Borders Committee Agenda

Transcription

1 Members Serge Dedina, Chair Mayor, City of Imperial Beach (Representing South County) Ed Gallo, Vice Chair Councilmember, City of Escondido (Representing North County Inland) David Alvarez Councilmember, City of San Diego Greg Cox Supervisor, County of San Diego Ronn Hall Councilmember, City of Santee (Representing East County) John Renison Supervisor (Representing Imperial County) Jack Feller Councilmember, City of Oceanside (Representing North County Coastal) Alternates Bill Sandke Councilmember, City of Coronado (Representing South County) Jim Cunningham Councilmember, City of Poway (Representing North County Inland) Mark Kersey Councilmember, City of San Diego Dianne Jacob Supervisor, County of San Diego Steve Goble Councilmember, City of El Cajon (Representing East County) Tasha Boerner Horvath Councilmember, City of Encinitas (Representing North County Coastal) Luis Plancarte Supervisor (Representing Imperial County) Advisory Members Cory Binns / Ann Fox Caltrans District 11 Marcela Celorio / Gaspar Orozco Consulate General of Mexico Jim Ferryman / Jim Dahl (Representing Orange County) Vacant / Jeffrey Giba (Representing Riverside County) Gary Croucher / David Barnum San Diego County Water Authority Edwin Thorpe Romero / Cody Martinez Southern California Tribal Chairmen s Association Naresh Amatya / David C. Salgado Southern California Association of Governments Kim Kawada Chief Deputy Executive Director, SANDAG Borders Committee Agenda Friday, November 16, :30 to 2:30 p.m. SANDAG Board Room 401 B Street, 7th Floor San Diego Agenda Highlights San Diego Forward: The Regional Plan Network Concepts Truck Visualization Study and San Diego Freight Viewer Trade and Competitiveness in North America A Focus on the Cali Baja Mega-Region U.S. Mexico Border 2020 Program Please silence all electronic devices during the meeting You can listen to the Borders Committee meeting by visiting our website at sandag.org Mission Statement The 18 cities and county government are SANDAG serving as the forum for regional decision-making. SANDAG builds consensus; makes strategic plans; obtains and allocates resources; plans, engineers, and builds public transit; and provides information on a broad range of topics pertinent to the region s quality of life. San Diego Association of Governments 401 B Street, Suite 800, San Diego, CA (619) Fax (619) sandag.org

2 Welcome to SANDAG. Members of the public may speak to the Borders Committee (Committee) on any item at the time the Committee is considering the item. Please complete a Request to Comment form located in the lobby. Members of the public may address the Committee on any issue under the agenda item entitled Public Comments/Communications/Member Comments. Public speakers are limited to three minutes or less per person. The Committee may take action on any item appearing on the agenda. Both agenda and non-agenda comments should be sent to the Clerk of the Committee via clerk@sandag.org. Please include the meeting date, agenda item, your name, and your organization. Any comments, handouts, presentations, or other materials from the public intended for distribution at the meeting should be received by the Clerk no later than 5 p.m. two working days prior to the meeting. All public comments and materials received by the deadline become part of the official public record and will be provided to the members for their review at the meeting. In order to keep the public informed in an efficient manner and facilitate public participation, SANDAG also provides access to all agenda and meeting materials online at sandag.org/meetings. Additionally, interested persons can sign up for notifications at sandag.org/subscribe. SANDAG operates its programs without regard to race, color, and national origin in compliance with Title VI of the Civil Rights Act. SANDAG has developed procedures for investigating and tracking Title VI complaints, and the procedures for filing a complaint are available to the public upon request. Questions concerning SANDAG nondiscrimination obligations or complaint procedures should be directed to the SANDAG General Counsel, John Kirk, at (619) or john.kirk@sandag.org. Any person who believes himself or herself or any specific class of persons to be subjected to discrimination prohibited by Title VI also may file a written complaint with the Federal Transit Administration. In compliance with the Americans with Disabilities Act (ADA), SANDAG will accommodate persons who require assistance in order to participate in SANDAG meetings. If such assistance is required, please contact SANDAG at (619) at least 72 hours in advance of the meeting. To request this document or related reports in an alternative format, please call (619) or (619) (TTY), or fax (619) SANDAG agenda materials can be made available in alternative languages. To make a request, call (619) at least 72 hours in advance of the meeting. Los materiales de la agenda de SANDAG están disponibles en otros idiomas. Para hacer una solicitud, llame al (619) al menos 72 horas antes de la reunión. 如有需要, 我们可以把 SANDAG 议程材料翻译成其他語言. 请在会议前至少 72 小时打电话 (619) 提出请求. SANDAG offices are accessible by public transit. Phone 511 or visit 511sd.com for route information. Bicycle parking is available in the parking garage of the SANDAG offices

3 Item No. Borders Committee Friday, November 16, 2018 Recommendation +1. Approval of Meeting Minutes Approve +1A. September 28, 2018, Meeting Minutes +1B. October 26, 2018, Meeting Minutes 2. Public Comments/Communications/Member Comments Members of the public shall have the opportunity to address the Borders Committee on any issue within the jurisdiction of SANDAG that is not on this agenda. Anyone desiring to speak shall reserve time by completing a Request to Comment form and giving it to the Clerk prior to speaking. Public speakers should notify the Clerk if they have a handout for distribution to Borders Committee members. Public speakers are limited to three minutes or less per person. Borders Committee members also may provide information and announcements under this agenda item. Consent San Diego-Baja California Border Crossing and Trade Highlights (Zach Hernandez) This report provides an overview of annual border crossing and trade statistics relevant to the San Diego-Baja California land ports of entry for Information Reports +4. San Diego Forward: The Regional Plan Network Concepts (Phil Trom) Staff will present an overview of three distinct network concepts that were developed and evaluated to see how different combinations of projects, programs, and policies would perform as part of San Diego Forward: The Regional Plan. +5. Truck Visualization Study and San Diego Freight Viewer (Christina Casgar, Keri Robinson, and Pat Landrum) Staff will present an overview of the Truck Visualization Study and a related webtool that was developed to better understand and visualize freight flows at key gateways, ports of entry, and goods movement corridors in the San Diego region. +6. Trade and Competitiveness in North America A Focus on the Cali Baja Mega-Region (Melissa Floca, Center for U.S.-Mexican Studies UC San Diego) Melissa Floca will present an overview on how the North American Free Trade Agreement heightened economic competitiveness across North America, with a focus on the Cali Baja mega-region economy. Information Information Information 3

4 +7. U.S. Mexico Border 2020 Program (Hector Aguirre, U.S. Environmental Protection Agency) Hector Aguirre will present an overview of the Border 2020 Program, including key stakeholder involvement and how the program helps to address environmental issues in the border region. Information 8. Continued Public Comments If the five-speaker limit for public comments was exceeded at the beginning of this agenda, other public comments will be taken at this time. Subjects of previous agenda items may not again be addressed under public comment. 9. Upcoming Meetings Information The next Borders Committee meeting is scheduled for Friday, January 25, 2019, at 12:30 p.m. 10. Adjournment + next to an item indicates an attachment 4

5 Borders Committee November 16, 2018 Item: 1A Action Requested: Approve September 28, 2018, Borders Committee Meeting Minutes Chair Serge Dedina (South County) called the meeting of the Borders Committee to order at 12:30 p.m. 1. Approval of Meeting Minutes (Approve) Action: Upon a motion by Councilmember Jack Feller (North County Coastal) and a second by Vice Chair Ed Gallo (North County Inland), the Borders Committee approved the minutes from its July 27, 2018, meeting. Yes: Chair Dedina, Vice Chair Gallo, Supervisor Greg Cox (County of San Diego), and Councilmember Feller. No: None. Abstain: None. Absent: City of San Diego, Imperial County, and East County. 2. Public Comments/Communications/Member Comments Mark Baza, Imperial County Transportation Commission, provided an update on the new facilities at the Calexico West-Mexicali I Port of Entry in Calexico, California. Chair Dedina announced that a storm system currently is being monitored for potential hurricane. Chair Dedina also provided an overview of the City of Imperial Beach contracting Monarch Global Strategies to help with water-quality issues and reach out to the new federal administration in Mexico. Reports 3. Report from the Consulate General of Mexico (Information) This item was not presented. 4. San Diego Forward: The Regional Plan Tribal Collaborative Strategies (Discussion) Chairman Edwin Thorpe Romero and Mike Connolly-Miskwish (Southern California Tribal Chairmen s Association) and Coleen Clementson, Principal Planner, presented the item. The Borders Committee discussed the collaborative strategies suggested by the SANDAG Board of Directors and the Southern California Tribal Chairmen s Association Board of Directors at the 2018 San Diego Regional Tribal Summit for inclusion in San Diego Forward: The Regional Plan. Action: This item was presented for discussion. 5. Kumeyaay Ethnobotany: Shared Heritage of the Californias (Information) Mike Wilken-Robertson, author of Kumeyaay Ethnobotany: Shared Heritage of the Californias, gave a multimedia presentation on native peoples, culture, and flora of Baja California and links with their counterparts north of the international border and provided examples of crossborder cultural collaborations. Action: This item was presented for information. 6. Trade and Competitiveness in North America A Focus on the Cali Baja Mega-Region (Information) This item was not presented.

6 7. Tijuana Innovadora: Somos H 2O Citizens Observatory Initiative (Information) Oscar Cortes (Tijuana Innovadora) provided an overview of efforts to develop a web-based information platform that complies and disseminates relevant data on water quality in the border region. Action: This item was presented for information. 8. Continued Public Comments No additional comments were made. 9. Upcoming Meetings (Information) In lieu of an October Borders Committee meeting, a tour of the Otay Mesa border area is scheduled for Friday, October 26, 2018, at 12:30 p.m. 10. Adjournment Chair Dedina adjourned the meeting at 2:06 p.m. 2

7 Meeting Start Time: 12:30 p.m. Meeting Adjourned Time: 2:06 p.m. Confirmed Attendance at SANDAG Borders Committee Meeting September 28, 2018 Jurisdiction South County North County Inland City of San Diego County of San Diego East County Imperial County North County Coastal Name Member/ Alternate Serge Dedina, Chair Member Yes Bill Sandke Alternate No Ed Gallo, Vice Chair Member Yes Vacant Alternate No David Alvarez Member No Mark Kersey Alternate No Greg Cox Member Yes Dianne Jacob Alternate No Ronn Hall Member No Steve Goble Alternate No John Renison Member No Luis Plancarte Alternate No Jack Feller Member Yes Tasha Boerner Horvath Alternate No Attended Advisory Members Riverside County Republic of Mexico Southern California Tribal Chairmen s Association Caltrans San Diego County Water Authority Southern California Association of Governments Orange County Vacant Member No Jeffrey Giba Alternate No Marcela Celorio Member No Gaspar Orozco Alternate No Edwin Thorpe Romero Member Yes Cody Martinez Alternate No Cory Binns Member No Ann Fox Alternate No Gary Croucher Member No David Barnum Alternate No Naresh Amatya Member No David C. Salgado Alternate No Jim Ferryman Member No Jim Dahl Alternate Yes 3

8 Borders Committee November 16, 2018 Item: 1B Action Requested: Approve October 26, 2018, Borders Committee Meeting Minutes Chair Serge Dedina (South County) called the meeting of the Borders Committee to order at 11:14 a.m. 1. Welcome and Introductions Chair Dedina welcomed the Borders Committee members and guests. 2. Public Comments/Communications/Member Comments There were no public comments. Reports 3. Otay Mesa Tour (Information) The Borders Committee toured various facilities in the vicinity of the Otay Mesa Port of Entry. The bus tour departed from the northeast corner of the intersection of B Street and 5th Avenue at 11:14 a.m. Attendees had the opportunity along the tour to see and hear about facilities such as the Cross Border Xpress, State Route 11, the future site of the Otay Mesa East Port of Entry, the Otay Mesa Commercial Vehicle Enforcement Facility, and the new Otay Mesa Transit Center. Action: This item was presented for information. 4. Upcoming Meetings (Information) The next regular meeting of the Borders Committee is scheduled on Friday, November 16, 2018, at 12:30 p.m. Please note that this meeting will be held on the third Friday of the month due to the holiday schedule. 5. Adjournment Chair Dedina adjourned the meeting at 2:08 p.m.

9 Meeting Start Time: 11:14 p.m. Meeting Adjourned Time: 2:08 p.m. Confirmed Attendance at SANDAG Borders Committee Meeting October 26, 2018 Jurisdiction South County North County Inland City of San Diego County of San Diego East County Imperial County North County Coastal Name Member/ Alternate Serge Dedina, Chair Member Yes Bill Sandke Alternate No Ed Gallo, Vice Chair Member Yes Vacant Alternate No David Alvarez Member No Mark Kersey Alternate No Greg Cox Member Yes Dianne Jacob Alternate No Ronn Hall Member Yes Steve Goble Alternate No John Renison Member Yes Luis Plancarte Alternate No Jack Feller Member No Tasha Boerner Horvath Alternate No Attended Advisory Members Riverside County Republic of Mexico Southern California Tribal Chairmen s Association Caltrans San Diego County Water Authority Southern California Association of Governments Orange County Vacant Member No Jeffrey Giba Alternate No Marcela Celorio Member No Gaspar Orozco Alternate Yes Edwin Thorpe Romero Member No Cody Martinez Alternate No Cory Binns Member No Ann Fox/Mario Orso Alternate Yes Gary Croucher Member No David Barnum Alternate No Naresh Amatya Member No David C. Salgado Alternate No Jim Ferryman Member Yes Jim Dahl Alternate No 2

10 Borders Committee Item: 3 November 16, 2018 Action Requested: Information 2017 San Diego-Baja California Border Crossing and Trade Highlights Overview Cross-border travel and trade statistics are an important component of SANDAG modeling and planning efforts. Highlights: In 2017, the San Dieo region s commercial ports of entry (POEs) at Otay Mesa and Tecate processed a combined record of $43.5 billion in total trade value via trucks. Over the past ten years, total private vehicle crossings across the San Diego region s land POEs have increased 9 percent while pedestrian crossings have increased 28 percent. Key Considerations General trends show that total crossings across the San Diego Baja California border saw a long period of decline from the mid-2000s to the early 2010s. 1 Although total crossings have since rebounded to some degree, they have not yet reached levels comparable to peak years in the early to mid-2000s. In contrast, cross-border trade figures are continuing to grow at a steady pace after fluctuating briefly between 2008 and 2009 during the economic recession. Between 2007 and 2013, the San Ysidro Puerta México/El Chaparral Port of Entry (POE) saw six consecutive years of declining volumes in total private vehicle crossings before seeing increases in 2014 and In the last ten years, 2017 ranks third in highest annual volume of private vehicle crossings at this POE. At the Otay Mesa Mesa de Otay POE, private vehicle crossings in the past decade have grown by 80 percent from 4.6 million in 2007 to 8.3 million in 2017, while pedestrian crossings through the POE have more than doubled over the same period from 1.4 million to nearly 3.4 million. Over the same period, total trade value (combined imports and exports) via truck through Otay Mesa has increased by nearly 40 percent. In 2017, the Tecate Tecate POE processed almost 2.8 million northbound individual crossings, its highest volume of northbound individual crossings in more than a decade. This POE also saw a record year for pedestrian crossings in Total trade value via truck through Tecate saw a 7 percent increase between 2016 and Total crossings at the Cross Border Express increased by more than 41 percent between 2016 to 2017, processing a combined total of 1.9 million northbound and southbound crossers in its second full year of operation. Attachment 1 provides details on border crossing volumes and trade statistics for the San Diego- Baja California border POEs from 1998 to There are numerous factors that may be influencing the dynamics of crossing behavior, including; increased security standards after September 11, 2001, the implementation of the Western Hemisphere Travel Initiative, economic impacts due to the 2008 global recession, growth in trusted traveler programs like the Secure Electronic Network for Travelers Rapid Inspection, the use of technologies like radio frequency identification designed to expedite processing (e.g. Ready Lanes, Free and Secure Trade or FAST), and numerous capital investments made to expand border infrastructure in recent years.

11 Next Steps As San Diego Forward: The Regional Plan is developed, this information will help provide context and background for discussions related to cross-border travel on the region s transportation system as well as the role that cross-border trade plays in the region s economy. Charles Muggs Stoll, Director of Land Use and Transportation Planning Key Staff Contact: Attachment: Zach Hernandez, (619) , zachary.hernandez@sandag.org San Diego Baja California Border Crossing and Trade Statistics by Port of Entry 2

12 2017 San Diego Baja California Border Crossing and Trade Statistics by Port of Entry The San Diego Baja California region has four land Ports of Entry (POEs). Attachment 1 San Ysidro Puerta México/El Chaparral: one of the world s busiest international land border crossings and the busiest between the United States and Mexico Otay Mesa Mesa de Otay: main commercial gateway for international trade between California and Mexico, ranking third in trade value among the southern border land ports Tecate Tecate: the smallest land POE in the region and is located in the eastern portion of San Diego County The Cross Border Xpress (CBX), a privately-funded hybrid crossing facility, also serves as an airport access terminal for ticketed users of the Tijuana International Airport (TIJ). The CBX opened in December 2015 and is the world s only airport terminal access facility that is located directly on an international boundary. Border Crossing Statistics San Ysidro Puerta México/El Chaparral Port of Entry: Border Crossings Since 2010, infrastructure on both sides of the border at the San Ysidro Puerta Mexico/El Chaparral POE has been under construction. The final phase of the current modernization and expansion project is scheduled to be completed in In the meantime, border crossers have been subject to diverse conditions related to the construction activity with various entry points being temporarily moved, downsized, closed, and reopened. The data reflects some fluctuations for both pedestrian and private vehicle crossings that may have been influenced by such and other factors to some degree. Table 1 shows the total vehicles (private vehicles and buses) that crossed northbound through the San Ysidro POE. This POE processed nearly 13.8 million private vehicles in calendar year For comparison, this figure is close to the California Department of Motor Vehicles 2017 estimate of almost 13.9 million fee-paid automobiles registered in the counties of San Diego, Imperial, Orange, Riverside, Los Angeles, and San Bernardino combined. 2 In essence, the San Ysidro POE processed nearly the same number of personal vehicles as all the registered automobiles in southern California in Department Of Motor Vehicles Estimated Vehicles Registered By County (2017) 3

13 Vehicle Statistics Source: Table 1 San Ysidro Port of Entry Northbound Vehicle Crossings Total Vehicles Year (Private Vehicles and Buses) Private Vehicles Buses Value % Change Value % Change Value % Change ,582,249-14,474, , ,377, % 15,269, % 108, % ,338, % 15,237, % 101, % ,104, % 15,001, % 102, % ,538, % 16,441, % 97, % ,519, % 17,408, % 110, % ,730, % 17,621, % 109, % ,314, % 17,208, % 105, % ,235, % 17,135, % 100, % ,793, % 15,696, % 97, % ,760, % 13,672, % 87, % ,427, % 13,354, % 72, % ,418, % 13,348, % 70, % ,433, % 12,373, % 60, % ,550, % 11,481, % 68, % ,407, % 11,346, % 60, % ,003, % 11,946, % 57, % ,486, % 14,435, % 51, % ,738, % 13,701, % 36, % ,811, % 13,777, % 33, % U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 4

14 Table 2 shows the total number of individuals traveling as either occupants in personal vehicles, as bus passengers, or on foot as pedestrians crossing northbound at San Ysidro. In 2017 the POE processed nearly 32.2 million total individual crossings northbound from Tijuana to San Diego, a 1.7 percent increase from As southbound border crossing counts are not regularly produced and made publicly available, it is estimated that a similar number of crossings occur from San Diego to Tijuana each year. As a point of reference, the combined 64.4 million northbound and southbound crossings at the San Ysidro POE is comparable in size to the 2017 population estimate for France. 3 The category of crossings with the largest year-over-year increase in 2017 was pedestrian crossings up 12.1 percent over Individual Statistics Year Table 2 San Ysidro Port of Entry Northbound Individual Crossings Total Individual Crossings (Total Passengers and Pedestrians) % Value Change Total Passengers (Private Vehicles) Value % Change Total Passengers (Buses) Value % Change Pedestrians Value % Change ,644,307-31,844, ,614-6,909, ,005, % 33,593, % 854, % 7,558, % ,351, % 31,025, % 783, % 7,542, % ,336, % 33,003, % 897, % 11,435, % ,274, % 36,171, % 1,199, % 7,903, % ,727, % 39,180, % 1,244, % 8,302, % ,872, % 33,382, % 1,032, % 9,457, % ,417, % 32,265, % 995, % 8,156, % ,740, % 31,868, % 1,060, % 7,811, % ,022, % 28,390, % 875, % 7,756, % ,310, % 25,319, % 700, % 7,289, % ,576, % 23,934, % 453, % 6,188, % ,590, % 23,600, % 550, % 6,439, % ,444, % 21,522, % 467, % 8,454, % ,662, % 19,944, % 583, % 8,134, % ,136, % 19,887, % 507, % 7,741, % ,532, % 21,116, % 491, % 7,925, % ,142, % 25,646, % 440, % 7,056, % ,638, % 24,014, % 241, % 7,382, % ,172, % 23,831, % 61, % 8,279, % Source: U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 3 Page 18 5

15 Otay Mesa Mesa de Otay Port of Entry: Border Crossings The Otay Mesa Mesa de Otay POE also has experienced construction activity. The Mexican commercial processing facilities recently have been reconfigured and modernized and customs agencies on both sides of the border have been testing and implementing programs aimed to expedite commercial crossings. 4 Therealso are plans for future improvements on the United States side of the POE. 5 Most recently, the U.S. Customs and Border Protection (CBP) and Mexican Customs have been implementing the Unified Cargo Processing Pilot Program. Table 3 provides the annual volumes of commercial trucks, private vehicles, and buses crossing through the Otay Mesa POE. This crossing continues to be the main gateway for commercial trucks moving across the California Mexico as well as the number two port for commercial trucks along the entire U.S.-Mexico border. In 2017, northbound truck crossings through Otay Mesa reached nearly 930,000 its highest level on record and a 26 percent increase over the same figure a decade prior. The upward trend provides evidence of the growth in commercial crossborder truck travel due to the enactment of the North American Free Trade Agreement and the growing interconnectedness of businesses involved in crossborder industries. Personal vehicle crossings at Otay Mesa also have grown by a significant margin. With 8.3 million personal vehicles processed in 2017, this POE has seen an 80 percent increase in this type of crossing over the decade. Vehicle Statistics Source: Table 3 Otay Mesa Port of Entry Northbound Vehicle Crossings Total Vehicles Year (Trucks, Private Vehicles Trucks Private Vehicles Buses and Buses) Value % Change Value % Change Value % Change Value % Change ,960, ,384-4,326,786-26, ,172, % 646, % 4,480, % 46, % ,581, % 688, % 4,845, % 47, % ,723, % 708, % 3,956, % 57, % ,937, % 731, % 4,140, % 65, % ,682, % 697, % 4,912, % 72, % ,960, % 726, % 6,193, % 41, % ,442, % 730, % 6,672, % 39, % ,456, % 749, % 5,661, % 44, % ,402, % 738, % 4,616, % 47, % ,575, % 776, % 4,750, % 47, % ,825, % 684, % 4,106, % 34, % ,697, % 729, % 3,933, % 34, % ,993, % 744, % 4,213, % 34, % ,162, % 778, % 5,346, % 37, % ,047, % 769, % 6,235, % 42, % ,761, % 810, % 6,910, % 41, % ,801, % 829, % 6,933, % 38, % ,659, % 899, % 7,722, % 32, % ,270, % 929, % 8,309, % 31, % U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 4 For example, the Unified Cargo Processing (UCP) program implemented by CBP and Mexican Aduanas

16 Table 4 shows the annual individual crossings through the Otay Mesa POE. In the past decade, total personal vehicle passengers saw three years of decline but have since posted seven consecutive years of increase reaching a new high of 13.6 million in Also noteworthy is that, similar to the trends seen across the region, volumes of bus passenger crossings have been decreasing substantially, reaching a new low in Various market factors and fluctuations in the local tourism economy have in part contributed to the decline in the number of private bus companies that service the San Diego-Tijuana area. Individual Statistics Year Table 4 Otay Mesa Port of Entry Northbound Individual Crossings Total Individual Crossings (Total Passengers and Pedestrians) % Value Change Total Passengers (Private Vehicles) Value % Change Total Passengers (Buses) Value % Change Value Pedestrians % Change ,373,371-9,518, , , ,852, % 9,856, % 312, % 684, % ,691, % 10,659, % 845, % 648, % ,865, % 8,405, % 457, % 1,002, % ,339, % 9,109, % 546, % 1,684, % ,790, % 11,019, % 303, % 1,467, % ,611, % 11,840, % 251, % 1,519, % ,143, % 12,395, % 251, % 1,496, % ,541, % 10,843, % 312, % 1,385, % ,364, % 8,656, % 296, % 1,410, % ,454, % 8,473, % 240, % 1,740, % ,212, % 8,085, % 147, % 1,979, % ,449, % 7,051, % 147, % 2,251, % ,147, % 7,502, % 167, % 2,478, % ,667, % 9,297, % 163, % 3,205, % ,357, % 10,884, % 182, % 3,289, % ,643, % 12,040, % 186, % 3,415, % ,775, % 12,225, % 138, % 3,411, % ,145, % 13,583, % 57, % 3,504, % ,008, % 13,600, % 47, % 3,361, % Source: U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 7

17 Tecate-Tecate Port of Entry: Border Crossings Table 5 provides the annual vehicle crossings through the Tecate POE was the first year in which the POE saw more than 1 million personal vehicle crossings in over a decade and also marks a 7.4 percent yearover-year increase from Although truck crossings through the POE did see year-over-year increases in 2017, over the past decade the volume of truck crossings has declined by 24 percent from its peak level in 2007 at 77,320 trucks down to 59,128 trucks in Vehicle Statistics Source: Table 5 Tecate Port of Entry Northbound Vehicle Crossings Total Vehicles Year (Trucks, Private Vehicles Trucks Private Vehicles Buses and Buses) Value % Change Value % Change Value % Change Value % Change ,051,884-50,805-1,000, ,275, % 59, % 1,214, % % ,226, % 62, % 1,163, % % ,205, % 60, % 1,143, % % ,263, % 57, % 1,205, % % ,344, % 59, % 1,284, % % ,253, % 69, % 1,183, % % ,098, % 69, % 1,028, % % ,021, % 73, % 948, % % , % 77, % 872, % % , % 75, % 893, % % , % 65, % 833, % % , % 55, % 810, % % , % 51, % 824, % % , % 43, % 773, % % , % 47, % 745, % % , % 52, % 812, % % , % 52, % 908, % % ,029, % 56, % 971, % % ,102, % 59, % 1,043, % % U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 8

18 Table 6 shows the annual individual crossings through the Tecate POE. The total annual individual crossings through Tecate have decreased only twice in the last decade (in 2009 and 2010), and have posted seven consecutive years of increase since then reaching 2.8 million in Pedestrian crossers, which represented 27 percent of all the individuals crossing through the POE in 2017, reached a new record high after a 14.5 percent increase over Individual Statistics Source: Year Table 6 Tecate Port of Entry Northbound Individual Crossings Total Individual Crossings (Total Passengers and Pedestrians) Total Passengers (Private Vehicles) Total Passengers (Buses) Pedestrians Value % Change Value % Change Value % Change Value % Change ,226,908-2,969,038-6, , ,302, % 3,004, % 10, % 287, % ,680, % 3,380, % 11, % 288, % ,530, % 2,161, % 9, % 359, % ,806, % 2,357, % 8, % 439, % ,232, % 2,780, % 6, % 444, % ,964, % 2,535, % 5, % 423, % ,534, % 2,056, % 7, % 471, % ,386, % 1,829, % 6, % 549, % ,383, % 1,830, % 5, % 547, % ,390, % 1,876, % 5, % 508, % ,153, % 1,649, % 3, % 499, % ,051, % 1,538, % 4, % 507, % ,100, % 1,571, % 3, % 525, % ,217, % 1,512, % 1, % 702, % ,222, % 1,469, % 2, % 750, % ,347, % 1,598, % 5, % 743, % ,389, % 1,776, % 4, % 608, % ,584, % 1,908, % 2, % 673, % ,811, % 2,039, % % 771, % U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. Cross Border Xpress: Border Crossings Table 7 shows the annual individual crossings through the CBX facility. Comparing available data for the two full years of operations (2016 and 2017) this crossing has seen significant growth in the number users as the facility gains more popularity with those seeking convenient access to air travel via TIJ. The growth in the number of users indicates that CBX is likely becoming a more attractive option for travelers looking to access inter-mexico flights as well as a number of connections from Mexico to Asia offered by airline carriers at TIJ. Individual Statistics Note: Source: Table 7 Cross Border Xpress Individual Crossings Year Total Individual Crossings Total Northbound Crossers Total Southbound Crossers Value % Change Value % Change Value % Change ,359, , , ,922, % 1,066, % 855, % CBX officially opened in December The table compares only the two full years of operations. Gudiño, Nancy, RE: CBX crossing data through 2017 Message to Zach Hernandez, SANDAG (August 29, 2018). . 9

19 Crossborder Trade Statistics : The majority of binational trade in the region occurs via commercial trucks that cross the border through the Otay Mesa Mesa de Otay POE. The Tecate POE, which also processes commercial trucks, accommodated about 2 percent of the total trade value via truck through the region s land POEs. The U.S. Department of Transportation also reports commercial rail trade figures for the San Ysidro POE, which now operates solely as an export facility. In addition to operational improvements to make commercial processing more efficient, potential improvements to existing commercial processing infrastructure have been identified at the Otay Mesa POE by the General Services Administration. 6 Other potential improvements and expansions of commercial processing infrastructure include a possible rehabilitation of the San Diego & Arizona Eastern Railway (promoted primarily by private entities) as well as the State Route 11/Otay Mesa East project lead by Caltrans and SANDAG, which has obtained a presidential permit to construct a new port of entry to the east of the existing POE in Otay Mesa. Otay Mesa Mesa de Otay Port of Entry: Trade The Otay Mesa POE continues to rank third among all U.S-Mexico border crossings in terms of the dollar value of total trade via commercial trucks and ranks second with regard to the total volume of truck crossings in The POE is surpassed only by the Laredo Nuevo Laredo POE in Texas, which operates a system of multiple toll bridges with lanes dedicated to commercial trucks and rail movements, as well as the El Paso Ciudad Juárez POE in Texas, which also operates separated bridge structures dedicated to processing trucks. Amongst the California-Mexico border POEs Otay Mesa remains the busiest commercial border crossing. Table 8 shows the annual U.S.- Mexico truck trade that occurs through the Otay Mesa POE and is presented as the total trade value in U.S. dollars. After a slight decrease in 2016, 2017 was yet another record year in terms of the value of total trade via truck Otay Mesa at nearly $42.8 billion. This represents a 2.4 percent increase over In 2017, exports by truck accounted for nearly 36 percent of the total trade value moving through the POE and the value of exports has been increasing steadily for the last eight years, reaching a new record high of approximately $15.3 billion

20 U.S. - Mexico Trade Note: Source: Table 8 Otay Mesa Port of Entry Trade by Truck Total Trade by Truck Year (Exports and Imports) Exports by Truck Imports by Truck Value % Change Value % Change Value % Change 1998 $14,645,671,987 - $5,927,772,131 - $8,717,899, $15,583,562, % $6,134,728, % $9,448,834, % 2000 $18,759,879, % $8,110,052, % $10,649,827, % 2001 $19,384,772, % $8,225,985, % $11,158,787, % 2002 $20,367,624, % $8,549,456, % $11,818,167, % 2003 $19,660,723, % $8,260,389, % $11,400,334, % 2004 $22,171,883, % $8,917,456, % $13,254,426, % 2005 $24,400,618, % $9,269,520, % $15,131,098, % 2006 $28,597,443, % $9,937,653, % $18,659,789, % 2007 $30,696,517, % $9,939,099, % $20,757,417, % 2008 $31,723,564, % $10,499,853, % $21,223,710, % 2009 $28,212,893, % $9,040,450, % $19,172,443, % 2010 $30,745,984, % $10,062,454, % $20,683,530, % 2011 $32,809,817, % $11,126,257, % $21,683,560, % 2012 $34,505,059, % $12,081,681, % $22,423,378, % 2013 $35,749,964, % $12,815,561, % $22,934,403, % 2014 $38,839,226, % $13,948,839, % $24,890,387, % 2015 $42,337,010, % $14,209,637, % $28,127,372, % 2016 $41,776,831, % $14,824,100, % $26,952,730, % 2017 $42,761,463, % $15,286,452, % $27,475,011, % These figures are nominal and have not been adjusted for inflation. U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 11

21 Tecate-Tecate Port of Entry: Trade The Tecate POE continues to accommodate trade transported by truck and there has been no commercial rail trade activity reported at this POE since As shown in Table 9, the total trade by truck through the Tecate POE has decreased by 37 percent since its peak level in 2007 when it processed almost $1.2 billion down to almost $749 million in The year-over-year change from 2016 to 2017 reflect an increase of 6.8 percent mostly attributed to an increase in the total value of exports. U.S. - Mexico Trade Note: Source: Table 9 Tecate Port of Entry Trade by Truck Total Trade by Truck Year (Exports and Imports) Exports by Truck Imports by Truck Value % Change Value % Change Value % Change 1998 $886,485,462 - $413,826,332 - $472,659, $984,718, % $468,007, % $516,710, % 2000 $920,176, % $432,768, % $487,408, % 2001 $850,093, % $385,793, % $464,300, % 2002 $950,062, % $461,317, % $488,744, % 2003 $897,933, % $410,793, % $487,139, % 2004 $1,003,823, % $465,119, % $538,703, % 2005 $1,152,246, % $532,658, % $619,587, % 2006 $1,191,948, % $571,135, % $620,813, % 2007 $1,194,532, % $595,403, % $599,128, % 2008 $1,115,736, % $546,484, % $569,252, % 2009 $917,489, % $412,209, % $505,280, % 2010 $942,505, % $431,292, % $511,212, % 2011 $752,430, % $306,458, % $445,971, % 2012 $606,709, % $263,210, % $343,499, % 2013 $673,739, % $302,255, % $371,483, % 2014 $655,943, % $280,428, % $375,514, % 2015 $680,247, % $270,844, % $409,403, % 2016 $701,259, % $269,559, % $431,700, % 2017 $748,962, % $304,315, % $444,646, % These figures are nominal and have not been adjusted for inflation. U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. 12

22 San Ysidro Puerta México Port of Entry: Trade The San Ysidro POE currently accommodates trade transported by rail after transferring all commercial truck operations to the Otay Mesa POE in As shown in Table 10, the total trade by rail decreased by nearly one-third from 2016 to The peak year for trade by rail at this POE was in 2012 when it processed nearly $264.2 million. Table 10 San Ysidro Port of Entry Trade by Rail Total Trade by Rail Year (Exports and Imports) Exports by Rail Imports by Rail Value % Change Value % Change Value % Change 1998 $43,398,623 - $43,096,821 - $301, $61,628, % $60,450, % $1,178, % 2000 $65,980, % $64,941, % $1,039, % 2001 $71,551, % $71,335, % $216, % 2002 $65,541, % $65,299, % $241, % 2003 $68,407, % $68,033, % $373, % 2004 $135,859, % $135,705, % $154, % 2005 $162,978, % $161,339, % $1,639, % 2006 $175,858, % $175,489, % $368, % 2007 $217,230, % $216,869, % $361, % 2008 $249,879, % $249,484, % $394, % 2009 $146,346, % $146,314, % $31, % 2010 $189,099, % $189,041, % $57, % 2011 $161,039, % $161,039, % $ % 2012 $264,169, % $264,155, % $13, % 2013 $200,358, % $200,354, % $3, % 2014 $150,509, % $150,375, % $134, % 2015 $88,337, % $88,337, % $ % 2016 $150,644, % $150,644, % $0 0.0% 2017 $101,974, % $101,974, % $0 0.0% Note: These figures are nominal and have not been adjusted for inflation. Source: U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, Border Crossing/Entry Data, based on the U.S. Department of Homeland Security, Customs and Border Protection. U.S. - Mexico Trade 13

23 Borders Committee Item: 4 November 16, 2018 San Diego Forward: The Regional Plan Network Concepts Action Requested: Information Overview As part of the San Diego Forward: The Regional Plan (2019 Regional Plan) process, the Board of Directors directed staff to develop distinct transportation networks that focus on congestion relief, reduced delay, and sustainability goals specifically, Senate Bill 375 (SB 375) (Steinberg, 2008) greenhouse gas emissions reduction targets. To start this process, staff developed three distinct network concepts and evaluated how these different combinations of projects, programs, and policies would perform (Attachment 1). The concepts that have been developed are intended to generate discussion and are not intended as networks to be selected for the 2019 Regional Plan. Fiscal Impact: Each of the three transportation network concepts includes investments of approximately $180 billion (in year of expenditure) through Schedule/Scope Impact: The Board of Directors is scheduled to consider draft transportation network scenarios in December 2018/January 2019; select a preferred network scenario in early 2019; and consider adoption of the final San Diego Forward: The Regional Plan in spring Key Considerations There are many ways for the transportation system to meet the 2019 Regional Plan vision and goals. Each of the three network concepts address the Board s performance measures to varying degrees; however, what the analysis shows is that it will be the policies, programs, and technologies (rather than specific capital project investments) that are the defining factors in terms of performance for the 2019 Regional Plan. Concept A: Shared Mobility emphasizes more transit connections through earlier delivery, increased frequency, and additional services and routes. Flexible funding is focused on investments to support transit, with earlier delivery of a system of Rapid routes (community and major corridors) and reduced transit fares. This concept also includes pricing on Managed Lanes for solo drivers and two-person carpools. Concept B: Connected Corridors emphasizes major corridor improvements for highway and transit services within the region s existing regional freeway and highway system and concentrates on completing a connected system of Managed Lanes. Flexible funding is focused on Managed Lanes/highway projects, and Managed Lanes are priced for solo drivers and two-person carpools. Concept C: Policy Possibilities emphasizes actively managing the transportation network through new technologies, policies, and programs. Flexible funding is focused on transit with reduced fares and mobility management programs and incentives. Other considerations include tolled Express Lanes for all private vehicles (not for buses), parking pricing and pooled ride incentives, adoption of automated and connected vehicles, enhanced electric vehicle charging infrastructure, and incentives to purchase electric vehicles. Performance Measures All of the concepts increase the share of people using transit, walking, biking; transit access to jobs and higher education (including for disadvantaged community populations); and opportunities for using bike facilities. Only Concept C, however, reduces vehicle delay for all drivers and achieves the 2035 SB 375 greenhouse gas emission reduction targets.

24 Concepts A and B would include modest increases in expenditures for low-income persons and modest decreases for minorities and seniors. Concept C would include increases in expenditures for all populations, most notably for low-income persons. What moves the needle in the way that individuals choose to travel is pricing (whether through tolls, mileage-based fees, parking fees, or lower transit fares) and technologies that improve travel flow and reliability for all users. The data analysis shows that investment in capital projects alone will not achieve the congestion relief or greenhouse gas emission reduction goals envisioned by the 2019 Regional Plan without the implementation of innovative policies, programs, and technologies. Careful consideration will need to be given to decisions involving some of the pricing strategies included in Concept C, due to the social equity impacts mentioned above. Next Steps Input on the three network concepts was sought throughout the month of October via an online survey, an open house, six subregional community conversations, and an October 12, 2018, Board workshop. Elected officials, stakeholders, and the public were asked to provide input on which components of the network concepts are most important for inclusion in the draft network scenarios, and what policies, programs, and technology investments should be considered in the 2019 Regional Plan. Attachment 2 presents a summary of public input. Data gathered through the online surveys, open house, community conversations, and Board workshop as well as input from the SANDAG policy advisory committees and working groups will inform the draft network scenarios that will be developed for consideration this winter. Charles Muggs Stoll, Director, Land Use and Transportation Planning Key Staff Contacts: Phil Trom, (619) , phil.trom@sandag.org Rachel Kennedy, (619) , rachel.kennedy@sandag.org Attachments: 1. Discussion Memo Regional Plan Transportation Network Concepts: Summary of Public Input 2

25 Discussion Memo Attachment 1 Background Development of San Diego Forward: The Regional Plan (2019 Regional Plan) follows state and federal laws, regulations, and policies, including requirements under Assembly Bill 805 (Gonzalez Fletcher, 2018) and Senate Bill 375 (Steinberg, 2008). 1 The starting point for crafting the three network concepts relies on a series of actions already taken by the Board of Directors. During the past year, the Board established the vision, goals, and policy objectives; Unconstrained Transportation Network; and performance measures for the 2019 Regional Plan. The Board also provided direction on the level of funding to use 2, approved the assumptions to develop the 2050 Regional Growth Forecast, and accepted the Regional Housing Needs Assessment Determination from the Department of Housing and Community Development. In addition to these inputs, local General Plans, Community Plans, Climate Action Plans and circulation element inputs were used to inform the concepts. Network Concepts When regional plans are developed, most of the discussion typically focuses on capital investments. Concepts A and B reflect this traditional approach and are project-based according to priorities identified by Caltrans and the transit operators. Conversely, Concept C is policy-based and focuses on innovative policies, programs, and technologies that could be layered on top of infrastructure investments to maximize the efficiency and sustainability of the region s transportation network. Making the most of the current system is particularly relevant for the San Diego region because approximately three-quarters of the residents, homes, job centers, and transportation infrastructure already are in place. This means that changes in land use patterns over the next few decades will be incremental. At the same time, research points to rapid changes in future transportation policies and technologies that could make a big difference in the way people and goods travel. While there is uncertainty about how technology trends will evolve, policy and investment decisions by the Board of Directors to support the future integration of technology and new mobility services could lead to a more equitable and sustainable transportation network. 3 Below is a description of some of the policies, programs, and technologies that are considered in Concept C. Existing Mobility Management Programs Some programs, such as the SANDAG Vanpool Program, bikeshare services, and car share, currently are in place and included in each of the three network concepts. However, an enhanced vanpool program with additional targeted outreach through employers is included in Concept C, as modeling data shows that among these programs, vanpools would reduce greenhouse gas (GHG) emissions and vehicle miles traveled (VMT) the most. Emerging Mobility Management Programs The San Diego region already has started to see the introduction of microtransit options like neighborhood electric vehicles, such as FRED. SANDAG also has piloted trial transit passes and is partnering with Uber, Lyft, and Waze Pool on pooled rides. Concept C includes pooled ride programs like these with incentives to encourage and facilitate on-demand pooling through a mobile app; microtransit that includes both neighborhood electric vehicle shuttle services and commuter shuttle services; and community-based travel planning that conducts outreach to households near new, high frequency transit and regional bikeways. To help maximize the implementation of these programs, SANDAG or local jurisdictions could invest in 1 California Transportation Commission, 2017 Regional Transportation Plan Guidelines for Metropolitan Planning Organizations, adopted January Based on Board direction at the June 22, 2018, meeting, staff developed a potential range of assumed investments from $166 billion to $203 billion in year of expenditure. To ensure consistency across the concepts, the mid-point of this range (approximately $180 billion) was used to define the level of potential investments. 3 Emerging Technologies White Paper, SANDAG,

26 Managed Lanes that reduce commute times, trip incentives to encourage use of pooled ride services as a convenient commute choice, and/or complimentary trial transit passes to further reduce GHG and VMT. Concept C also includes investments in mobility hubs to provide more connectivity to transit and pooled rides and an enhanced Electric Vehicle (EV) charging program that could incentivize workplace and public chargers to extend the electric range of plug-in hybrid EVs. The 2015 Regional Plan includes an investment package of $30 million for EV charging, while Concept C imagines a more robust investment approach including nearly ten times the previous assumptions. The enhanced vehicle incentive program could encourage faster turnover of gasoline passenger vehicles to EVs, resulting in higher GHG reductions. Future Technologies Throughout the years, SANDAG has partnered with local jurisdictions and Caltrans to invest in transportation technologies on the highway system and at local intersections to help reduce delays at intersections for cars, transit, bike riders, and pedestrians. These efforts have resulted in an estimated 20 percent decrease in delay in those areas. 4 Concept C builds on the concept of smart signals by investing in data sharing among the region s local jurisdictions, Caltrans, public transportation providers and the private sector. Known as the Transportation Mobility Cloud, this technology would allow public and private transportation service providers to coordinate their use of the roads, enable the use of connected and automated vehicles to help increase highway capacity, and allow for the active management of lane use for various users (e.g., carpools, goods movement, transit) in order to smooth out travel speeds and reduce delays. Minimal infrastructure investment would be needed; however, significant coordination between SANDAG, the local agencies, and any participating private partners would be needed. Potential Policies Concepts A and B apply congestion pricing (variable fees charged to vehicles with a single occupant that choose to pay, like the Interstate 15 Express Lanes) on all Managed Lanes in the region and require an increase from two people to three people for use of the carpool lanes. Concept C goes further than this by tolling all Managed Lanes in the San Diego region. Each of these policies are corridor-based strategies to help manage the highway system and encourage shared rides. The investment level to implement these policy changes likely would be minimal; however, would represent a significant shift in current use of the Managed Lanes system in the San Diego region. Concept C also tests pricing policies such as a mileage-based user fee, which is a systemwide strategy that would charge drivers based on the amount of driving; and expanded or increased parking fees (on-street and at job centers) that would be implemented by local jurisdictions. In 2016, the State of California conducted a pilot program to study a road charge model based on miles traveled as an alternative to the gas tax. Other states including Oregon and Washington also have explored pilot programs; however, none have been implemented beyond the pilot phase. It is important to note that significant coordination with surrounding counties and the state would be required to implement a regional mileage-based user fee program. Each of these policies would provide incentives for shared rides and result in GHG and VMT reductions. Employer-based trip reduction ordinances (TROs) are another Transportation Demand Management strategy that could be considered that requires employers over a certain size to develop and implement trip reduction plans and offer commuter benefits for their employees. The goal of a TRO is to promote the use of ridesharing, transit, and alternate modes to reduce single occupant vehicle commute trips, traffic congestion, GHG and other pollutants. TROs can be implemented at all levels of government but are most successful when they are implemented regionally for greater impact and to ensure consistent and clear requirements for businesses across the region. Reduced transit fares for all riders also was evaluated in Concept C. More specific transit fare reduction programs such as youth opportunity passes also could be considered. While these policies would result in reduced GHG emissions and VMT, they likely would require local or regional funding to backfill the additional subsidy required by lower fares ITS System Benefits, Costs, and Lessons Learned Report published by FHWA. 4

27 Attachment 2 The Regional Plan Regional Plan Transportation Network Concepts We Heard You! We appreciate the vital input and ideas received throughout October Residents across the San Diego region provided input on three network concepts for the 2019 Regional Plan at our open house, community conversations, through an interactive survey, s, letters, voice mails, and at SANDAG Board and policy committee meetings. The network concepts were a starting point for SANDAG to hear from residents and communities across the San Diego region. This input will be used to develop the transportation network scenarios, which will be available for review and input in early More than 3,600 surveys completed More than 6,000 unique SDForward.com visitors SUMMARY OF PUBLIC INPUT Nearly 2,500 comments received More than 5,800 social media engagements More than 1,200 people attended our open house, six subregional community conversations, and more than 30 workshops hosted by Community Based Organizations Diverse input was received from individuals across the region about their travel needs and concerns. Transportation needs and desired solutions varied between subregions. Frequently heard comments included: Improved and efficient access to jobs and other destinations via all modes of transportation, reduced congestion, and more transit and active transportation options Support for a variety of transportation projects as well as the desire for projects to be completed sooner, including:» More Rapid transit, the Purple Line as a Trolley, and rail corridor enhancements, such as stabilization of the Del Mar bluffs» Improvements on State Routes 52, 67, 78, and I-5 North Coast Corridor» Airport and border transportation Safe opportunities for biking and walking Technology and policies to support the transportation network: regionwide deployment of smart signals, lower transit fares, and investments in infrastructure to support electric vehicle charging and connected and automated vehicles Importance of meeting SB 375 greenhouse gas targets Provision of an efficient and equitable transportation system Need for affordable housing in the region; make infrastructure investments in areas with future housing growth Support for projects that facilitate goods movement and job creation For more information about the 2019 Regional Plan, visit SDForward.com 5 SANDAGregion SANDAG #SDForward

28 Input from Community Conversations Community conversation attendees were invited to participate in an interactive survey. People across San Diego County, from Oceanside to San Ysidro and Ramona to San Diego, identified where they live and where they travel most often. Comments were also collected about what respondents found appealing about each of the three network concepts. What are your priorities for our region's future transportation system? Across the six community conversations, attendees identified the following priorities for our future transportation system as well as the top three technologies, programs, and policies they would like to see in the draft scenarios: Selections based on multiple responses Supporting housing/jobs/economy 19% Having healthy communities 19% Using emerging technologies 13% Providing congestion relief 24% Climate change/ the environment 25% What kind of strategies appeal most to you? TECHNOLOGIES 43% Connected infrastructure Active transportation management Smart signals Values are rounded to the nearest percent MOBILITY MANAGEMENT 31% Vanpool and carpool programs Shared mobility and mobility hubs Electric Vehicle program POLICIES 26% Congestion pricing Tolling Mileage-based user fee Parking fees Lower transit fares What technology, program, or policy would you like to see in the draft scenarios? Shared mobility and mobility hubs Connected infrastructure Smart signals Lower transit fares Active transportation management Electric vehicle program Congestion pricing Vanpool and carpool programs Mileage based user fee Parking fees Tolling 0% 2% 4% 6% 8% 10% 12% 14% 16% 18% For more information about the 2019 Regional Plan, visit SDForward.com 6 SANDAGregion SANDAG #SDForward

29 Network Concepts Survey Results Residents across the San Diego region provided input on transportation priorities, network concepts, and tradeoffs through an interactive survey. PRIORITIES Transportation priorities were identified through public input in spring To see how the network concepts perform, survey respondents were asked to rank their top five transportation priorities. The following chart displays the number of times survey respondents ranked these priorities in their top five: Better Transit Access Clean Air & Public Health Less Roadway Congestion Improved Safety Shared Mobility/Walk/Bike Climate Change More Use of Technology ,000 1,500 2,000 2,500 NETWORK CONCEPT RATINGS Using priorities identified in spring 2018, three network concepts were developed to show distinction between projects, programs, technologies, and policies. Survey respondents were asked to rate each concept on a scale of one to five stars. Concept A: Shared Mobility 43% 24% 20% 6% 6% Concept B: Connected Corridors 32% 24% 24% 12% 9% Concept C: Policy Possibilities 37% 24% 20% 9% 5% TRADEOFFS Transportation improvements can address our travel needs in different ways. Our needs and preferences are shaped by individual circumstances (i.e., age, income, location, etc.) and respondents across the San Diego region indicated varied preferences for the following tradeoffs: Transit Types 22% 17% 19% 19% 22% Flexible transit services Neutral Fixed routes to major destinations Maintenance 17% 16% 17% 23% 26% Invest in infrastructure Neutral Maintaining existing system Peak Pricing 15% 14% 22% 23% 25% Tolled use, more reliable commute Road Priorities 16% 12% 13% 19% 40% More space for bikes, people, and transit Neutral Transit Service 14% 11% 16% 22% 36% New routes to more areas Neutral Neutral No cost, less reliable commute More space for cars More service on existing routes For more information about the 2019 Regional Plan, visit SDForward.com 7 SANDAGregion SANDAG #SDForward

30 Borders Committee Item: 5 November 16, 2018 Action Requested: Information Truck Visualization Study and San Diego Freight Viewer Overview SANDAG recently completed the Visualizing Truck Flows Based Upon Industry Data and Using Truck Visualization as a Planning Tool study. The study was funded through the Caltrans Partnership Planning for Sustainable Transportation grant program to research best practices for truck and freight movement data collection. Key Considerations The Visualizing Truck Flows Based Upon Industry Data project was completed in fall Planning agencies, like SANDAG, currently draw on multiple data products to monitor truck movements in order to determine freight bottlenecks and corresponding infrastructure needs. The study catalogued the numerous current and emerging traffic modeling tools that can be used to track how freight moves on a near real-time basis to help streamline information-gathering, increase data accuracy, and minimize duplicative data purchases. As an additional goal of the grant award, SANDAG staff developed a webtool for visualizing freight flows within the region. The webtool titled, The San Diego Freight Viewer, provides an interactive way for decisionmakers and the public to explore various freight flow indicators and annualized data mapped over key transportation infrastructure, including freight flows through the land ports of entry. Next Steps Fiscal Impact: The Visualizing Truck Flows Based Upon Industry Data project was funded through a $220,000 Caltrans Planning Grant, with a 25 percent match of Transportation Development Act Planning funds. Schedule/Scope Impact: SANDAG and its planning agency partners are continuing to work with the vendor community to run pilot tests and determine which products best serve long-term planning and modeling needs. Staff also is working to refine the web-based visualization tool before making the site available to the general public. Charles Muggs Stoll, Director of Land Use and Transportation Planning Key Staff Contacts: Tina Casgar, (619) , christina.casgar@sandag.org Keri Robinson, (619) , keri.robinson@sandag.org Pat Landrum, (619) , pat.landrum@sandag.org Attachment: 1. Visualizing Truck Flows Based Upon Industry Data and Using Truck Visualization as a Planning Tool - Introduction

31 Attachment Visualizing Truck Flows Based Upon Industry Data and Using Truck Visualization as a Planning Tool Source: INRIX Data 2

32 Introduction The San Diego Association of Governments (SANDAG) is appreciative to Caltrans for awarding this unique Planning Grant in 2015 and working as a full partner in the development of this Report as well as in the development of an applied freight planning tool. As the Project title implies and as confirmed by the ensuing Project work; this undertaking has been challenging and rewarding, as is to be expected when working with new and rapidly advancing field of what is generically called big data. Also, as we discuss big data in this project, most often we will be referring to big data regarding truck movements, but there is also big data becoming available about other freight modes, so at times this report will refer to freight visualization. For the sake of simplicity, we will hereinafter refer to the overall Project as Truck or Freight Visualization, or the Truck and or Freight Visualization Project. This introductory section is organized into three sections: Section 1: Overview of Freight Data and Visualization Section 2: Policy Issues, Planning Needs and Future Challenges for Freight Data Visualization Section 3: Framework of the Study Section 1: Overview of Freight Data and Visualization Since at least 1991 when Intermodal Surface Transportation Efficiency Act (ISTEA) formalized the need to integrate freight and intermodal planning in public agencies; federal state and local level have been seeking and testing new ways to better understand truck flows in their communities, along freight corridors and around major freight hubs. Until very recently, the data sources used to count truck traffic have relied upon traditional data sources collected via stationary, fixed point measurement devices. Although these fixed-point capture devices are widely distributed across the roadway networks they are limited to truck data capture only at the location of the sensor. These fixed-point collection efforts include: in-pavement and surface-based sensors, video image detection systems, infra-red sensors, weigh-in-motion sensors and query-based information surveys (i.e. a Caltrans Border Intercept Survey). Fixed Point Freight Data Drawing upon the fixed-point truck data, overarching federal agencies with freight responsibilities then moved the state of the practice further along by aggregating large quantities of static truck data and developed and refined truck counting products such as the Federal Highway Administration s Freight Analysis Framework (FAF developed by FHWA/USDOT), and the Bureau of Transportation Statistics freight tracking applications including the Trans Border Freight Flows. Without specialized personnel, many state and municipal agencies found these large freight data products such as FAF and Bureau of Transportation Statistics 's (BTS) Trans-Border Flows to be technically challenging and cumbersome to use. Hence, many transportation consulting firms built specialized freight consulting practices to assist state and municipal agencies to conduct freight studies, often drawing upon the FAF and BTS among other tools. Looking back, until very recently, the approach to understanding truck and freight flows has been underpinned by survey driven and record based electronic data sets where data has been locally manipulated to gain insights and interpretations of local freight implications. Most of the past freight studies have relied on historic data, to forecast future implications. With the rapid avalanche of new real-time data that is enabled by real time tracking technologies (i.e. Global Positioning Systems [GPS] and Bluetooth), planning agencies can now gain insights into almost real-time freight traffic flow conditions. 3 1

33 Transition to Location Enabled Freight Data Starting in the early 1990s, the rapidly evolving current wave of truck data sources can be referred to as location-enabled and wireless technology devices. These devices can allow for continuous spatial tracking of truck movement and can fill in gaps left from traditional truck data collection tools. These devices allow technology within the vehicle to serve as vehicle probe data and started out with technologies such as: GPS, Media Access Control (MAC), and radio frequency identification devices (RFID). More recently embedded roadside traffic sensors such as lidar, microwave radar, and Bluetooth have become increasing reliable sources of data regarding vehicle movements. As these newer data sources become both more ubiquitous and more refined, freight planners have access to many new tools to visualize how trucks move in, around and through our planning regions. Public Planning agencies are in the early stages of having the ability to visualize nearly realtime truck flows. Section 2: Freight Visualization Applications and Future Challenges General Applications There are multiple generic applications and planning needs related to freight visualization including the following: Development of a better understanding of the rapidly emerging technologies often employed by the private sector freight data integrators which can be used by federal state and local agencies with freight planning responsibilities, Exploration of useful applications of this new freight data for agencies to carry out the freight planning, programming and operating responsibilities, for example: 1. Real time ability to map freight densities and flows 2. Illustrating freight conditions for public awareness 3. Environmental planning 4. Conceptualizing where freight facilities should be planned SANDAG Specific Applications and Challenges To expand upon the generic freight visualization applications and challenges, numerous issues were identified that are specific to the San Diego region that will need to be considered as the agency expands into other visualization applications. SANDAG Freight Planning Issues Economic Issues: What are critical transportation infrastructure needs within the San Diego region impacting the trucking industry? How do transportation planning decisions impact the trucking industry from an operational standpoint? Is there a clear benefit from freeway/highway capital projects for the trucking industry? What improvements can be made for truck parking needs? Border issues: How will border issues and the projected growth in goods movement from Mexico affect truck mobility in the region? How will the implementation of intelligent transportation systems (ITS) at the border and the implementation of the new border crossing impact the trucking industry? Environment: Can relationships be defined more clearly between truck traffic growth and the understanding of and better management or reduction of Greenhouse Gas emissions for baseline and future land use/transportation modeling scenarios? What other relationships can be better understood regarding for particulate matter and other air quality impacts from trucking? Modeling: What types of resources are needed to integrate and maintain truck visualization tools? What type of benefits can be gained through the addition of new data sources? Can new data sources for truck visualization be utilized to improve model validation/calibration and/or be used to illustrate performance measurement? Can new performance measures be associated from additional truck visualization tools? 4 2

34 Data Availability: What are the most important data sources needed to generate optimal truck visualization tools? What is the level of effort needed whether internal or external to gain access to the use of potential data sets? Purchasing cost and staffing costs involved and applying a new data source that SANDAG can utilize in carrying out their freight planning, programming and operations functions. SANDAG Data Privacy Issues Data Privacy Challenges: How will procured data from any potential vendor, which has access to specific vehicle locations, avoid privacy concerns? Do agencies seeking to use location-based data have a privacy assessment plan in place with sufficient documentation to ensure that there are no conflicts and/or risks? How will the private sector view advancements into truck visualization? How can truck visualization data be utilized to ensure anonymity? SANDAG Cost and Funding Issues Project: What are the staffing resources needs to continually update truck visualization tools and maintain required information, and are these costs justifiable on a cost benefit basis? What are the comparative benefits versus costs of incorporating new data sources versus existing ones? Section 3: Framework of the Study The overall freight visualization planning grant covered four broad areas of work. First, SANDAG appointed a project development team and conducted a series of information gathering workshops with guidance from that team; the agency then purchased freight visualization data and applied that data to SANDAG freight planning activities, SANDAG also built a new freight website whereby the agency could apply the purchased freight visualization data, and finally a series of Technical Memoranda were developed. The Technical Memoranda are the key product that underpinned the workshops, the data purchase and the revised website. The Technical Memoranda below are the substance of this Report., they are included in this Report: State of the Practice for Truck Data Collection and Truck Flows Summary of Prioritized Policy Issues Methods for Understanding Generators and Attractors Summary of Data Collection Needs and Strategies Assessment of a Truck Visualization Tool Each Technical Memoranda section is meant to provide an illustration of the best practices, policy issues, SANDAG technical applications, drivers of truck freight flows, and the development and integration of new freight datasets into these resources. 5 3

35 Agenda Item No. 6 Borders Committee November 16, 2018 TRADE AND COMPETITIVENESS IN NORTH AMERICA A FOCUS ON THE CALI BAJA MEGA-REGION PRODUCED BY RESEARCH SUPPORTED BY El Colegio de la Frontera Nort e

36 NORTH AMERICAN TRADE IN THE AGE OF NAFTA The North American Free Trade Agreement (NAFTA) was enacted on January 1, 1994, and was the first reciprocal agreement of its kind between industrial and developing countries. Broadly, the agreement sought to lower trade barriers and increase trade and investment between the United States, Canada, and Mexico. This summary uses available data to analyze and illuminate how NAFTA has heightened economic competitiveness across North America and spurred growth in Cali Baja s innovation economy, making it one of the most beneficial and significant trade agreements in history. NORTH AMERICAN TRADE FAST FACTS $1.3T value of trade between U.S., Canada, and Mexico (2014) $3.6B daily value of trade conducted in North America 40% U.S. imports from Mexico originally sourced from U.S. 14M U.S. jobs supported by trade with Canada and Mexico 25% U.S. imports from Canada originally sourced from U.S. U.S. MEXICO TRADE FAST FACTS CALIFORNIA MEXICO TRADE FAST FACTS 5M U.S. jobs supported by trade with Mexico U.S. states that have Mexico as #1 or #2 trading partner workers hired in U.S. for every 10 workers hired in Mexico (multinational companies) 566K #1 $26.8B California jobs dependent on trade with Mexico Mexico is California s largest export market (2015) value of California s exports to Mexico 123K 6M jobs supported by Mexican investment truck crossings (2017) 2 311% growth in California s exports to Mexico ( )

37 CALI BAJA: OUR BINATIONAL MEGA-REGION SAN DIEGO EXPORTS OUR BINATIONAL MEGA-REGION AT A GLANCE The Cali Baja mega-region includes San Diego County, Imperial County, and the State of Baja California. It is a globally unique binational region that offers one of the world s most competitive and innovative business environments by leveraging complementary resources and capabilities. AN ESTIMATED $6.2B OF CALI BAJA S TOTAL FOREIGN EXPORTS STAY WITHIN THE BINATIONAL MEGA-REGION. San Diego s top trading partners are Mexico and Canada, respectively. But San Diego s exports to Mexico, at almost $6 billion per year, are five times its exports to Canada. This is in large part due to cross border production with Tijuana. One third of San Diego s exports to Mexico are destined for neighboring Baja California. i SAN DIEGO COUNTY IMPERIAL COUNTY BAJA CALIFORNIA If Baja California were a country, it would be San Diego s second largest trading partner 7.1M 2.2M TOTAL POPULATION M NORTHBOUND CROSSINGS (vehicle passengers & pedestrians) 2017 *Most recent year available for Baja California TOTAL JOBS 2013* $24.3B TOTAL FOREIGN EXPORTS 2013* 1.4M NORTHBOUND TRUCK CROSSINGS 2017 SAN DIEGO & IMPERIAL BAJA CALIFORNIA BAJA CALIFORNIA SAN DIEGO & IMPERIAL Audio & Video Equipment MFG 11.7% Semiconductor & Other Component MFG 9.8% TOTAL EXPORTS = $2.1B Metal Production & Processing 3.3% Transportation MFG 3.0% Plastics Product MFG 3.0% Audio & Video Equipment MFG 13.9% Transportation MFG 4.0% Semiconductor & Other Component MFG 4.0% Medical Equip. & Supplies MFG 1.7% TOTAL EXPORTS = $4.1B Comms Equip. MFG 1.5% The economies of San Diego, Imperial, and Baja California are complementary, relying on one another to supply labor. In the U.S., nearly 87 percent of manufacturing job losses from 2000 to 2010 were caused by productivity increases as opposed to the relocation of jobs attributed to trade. $2.5 BILLION VALUE OF THE CO-PRODUCING MANUFACTURING SUPPLY CHAIN WITHIN CALI BAJA SPOTLIGHT: MEDICAL DEVICES The Cali Baja mega-region is home to the world s largest medical device cluster, due in part to significant foreign direct investment from global firms that often co-locate on both sides of the border. Firms like Thermo Fisher Scientific & BD benefit from all the mega-region has to offer including specialized production processes and a highly-skilled labor force. i TRADE & PRODUCTION We Make Things Together With the rise of global value chains, cities that are highly specialized in specific industries have been able to leverage free trade to increase local and global growth. The Cali Baja mega-region s combined comparative advantages on both sides of the border have allowed it to emerge as a global hub for high-tech research and development and advanced manufacturing. A medical device or automobile may cross the border multiple times before it is finished. This trade in intermediate inputs means that 40 percent of U.S. imports from Mexico are American-made (compared to 4 percent of U.S. imports from China). 50% share of U.S. Mexico trade attributed to intermediate inputs $136B value of U.S. intermediate inputs consumed by Mexico $132B value of Mexico intermediate inputs consumed by U.S. 3 TRADE & MANUFACTURING Jobs Know No Borders Cali Baja s manufacturing sector has emerged as one of the world s strongest cross border supply chains. The competitive advantage resulting from this integrated, co-producing sector fuels the innovation economy and fosters competitiveness, all while supporting high-paying jobs on both sides of the border. i Cali Baja specializes in advanced manufacturing, producing many high-value goods, including medical devices, semiconductors, aerospace parts, and audio and video equipment. MANUFACTURING EMPLOYMENT SHARE BY INDUSTRY 55.8% 13.7% 10.3% 4.9% 8.4% 6.9% BAJA CALIFORNIA Navigational, Measuring, Electromedical, & Control Instruments Manufacturing Aerospace Product & Parts Manufacturing Medical Equipment & Supplies Manufacturing Pharmaceutical & Medicine Manufacturing Ship & Boat Building Other Medical Equip. & Supplies Manufacturing Semiconductor & Other Electronic Component Manufacturing Audio & Video Equipment Manufacturing Plastics Product Manufacturing Motor Vehicle Parts Manufacturing Other TOTAL MANUFACTURING JOBS = 418.3K SAN DIEGO & IMPERIAL 64.8% 10.1% 6.8% 6.3% 6.0% 6.0% Note: Data reflects 2013, the most recent available for Baja California

38 THE FUTURE FRONTIERS OF TRADE Against the backdrop of rapid changes in global production, Cali Baja must identify and maintain the sources of its competitiveness in the 21st century innovation economy. Cross border production sharing has made North America more integrated, more resilient, and more competitive; it has also served to insulate our economies from other global competitors, such as China. By 2020, however, more than half of all U.S. exports will be in services, not goods. KEY TRADED SERVICES IN CALI BAJA S INNOVATION ECONOMY $7.6M COMPUTER SYSTEMS DESIGN & RELATED SERVICES $3.5M SCIENTIFIC RESEARCH & DEVELOPMENT SERVICES 51% of total trade within Cali Baja is in the service sector $3.1M $2M $2M OTHER PROFESSIONAL, SCIENTIFIC, & TECHNICAL SERVICES SOFTWARE PUBLISHERS DATA PROCESSING, HOSTING, & RELATED SERVICES The future of North American trade is not about avocados and dairy, or even automobiles and medical devices, but about the ways in which high value services cross borders, and the framework for IP protection, data transfer and privacy, and sustainability that will govern and secure tomorrow s global economy. 4 Note: Data reflects 2013, the most recent available for Baja California

39 KEY TAKEAWAYS FREE TRADE BOOSTS JOBS AND STRENGTHENS NORTH AMERICA S ECONOMY Nearly $3.6 billion in trade occurs daily between the U.S., Canada, and Mexico, and 14 million jobs in the U.S. are supported by North American trade. WE DEPEND ON EACH OTHER Mexico is California s largest export market, with annual exports totaling $26.8 billion. Today, trade with Mexico supports more than 566,000 jobs in California. WE MAKE THINGS TOGETHER The Cali Baja mega-region is globally competitive because of the complementary nature of our economies. In fact, the mega-region s co-producing manufacturing supply chain accounts for $2.5 billion in trade. WE SPECIALIZE IN HIGH-VALUE GOODS AND SERVICES Globally recognized as a leader in advanced manufacturing, Cali Baja produces commodities including medical devices, semiconductors, aerospace parts, and audio and video equipment. Together, the mega-region s manufacturing sector directly employs 418,300 workers. HIGH-VALUE SERVICES ARE THE FUTURE OF TRADE IN NORTH AMERICA Today, more than 51 percent of total trade within the Cali Baja mega-region is in the service sector. Establishing a robust framework for IP protections, data transfer, and privacy will be essential in ensuring that North America remains competitive in the global economy. IN PARTNERSHIP WITH UNDERWRITTEN BY RELEASED JUNE 2018 Sources: Baja California, COPLADE ; Bureau of Labor Statistics; Bureau of Transportation Statistics; INEGI; State of California, Department of Finance; UC San Diego Center for U.S.-Mexican Studies; U.S. Chamber of Commerce; Wilson Center Mexico Institute. 5

40 Borders Committee Item: 7 November 16, 2018 U.S. - Mexico Border 2020 Program Overview The Border 2020 Program is the latest environmental program implemented under the 1983 La Paz Agreement. It builds on the Border 2012 Environmental Program, emphasizing regional, bottom-up approaches for decision making, priority setting, and project implementation to address environmental and public health problems in the border region. Key Considerations The Border 2020 Program is coordinated by the U.S. Environmental Protection Agency (U.S. EPA) and Mexico s Secretaría de Medio Ambiente y Recursos Naturales (SEMARNAT), which encourage meaningful participation from communities and local stakeholders. The program focuses its efforts on five key goals: Goal 1: Reduce Air Pollution Goal 2: Improve Access to Clean and Safe Water Goal 3: Promote Materials Management, Waste Management, and Clean Sites Goal 4: Enhance Joint Preparedness for Environmental Response Goal 5: Enhance Compliance Assurance and Environmental Stewardship These efforts support implementation of San Diego Forward: The Regional Plan by helping to advance the region s environmental objectives on a binational level. Next Steps Action Requested: Information Fiscal Impact: U.S.-Mexico Border 2020 Program activities are funded through a combination of federal, state, and local governments as well as public/private partnerships when available. Schedule/Scope Impact: The U.S.-Mexico Border 2020 Program currently is in effect and will last through the end of calendar year SANDAG continues to coordinate with U.S. EPA and SEMARNAT, as well as other stakeholders, to support implementation of the U.S.-Mexico Border 2020 Program as it relates to the region s environmental and sustainability goals. Charles Muggs Stoll, Director of Land Use and Transportation Planning Key Staff Contact: Héctor Vanegas, (619) , hector.vanegas@sandag.org Attachment: 1. Protecting the Environment and Public Health in the U.S. Mexico Border Region (Border 2020 Brochure)

41 Attachment 1 PROTECTING THE ENVIRONMENT AND PUBLIC HEALTH IN THE U.S. MEXICO BORDER REGION 2

42 Overcoming Binational Environmental Challenges T he U.S.-Mexico border region is home to over 15 million people who share natural resources, watersheds, and air basins that transcend political boundaries. Binational pollution impacts both sides of the border and Opening ceremony of the Border 2020 Program in Tijuana, Baja California, on August 8th, 2012 necessitates a coordinated response. To improve and protect the environment and public health, the La Paz Agreement was signed by the Governments of Mexico and the United States in 1983, thus providing the foundation for cooperative efforts to address the complex and intertwined environmental issues along the U.S.-Mexico border. A Diverse U.S.-Mexico Border Region LEGEND Transboundary watersheds Border 2020 priority watersheds 1 U.S. states Mexico states Rivers and flow direction U.S. Mexico border Border Region 2 Map made by the Border Environment Cooperative Commission (BECC) 1. Map shows subwatersheds delineated at the Hydrologic Unit Code 8 level. 2. Boundary set forth by La Paz Agreement (62 miles from border). 15 million+ people borderwide 26 federally recognized U.S. tribes 6 national parks 4 high priority river basins 40+ U.S. counties and 80 MX municipalities 4 transboundary rivers into the U.S. 2,000 mile shared border TIMELINE Building from the La Paz Agreement, the United States Environmental Protection Agency (U.S. EPA) and Mexico's Secretariat of the Environment and Natural Resources (SEMARNAT) have implemented four successive binational programs to meet emerging environmental challenges in this dynamic region. Along the entire border, key stakeholders such as the 10 states, 26 federally recognized tribes and local partners have provided leadership and additional funding to implement projects that advance environmental protection and public health improvements while the population and economic activity have increased. The Basis for Binational Cooperation La Paz Agreement Recognizing the need to cooperate binationally on environmental and public health challenges in the border region, the Governments of the United States and President Reagan of the U.S. and President de la Madrid of Mexico sign the La Paz Agreement Mexico signed the Agreement on Cooperation for the Protection and Improvement of the Environment in the Border Area (the La Paz Agreement), in the city of La Paz, Baja California Sur, Mexico, in Integrated Border Environmental Plan (IBEP) The first binational border program, IBEP, focused on enhanced environmental regulation and resulted in significant investments in infrastructure along the border. Although the binational environment improved, many projects were implemented at a federal scale, and the Program recognized the need to address environmental and health concerns on the border with additional local stakeholder involvement. 3 Border XXI Border XXI established a five-year bilateral effort Local emergency response which included sister-cities were developed additional federal partners to achieve its goals, engaged the 10 border states and U.S. tribes, and included over 40 public meetings to solicit input and identify local priorities. Border XXI established nine borderwide workgroups to address transboundary environmental issues. While the workgoups implemented many pilot projects benefitting communities, the Program objectives remained broad in nature. Border 2012 The Border 2012 Program set an ambitious ten-year plan that included specific and Partnership with U.S. tribes and measurable the Necua Indigenous Community environmental in Mexico on waste management goals and objectives developed through public input. The Program took a bottom-up approach that continued engagement of state, tribal and local communities and operated through four new regional workgroups and numerous local taskforces to implement stakeholder-led projects. Border 2020 Border 2020 continues a bottomup approach and tackles emerging Improving water environmental issues. infrastructure in the Program goals were Tijuana-San Diego region established binationally and seek to improve air and water quality, reduce waste, strengthen emergency preparation and response, promote environmental stewardship and address environmental health. These goals directly align with U.S. EPA s core programs, local priorities, and the original mandate from the La Paz Agreement to address the complex and on-going regional environmental challenges.

43 Protecting Communities Borderwide Improving the Air We Share Many U.S.-Mexico border cities share binational air basins, where pollutants such as particulate matter (PM 10, PM 2.5 ) and ozone and its precursors (NO x and VOC) travel across borders. Exposure to these pollutants can affect our hearts and lungs, triggering a variety of health problems, particularly to vulnerable populations with asthma. For example, in California, ozone is problematic in San Diego County, while both ozone and PM are concerns in the Imperial Valley. In El Paso, Texas, key challenges include PM, carbon monoxide and ozone. Air quality monitoring inspection in San Diego-Tijuana border region In response, local binational task forces formed to coordinate and implement solutions such as improving and/or expanding monitoring networks, increasing data availability, and expanding public outreach. Meanwhile states on both sides of the border have identified mitigation strategies in air quality improvement plans (State Implementation Plans in the U.S. and ProAire in Mexico). The border region has reduced emissions at ports of entry by reducing wait times for idling vehicles. In addition, paving dusty roads and improving urban transport borderwide have resulted in the elimination of 170,000 tons per year of PM 10. Air monitoring from identified a decline in ozone exceedances in the San Diego and Imperial Valley air basins and PM exceedances in the El Paso air basin. Groundbreaking ceremony of water system improvements in Anthony, New Mexico Enhancing Water Quality The U.S.-Mexico border region shares numerous transboundary watersheds, with many rivers flowing from Mexico into the U.S., or even forming the border itself in some cases. Four have been identified as highpriority. Outdated infrastructure and extreme weather events can result in contaminated stormwater and sewage overflows entering the transboundary waterways and exposing communities living and/or working in or nearby the watersheds to contaminated water. The Border Programs have worked to address these environmental health challenges for over 20 years. Since 1997, the Border Water Infrastructure Program (BWIP) and binational program partners have supported the construction and/or expansion of infrastructure projects that are eliminating over 350 million gallons a day (mgd) of untreated or inadequately treated sewage discharges. The Border Program also carries out trash cleanup and waste reduction efforts to address illegal dumping that contaminates transboundary waterways, the Gulf of Mexico and the Pacific Ocean. To protect existing infrastructure, the Program partners with local businesses in Texas, Arizona and Tamaulipas to properly dispose of Fats, Oils and Grease (FOGs). Green infrastructure projects and trainings in Ambos Nogales have reduced impacts from stormwater runoff into the Nogales Wash and the Santa Cruz River in Arizona. In addition, more than 1,000 community members and municipal staff in southern New Mexico and west Texas received training on the health threats posed by improperly maintained septic tanks. 4 Household hazardous waste collection event in Nuevo Laredo, Tamaulipas, Mexico Promoting Clean Land When waste materials are improperly disposed of they can negatively impact our lands, transboundary watersheds and oceans and create habitat for disease-bearing vectors such as mosquitoes. As the population has grown in border communities, increased amounts of plastics, electronics, tires and other materials have overburdened the waste management infrastructure and services. The Border Programs have improved collaboration among binational stakeholders to reduce waste through: 1) mitigating the impacts of plastic, tires, and other waste through cleanups and educational outreach and community actions; 2) reducing waste and increasing recovery and reuse of plastic, e-waste, tires, and other materials; and 3) building technical capacity among diverse stakeholders to adopt sustainable materials management practices. Since 2005, communities in the U.S.-Mexico border region have carried out projects to properly dispose: over 8 million scrap tires, nearly 60,000 tons of household hazardous waste, and 264 tons of electronic waste. Fostering Environmental Stewardship Improperly managing hazardous materials can pose transboundary environmental health issues. Challenges such as illegal or improper crossing of hazardous wastes and material at the U.S.-Mexico ports of entry and the lack of community information on pollutant sources has called for improved enforcement efforts, compliance assistance and environmental stewardship. Through Border Program efforts, environmental inspectors are now present at ports of entry and information is exchanged between Program partners Ojinaga, Chihuahua responders received HAZMAT training and equipment Strengthening Emergency Response Capability Binational emergency preparedness and response coordination is critical in the border region, because toxic smoke, contaminated water and other impacts from disasters and incidents pay no heed to local, state or international boundaries. Emergency preparedness efforts training, exercises, equipment have been tested in real-life emergencies and led to a more efficient coordinated response along the U.S.-Mexico border. Joint Response Teams (JRT) support these efforts and ensure timely binational reporting of incidents. Since 2013, through the Border Program, more than 10,500 responders have received capacity trainings from over 140 training courses and over 25 binational exercises and 200 drill notifications between the U.S. and Mexico. These actions and resources have made the border region safer for residents, first responders and the environment. on transboundary compliance at binational workshops. Border communities are also benefitting from improved transparency of U.S. and Mexican pollutant discharge data (i.e. the U.S. Toxic Release Inventory [TRI] and the Mexican Registry of Emissions and Transfer of Contaminants [RETC]) reports. In addition, a binational public-private partnership led to enhanced environmental stewardship, through Environmental Management System (EMS) trainings for over 30 small and medium-sized companies in border communities. Conducting truck stop inspection in Calexico, CA. Photo/Jessica Rodriguez

44 Partnering Binationally to Achieve Environmental Results Tangible improvements along the entire 2000-mile border obtained through stakeholder-driven projects Pacific Ocean CALIFORNIA ARIZONA IMPACT: Binational Collection of Oil and Grease for Biodiesel Through the Ambos Nogales Biodiesel Capacity Building Program, oil and grease collected from local restaurants is transformed into biodiesel fuel used for emergency response vehicles. This Program has the dual benefit of 1) preventing the oil and grease from negatively impacting the sewer system and 2) creating an alternative fuel. Key Accomplishments: 1,200-1,500 gallons of biodiesel produced annually since original 2009 pilot project. Reduced grease blockages in sewer systems. Increased local usage of biodiesel for fire department vehicles. BEFORE: Fat and bread crumbs left behind from filtering oil AFTER: Refueling cars with biodiesel converted from grease and oils IMPACT: Improving Air Quality in the Paso del Norte Region The Joint Advisory Committee was formed in 1996 and works to improve air quality through binational collaboration. Key Accomplishments: Introducing cleaner fuel (oxygenated gasoline) in Mexico. Dedicating commuter lanes at border crossings to reduce emissions and wait times. View of El Paso-Ciudad Juarez airshed Strengthening vehicle inspection in Ciudad Juarez with an average of 200,000 inspections completed annually. IMPACT: 900+ Participate in Binational Symposia to Improve Environmental Health From Border 2020 and EPA s Children s Health Offices convened four children s environmental health and two vector-borne disease symposia. Topics included: indoor air quality, asthma, lead, mosquito-borne illness, children s health and prenatal exposures among others. Key Accomplishments: 566+ attended the children s health symposia in El Paso and Brownsville, Texas, and San Diego, California attended two vector-borne disease prevention symposia in Mexicali, Baja California, and Nogales, Sonora. Participants at symposia included healthcare experts from the U.S. and Mexico, public health practitioners, community health workers or promotores, educators, medical students, faculty, government agencies and the public. NEW MEXICO BAJA CALIFORNIA Gulf of California TEXAS IMPACT: Improving the Air We Share Federal, state, and local agencies collaborate to measure air quality at border crossings and inform neighboring communities. Outreach campaigns target sources of pollution to mitigate health impacts. Key Accomplishments: Monitor installed at San Ysidro, busiest land port of entry in Western Hemisphere, in January Bilingual television and radio campaign targeting fireworks and open burning in Imperial-Mexicali region launched in Mexicali announced ban on sale of fireworks in December IMPACT: Enhancing our Water SONORA Through a Border 2012-funded monitoring program, high levels of nutrients discharged through the Las Arenitas Wastewater Treatment Plant in southern Mexicali were determined to be causing algal blooms in the Rio Hardy. Funds from the Program were used to design a 97 hectare artificial wetland system, which was later constructed with funds from Mexico. Key Accomplishments: 15 million gallons per day of untreated wastewater that once polluted the New River is now treated. Constructed wetlands provided additional treatment and expanded riparian habitat. IMPACT: Strengthening Emergency Preparedness The border region is highly industrial and hazardous materials pose a threat to communities and transboundary air and watersheds. Arizona State University led the development of a binational Hazardous Materials Emergency Response Training (HAZMAT) Pilot Program with industry, academia, and federal, state, and local agencies. Key Accomplishments: Developed five multi-day training courses. Trained and certified 12 new instructors. Created a binational model for on-going trainings to industry and first responders. CHIHUAHUA Students sign pledge poster to manage vector-borne diseases from mosquitoes using integrated pest management IMPACT: Promoting Sustainability in Alamo, Texas Through a new partnership, the City enhanced environmental stewardship. Roof-top equipment monitors PM 2.5 levels as traffic backs up at San Ysidro Port of Entry Key Accomplishments: Decreased illegal dumping by over 238 tons/year. LEGEND U.S.-Mexico border Border Region: Boundary set forth by La Paz Agreement (62 miles from border) U.S. states Mexico states Project locations Treatment plant (center) and wetlands (upper right). Photo/Bill Hatcher The Border 2020 work group has allowed a working relationship to become an excellent friendship. It has been a very useful tool for the development of border environmental initiatives. Sonora and Arizona have benefited from multiple projects on water, air, and solid waste. Luis Carlos Romo Salazar, Commissioner, Commission on Ecology and Sustainable Development, State of Sonora, Mexico SINALOA Capacity-building for Ambos Nogales firemen. Photo/Bill Hatcher The Border 2020 Program is essential to continue providing guidelines of our goals within the United States and the State of Texas. We need to continue to improve the environment and decrease pollution. Dr. Elaine Mowinski Barron, MD, U.S. Joint Advisory Committee Charter Member, El Paso, Texas Presented to over 1,270 students at five community presentations on recycling. Distributed 5,000 bilingual recycling brochures and installed a revolving recycling trailer and bins at schools. Led community clean-ups and collection events. IMPACT: Strengthening Emergency Preparedness in Colonias In August 2016, the Border 2020 Program, along with NGOs in the Lower Rio Grande Valley region, hosted the first Emergency Preparedness Conference for Colonias. Key Accomplishments: School student contest mascot design winner presented with award at city council 110+ residents were trained on how to prepare, survive and recover from a disaster. Other topics included: fire prevention, food safety and storage, county evacuation plans, disaster housing, and family emergency planning. 5 COAHUILA Colonias Conference in Alamo, Texas NUEVO LEÓN TAMAULIPAS Gulf of Mexico N

45 Two countries, ten states, twenty-six tribes one environment Anza-Borrego Desert State Park in California. Photo/Jeremy Bauer The Border 2020 Program has allowed us to improve our relationship with EPA and more importantly they are accepting local input. That is important to develop long term relationships and really address U.S. Mexico Border environmental issues. Dr. Hector F. Gonzalez, Director of the City of Laredo Health Department, Laredo, Texas The Border 2020 Program brings people together to better understand and coordinate emergency preparedness and response tactics. The result is first responders and communities on both sides of the Border who are better trained and equipped to protect human health and the environment. Mario Novoa, Fire Chief, Douglas, Arizona U.S.-Mexico Environmental Program 6