure and operations are sound investments for the future of the

Commonwealth. However, public tax funding is limited, so it is very important to spend money

wisely, while leveraging the maximum possible benefits. Therefore, the Commonwealth will

continue to:

Make maximum use of available federal funding to leverage the most out of available

local resources

Plan and implement projects which promote sustainable development and improve

mobility for all

Continue to expand opportunities for municipal and private participation in project

construction and operation

Appendix C of this LRTP contains detailed projections of revenues and capital operating and

debt service expenditures through FY 2030 (which is the basis for the cost constrained plans) as

Federal Funds (Thousands)

2010 2011 2012 2013 2014

FHWA 76,087 126,978 192,449 196,057 155,939

FTA Funds 77,352 78,125 78,907 79,696 80,493

ARRA Funds * 21,876 63,541 21,421 9,274 0.885

Total Federal Funds $175,315 $268,644 $292,777 $282,027 $236,432

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well as projected capital, operating and debt service expenditures through the year 2030. These

projections are based on financial data provided by PRHTA.

Based on the analysis of PRHTA projected revenues and capital and operating costs to 2030,

reasonably expected revenues available after covering debt services costs will be sufficient to

finance short term (2010-2014) recommended projects, which results from all the Metropolitan

and Regional LRTPs, as prepared based on an updated financial projections.

This update also shows that revenues and projected investment rates will be sufficient to ensure

implementation of yearly Transportation Improvement Programs (TIP) and Statewide

Transportation Improvement Programs (STIP) corresponding to the expected federal funding

allocations for the period, both for new projects and maintenance of the system.

PRHTA is currently undertaking a comprehensive financial turnaround program to reduce fiscal

deficiencies by adopting different revenue increasing measures and expense and debt reduction

initiatives.

Revenue increasing measures are supported by new legislation impacting all PRHTA revenue

drivers, establishing a more robust collections enforcement efforts targeting Governmental

agencies as well as private entities, local appropriations from the Local Stimulus Plan (PEC, by

its Spanish acronym) and the introduction of public-private partnerships. With respect to the

latter, the Government of Puerto Rico enacted Act 29 in June 8, 2009, known as the Public-

Private Partnerships Act (“PPP Act”) to encourage private participation in the development,

finance, construction, operations and maintenance of infrastructure in Puerto Rico. The PPP Act

also created a dedicated government entity, the PPP Authority, to assist pubic corporations in

conducting an efficient and transparent procurement process.

PRHTA in collaboration with the PPP Authority have formulated a comprehensive PPP plan for

the toll roads system in Puerto Rico. PRHTA will obtain significant benefits with the

establishment of PPP‟s in certain toll roads that include but are not limited to: i) realizing up-

front funds can be directed towards debt reduction and accelerated capital improvements, ii)

transferring operations and maintenance costs to private operators, iii) hold private operator

responsible to implement enhanced maintenance, operations and environmental standards, and

iv) establish a mandatory capital improvement program to be completed by the private operator.

In addition, the up-front funds can also be used by PRHTA to finance capital improvements

outside major toll roads and initiate and finalize major construction projects and works. In

exchange for the up-front funds the private operator will be granted a long-term lease or

concession agreement for the toll roads. PRHTA and PPP Authority are interested in beginning

the implementation of the PPP program with a concession for PR-22 and PR-5.

Expense reduction initiatives may involve personnel reduction by adopting an early retirement

program, implementation of technological resources, outsourcing non essential services and

reorganization of process and procedures to gain operational efficiencies.

While the turnaround plan is been executed, PRHTA is operating with the support of interim

financing from the Government Development Bank, mainly through a non-revolving credit line,

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covering all operational expenses, as well as local matching funds for federal projects and certain

other locally-funded projects.

It should further be noticed that the MPO planning work group already selected a specialized

consultant team that will assist the development of LRTP‟s to the year 2040. These will be

based on updated socioeconomic, transportation system, travel and financial information. The

development of these plans will complete the efforts to bridge these difficult times for PRHTA

and all of Puerto Rico, to ensure the continued development and maintenance of the

transportation system needed in this and all metropolitan and urbanized areas.

See appendix A and B, for details of the eight planning factors and the public participation

process.

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AAPPPPEENN DDIIXX AA

EIGHT PLANNING FACTORS

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EIGHT PLANNING FACTORS

Among the goals of the present plan are the provisions of an efficient, safe, fiscally constrained,

and sustainable transportation system. Metropolitan Planning Organizations (MPOs) are

required to consider the elements now commonly known as the eight (8) SAFETEA-LU

planning factors within their multi-modal long-range transportation plans and programs. These

eight (8) planning factors, which are consistent with our goals, are addressed below:

1. SUPPORT THE ECONOMIC VITALITY OF THE METROPOLITAN AREA,

ESPECIALLY BY ENABLING GLOBAL COMPETITIVENESS, PRODUCTIVITY AND

EFFICIENCY.

The San Juan Transportation Management Area (San Juan TMA or SJTMA) MPO has worked

with the Puerto Rico Department of Transportation and Public Works (PRDTPW or its Spanish

acronym DTPW), its Puerto Rico Highway and Transportation Authority (PRHTA) and other

State and federal agencies and municipal governments for many years on a variety of

transportation projects to support its economic vitality.

The DTPW and the PRHTA, as operating arm of the MPO, continues to develop a transportation

system (highways, metropolitan bus, passenger rail lines, etc.) that will link the different areas of

the SJTMA, including the access to the Luis Muñoz Marín International Airport (LMMIA), the

cargo and passenger (tourist) seaports in San Juan Bay, and other facilities. For example, in

2005, the first Tren Urbano rail line (now under the Integrated Transit Alternative or ATI, its

acronym in Spanish) began its service provides efficient transportation for daily commuters. This

kind of service, helps make the SJTMA attractive for people and businesses to locate, and

provides stability to the area, partly through its regularity of service.

Another important project to the SJTMA is the Northeast Corridor of PR-66, from Carolina to

Río Grande. The completion of this Toll road will provide a direct, safe and fast connection

throughout the northern section of the SJTMA. The area economy will benefit from the

highway with increased tourism and enhanced transportation for people and goods.

Other transportation projects contained in this plan will also aid the movement of people and

goods and promote economic vitality. These projects include improvements to PR-18) San

Juan), PR-22 (San Juan-Hatillo) and PR-30 (Caguas-Humacao). The first of these, improving

safety and access to the western portion of the main business district in the area. The other two

improving the movement of people and goods to the eastern and western parts of the SJTMA and

other urbanized areas. The type of development expected in part as a result of the proposed

improvements in the transportation system within the SJTMA will add to its global

competitiveness in the movement of people (for example: tourists) and goods.

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2. INCREASE THE SAFETY OF THE TRANSPORTATION SYSTEM FOR

MOTORIZED AND NON-MOTORIZED USERS.

The SJTMA is committed to improving the safety of the transportation system for motorized and

non-motorized users.

The SJTMA, through the DTPW/HTA has programmed a large number of safety projects such as

those related to ITS, intersection improvement, and others. A comprehensive Studies bicycle

and pedestrian plan is being developed by the DTPW/HTA, which will address many safety

concerns of non-motorized users and find appropriate solutions to their needs. The PRHTA also

conducts similar safety improvement studies on streets and intersections in the area. Improved

safety of the transportation system will help to reduce congestion.

The SJ TMA also supports the implementation of a number of projects to ensure the safety of its

users including: the construction of median guardrails on highways in the area, rehabilitation and

replacement of bridges and structures needing such, a safe and convenient multi-modal

transportation nodes in different parts, and the construction and improvement of sidewalks,

pedestrian bridges, recreational trails and other facilities for the safe movement of bicyclists and

pedestrians.

3. INCREASE THE SECURITY OF THE TRANSPORTATION SYSTEM FOR

MOTORIZED AND NON-MOTORIZED USERS.

With regard to security, the DTPW/PRHTA has designated what is called the Strategic Road

Network (STRAHNET), including all roads in Puerto Rico classified as Interstate (PR-2, PR-3,

PR-18, PR-22, PR-26, PR-52, PR-53, and PR-66), as well as PR-1, PR-28, PR-30, and PR-165.

All these are highways which are completely or partially within the SJTMA and provide access

for defense, continuity and capacity in cases of emergency for the movement of personnel and

equipment, whether in time of peace or of war. It includes routes (for long distance trips) and

connectors (to connect military installations and ports to the Strategic Network). The completion

of the STRAHNET is one of the main priorities in the San Juan TMA.

The DTPW/PRHTA has also coordinated with the Puerto Rico Police Department in planning

and operating traffic facilities as necessary, including the development of the ITS in the area.

The 511 assistance line is being developed to provide timely information on different matters

including security. Also, as mentioned above (factor number 2), the comprehensive Studies

bicycle and pedestrian plan is being developed by the DTPW/PRHTA, which will address many

safety, but also security concerns of non-motorized user. The Tren Urbano (and ATI), operates a

mass transit system that is also part in the efforts to improve security.

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4. INCREASE THE ACCESSIBILITY AND MOBILITY OPTIONS AVAILABLE TO

PEOPLE AND FOR FREIGHT.

This implementation of this plan will increase the accessibility and mobility options available to

people and for freight in the SJTMA and beyond by considerably improving and increasing the

transportation options available for users. The transportation planning efforts will provide the

necessary resources to enhance the existing transportation system in an efficient way.

Transportation planning will have an effect on land use policies and development. This results in

pressures to address the needs to increase the accessibility and mobility options for people and

freight, while providing safe and efficient people and freight distribution routes. This should

consider the relationship between urban goods movement and land use planning when planning

for new highway facilities and improving ones, replacing deficient bridges as necessary,

improving intersections, while avoiding or at least minimizing impacts in residential

neighborhoods.

The private vehicle is still the major means of transportation in the area, but financial resources

are increasingly becoming available for increasing the availability of adequate public

transportation including buses, para-transit, and rail will be critical for travel within the area, to

school, employment centers, and other services and activities, while assisting in the reduction of

congestion in the transportation network.

5. PROTECT AND ENHANCE THE ENVIRONMENT, PROMOTE ENERGY

CONSERVATION, IMPROVE THE QUALITY OF LIFE AND PROMOTE

CONSISTENCY BETWEEN TRANSPORTATION IMPROVEMENTS AND STATE

AND LOCAL PLANNED GROWTH AND ECONOMIC DEVELOPMENT PATTERNS.

The SJTMA has proven for years its commitment to protect and enhance the environment,

promote energy conservation, and improve the quality of life of its residents, while promoting

consistency between transportation improvements and state and local planned growth and

economic development patterns. This is seen, for example, in the change in scope of PR-66 in

order to avoid impact and protect the Botanical Garden in San Juan, while being consistent and

supporting the planned urban development limits of the region and enhancing its tourism

potential, the development of the Piñones Recreational Trail, while protecting the largest

mangrove forest in Puerto Rico. Also, during the development of the Tren Urbano, extensive

efforts were undertaken and are still taken to avoid adversely affecting the historic Río Piedras

Urban Core as well as the historic Río Piedras bridge (built in 1855).

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6. ENHANCE THE INTEGRATION AND CONNECTIVITY OF THE

TRANSPORTATION SYSTEM, ACROSS AND BETWEEN MODES, FOR PEOPLE

AND FREIGHT.

The SJTMA has developed projects and programs to enhance the integration and connectivity of

the transportation system, across and between modes, for both people and freight. For example,

the completion of a number of multi-modal transportation centers,such as the one in Tren Urbano

Sagrado Corazón Station and Bayamón (with sidewalks, park-and-ride, bus and rail).

7. PROMOTE EFFICIENT SYSTEM MANAGEMENT AND OPERATION.

The SJTMA promotes the efficient system management and operation transportation network,

with for example, the development of a computerized traffic signal system. Changeable message

signs are increasingly used to alert drivers of congestion, accidents, or other traffic problems on

the highway system and to direct drivers away from the problem areas. Traffic surveillance

camera systems are being developed, as well as traffic signals to assure that traffic is managed

seamlessly for the users. Due to limited financial resources, this plan seeks to ensure that all

modes of the transportation system are operated and maintained in an efficihisent and effective

way.

8. EMPHASIZE THE PRESERVATION OF THE EXISTING TRANSPORTATION

SYSTEM.

The preservation of the existing transportation system in the SJTMA is increasingly a concern

and considering the need oftentimes expressed by the public to safely and efficiently move

people and goods within the area, particularly with the effect that considerably rainy conditions

experienced many times during the year, and its effect on the system, proper maintenance of the

existing system is being given primary importance, and more emphasis is being given to the

rehabilitation and replacement of deteriorated bridges, in some cases even by immediate

installation of temporary, but safer, structures. There has been an increase in the highway

maintenance and preservation budget, including pavement rehabilitation/resurfacing and

rehabilitation of highways throughout the system, improving intersections, replacing substandard

bridges and upgrading traffic signal systems.

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AAPPPPEENN DDIIXX BB

PUBLIC PARTICPATION PROCESS

138


PUBLIC PARTICPATION PROCESS

The Department of Transportation and Public Works (DTPW) and the Puerto Rico Highway and

Transportation Authority (PRHTA) in concord with the MPO members developed in

consultation with all interested parties a Participation Plan. This Plan defines the process for

citizens, affected public agencies, representatives of public transportation employees, freight

shippers, providers of freight transportation services, private providers of transportation,

representatives of users of public transportation, among others, the reasonable opportunity to be

involved in the metropolitan transportation planning process.

This Plan promotes the continued emphasis on the public participation throughout the planning

process in the implementation of plans and projects. Specifically requires a proactive and open

approach and consultation process for project selection and implementation, and recognizes the

importance of cooperation, coordination and joint support of transportation projects. Also gives

emphasis in the develop of early public involvement in the planning and programming process to

protect the environment, promote the conservation of energy and improve the quality of life.

The Plan present and describe procedures and strategies to provide the opportunity for the

interested parties to achieve early and continuing public input and involvement as follow;

1. Early and continued public participation throughout the process of transportation planning

and project programming;

2. Timely information about transportation planning issues and processes to citizens,

affected public agencies, representatives of transportation agency employees, private

providers of transportation, other interested parties and segments of the community

affected by transportation plans, programs, and projects;

3. Reasonable public access to technical information and public policy used in the

development of the STIP and, in urbanized or metropolitan areas, the local TIP;

4. To the maximum extent practicable;

a. ensure that public meetings are held at convenient and accessible locations and

time,

b. use visualization techniques to describe the proposed long-range statewide

transportation plan and supporting studies,

c. make public information available in electronically accessible format and means.

5. Adequate public notice of public involvement activities and time for public review and

comment at key decision points, including but not limited to, action on the TPs and STIP;

139


6. Process for demonstrating explicitly consideration and response to public input during the

planning and program development process;

7. Process for seeking out and considering the needs of those traditionally underserved by

existing transportation systems;

8. Periodic review of the effectiveness of the public involvement process to ensure that the

process provides full and open access to all and revision of the process as necessary.

Public involvement is not limited to special events or high profile projects or just to those projects

utilizing Federal funds. It is also an essential part of the planning process used by the PRHTA in the

development of its highway program. There are numerous techniques used to disseminate

information about projects, identify issues and concerns and involve the public at an early stage.

These techniques are geared to the scope of work being undertaken.

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AAPPPPEENN DDIIXX CC

Puerto Rico Revenues and Expenditures

SJUA Proportion of Total Revenues and Expenditures in Puerto Rico

Federal Transit Administration (FTA) Program Allocation

San Juan Urbanized Area (SJUA)

141


Table C A Revenue Projections

Note: The Financial Plan presents mostly the sources/revenues and expenditures for the whole of

Puerto Rico, but a line specifying the proportion of the revenues and expenditures proposed for the

San Juan TMA is presented in Table C-1A and Table C-2A

Note: These amounts take into consideration year of expenditure dollars (YOE)

Note: GDB interim financing refers to a revolving line of credit, which eventually will be bonded out depending on market conditions and

PRHTA‟s bonding capacity.”


142


Table C-1 – Revenue Projections






143


Table C B Expenditure Projections






144


Table C-2 Expenditure Projections

Note 1: The Financial Plan presents mostly the sources/revenues and expenditures for the whole of



Note 2: The application of a year of expenditure (YOE) dollar increase factor to the cost of

construction and property acquisition costs for the short range projects take into consideration the

decrease from the original estimates evidenced both when awarding bids (by an average of 23.86

percent since January 2009) and when acquiring by about 25 percent since 2009), respectively. For

intermediate and long range projects the YOE of 4 percent (compound) is being assumed and

applied to current project cost estimates. Most of those projects are lump sum (bos) projects, from

which funding is reserved for future projects to be specifically defined once needs and priorities are

identified in consultation with the municipal governments and the public. The amounts in those

lump sum (box) projects are set proportionately for each area, keeping the budget for each fiscally

constraint

Note 3: These amounts take into consideration year of expenditure dollars (YOE)


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Table C-1A – SJUA Proportion Revenues Projections

(SJUA Proportion of the Total Revenues for Puerto Rico presented in Table C-1, Revenues Projections)

Note: These amounts take into consideration year of expenditure dollars (YOE) Note: GDB interim financing refers to a revolving line of credit, which eventually will be bonded out depending on market conditions and

PRHTA‟s bonding capacity.”

FY Ending June 30, 2011 2012 2013 2014 2015

Existing Sources

Pledged Revenues

Gas Tax 56,880,077 48,166,586 61,044,341 70,350,342 72,686,520

Diesel Tax 3,610,600 2,904,935 3,476,329 3,977,292 4,074,356

License Fees 10,913,859 9,268,125 11,732,611 13,522,793 13,954,671

1968 Tolls 63,973,264 55,448,289 71,626,287 83,992,454 88,209,818

Eastern Corridor Tolls 6,495,797 5,527,676 7,015,232 8,105,721 8,389,100

Petroleum Products Tax 32,423,186 27,455,784 34,794,579 40,103,036 41,432,131

DSRF Income 7,207,414 6,648,151 8,597,657 10,356,471 10,943,722

Total Pledged Revenues 181,504,196 155,419,547 198,287,038 230,408,108 239,690,318

FHWA Funds 45,762,413 46,612,915 56,335,914 59,275,335 51,393,767

FTA Funds 3,938,836 3,319,926 4,171,595 4,772,750 4,889,228

ARRA Funds - FHWA 13,638,341 4,595,390 2,450,616 676,140 -

ARRA Funds - FTA 1,969,418 - - - -

Remaining GARVEE Funds 982,910 243,461 - - -

Local Appropriations 8,692,803 6,278,130 2,417,710 - -

Interest, Toll Fines & Other 12,472,981 6,740,113 8,597,904 9,999,230 10,423,539

Impact Fees and Other 656,473 561,676 716,492 833,269 868,628

Total Existing 269,618,370 223,771,157 272,977,269 305,964,832 307,265,479

New Sources

N/A - - - - -

Total Additional - - - - -

GDB Financing 99,455,077 76,847,449 111,448,416 140,935,797 155,517,829

Total Existing + New Sources + GDB Financing 369,073,447 300,618,606 384,425,685 446,900,629 462,783,308

146




FY Ending June 30, 2021 2022 2023 2024 2025

Existing Sources

Pledged Revenues

Gas Tax 54,871,359 54,913,035 54,949,652 54,926,887 54,875,252

Diesel Tax 3,077,319 3,076,802 3,079,935 3,079,772 3,076,394

License Fees 11,573,674 11,683,488 11,795,155 11,906,732 12,021,798

1968 Tolls 76,231,486 77,365,509 78,451,618 79,470,985 80,425,765



DSRF Income 9,716,594 9,919,614 10,128,311 10,341,134 10,558,476


FHWA Funds 40,762,695 40,839,230 40,921,704 41,003,292 41,085,230

FTA Funds 3,854,679 3,858,059 3,861,988 3,865,822 3,869,677

ARRA Funds - FHWA - - - - -

ARRA Funds - FTA - - - - -

Remaining GARVEE Funds - - - - -

Local Appropriations - - - - -



Total Existing 256,089,537 258,943,937 261,830,111 264,642,983 265,995,047

New Sources

N/A - - - - -


GDB Financing 173,184,756 180,268,076 181,512,514 197,630,586 216,527,027



147




FY Ending June 30, 2016 2017 2018 2019 2020

Existing Sources

Pledged Revenues

Gas Tax 70,290,198 55,835,612 55,468,740 55,174,588 54,952,856

Diesel Tax 3,938,330 3,129,175 3,109,708 3,093,573 3,080,929

License Fees 13,810,145 11,144,086 11,250,675 11,358,060 11,466,831

1968 Tolls 87,215,286 71,119,890 72,466,680 73,773,614 75,035,832



DSRF Income 10,954,236 8,941,231 9,128,658 9,320,510 9,517,377

Total Pledged Revenues 235,750,925

189,723,062 190,913,682 192,184,310 193,529,052

FHWA Funds 50,484,888 40,439,943 40,518,566 40,599,504 40,684,803

FTA Funds 4,797,966 3,839,478 3,843,100 3,846,930 3,851,161







Total Existing 305,826,792

246,634,292 248,780,148 251,072,890 253,471,900

New Sources

N/A


GDB Financing 149,744,363

130,870,645 141,839,443 152,838,491 165,454,752

Total Existing + New Sources + GDB Financing

455,571,156

377,504,937 390,619,592 403,911,382 418,926,652


148





FY Ending June 30, 2026 2027 2028 2029 2030

Existing Sources

Pledged Revenues

Gas Tax 54,825,180 54,776,155 54,751,425 54,676,416 54,617,907

Diesel Tax 3,073,102 3,069,688 3,069,780 3,063,304 3,060,081

License Fees 12,134,235 12,249,670 12,366,460 12,486,364 12,606,626

1968 Tolls 81,315,045 82,127,254 82,872,768 83,541,432 84,133,256



DSRF Income 10,780,725 11,007,246 11,239,561 11,476,445 11,718,432


FHWA Funds 41,168,625 41,250,665 41,336,673 41,421,658 41,507,206

FTA Funds 3,873,658 3,877,500 3,881,703 3,885,798 3,889,933







Total Existing 270,278,292 273,168,868 276,161,031 279,130,688 282,215,793

New Sources

N/A - - - - -


GDB Financing 233,817,958 254,117,193 276,324,590 297,531,883 324,561,178


149


Table C-2 A : SJUA Proportion Expenditure Projections

SJUA Proportion of the Total Expenditures for Puerto Rico presented in Table C-2, Expenditure Projections*

* The revenues covering these expenditures are within the

proportion applicable to the SJUA of the revenues presented in

Table C-1, Revenue Projections, which along with Table C-2, presents the fiscally constrained Financial Plan for Puerto Rico.

** ARRA funds obligations were completed during the year 2010.

The above table shows the reimbursements of ARRA-funded project expenditures.

Note: These amounts take into consideration year of expenditure

dollars (YOE)

PROGRAM 2010-2011 2011-2012 2012-2013 2013-2014 2014-2015

RIGHT OF WAY $ 52,518,400.00 $ 30,960,550.00 $ 30,915,886.00 $ 31,425,998.00 $ 31,979,095.00

DESIGN $ 25,529,888.00 $ 24,676,066.00 $ 20,610,590.00 $ 20,950,665.00 $ 21,319,397.00

CONSTRUCTION LOCAL $ 51,827,730.00 $ 7,972,267.00 $ 2,842,047.00

CONSTRUCTION FEDERAL (FHWA, EARMARKED & GARVEE) $ 177,268,381.00 $ 211,485,245.00 $ 202,569,689.00 $186,293,006.00 $ 157,674,490.00

CONSTRUCTION FEDERAL (ARRA)** $ 41,550,368.00 $ 16,610,217.00 $ 7,049,436.00 $ 1,700,000.00

TOTAL PUERTO RICO HIGHWAY PROGRAM $ 348,694,767.00 $ 291,704,345.00 $ 263,987,648.00 $240,369,669.00 $ 210,972,982.00

HIGHWAY CONSTRUCTION SAN JUAN URBANIZED AREA $ 138,220,535.00 $ 117,194,055.00 $ 100,749,649.00 $ 73,401,125.00 $ 65,143,085.00

RIGHT OF WAY SJUA $ 34,136,960.00 $ 20,124,357.50 $ 20,124,357.50 $ 20,095,325.90 $ 20,426,898.70

DESIGN SJUA $ 7,658,966.40 $ 7,402,819.80 $ 6,183,177.00 $ 6,285,199.50 $ 6,395,819.10

DESIGN, ROW, AND CONSTRUCTION PROPORTION SJUA* $ 180,016,461.40 $ 144,721,232.30 $ 127,057,183.50 $ 99,781,650.40 $ 91,965,802.80

150




PROGRAM 2015-2016 2016-2017 2017-2018 2018-2019 2019-2020

RIGHT OF WAY $ 10,269,297.00 $ 10,459,459.00 $ 10,656,283.00 $ 10,855,744.00 $ 11,041,552.00

DESIGN $ 9,413,522.00 $ 9,587,837.00 $ 9,768,259.00 $ 9,951,099.00 $ 10,121,423.00

CONSTRUCTION LOCAL


CONSTRUCTION FEDERAL (ARRA)



RIGHT OF WAY SJUA $ 20,786,411.75 $ 6,675,043.05 $ 6,798,648.35 $ 6,926,583.95 $ 7,056,233.60

DESIGN SJUA $ 2,824,056.60 $ 2,876,351.10 $ 2,930,477.70 $ 2,985,329.70 $ 3,036,426.90


* The revenues covering these expenditures are within the proportion applicable to the SJUA of the revenues presented in Table C-1, Revenue Projections, which along with Table C-2, presents the fiscally constrained Financial Plan for Puerto Rico.


151




PROGRAM 2020-2021 2021-2022 2022-2023 2023-2024 2024-2025

RIGHT OF WAY $ 11,231,646.00 $ 11,435,131.00 $ 11,638,868.00 $ 11,846,235.00 $ 12,058,483.00

DESIGN $ 10,295,675.00 $ 10,482,203.00 $ 10,668,962.00 $ 10,859,049.00 $ 11,053,610.00

CONSTRUCTION LOCAL





RIGHT OF WAY SJUA $ 7,177,008.80 $ 7,300,569.90 $ 7,432,835.15 $ 7,565,264.20 $ 7,700,052.75

DESIGN SJUA $ 3,088,702.50 $ 3,144,660.90 $ 3,200,688.60 $ 3,257,714.70 $ 3,316,083.00




152




PROGRAM 2025-2026 2026-2027 2027-2028 2028-2029 2029-2030

RIGHT OF WAY $ 12,273,327.00 $ 12,498,141.00 $ 12,724,571.00 $ 12,957,651.00 $ 13,200,188.00

DESIGN $ 11,250,549.00 $ 11,456,629.00 $ 11,664,190.00 $ 11,877,847.00 $ 12,100,173.00

CONSTRUCTION LOCAL





RIGHT OF WAY SJUA $ 7,838,013.95 $ 7,977,662.55 $ 8,123,791.65 $ 8,270,971.15 $ 8,422,473.15

DESIGN SJUA $ 3,375,164.70 $ 3,436,988.70 $ 3,499,257.00 $ 3,563,354.10 $ 3,630,051.90

DESIGN, ROW, AND CONSTRUCTION PROPORTION

SJUA* $ 85,262,657.57 $ 85,538,179.36 $ 85,820,700.28 $ 86,106,174.72 $ 86,398,646.21



153


Table C C Federal Transit Administration (FTA) Program Allocation

Agency Section

Allocation

2010 2011 2012 2013 2014 2015

MBA 5307 $ 22,000,000 $ 22,220,000 $ 22,442,200 $ 22,666,622 $ 22, 893,288 $ 23, 122,221

Ports Authority 5307 $ 5,000,000 $ 5,050,000 $ 5,100,500 $ 5,151,505 $ 5,203,020 $ 5,255,050

5309 $ 2,977,398 $ 3,007,171 $ 3,037,243 $ 3,067,615 $ 3,098,291 $ 3,129,274

PRHTA 5307 $ 11,110,000 $ 11,221,100 $ 11,333,311 $ 11,333,311 $ 11,446,644 $ 11,561,111

Municipalities 5307 $ 5,764,315 $ 5,821,958 $ 5,880,178 $ 5,938,980 $ 5,998,370 $ 6,058,354

5310 $ 1,413,599 $ 1,427,735 $ 1,442,012 $ 1,456,432 $ 1,470,997 $ 1,485,707

5316 $ 4,069,771 $ 4,110,468 $ 4,151,573 $ 4,193,089 $ 4,235,019 $ 4,277,369

5317 $ 1,108,677 $ 1,119,763 $ 1,130,961 $ 1,142,270 $ 1,153,693 $ 1,165,230

Agency

Section

Allocation

2016 2017 2018 2019 2020

MBA 5307 $ 23,353,443 $ 23,586,978 $ 23,822,848 $ 24,061,076 $ 24,301,687

Ports Authority 5307 $ 5,307,601 $ 5,360,677 $ 5,414,284 $ 5,468,427 $ 5,523,111

5309 $ 3,160,567 $ 3,192,173 $ 3,224,095 $ 3,256,336 $ 3,288,899

PRHTA 5307 $ 11,676,722 $ 11,793,489 $ 11,911,424 $ 12,030,538 $ 12,150,843

Municipalities 5307 $ 6,118,938 $ 6,180,127 $ 6,241,928 $ 6,304,347 $ 6,367,390

5310 $ 1,500,564 $ 1,515,569 $ 1,530,725 $ 1,546,032 $ 1,561,492

5316 $ 4,320,143 $ 4,363,344 $ 4,406,978 $ 4,451,047 $ 4,495,558

5317 $ 1,176,882 $ 1,188,651 $ 1,200,538 $ 1,212,543 $ 1,224,668


154


Table C-3 Federal Transit Administration (FTA) Program Allocation (Cont.)

Agency

Section

Allocation

2021 2022 2023 2024 2025

MBA 5307 $ 24,544,704 $ 24,790,151 $ 25,038,052 $ 25,288,433 $ 25,541,317

Ports Authority 5307 $ 5,578,342 $ 5,634,125 $ 5,690,466 $ 5,747,371 $ 5,804,845

5309 $ 3,321,788 $ 3,355,066 $ 3,388,556 $ 3,422,442 $ 3,456,666

PRHTA 5307 $ 12,272,352 $ 12,395,075 $ 12,519,026 $ 12,644,216 $ 12,770,659

Municipalities 5307 $ 6,431,064 $ 6,495,375 $ 6,560,329 $ 6,625,932 $ 6,692,191

5310 $ 1,577,107 $ 1,592,878 S 1,608,807 $ 1,624,895 $ 1,641,144

5316 $ 4,540,513 $ 4,585,918 $ 4,631,777 $ 4,678,095 $ 4,724,876

5317 $ 1,236,915 $ 1,249,284 $ 1,261,777 $ 1,274,395 $ 1,287,138

Agency

Section

Allocation

2026 2027 2028 2029 2030

MBA 5307 $ 25,796,730 $ 26,054,697 $ 26,315,244 $ 26,578,397 $ 26,844,181

Ports Authority 5307 $ 5,862,893 $ 5,921,522 $ 5,980,737 $ 6,040,544 $ 6,100,949

5309 $ 3,491,233 $ 3,526,145 $ 3,561,406 $ 3,597,020 $ 3,632,990

PRHTA 5307 $ 12,898,365 $ 13,027,349 $ 13,157,622 $ 13,289,198 $ 13,422,090

Municipalities 5307 $ 6,759,113 $ 6,826,704 $ 6,894,971 $ 6,963,921 $ 7,033,560

5310 $ 1,657,555 $ 1,674,131 $ 1,690,872 $ 1,707,781 $ 1,724,858

5316 $ 4,772,125 $ 4,819,846 $ 4,868,044 $ 4,916,725 $ 4,965,892

5317 $ 1,300,010 $ 1,313,010 $ 1,326,140 $ 1,339,401 $ 1,352,795


Note: Below are the figures providing by the Port Authority on Cruise ship passengers, cargo movement, and numbers of cruises in the ports of San Juan

155


156


157


AAPPPPEENN DDIIXX DD

Illustrative Non-Motorized Mode Projects

List of Projects by 2030 Plan Network Analysis (2006)*

Illustrative and Unfunded Transit Projects

* All this projects are presented in an illustrative list, which represent that not are

currently funded.

158


Table D 1 Illustrative Non-motorized Mode Projects (Resources not available yet)

Table D-1 Illustrative Non-motorized Mode Projects (Resources not available yet )

Municipality Project Description Length

in km

Estimated Cost*

(YO E) Status

Canóvanas

Paseo del Río-Pedestrian and bicycle

trail along the Río Grande de Loíza,

from PR-3 to the Piñones Trail 6.8 $8,374,630

Conceptual Alignment

Planning stage by the

Municipality.

Canóvanas

Pedestrian and bicycle connector from

Jesús T. Piñero House to bridge

number 99 over the Canóvanas River 0.6 $692,754



Municipality. This

trail will eventually

connect with the

Paseo del Rio

Canóvanas

Pedestrian and bicycle connector from

Jesús T. Piñero 0.8 $982,251



Municipality.

Carolina

Carolina Linear Park Phase I, 65th

Infantry Avenue 2.8 $3,001,935



Municipality.

Carolina

Carolina Linear Park Phase II, from

PR-874 and Monserrate Avenue to

Julia de Burgos Park

3.3 $2,740,228



Municipality.

Carolina

Carolina Linear Park Phase III, from

Julia de Burgos Park to Roberto

Clemente Avenue

1.9 $2,339,970



Municipality.

Carolina Trail for bicycle riders from the

proposed Isla Verde Bike Trail to Julia

de Burgos Park

2.3 $2,832,595 Conceptual Align


Municipality

Cataño Trail for pedestrians and bicycle riders

along Río Hondo Canal 3.0 Planning stage

Cataño

Bicycle Trail along PR-165 from the

bridge over Caño Aguas Frías to km

35.65 2.3 $2,847,989

Includes the

installation of

illumination and

reforestation. Pending

evaluation

Cataño Trail for bicycle riders on PR-5 from

intersection with PR-165 to La Malaria

Channel

1.6 $1,970,501 Included on Non-

motorized mode Plan.

Cayey Bicycle trail and sidewalks along PR-

14 between km 72.1 and km 73.3

1.2 $1,477,876



Municipality for the

benefit of various

universities and

schools. Pending

evaluation

Cayey Bicycle trail and sidewalks along PR-

1between km 55.5 and km 60.3 5.2 $6,167,816



Municipality

Cayey La Plata River Trail -- linear park

along both sides of the river N/A N/A

Conceptual alignment.

Includes a pedestrian

trail to connect the

UPR Campus with the

Historic Center

Cayey Urban Center Linear Park along river N/A N/A Conceptual Alignment


Municipality

Dorado

Toa Baja

Del Plata Trail, Punta Salinas to

Dorado 11.0 $13,547,195

Conceptual alignment.

Proposal submitted by

both municipalities

Gurabo Linear Trail along the Gurabo River

from PR-181 to PR-943 0.6 $769,727

Conceptual

Alignment. Proposal

submitted by the

municipality. This

area is prone to

flooding due to the

river. Pending

evaluation.

159




in km

Estimated Cost*

(YO E) Status

Humacao Paseo Lineal del Río, Phase I along

Nicanor Vázquez Boulevard

2.7 $2,500,000

A revised proposal of

the Project from the

Municipality is

Pending.

Juncos

Valenciano River Linear Trail from the

public terminal to the PR-181

interchange with PR-30

1.5 $1,200,000

The municipality sent

a preliminary proposal

in 1999. There are

about 10 small

residences affected.

Loíza Piñones Trail Phase II – from Monte

Grande Sector to the town of Loíza

bordering the coast.

11.0 $13,547,195 Planning stage.

Included in Piñones

Master Plan approved

in 1995. Requires

acquisition of right-of-

way

Loíza

Canóvanas

Pedestrian and bicycle trail along the

Río Grande de Loíza from Caño

Zequeira to the Piñones Trail

2.5 $3,078,908

Proposal submitted by

the Municipality.

Pending evaluation

San Juan Pedestrian and Bicycle Atlantic Trail

Phase II Ocean Park

3.5 $4,319,471


Planning stage

San Juan Pedestrian and Bicycle Atlantic Trail

Phase III Condado

2.5 $3,078,908


Planning stage

San Juan

Baldorioty Boulevard pedestrian and

bicycle trails connecting Parque

Central, the Condado Lagoon and the

Luis Muñoz Rivera Park

N/A $5,388,089N/A

Final Design and

estimated cost

prepared by the

National Parks

Company, include

landscape and

pedestrian trails only.

San Juan

Linear Park Trail Enrique Martí Coll

Phase III along the Río Piedras, from

Luis Muñoz Marín Park to the Jardín

Botánico.

3.0 $3,694,689

In design as part of the

project of the

canalization of the Río

Piedras by the US

Corp of Engineers

San Juan

Linear Park Trail Enrique Martí Coll

Phase IV from Acuaexpreso to Luis

Muñoz Marín Park

2.5 $3,078,908

Requires the

alignment revision to

proceed with the

design

San Juan

Trail along Caño Martín Peña for

pedestrians and cyclists along both

sides

2.5 $3,078,908

In design as part of the

Enlace Project of

Caño Martín Peña

San Juan

Ecological Corridor of San Juan

Interpretative Trails for pedestrians and

bicycles

N/A N/A

Required by Law No.

206 of 2003 for the

San Juan Ecological

Corridor

San Juan Pedestrian and bicycle trail on Roberto

H. Todd Ave. and Condado Street,

from Muñoz Rivera Expressway to

Condado Beach

2.1 $5,388,089 Included on Non-

motorized mode Plan.

Design and estimated

cost prepared by the

Municipality of San

Juan. Sidewalks

improvements.

San Juan Trail from José C. Barbosa Park to

Martín Peña Channel

2.5 $3,078,908 Alignment proposed

for study

San Juan Cantera Península Bike Trail N/A N/A Included on Master

Plan for the Península

de Cantera

San Juan Paseo Avenida Barbosa (PR-27), from

Gándara Ave. to Martín Peña Channel


for study

160




in km

Estimated Cost*

(YO E) Status

San Juan San José Lagoon Linear Park (South),

from Martín Peña Channel to Roberto

Clemente Sport City


for study.

San Juan Arboretum de Cupey pedestrian and

bike trail on Ana G. Méndez and

Victor Labiosa Avenues (PR-176),

from southwest portion of Botanical

Garden (U.P.R) to intersection with

PR-177 and PR-199.

3.3 $4,064,159 Included in San Juan

Ecological Corridor

by Law No. 260 of

2004 that amended

Law no. 206 of 2003.

Trujillo Alto

Pedestrian and bicycle trail from the

Historical Bridge over Río Grande de

Loíza to the Traditional Center of Río

Piedras

5.0 $6,096,238



Municipality

Vega Baja Pedestrian trails in the urban center.

N/A N/A Conceptual Alignment


Municipality

TOTAL PROJECTS 35

161


Table D 2 2030 Plan Network Projects-Short Term (Illustrative)

MUNICIPALITY ROADWAY PROJECT DESCRIPTION

PROJECT

LENGTH IN

APROX. KM

ESTIMATED

CONSTRUCTION

COST (Y O E)

Barranquitas PR-162 Bridge Replacement #358,

over Usabón River 0.5 $4,000,000

Bayamón PR-2

Slab and Pavement

Rehabilitation, Bridges #1093

and 1558

$4,000,000

Bayamón PR-5 New 6-lane roadway 0.97 $4,390,000

Bayamón PR-167

Geometric improvements

from Intersection with PR-

199 to Intersection with

Ramón Rodríguez Street.

4.35 $4,890,710

Bayamón PR-5

New Road with two lanes in

each direction plus two HOV

lanes

2.11 $38,730,000

Bayamón PR-5

Reconstruction of PR-

148 between Bayamón and

Toa Alta

0.5 $8,073,202

Caguas PR-1

Reconstruction and

Geometric improvements to

PR-1, Villa Blanca - Bairoa,

between PR-189 / PR-33, and

PR-796

1.7 $3,920,000

Caguas-Gurabo PR-30 Pavement Rehabilitation 8.3 $15,000,000

Caguas

Las Gaviotas

Ave – PR-

156

Completion of road,

connecting PR-52 with PR-

156

$9,000,000

Caguas PR-52

New intersection that

connects PR-52 with PR-30;

Geometric improvements,

intersection PR-796 with PR-

30 and PR-52

$1,228,000

Caguas PR-52

Geometric, Safety

Improvements and Removal

of Toll structures – one way

tolling

$1,500,000

Caguas PR-52 New intersection PR-52 and

PR-1, near Caguas Sur Toll $2,500,000

Caguas PR-189 Widening from Rafael

Cordero Ave. to PR-1 1.0 $2,560,000

Canóvanas PR-962 Bridge Replacement #606 0.1 $6,200,000

Cataño PR-22 Rehabilitation Ramp PR-22

and PR-5 N/A $1,000,000

Cayey PR-1

Widening and Geometric

improvements from AC-

100202 to PR-738

$5,000,000

Cayey PR-14

Geometric and road

improvements from

Baldorioty Ave. to

intersection with PR-1

$5,000,000

Cayey PR-15

Roadway Improvements;

pedestrian access

improvements

$5,000,000

Cayey

PR-171

Muñoz

Rivera Street.

Widening, Geometric

improvements, and extension

of Muñoz Rivera Avenue

2.0 $4,500,000

Cayey PR-206

Two-lane bypass construction

west of Cayey from PR-1 to

PR-14

1.84 $8,950,000

Cayey PR-738 Land acquisition, design, and

construction of ramps. $5,000,000

Cayey PR-738


improvements from PR-1 to

PR-52

$3,500,000

162


Table D-2 2030 Plan Network Projects-Short Term (Illustrative)


PROJECT

LENGTH

(KM)

ESTIMATED

CONSTRUCTION

COST (Y O E)

Cayey

Los

Veteranos

Ave.


improvements from PR-1 to

PR 14

0.9 $1,500,000

Cayey Fernández

García Ave. Geometric Improvements $6,000,000

Ciales PR-608

Complete PR-608 from PR-

149 to PR-615 (Comunidad

Cialitos.

1.2

Cidra PR-184

Cidra East Connector from

PR-52 to Int. PR-7733, Phase

1

N/A $7,650,000

Comerío PR-778 Widen from two lanes to four

lanes 2.26 $1,900,000

Comerío PR-778 New two-lane road 1.85 $28,694,827

Corozal PR-159 Widen from two lanes to four

lanes 0.94 $1,010,000

Guaynabo PR-20

Improvements to intersection

of PR-20 Expressway

Martinez Nadal with PR-1

(Ramp PR-20 / PR-169 to San

Juan)

2.24 $9,083,621

Guaynabo PR-22 Widening from Buchanan

Toll Plaza to PR-165 4.5 $15,000,000

Guaynabo PR-165

Merge Lane and Geometric

Improvements PR-22 Ramp

to PR 165

$750,000

Guaynabo PR-177 Geometric, Safety and Traffic

Control system improvement $1,000,000

Gurabo-San Lorenzo PR-30 Auxiliary Lanes From PR-203

to PR-181 $4,500,000

Gurabo-Las Piedras PR-30 Median Barrier Installation $6,000,000

Humacao PR-3 Replacement Bridge #1022 $1,540,000

Las Piedras PR-30 Drainage Repair 0.5 $1,500,000

Las Piedras PR-204 Extension PR-204 from PR-

30 to PR-183 1.5 $4,000,000

Naranjito PR-152


Intersection of PR- 779, PR-

802 and PR-803

$700,000

Naranjito PR-152


Intersection of PR-164, PR-

814, PR-810 and PR-811

$1,107,815

Naranjito PR-5 New 4-lane roadway 1.95 $12,620,000

Naranjito PR-5 New 4-lane bridge over Rio

La Plata and PR-148 0.7 $31,034,355

San Juan PR-17 Reconstruction of PR-17,

from PR-18 to PR-25 2.0. $2,000,000

San Juan PR-18 Pavement Rehabilitation from

Intersection PR-22 to PR-1 5.0 $10,000,000

San Juan PR-21

Improvements PR-176, PR-

8838, PR-8839, and Villa

Nevárez Station

1.0. $20,000,000

San Juan PR-26 Impact attenuator installation $1,000,000

San Juan PR-26 Reversible Lane Barrier

Replacement $1,800,000

San Juan PR-199 Construction of PR-199, from

PR-176 to PR-844 2.57 $14,780,000

163


Table D-2 2030 Plan Network Projects-Short Term (Illustrative)


PROJECT

LENGTH

(KM)

ESTIMATED

CONSTRUCTION

COST (Y O E)

San Juan PR-26

Widen PR-26 from four lanes

to six lanes from Laguna del

Condado to Villaverde Street

in Miramar

1.17 $17,430,000

San Juan PR-27

Connector North-South, East-

West Peninsula de Cantera,

Phase I. Connector to Rexach

Ave. and Existing Connector

to Barbosa Ave.

0.58 $5,890,000

San Juan PR-27

Replacement of Bridge #. 87

over Martin Peña Canal,

Barbosa Ave, PR-27, Km.

2.40

0.1 $20,609,124

San Juan PR-3 Intersection of PR-181 KM.

2.89 with PR-3 and PR-47. 1.99 $37,105,490

San Lorenzo PR-203

Geometric Improvements

Intersection PR-203 and PR-

931

0.5 $1,000,000

Toa Alta PR-5 Reconstruction of PR-148. 1.82 $12,740,072

Toa Alta – Vega Alta PR-22 Pavement Rehabilitation 8.6 $5,000,000

Toa Baja PR-867 Conector Calle Los Magos 0.25 $250,000

Trujillo Alto PR-181 New 4-lane roadway 1.29 $17,808,569

Vega Baja PR-686 Scouring Correction 0.3 $2,000,000

Vega Baja PR-6671

New 4-lane connector

construction PR-2, km 39.5 to

PR-686, km 16.0

1.29 $5,185,000

Yabucoa PR-901 Geometric improvement $600,000

TOTAL 2030 NETWORK PLAN-Short Term $454,730,785

164


Table D 3 2030 Plan Network Projects-Intermediate Term (Illustrative) Table D-3 2030 Plan Network Projects-Intermediate Term (Illustrative)

MUNICIPALITY ROADWAY PROJECT

DESCRIPTION

PROJECT

LENGTH

(KM) Aprox.

ESTIMATED

CONSTRUCTION

COST (Y o E)

Bayamón PR-199

Construction of PR-199 from

PR-831 to PR-5 2 $8,000,000

Bayamón PR-199

Construction of bridge over

Rio Bayamón from PR-833

and PR-831 2.3 $13,939,000

Bayamón PR-5

Widening of PR-167 ( El

Porton) to the intersection of

PR-5 with PR-199 4.89 $40,000,000

Caguas PR-196

Extension José Garrido Ave.

from PR-52 to PR-1 1.0 $3,500,000

Caguas

South Central Periferal

Avenue Phase I $7,650,000

Canóvanas PR-3 Expressway conversion. 7.8 $33,621,000

Carolina

Tren Urbano extension to

Carolina through PR-3 12.6 $566,000,000

Carolina PR-874

Widening from Monserrate

Avenue to Canóvanas Phase

II 3 $6,000,000

Cayey PR-1


improvements from PR-738

to PR-184 $15,000,000

Cayey

Bypass From

PR-1 to PR-

14

Design and Construction of a

new Detour $40,000,000

Cidra PR-184

Cidra East Connector from

PR-52 to Int. PR-7733, Phase

1 $7,650,000

Las Piedras PR-204

Extension PR-204 from PR-

30 to PR-183 1.5 $4,000,000

Toa Alta PR-199

Connector of Bayamón to

Toa Alta from PR-199 to

PR-861 and PR-8861 $19,610,000

San Juan

Tren Urbano Extensions to

Minillas and Miramar* 3.75 N/A *

San Juan,-Carolina

Tren Urbano Extension to

Carolina 19 N/A *

Guaynabo

Improvements design for the

access to the Tren Urbano

stations in Martinez Nadal 0.4 $27,125,000

San Juan

Improve access to Tren

Urbano stations of Las

Lomas, San Francisco and

Centro Médico 0.4 $5,924,509

San Juan

Improvement of the areas

around the Tren Urbano

stations, Avenida

Universidad from Gándara to

Ponce de Leon Avenue. $6,050,000

TOTAL 2030 NETWORK PLAN-Intermediate Term $804,069,509

165


Table D 4 2030 Plan Network Projects-Long Term (Illustrative)


PROJECT

LENGTH

(KM)

Aprox.

ESTIMATED

CONSTRUCTION

COST (Y o E)

Bayamón PR-861

Widening of PR-861 from

station 9+85.7814 (km 2) to

PR-862 at km 2.6

10.5 $2,792,000

Bayamón

Improvements design for the

access to the Tren Urbano

stations in Bayamón,

Deportivo, and Jardines

$7,123,734

Caguas PR-189 Widening from Rafael Cordero

to PR-1 $2,826,000

Caguas PR-1

Conversion to expressway of

PR-1 from PR-20 to PR-52

(Caguas), Phase III:

intermediate improvements to

bypass intersections of PR-1

with PR-173 and PR-175

2.3 $5,476,000

Carolina PR-3 Construction of bypass between

PR-3 and PR-853 1.08 $21,307,000

Carolina PR-853

Widening from East Corridor

intersection to the intersection

with PR-3

2.2 $5,020,415

Cataño PR-8869

Design and construction of two

lanes and sidewalks in the PR-5

section to Orquídea Street in

the Cucharillas sector

$2,500,000

Cidra/Cayey PR-173

Alignment improvements and

widening to four lanes between

Cidra and Cayey metropolitan

area and PR-156 to the west of

Aguas Buenas

8 $28,000,000

Guaynabo PR-1

Conversion to expressway PR-

1, Phase II. Intermediate

improvements to Intersection

between PR-173 and PR-20,

Include Marginal Street,

1.2 $5,446,272

Ciales / Manatí PR-149 Widen to 4 lanes, from Ciales

to Manatí 13 $39,000,000

Morovis/ Orocovis PR-155

Alignment improvements to

two lanes plus acceleration

lanes from Morovis to

Orocovis

19.2 $67,200,000

Orocovis / Barranquitas PR-156


two lanes plus acceleration

lanes from Orocovis to

Barranquitas

16 $35,200,000

Río Grande PR-9187

Construction of Río Grande

bypass (PR-9187), Phase 1:

New interchange of PR-3 with

PR-187 and connector from

PR-956 to PR-3

2 $6,602,298

San Juan PR-26

New interchange ramp to serve

truck cargo access at Muñoz

Marín Airport

1 $3,000,000

Villalba / Ciales PR-149


two lanes from Villalba to the

intersection with PR-145/PR-

148 north of Ciales.

43.2 $94,900,000

TOTAL 2030 NETWORK PLAN-Long Term $326,393,719

166


Table D-4 2030 Plan Network Projects-Long Term (Illustrative)


PROJECT

LENGTH

(KM)

Aprox.

ESTIMATED

CONSTRUCTION

COST (Y o E)

Río Grande PR-9187

Construction of Río Grande

bypass (PR-9187), Phase 1: New

interchange of PR-3 with PR-187

and connector from PR-956 to

PR-3

2 $6,602,298

San Juan PR-26

New interchange ramp to serve

truck cargo access at Muñoz

Marín Airport

1 $3,000,000

Villalba / Ciales PR-149

Alignment improvements to two

lanes from Villalba to the

intersection with PR-145/PR-148

north of Ciales.

43.2 $94,900,000

TOTAL 2030 NETWORK PLAN-Long Term $326,393,719

Table D 5 Projects Recommended but Not Included in Network Analysis-Short Term

(Illustrative)


PROJECT

LENGTH

(KM)

Aprox.

ESTIMATED

CONSTRUCTION

COST (Y o E)

Ciales PR-615

Construction of bridge over Toro Negro

River, PR-615, from km 24.65 to PR-149,

plus pavement and drainage

improvements

0.1 $5,000,000

San Juan PR-176

Improvement to pedestrian access to

Cupey Tren Urbano station, including

PR-176-reversible lane from PR-8838 to

Labiosa Avenue (Unit 3)

$24,000,000

San Juan PR-22 Reversible Lane Barrier Replacement $ 2, 500,00

TOTAL 2030 $31,500,000

167


Table D 6 Projects Recommended but Not Included in Network Analysis-Intermediate

Term (Illustrative)


PROJECT

LENGTH

(KM)

(Aprox.)

ESTIMATED

CONSTRUCTION

COST ( Y o E)

Bayamón PR-5 Construction of PR-5 inter-change with PR-

167, El Portón 1 $6,100,000

Guaynabo PR-165

Widening of PR-165 from De Diego

Expressway, PR-22, to “Telefónica Larga

Distancia”.

0.76 $3,000,000

Guaynabo PR-199 Construction from Borbón Street to PR-833 2 $25,000,000

San Juan PR-27

Relocation of Barbosa Avenue from the

Martin Pena canal to Rexach Avenue; extend

Santa Elena Street and Construct peripheral

avenue from Barbosa Avenue to Santa Elena

$25,000,000

San Juan Bypass construction of the intersection of PR-

17 and PR-181 (at km 8.347)

San Juan PR-47

Improvements and widening of PR-47 from

Barbosa Avenue (PR-27, km 2.2) to the

intersection with PR-3 ( 65th Infantry)

San Juan PR-26 Construction of the inter-change of PR-26

with Ponce de León and Muñoz Rivera Aves. $27,000,000

Trujillo Alto PR-199 Construction of a bypass and geometric

improvements between PR-199 and PR-845 1.35 $7,000,000

Carolina PR-26 Construction of ramps at the interchange of

Campo Rico Avenue with PR-26 $5,000,000

Cayey PR-1

Reconstruction from PR-184 to PR-735, Plus

repavement, geometric improvements, traffic

signals and pavement markings

5 $1,000,000

San Juan

Tren Urbano Jardines station, Río Bayamón

Headhouse; plus vehicular and pedestrian

bridge.

$5,000,000

San Juan

Improvement to pedestrian access to Piñero,

Domenech and Roosevelt Tren Urbano

stations

$8,000,000

Toa Baja PR-165 Extension of PR-165, from PR-2 to Toa Alta. 1.8 $10,000,000

Toa Baja PR-866 Extension of Los Dominicos Ave. until

intersection with PR-872 1.6 $10,000,000

TOTAL 2030 - Estimated $132,100,000

168


Table D 7 Projects Recommended but Not Included in the 2000 Network Analysis

(Illustrative)


PROJECT

LENGTH

(KM)

(Aprox.)

ESTIMATED

CONSTRUCTION

COST (Y o E)

Carolina PR-3 Construction of marginal street from Plaza

Carolina to the “Río Grande de Loíza” 0.3 $1,400,000

Table D 8 San Juan TMA Immediate Action Program (Illustrative)

Table D-8 San Juan TMA Immediate Action Program (Illustrative)

Municipality Highway Intersection

Segment (in

Kilometers) Project

Description Estimated

Cost Comments

From To

Aibonito PR-162 --- Km. 3.3 --- Storm sewer pipe

installation and inlets $75,000

Poor drainage causes congestion

Aibonito PR-725 --- Km. 3.7 ---

42” storm sewer pipe

installation and

construction of drainage ditch

$75,000 Poor drainage causes

congestion

Aibonito PR-14 --- Km. 53.0 --- Drainage improvements $100,000 Flooding causes congestion

Aibonito PR-162 PR-14 Intersection --- Improvements to

intersection $200,000

To improve congestion

management

Bayamón PR-174 PR-831 Intersection --- Improvements to

intersection $250,000 Extreme congestion

Bayamón PR-177

Access to Urb.

“Industrial Minillas”

Intersection --- Improvements to

intersection $250,000 Extreme congestion

Bayamón PR-199 PR-840 Intersection --- Improvements to


Extreme congestion High rate

of accidents

Caguas PR-1 Various

Caguas Expressway

Motors

(Km. 30.0)

Monume

nt “La

India”

(Km. 34.0)

Installation of new traffic lights with sensors and

synchronization of these

eight inters locations

$1,000,000 To improve congestion

management

Caguas PR-1 Degetau Ave. Km. 37.0 --- Reconstruction of drainage

facilities $100,000

Poor drainage causes

congestion

Caguas PR-1 --- Km. 37.6 --- Reconstruction of drainage

facilities $100,000

Poor drainage causes congestion

Caguas PR-1 PR-30 and

PR-52

Length -

0.28 kms ---

Reconstruction and

improvements $300,000

Improvements to connection

within intersections PR-1, PR-

30 and PR-52; Requires traffic lights and small bridges on

marginals.

Caguas PR-1 PR-763 Intersection

Km. 42.0 ---

Improvements to

intersection $200,000 Improve turning movements

Caguas PR-1 PR-765 Intersection Geometric Improvements $400,000 To improve congestion

management

Caguas PR-156 --- Km. 59.1 &

59.7 ---

Reconstr. of drainage

facilities, repaving $200,000 To obtain a better traffic flow

Caguas PR-172 PR-52 Intersection --- Improvements to $500,000 Installation of new traffic lights

169




Segment (in

Kilometers) Project


Cost Comments

From To

Km. 37.6 intersection with sensors and reconstruction

of the intersection

Caguas PR-183 Luis Muñoz Marin Ave.

Km 1.1 Km 1.4

Synch of traffic lights with

sensors at various intersections

$500,000 To improve congestion

management

Caguas PR-189 --- Sta. Elvira

Subdivision PR-1


sensors $200,000

Improve management of

congestion

Caguas PR-33 --- “La India”

monument PR-1


sensors $100,000

Improve management of

congestion

Canóvanas PR-185 4 Intersections Km. 0.00 Km. 5.30

Geometrical

improvements to four intersections

$200,000

To improve traffic flow and

prevent accidents

Municipal petition

Canóvanas PR-3

Connector

PR-188

PR-66

Intersection Km. 18.1

--- Improvements to


To avoid accidents and

improve congestion

management

Carolina PR-3 PR-857

Intersection

--- Improve signage at inters $25,000 Poor and confusing signals,

badly located Km. 42.0

Carolina

Ave. Ave. “El

Comandante”



To prevent accidents and

improve congestion management Campo

Rico

Cataño PR-165 PR-24 Intersection ---

Improvements to

intersection including

repaving

$100,000 To improve traffic flow

Cataño PR-869

St. 19

Bo. Palmas

Intersection --- Install new traffic lights

with sensors $125,000

Performance of existing traffic lights inadequate

Cataño PR-5

Ramp exit to

PR-165

West side

Intersection

--- Install new traffic lights


Existing traffic lights

inadequate causing congestion

Cataño PR-5

Ramp exit to

PR-165

East side

Intersection

--- Install new traffic lights


Existing traffic lights

inadequate causing congestion

Cayey PR-1 Intersection

with Hacienda

las Mercedes

Geometric Improvements;

intersection design, and

land acquisition

$500,000

Cayey PR-1 --- Km. 69.2 --- Construction of wall $75,000 Wall is necessary to provide

safety

Cayey PR-743 --- Km. 3.7 --- Construction of drainage

works $85,000

Necessary to improve safety - causing congestion

Ciales PR-145 PR-149 Intersection --- Improvements to



management

Comerío PR-156 --- Km. 36.6 --- Reconstruction of

displaced pavement $100,000 To improve traffic flow

Corozal PR-807

Intersection

with San

Manuel St. &

Gándara St.

Intersection

urban core

--- Improvements to


Mayor‟s petition to improve

congestion management

170




Segment (in

Kilometers) Project


Cost Comments

From To

Corozal PR-165 PR-159 Intersection --- Improvements to



management

Dorado PR-693 PR-6693 Intersection --- Improvements to


To improve congestion management

Dorado PR-690 PR-688 Intersection --- Improvements to



management

Guaynabo PR-177 PR-833 Km. 6.0 Km. 6.1

Improvements to

intersection, including drainage

$250,000 Flooding causes traffic delays

and accidents

Guaynabo PR-1 Intersection

Flasher Installation and

Geometric Improvements $300,000

Humacao PR-3 PR-923 Intersection ---

Improvements to intersection

Provision of island with

turning lane

$100,000 To improve traffic flow

Las Piedras

PR-198 PR-204 Intersection --- Installation of new traffic

lights $125,000


Las Piedras PR-183 PR-30 Intersection ---

Pavement markings and

provide for right turn movement


management

Manatí PR-149 PR-2 Intersection --- Increase capacity of left

turn movements $100,000


management

Manatí PR-685 PR-149 Intersection --- Increase capacity of left

turn movements $100,000


management

Manatí PR-149 PR-668 Intersection ---

Installation of traffic

signals and other

improvements to intersection


management

Morovis PR-155 PR-137 Intersection --- Improvements to



management

Orocovis PR-155 --- Km. 16.1 Km. 35.5 Installation of guardrails $70,000 To improve safety

Orocovis PR-593 --- Km. 0.0 Km. 2.9 Installation of guardrails $150,000 To improve safety in the hilly

area

Orocovis PR-155 PR-157

Intersection

(Km. 30.9)

---

Improvements to

intersection close to the urban area

$600,000 Mayor‟s petition to improve

congestion management

Río Grande PR-187 Entrance to

urban area Intersection ---

Improvements to



management

Río Grande PR-3 PR-959 Intersection --- Improvements to



management

San Juan PR-1 Access to

various wards Km. 18.0 Km. 21.0

Provide protected left

turns $300,000

Access to four wards: “Dulce,

Canejas, Beverly Hills & PR 8733”

San Juan

Ave. R.H. Todd

(PR-2)

Ave. Las

Palmas (PR-

42)

Intersection ---

Installation of five new traffic lights with sensors,

and synchronization of

these overall improvement

Total cost $500,000

Lack of synchronization of the traffic lights causes extreme

congestion in this heavy-

trafficked area of Santurce

171




Segment (in

Kilometers) Project


Cost Comments

From To

San Juan

Ave. R.H.

Todd (PR-2)

Ave. Fdez.

Juncos (PR-35)

Intersection ---

to intersections

San Juan

Ave. R.H.

Todd

(PR-2)

Ave. Ponce

de León (P-25)

Intersection ---

San Juan

Ave. R.H.

Todd

(PR-2)

Marginal Sur

Baldorioty

(PR-26)

Intersection ---

San Juan

Ave. R.H.

Todd

(PR-2)

Marginal Norte

Baldorioty

(PR-26)

Intersection ---

San Juan PR-1

Ave. De

Diego

(Río Piedras)



Confusing signage and the

improper use of the marginal

streets causes extreme congestion

San Juan PR-26

South ramp to

de Diego Ave.

(PR-37)

Intersection ---

Improvements to ramp by

widening and proper markings

$150,000

It is required to eliminate the parking at all times of the

Minillas employee bus at De

Diego Ave

San Juan PR-199 PR-842 Intersection --- Improvements to


Extreme congestion and great

number of accidents

San Juan PR-23

PR-27

PR-40



Extreme congestion and great

number of accidents

San Lorenzo PR-916 --- Km. 2.5 --- Widening of curve $150,000 To prevent accidents

San Lorenzo PR-9912 --- Km. 0.3 Km. 0.5 Widening of this segment $80,000 For a distance of 200 meters to

improve safety

San Lorenzo PR-183 --- Km. 13.3 Km. 13.6 Widening of curve $150,000 To improve safety and traffic

flow

Toa Alta PR-863 PR-2 Intersection --- Installation of new traffic

lights $150,000


Toa Alta PR-824 PR-861 Intersection --- Improvements to



management

Trujillo Alto PR-185 PR-853 Intersection --- Improvements to

intersection Provide for

left turning movements


management

Trujillo Alto PR-185 PR-857 Intersection --- Improvements to

intersection Provide for

left turning movements


management

Trujillo Alto PR-848 PR-876 Intersection --- Install new traffic lights $125,000 To improve congestion

management

Trujillo Alto PR-199 PR-845 Intersection ---

Geometrical improvements and

installation of new traffic

lights with sensors

$400,000

Mayor‟s petition to separate

traffic movements Extreme congestion

172




Segment (in

Kilometers) Project


Cost Comments

From To

Vega Alta PR-2 --- Km. 30.6 ---

Installation of safety

measures, signage, pavement markings, etc

$75,000 For a distance of 2 Kms to

improve traffic flow

Vega Baja PR-2 17 St. Intersection --- Installation of new traffic

lights with sensors $150,000


Vega Baja PR-155

Trío

Vegabajeño Ave.

Intersection --- Installation of new traffic



management

Vega Baja

Exit 37

PR-22

Trío

Vegabajeño

Ave.

Intersection --- Installation of new traffic



Vega Baja PR-686

PR-692

Puerto Nuevo

Intersection --- Widening to four lanes at the intersection approach


management

Vega Baja PR-685 PR-687 Intersection --- Improvements to the



management

Vega Baja PR-688 PR-690 Intersection --- Improvements to the



management

Vega Baja PR-2 Various

Intersections

Vega Baja

urban area ---

Revision of times and synchronization of existing

traffic lights


management

Vega Baja PR-2 Camino del

Sol Subd.

Intersection

(Km. 43.5)

--- Installation of new traffic



management

Yabucoa PR-901 Across Banco

Popular Intersection ---

Installation of new traffic



Recommended by the

municipality

Yabucoa PR-3

Across Santa

Elena Sub.

Intersection --- Installation of intermittent

traffic lights $50,000

Recommended by the municipality

TOTAL COST: $13,810,000 TOTAL PROJECTS: 78

Table D 9 Illustrative and Unfunded Transit Projects

Municipality Project Description

Length in

km

(aprox)

Estimate Cost

San Juan/

Caguas Mass Transit System Corridor (BRT) 20 $280,000,000

San Juan Tren Urbano Extensions to Minillas and

Miramar 3.75 N/A (Planning Process)

San Juan San Juan Light Rail N/A (Planning Process)

San Juan,/

Carolina

Mass Transit System San Juan- Carolina

(BRT) 19 $350,000,000

Bayamón/

Hatillo Mass Transit System Corridor 80 N/A (Planning Process)

173


AAPPPPEENN DDIIXX EE

Comments received and adapted during Public Review and Writing Comments

Processes

(After a Minimum 45 Days, comments received by e-mail address

[email protected])

174


Comments received by e-mail from FTA/FHWA on December 10, 2010

Good morning. Please see the FTA/FHWA joint comments for the Draft San Juan Plan below:

Please include more explanation related to the interim financing from the Government

Development Bank in Section 6.2 of the Plan.

It needs to be explained that revenues will not be "double-counted" - namely, that they

will not spend more than the difference between Island wide revenues and the San Juan share

of those revenues outside of the San Juan area. There also should be acknowledgement that

Expenditures are increasing far faster than Revenues, which will have more significant

effects on fiscal constraint in the outer years.

Tables C-1, C-2, C-2A and C-3 do not appear to be in Year of Expenditure (YOE)

Dollars. Please update these tables to reflect this in the final Plan.

Table C-1 - Revenues (entire P.R.) shows future bond revenues (“GDB”) as yielding

proceeds in FY 2011.

1. GDB Financing – description/response to previous question provided, but revenues

from bond initiative assumed in FY 2011 and it is still unclear why /how this is being

assumed for FY 2011. Please provide more explanation and justification for the bond

revenues shown in FY 2011.

2. Tolls assumptions – please clarify the contradictory information found in the

explanation about tolls decreasing in Section 6.1.3.4 (Toll revenues) and the Tables showing

a $70 million increase in Toll revenues.

Table C-1 Revenue Projections and Table C-2 Expenditures are shown Island wide.

Table C-2A, represents the proportion expenditures for the San Juan UZA (SJUZA).

1. What proportion exactly does it reflect?

Table C-2A

San Juan‟s share of P.R. total transportation expenditures is shown, but no comparable

table of proposed share of revenues is given. Please include this information in the table so

that the reader is able to see that P.R. is accounting for San Juan as funding assumptions are

made for all areas on the island.

Table C-3

Table C-3 FTA Program Allocation only goes out to 2012 and the unchanging funding per

year doesn‟t seem correct. There is a footnote that these are pass-through funds. The years

need to be extended out to 2030. Please also clarify what the term “pass-through” is.

FTA/FHWA needs to see a breakdown of the revenues and expenditures. There should be

reasonable expectation that the revenues will match the expenditures. Is the inflation factor

used a reasonable inflation factor?

175


Responses to the comments from FTA/FHWA

Please include more explanation related to the interim financing from the Government

Development Bank in Section 6.2 of the Plan. Response: The next to last paragraph of

Section 6.2 (page 128) is being expanded with a language such as “While the turnaround

plan is been executed, PRHTA is operating with the support of interim financing from the

Government Development Bank, mainly through a revolving credit line, covering all

operational expenses, as well as local matching funds for federal projects and certain

other locally-funded projects”. Once the complete language and information on this is

decided, it will be revised / included in the document. The comment was included, see

page 130

It needs to be explained that revenues will not be "double-counted" - namely, that they

will not spend more than the difference between Island wide revenues and the San

Juan share of those revenues outside of the San Juan area. There also should be

acknowledgement that Expenditures are increasing far faster than Revenues, which will

have more significant effects on fiscal constraint in the outer years. Response: Following

the comments and suggestions on this matter by FHWA and FTA, we are preparing a

table (C-1A) with the same proportion (share) as in Table C-2A. In this way the specific

budget available for the San Juan Area will be shown, as will also be presented in the

Aguadilla Area and UZA LRTP’s, as a means of showing fiscal constraint and that no

“double-counting” is occurring in the plans or otherwise. See pages 145 to 148

Tables C-1, C-2, C-2A and C-3 do not appear to be in Year of Expenditure (YOE)

Dollars. Please update these tables to reflect this in the final Plan. Response: A note with

“Year of Expenditure Dollars (YOE)” will be included in the title on top of the “Projects

Costs” columns in tables C-2 , and C-2A, which deal with expenditures, as well as a

footnote stating : “The application of a year of expenditure (YOE) dollar increase factor

to the cost of construction and property acquisition costs for the short range projects

takes into consideration the decrease from the original estimates evidenced both when

awarding bids (by an average of 23.86 percent since January 2009) and when acquiring

(by about 25 percent since 2009), respectively. For intermediate and long range projects

the YOE of 4 percent (compound) is being assumed and applied to current project cost

estimates. Most of those projects are lump sum (box) projects, from which funding is

reserved for future projects to be specifically defined once the needs and priorities are

identified in consultation with the municipal governments and the public. The amounts in

those lump sum (box) projects are set proportionately for each area, keeping the budget

for each fiscally constraint. ” The latter statement (“The application of a year…..set

proportionately.”) will be added as part of the revised last paragraph of Section 4.3.1 in

the LRTP. See pages 141 to 154

Table C-1 - Revenues (entire P.R.) shows future bond revenues (“GDB”) as yielding

proceeds in FY 2011.

1. GDB Financing – description/response to previous question provided, but revenues

from bond initiative assumed in FY 2011 and it is still unclear why /how this is being

assumed for FY 2011. Please provide more explanation and justification for the bond

revenues shown in FY 2011. Response: This will be clarified by substituting the title on

Table C-1, which now states “GDB Financing”, with “GDB Revolving Line of Credit” and

including a footnote with what is stated in the first bullet response (see above) with a

wording such as “GDB interim financing refers to a revolving line of credit, which

eventually will be bonded out depending on market conditions and PRHTA’s bonding

capacity.” See pages 141 and 145

2. Tolls assumptions – please clarify the contradictory information found in the

explanation about tolls decreasing in Section 6.1.3.4 (Toll revenues) and the Tables

showing a $70 million increase in Toll revenues. Response: With regard to toll

assumptions, we are preparing a response with the assistance of the consultant who was

originally involved in carrying out the toll data analysis and assumptions/ projections.

See page 122

176


Table C-1 Revenue Projections and Table C-2 Expenditures are shown Island wide. Table

C-2A, represents the proportion expenditures for the San Juan UZA (SJUZA).

1. What proportion exactly does it reflect? Response: In Table C-2A we are now

including the share/proportion (percentage) that the San Juan Area expenditures

represent of the total for Puerto Rico up to the fiscal year 2030.

Table C-2A

San Juan‟s share of P.R. total transportation expenditures is shown, but no comparable

table of proposed share of revenues is given. Please include this information in the table

so that the reader is able to see that P.R. is accounting for San Juan as funding

assumptions are made for all areas on the island. Response: Regarding the proportion of

the total revenues for Puerto Rico applicable to the San Juan Area, as mentioned in the

second point above (see second bullet), we are preparing Table C-1A to specifically

provide San Juan Area revenues. See pages 145 to 148

Table C-3

Table C-3 FTA Program Allocation only goes out to 2012 and the unchanging funding

per year doesn‟t seem correct. There is a footnote that these are pass-through funds. The

years need to be extended out to 2030. Response: Please also clarify what the term

“pass-through” is. As mentioned in our tele-conference meeting of December 15, 2010,

the term “pass-through” is used as explained in Circular 4220.1C. PRHTA as the

Designated Recipient of the FTA funds for Puerto Rico passes its grant funds to

Municipalities and Agencies as Sub-recipients, for Section 5303, 5310 and 5311. This

statement (“The term pass-through…”) is being included as part of the note at the end of

Section 6.1.2 of the SJLRTP (page 113), as well a new Table C-3 was developed assume

an increment in the revenues of the FTA program allocation for the next 20 years. See

page 153 and 154.

FTA/FHWA needs to see a breakdown of the revenues and expenditures. There should be

reasonable expectation that the revenues will match the expenditures. Is the inflation

factor used a reasonable inflation factor? Response: As previously mentioned in the

fourth point (see fourth bullet above) , the explanation regarding the reasoning behind

the financial numbers presented in the plan, and specifically regarding the application of

inflation factor to the revenue projections is being worked out with those responsible for

the financial information in the plan (i.e., financial consultants and PRHTA personnel)

and shall be included in the respective sections in Chapter 6 of the document (e.g., 6.1.3

and Table C-1A).

177


Comments received from the Municipality of San Juan by e-mail December 10, 2010

Saludos! Hasta el momento estos son los comentarios que solicitamos se incluyan al 2030 Long

Range Transportation Plan de parte del Municipio de San Juan:

Página 27 –

2.2.3 Bus Rapid Transit in Selected Corridors – no menciona al sistema de Light Rail como

alternativa a las extensiones del TU. Response: It was already included

Página 31 –

Figure 2-3 – en la leyenda la línea azul debe leer Proposed Busway or Railway. Además, la

imagen no es clara al tener una línea tan gruesa y no se puede definir bien particularmente en el

Viejo San Juan Response: A note was added to the figure

Página 67 –

Table 4-5 Transit Trips by Mode Choice (2030 Plan) – los números presentado en LRT no son

los números del Tren Liviano para San Juan. Además, se comenta en el párrafo debajo de dicha

tabla. Según nuestro AA el Ridership del LPA es 14,478. Response: Was clarified that this

amounts refers to San Juan Caguas -Corridor

Página 75 –

Antes de Mass Transit System, Extension to Caguas se debe añadir un tema de Mass Transit

System, Extension to Old San Juan que incluya lo siguiente:

The connection to Old San Juan will use the light rail transit technology that would primarily run

along Calle del Tren in the Isleta and Avenida Fernández Juncos in Santurce. The light rail

system will connect with the existing heavy rail system, Tren Urbano, at the Sagrado Corazón

Station. Response: The text was added to content see page 76

Página 82 –

4.1.4.6 Priority Staging – (Párrafo 5to.) Favor de añadir en la prioridad intermedia el proyecto de

tren liviano al Viejo San Juan. Response: This can not be included in this table because it would

not be fiscally constraint in the financial analysis

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