san juan 2030 transportation plan

Transcription

SAN JUAN 2030 TRANSPORTATION PLAN
AS SUBMITTED TO THE POLICY COMMITTEE OF THE
M ETR O PO LI T AN P LAN N IN G O R G AN I Z ATIO N
N O V EM BER , 2 0 0 9
R e v is e d N O V EM BER , 2 0 1 0
Pre p a re d fo r t he M PO b y
THE STRATEGIC PLANNING OFFICE OF THE
PUERTO RICO HIGHWAY AND TRANSPORTATION AUTHORITY
DEPARTMENT OF TRANSPORTATION AND PUBLIC WORKS
i
SAN JUAN URBANIZED AREA – 2030 LONG RANGE TRANSPORTATION PLAN
Disclamer
This document is the product of a project financed in part by the U.S. Department of
Transportation, Federal Highway Administration (FHWA) and Federal Transit Administration
(FTA). The contents of this report reflect the views of the Puerto Rico Department of
Transportation and Public Works (DTPW) and the Metropolitan Planning Organization (MPO).
The Authors are responsible for the facts and accuracy of the data presented herein.
The contents of the San Juan Urbanized Area Long Range Transportation Plan (San Juan
Urbanized Area LRTP) do not necessarily reflect the official views or policies of the U.S.
Department of Transportation. This report does not constitute a standard, specification, or
regulation.
The San Juan Urbanized Area 2030 Long Range Transportation Plan lapsed on November 2009
and subsequently in October 2010, chapter 6 „Financial Constraint Analysis” was revised based on
the financial status of the Department of Transportation and Public Works and the Puerto Rico
Highway and Transportation Authority (PRHTA). This document is a revised version of the San
Juan Urbanized Area 2030 Long Range Transportation Plan, including changes to Chapter 6
(Financial Constraint Analysis), as well as other parts of the document, for the corresponding
approval by the members of the MPO.
i
TABLE OF CONTENTS
1
Introduction
1.1
The Context And Importance Of The Plant
1
1.2
Regional Context
2
1.2.1 The Vision
3
1.2.2 Demographic Profile
5
1.2.3 Environmentally Sensitive Areas
2
1
Strategic Approach To Transportation Planning for the San Juan TMA
2.1
Strategies For Integrated Planning With The San Juan TMA
17
18
2.1.1 Criteria for Transportation Supportive Land Use Planning
22
2.1.2 Policy guidelines
23
2.2
Strategies for Public Transportation in the San Juan TMA: Rehabilitate, Expand and
Develop
25
2.2.1 Provide Enhanced and Improved Público Service
26
2.2.2 Improve and Expand the Bus System
27
2.2.3 Bus Rapid Transit in Selected Corridors
27
2.2.4 Extend Tren Urbano and Provide Coordinated Transit Connections
28
2.2.5 Policy Guidelines
30
2.3
Strategies For the San Juan Roadway Network: Improvement and Maintenance of Existing
Facilities
32
2.3.1 Identify and Program Improvement and Maintenance of Existing Facilities
34
2.3.2 Complete Key Components of the Strategic Roadway System
34
36
2.4
2.5
15
Strategies for Non-motorized Modes in the San Juan TMA: Improve, Expand, Maintain,
and Extend
36
2.4.1 Improve Pedestrian and Bicycle Facilities within the San Juan TMA
37
2.4.2 Expand Pedestrian and Bike Access
38
38
2.4.4 Non-Motorized Modes
39
Strategic Approach for Ports, Airports, and Freight within the San Juan TMA
40
41
ii
3
LRTP Technical Approach and Methodology
3.1
Overview of Technical Approach
41
3.2
1993 San Juan Travel Model
42
3.3
Recent Changes to the San Juan Travel Model for the LRTP
43
3.4
4
41
3.3.1 Zone Structure
44
3.3.2 Travel Model Changes
46
Network Testing and Analysis
Development of the LRTP for the San Juan TMA
4.1
Development of the LRTP for the San Juan TMA 2003-2004
49
49
4.1.1 2000 Network Analysis
50
4.1.2 Existing-Plus-Committed (E+C) Network
58
4.1.3 2030 Network Analysis
66
4.1.4 Long Range Transportation Plan Recommendations
74
4.1.5 Immediate Action Plan Recommendations CONSISTENT WITH
REASONABLE REVENUE FORECASTS
4.2
47
The 2010 Plan Update to the year 2030
83
85
4.2.1 Reaffirmation of Strategies, Policies and Project Endorsements previously
adopted in the March 2006 Long Range Transportation Plan
85
4.2.2 Projects already advanced to construction
4.3
5
6
Cost Adjustments and Rescheduling of Pending projects
85
89
4.3.1 Consideration of increasing construction costs
89
4.3.2 Reasonably Expected Resources
89
4.3.3 Rescheduling and Conditional Endorsement of Pending Projects
89
4.3.4 Non Motorized Modes
99
Congestion Management and Air Quality Conformity in the San Juan TMA
102
5.1
Congestion Management Process
102
5.2
Air Quality Conformity in the San Juan TMA
104
5.2.1 Previous and Continuing Commitments
105
5.2.2 Conformity Analysis
105
Financial Constraint Analysis
6.1
Existing Financial Conditions in the Transportation Sector in Puerto Rico
111
111
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6.2
6.1.1 The Puerto Rico Highway and Transportation Authority (PRHTA)
112
6.1.2 Sources of PRHTA Revenues
113
6.1.3 Revenue Sources Comprising Dedicated Revenues
113
6.1.4 2030 projections: 2004 vs. 2009 assumptions and tendencies
123
6.1.5 Federal Funds
124
6.1.6 Borrowing
125
6.1.7 Assessment of Current Revenue Sources
125
6.1.8 Forecast Growth in Dedicated Revenues
125
6.1.9 Forecast Growth in Federal Funds
126
Action Plan for Financing the Regional Transportation System
127
iv
LIST OF FIGURES
Figure 1-1-A Urbanized and Rural Areas Defined by the 2000 CENSUS
1
Figure 1-1
San Juan 1990 – 2000 Urban Area
2
Figure 1-2
Projected Change in Population 2000 to 2030
7
Figure 1-3
Employment Change 2000-2030
9
Figure 1-4
Distribution of Population by Age and Sex, 2000 – Puerto Rico
Figure 1-5
11
Distribution of Population by Age and Sex, 2030 – Puerto Rico
Figure 1-6
Environmentally Sensitive Areas
13
Figure 2-1
Land Use for the San Juan Metropolitan Area
18
Figure 2-3
2030 Transit Plan for the San Juan TMA
28
Figure
2030 Highway Plan for the San Juan TMA
30
Figure 3-1
Proposed Regionalization Scheme for PR
42
Figure 4-1
Figure 4-2
Figure 4-3
Figure 4-4
Figure 4-5
Figure 4-6
Volume Capacity Ratio Categories for Principal Roads in the
San Juan TMA
51
Central San Juan Region
52
Caguas Region
53
2030 E + C Volume to Capacity Categories for the
San Juan TMA
60
Central San Juan Region
61
Caguas Region
62
v
Figure 4-7
Plan Volume Capacity Ratio for Principal Roads in the
San Juan TMA
67
Volume to Capacity Ratio Categories for the Central
San Juan Region
68
Figure 4-9
Volume to Capacity Ratio Categories for the Caguas Region
69
Figure 6-1
Actual PRHTA Pledged Revenues 1999 to 2009 (FY‟s)
108
Figure 6-2
Gasoline Tax Revenues Projected vs. Real Revenues for
Fiscal Years 2004-2009
111
Diesel Oil Tax Revenues Projected vs. Real Revenues for
Fiscal Years 2004-2009
112
Motor Vehicle License fee Revenues Projected vs. Real
Revenues for Fiscal years 2004-2009
113
Toll Revenues Projected vs. Real Revenues for Fiscal
Years 2004-2009
114
Petroleum Taxes Revenues Projected vs. Real Revenues
For Fiscal Years 2004-2009
117
Figure 4-8
Figure 6.3
Figure 6-4
Figure 6-5
Figure 6-6
vi
LIST OF TABLES
Table 1-1
Projected Change in Population by Municipality
6
Table 1-2
Projected Change in Employment by Municipality
8
Table 4-1
Transit Boardings (2000)
48
Table 4-2
VMT by Roadway Classification (2000 Base)
49
Table 4-3
Transit Boardings (2030 E + C)
56
Table 4-4
Vehicles Miles Traveled by Roadway Classification
(2030 E + C)
57
Table 4-5
Transit Trips by Mode Choice (2030 Plan)
64
Table 4-6
Vehicles Miles Traveled by Roadway Classification
(2030 Plan)
65
Table 4-7
Non-motorized Mode Projects
73
Table 4-8
E + C Network Cost Estimates
77
Table 4-9
2030 Plan Network Projects
Table 4-10
Projects Recommended but not Included in Network
Analysis
Table 4-11
San Juan TMA Immediate Action Program (no esta)
Table 4-12
Projects Advanced into Construction or Completed
81
Since 2006 Plan
81
Table 4-13
2030 San Juan TMA: Short Range Projects (2010-2014)
85
Table 4-14
2030 San Juan TMA: Intermediate Range Projects
(2015 – 2020)
89
vii
Table 4-15
2030 San Juan TMA: Long Range Projects (2020-2015)
91
Table 4-17
Non-Motorized Mode Projects (Short Range 2010-2014)
95
Table 5-1
Vehicle Miles Traveled by Roadway Classification (2000 Base)
100
Table 5-2
Vehicle Miles Traveled by Roadway Classification (2005)
100
Table 5-3
100
Table 5-4
101
Table 5-5
Vehicle Miles Traveled by Roadway Classification (2030 Plan)
101
Table 5-6
Mobile 6.2 PM10 Emission Factors (S/VMT)
102
Table 5-7
PM10 Emission for Roadway Fugitive Dust Factor Calculation
103
Table 5-8
PM10 Emission Inventory Results
103
Table 6.1
PRHTA Dedicated Revenues (1999 – 2009) (FY‟s)
108
Table 6.2
Total Revenues from the Fax an Petroleum Products
115
Table 6.3
Federal Revenues for Fiscal Years 2005-2009
120
Table 6.4
Forecast Dedicated Revenues for Fiscal Years 2010-2014
119
Table 6-5
Federal Funds for Fiscal Years 2010-2014
120
viii
1 INTRODUCTION
1.1 THE CONTEXT AND IMPORTANCE OF THE PLANT
Transportation systems, interacting with the land use and socioeconomic activity systems
determine traffic and transit flows, which in turn determine many aspects of daily life and impact
the built and natural environments. The movement of goods and resources, essential to
economic activity, occurs in many of the same facilities that serve general traffic and transit
operations. Highways, roads and especially local streets, all basic elements of the transportation
system, also constitute critical elements of urban public spaces, were people interact and
generate social dynamics and a sense of identity and place. This becomes clear when we
recognize that the users of roads and streets include not only drivers of automobiles and trucks,
but also cyclists and pedestrians. Indeed, the increasingly popular concept of “livable
communities” requires that pedestrian needs be addressed and protected, and transit opportunities
developed to ensure that people have the opportunity of going about their daily lives, at the local
and regional levels, without being forced to use the automobile.
Long term transportation planning aims to address all of these issues, while serving a vision of
the type of community, city, and region which has been adopted by the citizens, in an informed
and inclusive participation process. The institutions called for to develop transportation system
planning include local governments, various agencies and public corporations, and even mayor
transit and freight operators. These diverse actors have different or even conflicting perspectives
and interests. For that reason, since 1973 the Federal Government has been legislating, through
Authorization Acts approved every six years, requirements for a Continuous, Cooperative and
Comprehensive transportation planning process. To comply with that requirement, a
Metropolitan Planning Organization (MPO) must be organized and designated by Governors and
local elected officials for each urbanized area, as defined by the most recent decennial population
census. The MPO thus serves as a forum for discussion among the many public and private
actors in the region, with the responsibility (among others) of developing long range multimodal
transportation plans and short range multimodal transportation improvement programs for
implementing them in compliance with all applicable federal and local legislation.
In Puerto Rico, after each new Census has redefined urbanized areas, all Governors and local
officials, since this requirement has been in place, have designated the Commonwealth‟s
Department of Transportation and Public Works (DTPW) as the operating arm of the MPO for
all urbanized and metropolitan areas, providing the staff for the MPO. The DTPW, being an
umbrella for a number of agencies and public corporations, uses the technical resources of the
Puerto Rico Highways and Transportation Authority (PRHTA) to conduct studies and develop
plans and programs that are presented for consideration and adoption by the MPO. In
considering these plans and programs, and to comply with the federal requirement of providing a
forum for achieving consensus, the MPO acts through Policy Committees that include (as voting
members) the Mayors of all municipalities included in the urbanized or metropolitan area, as
well as the heads of public agencies and corporations with direct responsibilities over land use
planning, environmental protection and transit or traffic operations.
1
Three such Policy Committees are currently in operation: one for the San Juan Urbanized Area –
(SJUA), or San Juan Transportation Management Area – (SJTMA): (encompassing 38
municipalities and over 1 million inhabitants), another for the Aguadilla Urbanized Area –
(AUA) or Aguadilla Transportation Management Area – (ATMA): (11 municipalities and over
200,000 inhabitants), and a third for the other nine urbanized areas (UZA‟s: with populations
between 50,000 and 200,000), grouped into five Transportation Planning Regions (TPR). Long
range transportation plans must be prepared and adopted for the SJUA, the AUA and each TPR
at least every five years, with a 20 year (minimum) planning horizon. Based on these plans,
every year the MPO then defines the use of yearly federal funding allocations through a
Transportation Improvement Programs (TIP) for the SJTMA, another for the ATMA and another
for the UZA‟s. In general, without an appropriate, updated long range transportation plan for a
region, no federal funds may be programmed for improvements to its transportation system.
Currently, Federal Regulations (specifically in CFR 23 Part 450) require a long range
metropolitan transportation plan, updated in accordance with the cycles defined in 450.322 (c),
for all urbanized areas as defined by the most recent decennial census. In the case of the San
Juan Urbanized Area, which constitutes a Transportation Management Area (TMA) with a
Municipality (Guaynabo) that was listed as a Non-Attainment Area for PM10, this requirement
implied that the 2030 Long Range Transportation Plan (2030 LRTP) adopted by the
Metropolitan Planning Organization (MPO) in November, 2004, supported by a NEPA
Conformity Determination dated September of 2005, needed to have an updated, adopted, and
certified LRTP before lapsing on September 27, 2009. Effective February 11, 2010, Guaynabo
was re-designated as an attainment area, subject to compliance with a limited maintance plan
(LMP), in coordination with the Puerto Rico Environmental Quality Board (EQB) (Federal
Register / Vol. 75, No. 7 / Tuesday, January 12, 2010 / Rules and Regulations, page 1543)
In order to continue in compliance with the above mentioned regulations, but even more so, to
comply with public transportation policy, this new 2030 LRTP updates information, analyses and
recommendations of the 2030 LRTP, so that both the MPO and the federal governments may
continue to serve the public interests with programs and projects addressing the needs of the San
Juan Urbanized Area. Currently, these activities are severely curtailed by a major reduction in
the revenues and financial capacity of the Authority, as will be discussed in the financial
constraint analysis chapter. This further increases the importance of good planning.
Once adopted by the MPO, this Cost Feasible Plan will serve as the Interim 2030 San Juan
Urbanized Area Long Range Transportation Plan. This Interim Plan along with anticipated
amendments, will remain valid and in effect through 2015.
1.2 REGIONAL CONTEXT
San Juan is the capital and largest city in Puerto Rico. As a result of the 2000 Census, the
urbanized area for San Juan increased significantly, covering nearly one-half of the island. The
2000 Census expanded the Transportation Management Area (TMA) for the San Juan region
2
beyond the 1990 Census boundaries. The TMA has changed from 13 municipalities to all or
portions of 38 municipalities. These 38 municipalities contained 59 percent of Puerto Rico‟s
population in the year 2000 and 70 percent of the island‟s jobs. Four (4) of these 38
municipalities are overlapping with Aguadilla TMA and urbanized area under 200,000
population (UZA). Manatí, is overlapping with Aguadilla TMA . Patillas, Salinas and Naguabo
are overlapping with urbanized areas under 200,000 population (UZA). See Figure 1-0
The definition of the San Juan TMA (SJTMA) in the 2000 Census incorporates the former San
Juan Metropolitan Area together with the former urbanized areas of Vega Baja, Caguas,
Humacao, and Cayey-Cidra. A comparison of the two areas is shown in Figure 1-1.
This expanded SJTMA contains a wide variety of community types. It includes the traditional
core of San Juan, which is dense and highly urban in character, and major suburbs, such as
Caguas and Humacao, which have traditional town centers but have generally less density. It
includes outlying towns, such as Naranjito and Juncos, and semi-rural communities, such as
Ciales and Aibonito. This is a very diverse set of settlement types within the same TMA, each
with distinct transportation challenges. Transportation solutions are likely to be quite different
based on the character of each community. The purpose of the San Juan Urbanized Area - 2030
Long Range Transportation Plan is to integrate transportation planning with islandwide planning
efforts, ensure intermodal efficiency, provide guidance on public policy, promote sustainability
and land use compatibility, and update and expand the Interim San Juan 2025 Metropolitan
Transportation Plan as a result of the new SJTMA. Significant sections of the principal
islandwide transportation corridors traverse the SJTMA, and the transportation facilities in those
corridor sections serve both islandwide and regional transportation functions.
The mountains and the El Yunque National Forest extend
east-west through the center of the enlarged SJTMA. They
generally divide the area into a northern section that includes
the former San Juan 1990 Urbanized Area and a coastal
corridor east to Fajardo and a southern section that includes
Caguas and the communities along the PR-30 corridor to
Humacao. These two sections have very different urban
development forms and characteristics, although over the last
10 to 15 years, there has been increasing commuting from the
communities south of the mountains destined to jobs in the
northern section .
3
Fig.1-1A Urbanized and Rural Areas defined by the 2000 CENSUS
1
2
Transportation planning for the San Juan TMA (38 municipalities) must recognize and cope with
the fact that the mountains and El Yunque limit the transportation connections between the north
and south sections of the TMA to two principal corridors. They are the PR-3/PR-53 coastal
corridor at the eastern edge of the TMA and the PR-1/PR-52 corridor between San Juan and
Caguas. While there are a few other connections across the mountains, such as PR-181 south
from Trujillo Alto and PR-167 south from Naranjito, these are narrow, circuitous routes across
rugged terrain and are not major traffic carriers.
In addition to traditional transit offerings, such as public buses and the Tren Urbano (metro)
systems, público service has long served the SJTMA, providing access to the central business
districts. In the outlying areas of the SJTMA, público service is the only available transit. Save
for the occasional Municipal shuttle service. Recently, however, the cost to operators has risen
and fewer of them are offering público service. It is therefore important that the plan for the
SJTMA incorporates and promotes this service through policies that will sustain the current
system and offer opportunities for new operators.
Improvements to the transportation system in the SJTMA will concentrate on the reduction and
management of existing highway problems, completion of strategic components of the highway
network, the expansion of public transportation and non-motorized transportation, and
improvements to ports and airports. A strategic approach was developed for each mode as part
of the Islandwide Long Range Transportation Plan and has been used to analyze the SJTMA.
This approach is discussed in Section 2.
1.2.1 THE VISION
The strategic approach identified in the Islandwide
Plan was developed based on the Vision for 2030.
The Vision was established by analyzing the key
factors affecting travel today and the expected
future conditions. The Vision thus took into
consideration, among others, the following issues:

Automobile dependency and frequency of
use – Reducing this problem implies
promoting multimodal options, prioritizing functional transit alternatives, developing
pedestrian and cycling options, as well as making better use of the existing highway and
street facilities.
• Increasing urban traffic congestion – Attacking congestion at its roots means
improving coordination of land use and transportation planning; focusing on public
transportation; optimizing non-motorized modes (pedestrian, cycling); utilizing
congestion management techniques; improving deficient intersections; and controlling
illegal parking.
3
• Extensive urban sprawl and loss of rural lands - Reducing urban sprawl also involves
coordinating transportation improvements with land use planning; applying a regional
approach to planning of both public and private transportation; making viable the
densification and rehabilitation of urban areas by means of improved transit systems; and
minimizing or avoiding altogether road projects that stimulate urban sprawl
• Inadequate accesses to ports and airports – Addressing this problem implies increasing
the capacity of existing seaports and airports; making them more efficient intermodal
links; designing complementary installations; improving access to both labor force and
freight; and establishing efficient route management programs for freight transportation.
• Negative transportation impacts on the natural and cultural environments – To
manage and minimize these impacts several issues must be addressed, such as ensuring
the consideration and mitigation of negative impacts (to environmental, community and
cultural resources) during design, construction and operation of transportation facilities;
constraining the development of transportation facilities, especially roadways, in areas
identified for conservation; avoiding negative impacts on communities, as required by
local and federal regulations; protecting areas of ecological value; encouraging the use
of recycled materials during the construction, operations and maintenance of
transportation facilities; reducing dependency on fuels and non-renewable resources
through the promotion of alternative fuel technologies and by providing fiscal incentives
for using recycled materials and alternative fuels; taking measures to reduce negative
impacts to places of ecological, historic, cultural, architectural and agricultural value; and
protecting the installed capacity of the transportation system.
The combination of these concepts and their discussion in multiple public meetings throughout
Puerto Rico resulted in the Vision for 2030:
In 2030, the transportation system in Puerto Rico will meet the needs of all
sectors of society, providing mobility for all, and easy access to all destinations.
The system will promote the efficient use of resources including energy, land,
existing facilities, and funding. It will support and protect the natural and manmade environments, respecting the structure of society and cultural resources. It
will support economic development strategies. All aspects of the transportation
system will be designed to enhance the quality of life and promote safety and
security.
This Vision is the guiding structure for the strategic approach used to develop the SJTMA
Transportation Plan. The strategic approach for each mode identifies specific projects within
San Juan to address improvements to existing roadways, increase public transportation (Tren
Urbano, MBA routes restructuration, BRT‟s and Light Rails developments, and reinforce bus and
público service), new bicycle and pedestrian facilities, and expanded freight capacity.
4
1.2.2 DEMOGRAPHIC PROFILE
Most of the individual population changes from 1990 to 2000 in the 38 municipalities that make
up the 2000 Census defined SJTMA did not exceed a 20 percent increase. The five
municipalities that reached an increase greater than 20 percent include: Toa Alta, Gurabo,
Trujillo Alto, Las Piedras, and Cidra. The greatest growth in population is expected in Toa Alta
with an increase of 27,374 between 2000 and 2030. Other areas that will increase by more than
10,000 people during the same time frame are, Trujillo Alto, Carolina, Toa Baja, San Juan,
Caguas, Cidra and Gurabo. Overall, this represents a shift in population growth to the southeast
and west of the San Juan urban center showing that the suburban areas will experience the most
growth. The change in population is listed by municipality in Table 1-1 and shown in Figure 1-2
by transportation analysis zones (TAZ).
Percent change in employment for the 38 municipalities in the SJTMA was not very significant,
ranging from less than one to eight percent. Employment growth is expected to remain in the
urban core. The employment in San Juan is projected to increase by 19,761 in 2030, and it will
remain the largest area of employment in the region. Other areas that are expected to experience
growth in employment are Bayamón (5,238) and Carolina, Guaynabo and Caguas, all with an
increase of just over 3,000. The change in employment is listed by municipality in Table 1-2 and
shown in Figure 1-3 by transportation analysis zones (TAZ). The Commonwealth has an
unemployment rate of 16.0, and the San Juan TMA is at 15.6 percent, which is high compared to
the United States unemployment rate of 9.6 percent as of September, 20101.
Although there is not a significant increase in the population and employment of San Juan
anticipated between 2000 and 2030, there will be a shift in the location of people. The majority
of employment will remain within the urban core of San Juan but the population is changing and
moving to the suburban areas of San Juan. This urban sprawl provides challenges in the
development of a transportation system. Commuters from the outer regions into the urban center
place a greater demand on the transportation infrastructure. The strategic approach of this plan
focuses on quality of life and providing transportation in an efficient manner that is compatible
with land use demands. It is recognized that to limit urban sprawl, land use and transportation
plans must be compatible and have the same objectives.
1
U.S. Bureau of Labor
5
Table 1-1A Municipalities in San Juan Urbanized Area
Aguas Buenas
Las Piedras
Aibonito
Loiza
Barranquitas
Manati
Bayamon
Maunabo
Caguas
Morovis
Canovanas
Naguabo
Carolina
Naranjito
Cataño
Orocovis
Cayey
Patillas
Ciales
Rio Grande
Cidra
Salinas
Coamo
San Juan
Comerío
San Lorenzo
Corozal
Toa Alta
Dorado
Toa Baja
Guaynabo
Trujillo Alto
Gurabo
Vega Alta
Humacao
Vega Baja
Juncos
Yabucoa
6
Table 1-1B Projected Population Change by Municipality in San Juan Urbanized Area 2000-2030
Municipality
2000
2010
2020
2030
Absolute
Change
Percent
Change
2000-2030
2000-2030
Aguas Buenas
29,032
31,706
33,172
33,921
4,889
16.84%
Aibonito
26,493
27,539
28,553
29,194
2,701
10.20%
Barranquitas
28,909
31,469
33,737
35,466
6,557
22.68%
Bayamón
224,044
227,035
230,108
232,662
8,618
3.85%
Caguas
140,502
145,638
148,947
150,809
10,307
7.34%
Canóvanas
43,335
47,740
50,567
52,147
8,812
20.33%
Carolina
186,076
193,773
197,750
200,050
13,974
7.51%
Cataño
30,071
28,443
29,020
30,007
-64
-0.21%
Cayey
47,370
48,495
49,553
50,254
2,884
6.09%
Ciales
19,811
21,009
22,138
22,968
3,157
15.94%
Cidra
42,753
48,250
51,374
53,051
10,298
24.09%
Coamo
37,597
40,285
42,346
43,843
6,246
16.60%
Comerío
20,002
20,246
20,906
21,465
1,463
7.31%
Corozal
36,867
39,857
42,103
43,612
6,745
18.30%
Dorado
34,017
36,515
38,023
38,824
4,807
14.13%
Guaynabo
100,053
103,342
104,839
105,271
5,218
5.22%
Gurabo
36,743
42,513
45,417
46,770
10,027
27.29%
Humacao
59,035
62,217
64,104
65,067
6,032
10.22%
Juncos
36,452
41,034
43,634
45,224
8,772
24.06%
Las Piedras
34,485
39,454
41,949
43,103
8,618
24.99%
Loíza
32,537
35,897
38,871
41,264
8,727
26.82%
Manatí
45,409
49,804
51,987
52,911
7,502
16.52%
Maunabo
12,741
13,280
13,822
14,152
1,411
11.07%
7
Morovis
29,965
33,276
35,910
37,874
7,909
26.39%
Naguabo
23,753
24,902
25,703
26,188
2,435
10.25%
Naranjito
29,709
31,133
32,678
33,834
4,125
13.88%
Orocovis
23,844
25,559
27,146
28,316
4,472
18.76%
Patillas
20,152
20590
21066
21329
1177
5.80%
Río Grande
52,362
57,096
59,678
60,979
8,617
16.46%
Salinas
31,113
33077
34688
35858
4745
15.30%
San Juan
434,374
438,307
442,151
445,403
11,029
2.54%
San Lorenzo
40,997
45,378
47,833
49,174
8,177
19.95%
Toa Alta
63,929
78,908
86,996
91,303
27,374
42.82%
Toa Baja
94,085
98,815
102,603
105,473
11,388
12.10%
Trujillo Alto
75,728
85,949
91,099
93,617
17,889
23.62%
Vega Alta
37,910
40,816
42,841
44,217
6,307
16.64%
Vega Baja
61,929
66,058
68,892
70,626
8,697
14.04%
Yabucoa
39,246
41,865
43,863
45,413
6,167
15.71%
TOTAL
2,363,430
2,497,270
2,586,067
2,641,639
278,209
15.56%
Note: Manati and Naguabo are overlapping with other
areas, as well as Patillas and Salinas. Coamo,Patillas
and Salinas are not included in this list
8
9
Table 1-2 Projected Change in Employment by Municipality in San Juan Urbanized Area
2000-2030
Municipality
2000
Actual Change
Percent Change
2000-2030
2000-2030
2030
Aguas Buenas
2,134
2,311
177
8.28%
Aibonito
6,400
6,807
407
6.37%
Barranquitas
3,511
3,775
264
7.52%
Bayamón
74,650
79,933
5,283
7.08%
Caguas
42,028
45,123
3,095
7.36%
Canóvanas
5,653
5,998
345
6.11%
Carolina
50,226
53,812
3,586
7.14%
Cataño
11,616
12,244
628
5.41%
Cayey
11,314
12,066
752
6.64%
Ciales
2,740
2,928
188
6.88%
Cidra
7,742
8,252
510
6.59%
Coamo
4,319
4,617
298
6.90%
Comerío
2,554
2,563
9
0.34%
Corozal
4,423
4,738
315
7.12%
Dorado
7,446
7,979
533
7.16%
Guaynabo
56,861
59,959
3,098
5.45%
Gurabo
4,029
4,112
83
2.05%
Humacao
17,833
19,079
1,246
6.98%
Juncos
4,848
5,174
326
6.73%
Las Piedras
7,042
7,452
410
5.82%
Loíza
1,943
2,080
137
7.07%
Manatí
17,729
18,877
1,148
6.48%
Maunabo
1,376
1,491
115
8.33%
10
Morovis
2,385
2,533
148
6.21%
Naguabo
3,028
3,204
176
5.81%
Naranjito
4,417
4,741
324
7.33%
Orocovis
2,632
2,846
214
8.13%
Patillas
2,963
3,197
234
7.90%
Río Grande
5,511
5,639
128
2.32%
Salinas
5,216
5,619
403
7.73%
273,617
293,378
19,761
7.22%
San Lorenzo
4,978
5,298
320
6.42%
Toa Alta
1,807
1,915
108
5.96%
Toa Baja
11,325
11,944
619
5.47%
Trujillo Alto
7,644
8,173
529
6.92%
Vega Alta
5,077
5,342
265
5.22%
Vega Baja
9,564
9,848
284
2.97%
Yabucoa
6,165
6,590
425
6.90%
TOTAL
694,746
741,637
46,891
6.27%
San Juan
Note: Manati and Naguabo are overlapping with other
areas, as well as Patillas and Salinas. Coamo,Patillas
and Salinas are not included in this list
11
Figure 1-3 Employment Change 2000-2030
12
There are other demographic issues that face the San Juan region and the island as a
whole. Year 2030 projections forecast that the population is aging and that a significant
percentage of the population will be over the age of 75. Estimates indicate that the older
population is increasing in Puerto Rico by about 20,000 people each year2. These
changes are shown in Figures 1-4 and 1-5. This shift to an aging population changes the
types of demands placed on the transportation system. Awareness of the issues related
to older drivers must be addressed in the transportation planning process and in the
policy development. Much of the older population is reliant on a personal vehicle
because of the lack of public transportation in their area. To effectively provide public
transportation many considerations need to be made. The stations must be located
within an acceptable walking distance; buses, trains and stations must accessible to
people with disabilities and door-to-door service must be considered. According to the
American Association of Retired Persons, older populations are often intimidated by
modern roadway designs because reduced vision or reaction time are not taken into
consideration.
The Transportation Plans for the SJTMA and the rest of Puerto Rico provide support for
projects that improve the driving environment for older populations. The Federal
Highway Administration has developed a handbook for state traffic officials on road
design and management that improve the safety of the driving environment for older
persons. The improvement and development of non-motorized modes is especially
important for providing mobility to an aging population. Plans for non-motorized
modes in the SJTMA are discussed in later sections of this document. The
implementation of pedestrian and public transportation projects that are strategically
linked to land use will provide greater mobility for aging populations and decrease
dependency on the automobile.
Growth of Older Population, El Puente Volume 17, Number 1, Transportation Technology Transfer Center; University of
Puerto Rico, Summer 2004.
2
13
Figure 1-4 Distribution of Population by Age and Sex, 2000
Figure 1-4 Distribution
of Population by Age and Sex, 2000 – Puerto Rico
Puerto Rico
75+
70-74
Men
Women
65-69
60-64
55-59
50-54
45-49
40-44
35-39
30-34
25-29
20-24
15-19
10-14
5- 9
0- 4
(200,000)
(150,000)
(100,000)
(50,000)
0
50,000
100,000
150,000
200,000
Figure 1-5 Distribution of Population by Age and Sex, 2030 – Puerto Rico
Figure 1-5 Distribution of Population by Age and Sex, 2030
Puerto Rico
+ 57
47-07
Men
Women
96-56
46-06
95-55
45-05
94-54
44-04
93-53
43-03
92-52
42-02
91-51
41-01
9-5
4-0
(200,000) (150,000) (100,000)
(50,000)
-
50,000
100,000
150,000
200,000
250,000
14
1.2.3 ENVIRONMENTALLY SENSITIVE AREAS
Puerto Rico‟s landscape ranges from coastal to mountainous regions, these features are
all found in the San Juan TMA. The elevation in the area ranges from low in the coastal
regions to high in the mountainous areas towards the center of the island. Mountainous
areas abound in the southwestern portion of the TMA, in the municipalities of Cayey,
Aibonito, Barranquitas and Orocovis. There are also high elevations in the El Yunque
Forest and the rest of the Sierra de Luquillo range. This National Forest is mostly
located in Río Grande but extends from Naguabo to Canóvanas. There are several other
forests and natural reserves throughout the TMA including the Humacao Natural
Reserve and the Carite Forest in Cayey. There is also a cluster of forests in the western
portion of the TMA, in the southern end of Ciales.
The San Juan TMA also contains part of Puerto Rico‟s large karst region. Karst
features can be found in parts of Dorado, Toa Alta, Corozal, Vega Alta, Vega Baja,
Morovis, Manatí and Ciales.
Most of the wetland features in the TMA are located near the coast, but emerging
wetlands and other sensitive areas may be found throughout the region.
In attention to Federal and Commonwealth policies, these features must be directly
considered in the transportation planning process. This, not only to determine if there
are any environmental features that could prohibit the development of any particular
project in the region, but also to ensure that transportation projects and programs
support land use policies that protect environmentally sensitive areas.
Major environmentally sensitive areas in the San Juan TMA are shown in Figure 1-6.
15
Figure 1-6 Environmentally Sensitive Areas
16
2 STRATEGIC APPROACH TO TRANSPORTATION PLANNING
FOR THE SAN JUAN TMA
The development of a Long Range
Transportation Plan (LRTP) for
Puerto Rico, including the San Juan
TMA, is based upon a strategic
planning approach that focuses on
making those improvements to the
transportation system that will
enhance the quality of life on the
island. This quality of life strategy
includes controlling urban sprawl,
addressing environmental issues,
maintaining
rural
areas,
and
promoting sustainability. It recognizes the importance of integrating transportation
planning with land use planning and focuses on the maintenance and improvement of
existing transportation facilities as a more desirable alternative to major investments in
new infrastructure. It emphasizes the role of public transportation and non-motorized
modes as alternatives to congestion and pollution, and as a means of providing access
that reduces the need for trips by private automobiles.
This plan considers among the goals of the SJTMA MPO the provision of an efficient,
safe, fiscally constrained, and sustainable transportation system. The priorities set forth
by the MPO with regard to the transportation system (highways, bus and “publico”
service, passenger rail lines, non-motorized pathways, etc.) that will link the different
areas of the SJTMA, include the access to cargo and passenger ports (both sea and
airports), education and employment centers, emergency services, and other facilities.
These would require, among other efforts, the completion of the STRAHNET
mentioned above, the improvement and when necessary, the provision of new accesses
and/or connections to that network, and the further integration of the multi-modal
transportation system. For more details on these, see Appendix A, Eight (8) SAFETEALU Planning Factors.
The public policy contained in the San Juan Urbanized Area 2030 LRTP, and reflected
in this plan for the San Juan TMA, represents a shift in strategy by those responsible for
mobility and development in the Commonwealth. While the commitment to complete
the Strategic Highway Network (STRAHNET) remains a priority, there will be very
few new major roads constructed in the foreseeable future. Instead, there will be a
commitment to the maintenance of existing facilities and improved operation techniques
for the current infrastructure, including low cost improvements, protection of the
environment and expansion of both existing and planned transit.
The SJTMA in concord with the MPO members developed in consultation with all
interested parties a Public Participation Plan. It defines the participation process,
providing, the reasonable opportunity to be involved in the metropolitan transportation
planning process. The Public Participation Plan also promotes the continued emphasis
on public involvement in the implementation of plans, programs, and projects. For more
17
details, see Appendix B.
This transportation plan provides policy guidelines based on the goals, objectives, and
strategies set forth for the San Juan Urbanized Area 2030 LRTP. The intent of this plan
is to determine the projected needs of current and future generations and to provide a
strategic approach to implementing projects to satisfy these needs, within the fiscal
limitations of public agencies responsible for the systems‟ development and
maintenance. Other major public policy documents, considered in this plan‟s
preparation, are the following:

“Objetivos y Políticas Públicas del Plan de Uso de Terrenos de Puerto Rico
1995” (Objectives and Public Policies of the Land Use Plan for Puerto Rico)

“Una Nueva Visión Para Puerto Rico: Programa de Cambio y Recuperación
Económica.”, adopted by the Government of Puerto Rico in 2009

Land Use and Transportation Plan for the San Juan Metropolitan Region,
adopted by the Puerto Rico Planning Board in 1982, as amended

Transportation Plan: Document of Public Policy and Strategy for the
Development of the Transportation System of Puerto Rico (DTPW, 1991)

Various Land Use Plans adopted by Municipalities recognized as “autonomous”
by Law 81 of 1991

The Safe, Accountable, Flexible and Efficient, Transportation Equity Act – a
Legacy for Users (SAFETEA-LU)

Code of Federal Regulations (CFR) 23, Part 450 and CFR 49, Part 613
This LRTP aims to consider public policy established by these and various other
sources, in order to guide the implementation of transportation projects so that they
reflect the needs of the community and incorporate all aspects that may affect quality of
life. A primary focus of public policy related to transportation is the relationship of
transportation projects and land use. Other significant issues include sustainability,
intermodalism, connectivity, safety, comfort and aesthetics, environmental justice and
transportation management. Policy guidelines have been structured to mirror the
strategic approach and are incorporated into each.
2.1 STRATEGIES FOR INTEGRATED PLANNING WITH THE SAN JUAN
TMA
The quality of life strategy emphasizes the critical interrelationship between planning
for transportation and land use planning. Well planned communities with compact
cores, mixed land uses, walkable environments, and an integrated approach to housing,
employment, goods and services, education, recreation, and government, can reduce the
need for automobile travel and resist the pressures of sprawl. The redevelopment of
core areas and infill of vacant areas can also help to contain the effects of sprawl and
18
reduce the propensity to use the automobile. Cities and towns in which the use of
public transportation is encouraged through community planning have a reduced need
for automobile use and are thus less affected by congestion, pollution and other
problems resulting from automobile dependence.
Fostering the interrelationship between transportation planning and land use planning
has several important aspects:

Support and encourage the definition of a region-based land use plan for the San
Juan TMA and specific land use plans for municipalities

Encourage the development of a plan for preserving the natural environment

Assist local jurisdictions to define land development regulations that require
consideration of land use and transportation interrelationships

Devise a system of market-based incentives and fiscal measures to bring about
the kind of development and redevelopment promoted by public policies
An integrated effort to define a desirable future for the San Juan region involves a
coordinated program for land use planning that meets the needs of highly urbanized
areas, suburban communities with cohesive identities, smaller towns, and rural
communities within the TMA. This coordination should come from the Planning
Board, working in concert with local governments and community representatives. It
should link land use, environmental, and social concerns with transportation
components. Such a coordinated planning process would be based on the transportation
that supports the land use planning criteria discussed below.
Part of the strategy could be to focus all activities related to transportation planning as a
linkage that supports the interconnection and integration of the San Juan TMA, and the
neighboring North, East, and Southeast Transportation Planning Regions (TPR´s), their
economic strategies and joint land use planning vision. Notwithstanding their
municipal autonomy and different economic activities, (manufacturing, tourism,
agriculture, service, etc.), these regions could coordinate regional and inter-regional
joint efforts in such a way that one region supports the comparative advantage of the
other while receiving benefits from such support.
In addition to promoting integration between modes and cooperation between
municipalities, an Education Program on transportation should be coordinated with the
Department of Education. The goals of the education program would be to promote
pedestrian and traffic safety, especially at schools, and improve the effectiveness of the
transportation system by providing continuous information to users of all ages.
Multiple programs would be needed in order to educate the public, especially through
driver education.
Promotional materials such as brochures, public service
announcements, and training seminars for local government staff will be needed to
share information on the program. The primary messages of the public education
program will be to:
19

Promote safe interaction and shared use of roadways by cyclists and automobiles

Promote pedestrian safety through programs directed at children and youngsters

Encourage the use of public transportation

Encourage driving behavior that increases highway capacity and safety

Promote the advantages of coordinated land use and transportation
improvements
Land use characteristics of the San Juan area are shown in Figure 2-1.
20
21
2.1.1
CRITERIA FOR TRANSPORTATION SUPPORTIVE LAND USE PLANNING
In order to move toward a system in which the need for mobility via the individual
automobile is reduced, communities that promote less demand for travel by the
automobile should be promoted. These communities are planned and designed or have
been modified over time to make it easy to meet most daily needs within a relatively
compact area. They have considered the interrelationships between walking to nearby
destinations and the use of public transportation. This interrelationship should produce a
sustainable transportation system that supports good land planning and environmental
policies, that supports economic development initiatives, and that enhances safety and
security.
Land use planning in the San Juan TMA that is congruent with the PRLRTP should
focus on three interrelated aspects:

Reinforce the centrality of the City of San Juan and the numerous smaller cities
and towns within the TMA, thereby reducing transportation demand

Limit the extent of sprawl

Protect rural, agricultural and environmentally sensitive areas
In order to reinforce the centrality of the
City of San Juan and other well-defined
town centers, land use decisions,
development projects, and transportation
infrastructure should promote dense
development and redevelopment, mixing
uses and following design guidelines that
are appropriate to the setting.
This
emphasis on context-specific design can
give communities a more desirable
character that helps reduce the desire to
escape to the suburban fringe. This context-specific approach should promote a mix of
uses, providing housing, employment, goods and services, recreation and public uses in
a walkable environment. Where all of these life necessities are close together and easy
to access by foot or public transportation, the need for automobile trips is reduced.
Specific strategies should be identified to promote infill of areas passed over by the
wave of suburbanization and the redevelopment of those parts of the region that have
been underdeveloped, or which have deteriorated over the years. This infill can reduce
the impetus to go further out into the fringes of the urban region and can help produce
communities that have more internal coherence.
Emphasis should be given to providing multiple modes of mobility and access. Public
transportation, using públicos, buses, rail, and taxis, is an important means of meeting
this objective. A continuous and interconnected network of safe and attractive sidewalks
and bikeways is equally important. The effectiveness of the public transportation and
bicycle and pedestrian systems can be enhanced by controlling on-street parking in core
areas. This will make sidewalks and pedestrian street crossings safer and will
22
discourage automobile travel.
Parking prices are regulated by the Department of Consumer Affairs, which has resulted
in very low price for parking in most areas of the SJTMA. In areas served by transit,
parking prices should be allowed to reflect market value thereby not favoring one mode
of transportation more than another.
Reinforcing the centrality of cities and towns is directly related to limiting the extent of
sprawl. Sprawl may be controlled by changing the prevailing suburban paradigm for
building neighborhoods. It may be necessary to redefine the desirable character of
future developments to make more compact and integrated communities. Developers
and consumers may be influenced to make good decisions, countervailing the trend to
suburban-style products, if there are models and examples of good urban development
that they can relate to.
Sprawl can also be controlled by other means. One is to provide incentives for new
development and redevelopment as infill to already built-up areas of cities and towns,
replacing deteriorated neighborhoods and inappropriate uses, and by filling in areas that
have been bypassed, as discussed above. Another means is avoiding the construction of
new roads to serve anticipated developments in outlying areas. This decision to limit the
extent and kind of access that will be provided in fringe areas that have been in the
process of suburbanizing will depend on determination to resist influences that promote
expansion.
Directly related to the reinforcement of the
historic centers of San Juan and other
significant towns in the area, and the
determination to limit sprawl, is the
protection of the TMA‟s rural and
environmental areas. It is important to limit
the amount and character of transportation
improvements that may be programmed to
serve such areas. Additionally, the means
should be defined to reinforce land
development
procedures,
restricting
development in these areas. It will also be necessary to provide these areas with
alternative means of access and mobility that do not encourage or allow for
development that adversely affects their character.
2.1.2 POLICY GUIDELINES
The quality of life strategy incorporates all aspects of planning in the development of
the LRTP. The concept of integrated planning incorporates issues of land use,
consensus building, environment, technology, and finance into the program and project
development of transportation facilities beyond mode specific requirements. The
regional transportation system for the SJTMA must be an interconnected system that
promotes multimodalism by linking strategic roadway networks, transit lines and
bicycle and pedestrian facilities with ports, airports and urban and suburban activity
centers. Transportation projects that focus on multimodalism will be priorities because
they incorporate the goals of sustainability and land use compatibility. Listed below are
23
policy guidelines that support the objectives of the San Juan Urbanized Area 2030
Transportation Plan:
2.1.2.1Land Use and Development

Contribute to achieving the goals of the regional and municipal land use plans

Establish processes and standards for the design, construction, and operations of
transportation facilities.

Coordinate new residential and commercial developments with the planned
transportation network to facilitate programming and construction

Support land use policies through design and upgrades of roadways and public
transportation

Include transportation enhancement projects and community improvement
projects in the development of a transportation project when applicable

Plan parking policies for urban and suburban areas as an integral part of the
transportation system and land use plans
o Provide incentives to only provide minimum parking for new
developments
o Limit parking on public areas when it interrupts the flow of vehicles and
affects the safety and movements of pedestrians
o Identify individual problems for corridors and possible solutions through
studies on parking that accompany transportation projects
o In areas served by transit parking prices should reflect the market value
2.1.2.2Consensus Building

Build consensus on issues of regional land use and transportation planning via
the Metropolitan Planning Organization (MPO)

Consider all the users a transportation facility may serve

Develop infrastructure that is balanced at the socio-economic level to foster
agreeable relationships between the different regions of the island

Promote participation from the private sector in the development and
implementation of transportation programs and projects

Establish educational services that clearly explain the transportation system for
the general public and programs that can be presented in the schools
24
2.1.2.3Environment

Include measures to reduce or mitigate negative impacts to environmental,
community and cultural resources in standards for the design, construction and
operation of transportation facilities

Constrain the development of transportation facilities, especially roadways, in
areas identified for conservation

Avoid negative impacts on communities in compliance with Executive Order
12898 on Environmental Justice

Protect ecological areas of value, such as wetlands, forest and bodies of water by
adapting the design of transportation facilities to fit the setting

Encourage the use of recycled materials during the construction, operations and
maintenance of transportation facilities

Reduce dependency on fuels and non-renewable resources through the
promotion of alternative fuel technologies and tax breaks for use of recycled
materials and alternative fuels

Take measures to reduce negative impacts on places of ecological, historic,
cultural, architectural and agricultural value as they are considered to be nonrenewable resources
2.1.2.4Technology

Consider technology initiatives that increase mobility and safety in the
development of transportation projects

Develop public sector capability to provide transportation management

Incorporate parking into overall transportation management
2.1.2.5Finance
 Promote transportation investment, including proper financing of transit
operation, as an indispensable element of urban and economic development

Assign proper programmatic and budgetary consideration to the maintenance,
protection and capacity management of existing transportation facilities
2.2 STRATEGIES FOR PUBLIC TRANSPORTATION IN THE SAN JUAN TMA:
REHABILITATE, EXPAND AND DEVELOP
The Department of Transportation and Public Works (DTPW) and the Puerto Rico
Highway and Transportation Authority (PRHTA) promote sustainable cities by
encouraging mass transit and transit-oriented development through our Tren Urbano
corridor and the Joint Development Program. In Puerto Rico, a densely populated island
25
of 3,425 square miles, 94% of its population lives in urban areas, while in mainland
United States this sector represents 79%, according to 2000 Census. The trend of urban
sprawl and growth in Puerto Rico urge this integrated vision in developing roads,
highways and transit infrastructure for future generations since it have a direct impact in
land use and urban development. The DTPW and the PRHTA envision the development
of surface transportation as a means to develop better access and mobility infrastructure
for people and economic development, in order to build livable and sustainable places
around the island.
Strategies to enhance public transportation will benefit overall mobility by reducing the
demand for roadway improvements, facilitate redevelopment of urbanized areas into
more compact and walkable environments, and reduce development pressures on rural
and environmental areas. It will also provide enhanced mobility for the substantial
number of daily trips made from households with no automobile. Included in the
development of all new public transportation projects should be consideration for
pedestrian and bicycle access to the facility. The incorporation of these amenities will
not only decrease automobile traffic in and around transit stations but will provide for a
safer transportation system. This section summarizes strategies and policy guidelines to
improve operation and mode integration between transit services, including: Público
Services, Metrobús, Metropolitan Bus Authority (AMA, for its Spanish acronym), and
Tren Urbano
Figure 2-2 shows the 2030 Transit Plan for San Juan.
2.2.1 PROVIDE ENHANCED AND IMPROVED PÚBLICO SERVICE
The San Juan TMA has benefited historically from extensive mobility provided by
private operators of its públicos. For many residents, especially those without access to
an auto, públicos offer the only mobility and access to employment opportunities,
medical care, shopping, social services, and other essential needs. In the San Juan
region and other urban and rural areas across the island, públicos have been a major
commuter mode.
Despite the important role they have played in the past, público service has been
declining in recent years and its future as a significant travel mode may be threatened.
Increasing auto ownership has led many people to abandon shared riding in favor of
driving alone. Costs for público operators have risen, making it more difficult for them
to make a profit and maintain their vehicles. Regulations governing operations, routes,
frequency of service, and other issues affecting the success of individual operators
provide an adverse environment. However, if público service is allowed to decline and
eventually cease to exist, San Juan will lose a critical segment of its transportation
system.
In order to strengthen the Públicos system the Commonwealth recently approved Law
Number 148 of August 3, 2008. Law Number 148 of August 3, 2008 was created to
transfer the regulatory and operation responsibilities of the transportation services
provided by Públicos, Local Taxis, as well as some other private transit service
providers, from the Public Service Commission to the Department of Transportation
and Public Works (DTPW). This means that the DTPW will be the only regulatory
agency of public transportation in Puerto Rico. Law Number 5 of February 8, 2009
26
extended the transition period until January, 2010. By this date the DTOW will be
empowered to elaborate and establish plans to enhance public transportation in all the
Municipalities. This process presents an opportunity to reverse the trend of Público
service decline in most parts of the Island and offer an integrated service to other modes
of transportation. Currently, DTPW is working in the development of new regulations
and creating a Regulation Office that will offer the services to the Público and Local
Taxis providers.
Since Tren Urbano started operations in June 2005, some integration coordination
efforts have been developed. Those efforts include some public routes modifications to
serve Tren Urbano stations. As mentioned before, because of the Law Number 148,
both Tren Urbano and Públicos will be regulated by the DTPW by January 2010. This
will facilitate the coordination of Público service to support the rail service and not
compete with one another.
2.2.2 IMPROVE AND EXPAND THE BUS SYSTEM
Historically buses operating under the
Metropolitan Bus Authority (AMA) have
complemented públicos within the San Juan
urban area. AMA service remains vital to the
public transportation system and should be
expanded and improved. In May of 2005,
some changes was made to AMA routes to
provide access to the Tren Urbano stations.
In August of 2008 a phase A of a routes
restructuration plan was implemented. By
2010, a mayor restructuration routes plan is
scheduled. This will provide bus service into urbanized parts of the San Juan TMA that
presently have little or no bus service and will serve as a Tren Urbano feeder system.
New bus service will be focused upon major trip generators, linking neighborhoods with
major destinations for work, shopping, and medical services. New types of bus service
are being planned, including corridor applications of bus rapid transit (BRT), which is
elaborated upon in the following section.
2.2.3 BUS RAPID TRANSIT IN SELECTED CORRIDORS
There are many parts of the San Juan TMA that could benefit from effective, highcapacity transit service. Possible extensions of the Tren Urbano cannot serve all of the
areas needing high-capacity transit because of the prohibitive cost. BRT in its various
forms could offer a less expensive approach to serving major corridors and high-density
areas not directly served by Tren Urbano and could also provide enhanced transit access
to Tren Urbano.
In its highest-capacity form, BRT consists of buses operating on their own guideway,
separated from other traffic. Passenger-carrying capacities under this design approach
those of grade-separated rail transit. BRT could also involve buses operating in an
exclusive lane on an expressway or street, possibly with exclusive ramps or the ability
to pre-empt traffic signals to facilitate bus movement. The Interim Plan of 2000
identified several corridors that could be candidates for BRT service.
27
Currently, TU extensions are planned to Carolina, Caguas and Hatillo through BRT‟s
and to San Juan by a Light Rail.
2.2.4 EXTEND TREN URBANO AND PROVIDE COORDINATED TRANSIT CONNECTIONS
Tren Urbano is a 10.7 mile (17.2 km) fully automated rapid transit that serves the
metropolitan area of San Juan, which includes the municipalities of San Juan, Bayamón,
and Guaynabo. TU consists of 16 stations on a single line.
TU complements other forms of public transportation on the island such as the public
bus system, “públicos”, water ferries, and shuttles. The entire mass transportation
system has been dubbed the “Alternativa de Transporte Integrado” (Integrated
Transportation Alternative) or “ATI”, under the Puerto Rico Highway and
Transportation Authority.
Paid fare service of Tren Urbano started on June 6, 2005. From June 2005 to may 2006,
average weekday boarding stood at 21,645 and from 2006 to 2007, ridership increased
to 24,945. Nonetheless, by 2008 to 2009 average weekday ridership had increased to
31,599 (or 41,000 including weekend ridership) with an Annual Increment of 39.57%.
Table 2.2.4 Performance Indicators
Monthly
Average
%Annual Increment
Up to the year
Performance Indicator
2009
Up to the year 2009
Total Passenger Entries
783,366
39.57%
Weekday Ridership
31,599
56.18%
Weekend Ridership
9,829
21.33%
Currently, TU consists of one rapid transit route. It contains 16 stations, ten of which
are elevated, four at grade or in open cuttings, and two underground. The stations in the
system are:
 Sagrado Corazón (Sagrado Corazón)
 Hato Rey (Golden Mile / José Miguel Agrelot Coliseum)
 Roosevelt (Golden Mile)
 Domenech (Hato Rey)
 Piñero (Hato Rey)
 Universidad (Río Piedras / University of Puerto Rico)
 Río Piedras (Río Piedras)
 Cupey
 Centro Médico (University of Puerto Rico, Medical Sciences
 Campus)
 San Francisco
 Las Lomas
 Martínez Nadal
 Torrimar (Guaynabo)
 Jardines
 Deportivo (Juan Ramón Loubriel Stadium)
28

Bayamón (Bayamón)
A single trip costs $1.50 ($0.75 if you transfer from an AMA bus) including a 2 hour
bus transfer period. Students and seniors (60-74 years old) pay 75 cents per trip. Senior
citizens older than 75 and children under 6 ride for free.
Tren Urbano Aligment.
Several future Tren Urbano extensions have been proposed by previous plans and
studies, including an extension east into Carolina from Río Piedras, an extension over
the mountains south to Caguas, an extension from the Sagrado Corazon Station north to
Miramar or across the San Antonio canal to Old San Juan, and an extension east to Luís
Muñoz Marín International Airport. Some of these potential expansion corridors may
ultimately use some other transit technology such as bus rapid transit (BRT) or light rail
(LRT). Nevertheless, this will require direct and efficient interface with Tren Urbano, as
well as a coordinated fare system.
2010 Metropolitan Area Transportation Project Summary
The Department of Transportation and Public Works and Puerto Rico Highway and
Transportation Authority have envisioned the need to improve the quality of existing
public transportation services under its control and to develop an integrated AMA, TU
and Metrobús public transportation system in order to ensure the success of
transportation services within the San Juan Metropolitan area.
Our main objectives are the following:
 To improve the quality of service
 To reduce excessive costs
 To eliminate redundancies on routes
29
Also, secondary objectives for the route planning and redesign were developed which
included:
 To increase by at least 25% the ridership on AMA, Metrobús and TU
 To optimized the use of resources
In order to reorganize the Metropolitan Regional Transportation as an integrated system,
AMA will be restructuring the main transportation lines of the Metropolitan Region
(Trunk routes) as well as the feeders routes with a uniform fare of $0.75. These main
lines will be the “backbone” of the Metropolitan Regional Transportation System and
will include:




Tren Urbano TU – Main Line from Bayamón Centro to Sagrado Corazón
Metrobús III - Main Line from Sagrado Corazón TU to Old San Juan
AMA A5 – Main Line from Sagrado Corazón TU to Carolina (Iturregui)
AMA B7 – Main Line from Río Piedras TU to Carolina (Iturregui)
The feeder‟s routes and Metrobús will be redirected to the main lines in order to
produce a more efficient time and distance route to compete with the private car. Also
feeder‟s routes will be redeveloped to decrease mode split from the main origin and
destiny.
The following guidelines were developed to promote public transportation in the San
Juan area:

Provide individual municipal agencies with incentives to develop local transit
routes in their urban centers

Plan the routes of other modes of transportation to connect with Tren Urbano
stations

Design Tren Urbano station areas under the guidelines of the regional and
municipal land use plans emphasizing bicycle and pedestrian safety

Emphasize safety and security in the design and operation of transit facilities

Give transit preferential treatment on roadway facilities where feasible

Utilize mass transportation to promote urban densification and revitalization
where applicable

Recognize the importance of transportation in social programs such as welfare to
work

Follow federal regulations from the Americans with Disabilities Act in
providing access to users

Provide incentives for public transportation to reduce dependency on the
automobile
30
31
2.3 STRATEGIES FOR THE SAN JUAN ROADWAY NETWORK:
IMPROVEMENT AND MAINTENANCE OF EXISTING FACILITIES
The quality of life strategy emphasizes making the most of today‟s roadway system
through improvement and maintenance of existing facilities, adding those components
that will complete the essential network, and through the application of congestion
management strategies. An effective and efficient roadway system is essential to
personal mobility. It must provide effective access to ports and airports, which are vital
to San Juan and the entire island, and must facilitate the distribution by truck of freight
throughout the urbanized area. Public transportation vehicles, such as públicos and
buses, depend upon safe and efficient roadways to provide basic personal mobility and
permit this non-automobile mode to function adequately. A major focus of this Plan is
roadway maintenance and improvement over new construction. This approach will
strengthen the transportation system by improving the current conditions without the
impacts of major construction. On-going maintenance programs will limit the need for
major repairs in the long run, will provide a more efficient system and increase roadway
safety. Figure 2-3 shows the 2030 Highway Plan for the San Juan TMA.
Additional considerations that have guided the quality of life approach to roadway
improvements include adopting new design standards that address multi-modal and
multi-use requirements. It also includes designing improvements that recognize
population aging and the need for safety considerations such as improved and enlarged
signs and facilities that are designed for a slower reaction time.
32
33
2.3.1 IDENTIFY AND PROGRAM IMPROVEMENT
FACILITIES
AND
MAINTENANCE
OF
EXISTING
The ability of the existing roadway network to carry traffic safely and efficiently is
impaired by poor or outdated design of many important system components and the
cumulative, deteriorating effect of limited or deferred maintenance. Problem areas in the
roadway system should be reconstructed and upgraded to safe standards, and roadway
maintenance throughout the system should be strengthened to ensure that these
standards are sustained. New commercial development can hinder traffic flow and
contribute to congestion. Prior to issuing building permits, a traffic impact analysis
should be required.
Improvements to the existing roadway system that can have a substantial impact on its
safety and efficiency include:

Identifying critical components that are most severely impaired by obsolescence
and deterioration, and programming and funding their immediate improvement.

Identifying, redesigning, and reconstructing problem intersections throughout
the San Juan TMA.

Adding technology enhancements to the existing system, including such items as
barrier free tolling, monitored ramp access to major arterials, and coordinated
signal systems in arterial corridors and urban centers with optimized signal
timing

Initiating congestion management strategies, such as staggered work hours,
carpooling and vanpooling, promoting home-based work, the designation of
high occupancy vehicle (HOV) lanes, and improved incident detection and
management.

Upgrading critical parts of the existing network to enhance capacity and
eliminate bottlenecks. Previous plans have identified many proposed
improvements to address specific problem points or arterial sections. These
improvements include grade separations or urban interchanges to relieve
severely congested intersections, limited widening of congested arterial sections
where adjoining land use permits, and minor intersection channelization and
approach widening to improve safety and capacity.

Promoting through Commonwealth and municipal transportation agencies the
adoption of pavement preservation programs to extend pavement service life,
improve safety, and lower life-cycle costs. Such programs could be coordinated
with public sector, highway users, industry groups, and non-profit organizations.
2.3.2 COMPLETE KEY COMPONENTS OF THE STRATEGIC ROADWAY SYSTEM
The San Juan TMA includes several key sections of the islandwide strategic highway
34
network, notably the PR3, 18, 22, 26, 30, 52, and 53 corridors. The development of
safe and effective, high-capacity roadways in these corridors is of critical importance to
person and freight mobility and economic vitality throughout the island. There are
several gaps in the strategic roadway system within the San Juan TMA, and the
elimination of these gaps is a key transportation objective shared by the San Juan TMA
and Islandwide Plan.
Outside these critical sections of the islandwide strategic roadway system, little
construction of new, major roadways or expressways is anticipated in the San Juan
LRTP. This strategy is supportive of the Commonwealth's land use policy to encourage
concentration of urban areas and discourage sprawl in the San Juan region. It was
previously reflected in the Department of Transportation and Public Works (DTPW)
Interim Plan for the San Juan Region of August 2000, which called for no new major
highways to be built in the San Juan Metro Area.3 At least in that part of the region
north of the mountains, no new major highway corridors were included in the Plan,
although it did include the completion of gaps in major highways, planned upgrading of
selected existing arterial corridors, and the completion of corridor improvements
already underway.
Subsequent system planning for the expanded San Juan TMA will proceed under the
same premise. However, it is difficult to preclude new road construction in the area
south of El Yunque and the mountains, because that area has not had previous,
coordinated urban transportation planning covering the large area from Naranjito to
Humacao. There could be significant "missing links" in the transportation infrastructure
that will require major investments over the next 30 years. The San Juan LRTP will
make appropriate recommendations for new and improved roadways in this part of the
region. However, the LRTP is not the venue for making detailed decisions about
corridor alignment alternatives for possible new facilities. That should be done through
the DTPW‟s normal project planning process.
Completion of the Strategic Roadway Network within the SJTMA is essential both for
islandwide and regional reasons. It will also be important to ensure that both longdistance and local/regional traffic needs are reflected in the planning and design of this
facility. During the planning of any freeway construction or reconstruction rest/service
areas should be considered. At least five rest/service areas have been proposed for
construction in the SJTMA. The five identified are: south side of Toa-Baja-Dorado toll
plaza, south side of the Buchanan toll plaza in Bayamón, west side of the Caguas south
toll plaza, PR-52 between PR-184 and PR-1 in Cayey and PR-52 between Cayey and
Salinas.
At present, all of these issues need to be addressed within the constraints of the very
serious financial situation of transportation agencies in Puerto Rico, and the
economic recession that limits government expending in general. This context
This statement was made for the metro area as defined by the 1990 Census. The 2000 Census
expansion of the TMA had not occurred at the time the Interim Plan was released.
3
35
requires innovative financing and partnerships, both public-public (between various
government levels and entities) and public-private (between public agencies and
private businesses) to ensure adequate investment levels in the transportation system,
and appropriate maintenance and operation of existing facilities.
The following guidelines were established in relation to the roadway component of this
plan:

Revise current regulations for the construction of roadways to assure that the
design serves both the needs of pedestrians and vehicles

Design projects in a way that will discourage low density development

Conduct traffic impact analysis prior to issuing building permits for new
commercial and residential developments in congested areas

Consider aesthetic elements related to the urban, suburban or rural
characteristics during design

Consider the inclusion of rest/service areas in any new construction or
reconstruction of the freeways
2.4 STRATEGIES FOR NON-MOTORIZED MODES IN THE SAN JUAN TMA:
IMPROVE, EXPAND, MAINTAIN, AND EXTEND
The strategies for non-motorized transportation modes included in this plan are in
accordance with the federal laws and regulations, and with the Puerto Rico public
policies for land use and transportation.
The quality of life strategy recognizes
the importance of improvements to
the network of non-motorized modes
– pedestrian and bicycle facilities and
hiking and equestrian trails. It is
based on the premise that providing
an effective system for walking and
bicycling can reduce the need for
automobile trips and can increase the
effectiveness of public transportation.
Additionally, it can reinforce the
desirability of interconnected mixeduse projects of moderate and high density that could result from a new planning model
for community building. Improvements to the systems for non-motorized modes can be
made by:

Providing for improvements, expansion, and maintenance of existing facilities

Planning and funding for new facilities

Coordinating islandwide and local efforts
36

Ensuring that existing and new facilities are interconnected with public
transportation

Providing new
developments
development
guidelines
requiring
facilities
in
future
At the time of the preparation of this LRTP, an islandwide bicycle and pedestrian plan
is being prepared by the DTPW. While that study has not yet been released, its
preliminary recommended actions for the San Juan TMA have been made available for
inclusion in the LRTP.
Pedestrian and bicycle facilities range widely in extent and quality throughout the San
Juan area. Most established urban cores and town centers within the TMA have
sidewalks, but they are often not continuous and are poorly maintained, with frequent
obstacles and interruptions, and often are made impassible due to parking on the
sidewalk. Existing networks of sidewalks can be improved in quality by better design.
There are partial pedestrian and bicycle networks for portions of the San Juan TMA.
They should be interconnected and their coverage extended to expand both the
geographic range of the systems and the kinds of amenities and quality of facilities
provided.
2.4.1 IMPROVE PEDESTRIAN AND BICYCLE FACILITIES WITHIN THE SAN JUAN TMA
There are basically two types of pedestrian and bicycle facilities:

Non-motorized environments within urban areas and town centers (e.g. streets
and sidewalks) that encourage both pedestrian and bicycle use as a regular
means of access and mobility

Recreational trails for both bicyclists and walkers that extend through scenic or
recreational areas, which may be in both urban and rural settings
Within traditional urban areas and town centers, both sides of the street typically have
continuous and interconnected sidewalks, and this is the basic network for pedestrian
movement throughout urban areas and town centers. They provide for access and
mobility independent of automobiles and enhance access to public transit.
Sidewalks are a reliable and safe means of mobility when they meet some key criteria.
These include facilities that are continuous and interconnected, without discontinuities
that might require users to step into the street and into the path of automobile traffic.
They should be wide enough to allow for safe movement, including movement for users
in wheelchairs, and they should be free of obstructions, including informal parking for
cars, dumpsters, utility poles, walls, and fences. Sidewalks should be paved with a
continuous and smooth surface that is in good repair, without uneven areas, unguarded
openings, excavations, and other circumstances that might cause injury. They should be
enhanced with safe and well-marked crosswalks and ramps for wheelchairs at
intersections.
Sidewalks may invite more frequent use when they
are provided with amenities that make the walking
37
experience enjoyable. These include landscaping, attractively designed pavement
patterns, street furnishings such as lighting, seating, transit shelters, screening from
unsightly or unsafe adjacent uses, and trash receptacles. In hot and sunny climates such
as Puerto Rico‟s, shade is an important component. This may take the form of regularly
spaced street trees and awnings, arcades, and other overhead shelters.
In both urbanized areas and town settings, conflicts with the automobile are an
impediment to safe pedestrian and bicycle use. The most frequent conflict is the use of
the sidewalk as an informal parking area, blocking pedestrian routes, and necessitating
waking in the street. In addition, the narrowness of sidewalks and the street congestion
make crossing the street unsafe.
Bicycle facilities in urban areas and town centers that are successful allow for safe
movement in street traffic through designating separate well-marked bicycle lanes.
Most of the past efforts at designating and developing pedestrian and bicycle facilities
have been focused in a few, concerned communities. These efforts include facilities for
both recreational and non-recreational purposes, such as commuting, access to transit,
and other purposes by identifying projects that support the overall transportation
network. The San Juan region is making good progress in its pedestrian and bike
program by identifying projects that support the overall transportation network.
2.4.2 EXPAND PEDESTRIAN AND BIKE ACCESS
Two types of pedestrian and/or bicycle facilities could make non-automobile trips more
appealing.
First, access to public transportation stops or stations can be improved with continuous
sidewalks. By providing good pedestrian access to public transportation, ridership will
increase and automobile trips can be reduced. It will also be important to enforce
parking and other regulations to ensure that pedestrian facilities are not blocked.
Second, networks of pedestrian/bicycle facilities need to be created to allow pedestrians
and bicyclists to take longer trips. In the San Juan TMA the Loíza pedestrian/bicycle
path, the Martin Peña Canal path, and the path along the bay in Old San Juan could be
connected to form part of a pedestrian/bicycle network of paths.
On a smaller scale, urban pedestrian and bicycle networks could be extended into
suburban and rural areas, possibly with Commonwealth financial assistance but
primarily at the initiative of municipalities. Local governments could solicit help from
private developers in the form of land donations or reservations for trails and/or in the
construction of trails through their properties.
The Puerto Rico Government Program (2009-12) includes several strategies related to
transportation, energy and environment. It proposes therefore the adoption of “green plans” that
aim for energy conservation, protection and conservation of natural resources as well as for the
reduction of its impact on the infrastructure and the environment. It also proposes for an efficient
transportation system that reduces the need for the private car and therefore the congestion and
38
pollution by promoting the use of the “Tren Urbano” and other non motorized modes of
transportation, I order to enhance the mobility and access in our communities.
The Law #132 of the 3rd of June, 2004 that amends the Law #22 of th 7th of January, 2000,
known as the Law for the Vehicles and Transit of Puerto Rico provides for the conditions that
permit and promote the use and enjoyment of the bicycle as an alternative mode of
transportation and recreation.
The pedestrian and bicycle trails or linear parks proposed in the San Juan Metropolitan
Transportation Plan are known as “green infrastructure”. This alternative mode of transportation
is the most efficient in short trips and permits the recovery and better use of our public spaces
while helping reduce the vehicular congestion, the consumption of fossil fuels and by thus to
the enhancement of the air quality.
The following two policies are used to guide the formulation of bicycle and pedestrian
components of the San Juan 2030 Transportation Plan:

Emphasize safety, accessibility and aesthetics in the development of pedestrian
and bicycle facilities

Provide incentives for non-motorized modes to reduce dependency on the
automobile
2.4.4 NON-MOTORIZED MODES
Non-motorized modes are integrated into the transportation plan to promote the quality of
life strategy. Pedestrian and bicycle facilities encourage densification and incorporate land
use and mobility by providing access to resources while preserving the environment and
enhancing sustainability. The DTPW has identified 35 bicycle and pedestrian facility
projects in the San Juan TMA.
39
2.5 STRATEGIC APPROACH FOR PORTS, AIRPORTS,
WITHIN THE SAN JUAN TMA
AND
FREIGHT
The quality of life strategy focuses on
enhancing the capacities of existing ports
and airports to provide the needed services
in the future. It also recognizes the
importance of the international flow of
freight to the islandwide economy and the
essential
requirement
for
efficient
distribution of goods throughout the island.
It further recognizes the importance of the
role played by airports and ports in the vital tourism industry. The intent of this strategy
is to focus resources on the improvement of those existing facilities that can be adapted
to future needs.
Planning for Puerto Rico‟s future freight system should consider the following key
assumptions, issues, and characteristics:

The Port of San Juan and Luís Muñoz Marín International Airport will continue
to be the principal points of entry and exit for international freight and passenger
traffic. Puerto Rico has a tremendous investment in these facilities, and they are
well located to serve the greatest concentration of origins and destinations on the
island for this international traffic, namely the San Juan region.

The principal problems facing the Port of San Juan are the need for better
vehicular access to port facilities and constraints on site expansion that make it
essential that the port make the most effective use of its existing space. The port
also needs to upgrade its physical facilities to accommodate the largest cargo
and cruise ships. These issues need to be addressed while coordinating with
important urban developments such as the San Juan Waterfront and continued
growth of the Puerto Rico Convention District.

The principal problem facing Luís Muñoz Marín International Airport is the
need to expand and/or reorganize its air cargo facilities and improve vehicular
access to its cargo area, as well as continuing improvements to passenger and
luggage services.

Trucks will remain the mode for freight distribution on the island for the
foreseeable future. The possibility of islandwide freight and/or passenger rail
service appears to be beyond the 2030 timeframe of the LRTP. The future
feasibility of such service is very likely to depend upon the future emergence of
one or more major freight generators or attractors outside the San Juan region
that could generate sufficient freight movement to justify the large investment in
building a rail system.
LRTP recommendations for facilities improvements, capacity expansion, and access
improvements at principal ports and airports, as well as general recommendations
for improved truck operations on the island‟s roadway network will be presented in
a later section of this report.
40
Policy statements reflecting the Plan‟s Ports, Airports and Freight mobility are stated
below:

Coordinate ground, air and maritime transportation services for freight and
passengers

Develop and implement master plans for the ports and airports of the island
emphasizing, safety, access, efficient intermodal operations and freight
movement

Promote increased investments by the private sector in all aspects of airports and
seaports‟ use, operations and development
3 LRTP TECHNICAL APPROACH AND METHODOLOGY
The 2030 LRTP for the San Juan TMA was the product of an extensive transportation
planning process, stretching over nearly two years and involving computerized travel
forecasting models to test alternative transportation improvement proposals. This
chapter provides an overview of the technical approach and methodology used in
developing the LRTP. It includes a description of both the travel demand models used
to estimate future travel and the network analysis process for defining and testing
possible future transportation improvements.
A request for proposal was published to elaborate 2040 Puerto Rico Long Range
Transportation Plan which includes a new travel demand model. The revision of the SJ
TMA assumes the travel demand analysis of the 2030 PRLRTP.
3.1 OVERVIEW OF TECHNICAL APPROACH
While this section focuses on the key technical procedures and techniques used in
developing the plan, it must be emphasized that transportation planning is not simply a
mechanical process of collecting data, modeling travel, and defining needed
improvements. The overall vision for the region and its transportation system strongly
influences the nature of possible solutions to travel deficiencies. The vision guiding
transportation and land use planning in the San Juan region is sensitive to environmental
consequences of transportation investments and seeks to optimize usage of existing
transportation facilities. It is cognizant of the role played by the automobile in
precipitating urban sprawl and discourages major investments in new roadway corridors
that will encourage further sprawl. In subsequent discussions of how the plan was
developed, the role played by these and other planning considerations will be noted.
The methodology for developing the San Juan Urbanized Area 2030 LRTP builds upon
the technical approach used in preparing the 1993 San Juan LRTP. The models and
techniques used in that earlier plan were overhauled and updated, using detailed travel
and demographic data from the 2000 Census, supplemented by roadside travel surveys
conducted in August and September of 2003. The key technical tool used in developing
41
the LRTP is a set of mathematical models that are designed to estimate and replicate
existing travel patterns in the San Juan region. They are then applied to independent
forecasts of population and employment, which are the producers of travel, to yield
forecasts of future travel in the region. The ability of existing transportation systems to
accommodate this future travel is then assessed, and the need for system improvements
is identified.
3.2 1993 SAN JUAN TRAVEL MODEL
Between 1990 and 1992, a full set of then state-of-the-art and state-of-the-practice travel
demand forecasting models was developed and validated for the 12 municipalities
composing the San Juan region (Bayamón, Canóvanas, Carolina, Cataño, Dorado,
Guaynabo, Loíza, Río Grande, San Juan, Toa Alta, Toa Baja, and Trujillo Alto). The
development of the models was initiated in 1990 with the collection of transportation
system and travel survey data, including:

A major roadway network inventory of approximately 6,300 regional roadway links

An inventory of the 40 transit (AMA) routes in the region

An inventory of the 116 público routes in the region

A travel survey of daily travel characteristics for over 1,803 households

An establishment survey of travel characteristics of employees and visitors to
commercial and public establishments

Comprehensive AMA and público ridership counts

Traffic counts at ten external stations

A travel survey of passengers in autos entering and passing through the San Juan
region at ten external stations
The above information was combined with preliminary information from the 1990
Census for the development of a “four-step” travel demand forecasting process. The
steps in this process of model development are described below.

The trip generation module was implemented using a cross-classification model
stratified by income group and household size to estimate trip productions for each
transportation analysis zone (TAZ). Trip attractions were estimated by an aggregate
cross-classification model, based on the number of households and the numbers of
basic, retail, service, and government employees in each TAZ. The trip generation
module forecast total person trips in motorized vehicles for home-based work,
home-based shop, home-based school, home-based other and non-home-based trip
purposes. Commercial vehicle travel was estimated from non-home-based vehicle
trips (after application of the mode choice module). Vehicle trip attractions were
also estimated for internal-external travel.

The trip distribution module was implemented using the gravity model based on
auto travel time as the measure of separation between TAZs. Home-based work
trips were distributed using peak-period travel times and all other trip purposes were
distributed using off-peak travel times.
42

The mode choice module was implemented using a nested logit model formulation.
The choice between auto and transit was modeled at the top level of the nesting
structure. Under the auto mode, person trips were split between drive alone, twoperson autos, and three or more person autos. Under the transit mode, trips were
split by mode of access (walk or drive) and underneath access mode by transit submode (bus or público).

The trip assignment module incorporated a time-of-day of travel module based on
the diurnal / directional split information summarized from the household travel
survey for trips made in automobiles. Auto trips were assigned for the morning
peak, afternoon peak, and off-peak periods. Transit trips were assigned by purpose
with home-based work trips being assigned using morning peak transit networks.
All other transit trips were assigned to the off-peak period transit networks.
The traffic assignment process used equilibrium assignment techniques that considered
both travel time and travel cost. Congestion delay was estimated by state-of-the-art
intersection delay techniques pioneered in San Juan. The transit assignment process
used multi-path transit assignment techniques embodied in the EMME/2 travel
modeling package.
Two enhancements were made to the SJLRTP travel models in 1993:

Naranjito was added to the 12-municipality San Juan modeling area to remain
consistent with the new Census definition of the San Juan Metropolitan Area

The mode choice module was re-estimated to be more consistent with model forms
used in other parts of the U.S. and to be more responsive to planning needs for the
region
3.3 RECENT CHANGES
LRTP
TO THE
SAN JUAN TRAVEL MODEL
FOR THE
The travel model used for the 2030 San Juan TMA long-range transportation plan
represents a major update to the 1993 travel model. Since no new household survey
data were available, much of the new model calibration was based on the original 1990
household survey data. However, the 1990 household data were re-expanded to take
advantage of the final 1990 Census data that became available after the original model
calibration in 1992. In addition, results from the 2000 Census were used for the
estimation of demographic and socioeconomic data required as inputs for the travel
model.
It should further be noted that, after the 2004-2005 redevelopment of the San Juan travel
demand model, hereby described, its use by specialized consultant teams working in
several major transit proposals during 2007 to 2009 resulted in corrections to the
databases and some model elements. The following discussion nonetheless continues to
reflect the original exercise, since it established or confirmed the basic structure and
calibration of the model.
43
3.3.1 ZONE STRUCTURE
Based on the results of the 2000 Census, the U.S. Bureau of the Census recommended a
large Transportation Management Area (TMA) for the San Juan region that basically
covers the eastern one-third of the island. Independently, the DTPW recommended a
regionalization scheme that divides Puerto Rico into 12 Planning Regions as illustrated
in Figure 3-1. The 13 municipalities included in the existing San Juan travel model
comprise the Metro Northeast Planning Region. Four of the Planning Regions -- Metro
West, Metro Northeast, Metro South, and Metro East -- almost exactly match the
expanded San Juan TMA suggested by the Census Bureau.
The area covered by the East Planning Region is identical to the Fajardo Urbanized
Area (UZA) defined by the Census Bureau. The three municipalities comprising the
East Planning Region -- Luquillo, Fajardo, and Ceiba -- are physically as close to Old
San Juan as municipalities in the Metro West and Metro East Planning Regions.
Therefore, the municipalities in the East Planning Region have been included in the
PRLRTP travel model for the San Juan TMA. The San Juan TMA model comprises
1,247 TAZs and 33 external stations.
44
45
3.3.2 TRAVEL MODEL CHANGES
In addition to the expansion of the region included in the San Juan travel model, changes to the
modeling process were implemented to address issues identified with the original SJRTP travel
models:

The trip generation process was modified to use auto ownership and household size as
explanatory variables rather than income group and household size. Local planners
were more confident in their abilities to forecast auto ownership than income level for
small areas in the region.

Modeled trip purposes were disaggregated to better represent the types of trips
made in the San Juan region. The most important change was the subdivision of
the general home-based work trip purpose into trips that travel directly from
home-to-work and those that drop-off children at school on the way to work.
Separate trip generation models were developed for each sub-purpose.

Socioeconomic sub-models used to estimate households by auto ownership and
household size for each TAZ were recalibrated based upon 2000 Census data.

The trip generation implementation software was modified to produce trips by
auto ownership level for each home-based trip purpose.

The trip distribution models were recalibrated to account for the new trip
purposes and the expanded study area. In addition, trips were distributed by
auto ownership level.

In accordance with Federal Transit Administration (FTA) modeling guidelines,
trip distribution for trips made by zero-auto households was based on composite
“impedances” that considered AMA, público, and shared ride service between
TAZs. Distribution of trips from all other households was based upon
impedances that considered only auto travel time.

The mode choice models were modified to accept home-based trips by auto
ownership level as input. The mode choice model constants were recalibrated
for each new trip purpose / auto ownership market.

Time-of-day of travel models were used for the revised trip purposes.

The traffic assignment process was updated to use Highway Capacity Manual
2000 capacity and delay calculations.

The traffic assignment process was updated to perform “class-based”
assignments, providing the capability to summarize the numbers of singleoccupant vehicles (SOV), HOV, and trucks assigned to each network link. In
addition, the three classes of vehicles could be simultaneously assigned to their
appropriate “sub-networks.” For example, HOVs were allowed to use HOV
only network link, as well as all network links available to SOVs.

A feedback procedure was developed to achieve closure between input speeds
used for trip distribution and mode choice and final speeds forecast by the traffic
assignment process.
46
3.4 NETWORK TESTING AND ANALYSIS
The public transportation and roadway elements of the LRTP were derived from an
analytical process of network development, model application, and analysis. The
objective of this process was to develop recommended improvements for the LRTP that
addressed existing and future transportation problems and were consistent with the
plan‟s focus on improving overall quality of life.
The process started with the modeling and analysis of base year conditions to build a
foundation for developing the San Juan Urbanized Area 2030 LRTP. The base year
essentially represents existing or near existing conditions, and in this case, the year 2000
was established as the base year because of its tie to Census data. Roadway and transit
networks were defined to reflect 2000 conditions for those modes, and the updated
travel model was used to estimate and assign 2000 travel to the networks. A calibration
process assessed how well the models had replicated actual 2000 conditions and
appropriate adjustments were made to model parameters. The results of the 2000
modeling and network analysis provided a basis for later comparing travel changes from
the 2030 forecasts to base year conditions.
The first networks that were defined to reflect future conditions and to which 2030
travel was assigned were the transit and roadway existing-plus-committed (E+C)
networks. The DTPW in 2004 provided a description of then planned transportation
improvements for which funding was committed, and these projects were coded into the
2000 network. The resulting E+C network represents the transportation infrastructure
that would be available to meet future travel demand, if no other transportation
improvements were made beyond those for which funds are currently committed. The
public transportation E+C incorporated the Tren Urbano, that began operations in June
2005, as well as related público and bus system adjustments and improvements needed
to provide access to the transit stations. The roadway E+C included the new PR-66 toll
road from Carolina to just east of Río Grande, the first stage of the PR-5 expressway in
Bayamón, and a number of other expressway and arterial improvements.
Modeled future traffic assigned to the E+C networks was compared to system capacities
to determine estimated, future capacity deficiencies or congested locations. The results
of the E+C networks analyses produced proposals for new improvements to be tested in
subsequent, modified future networks in an effort to relieve as much of the forecasted
congestion as possible. In many cases, these improvement proposals reflect projects that
have been proposed in the past by the DTPW or by previous studies, but in other cases,
potential new solutions were perceived.
After analyzing the results of the E+C networks, both the transit and roadway networks
were modified to reflect new improvement projects, and the travel model was applied to
the new or modified 2030 transit and roadway networks to test those ideas.
An analysis of the 2030 networks results determined whether proposed projects had
achieved their intended purposes. The capital costs of the resulting improvements were
estimated, and overall program costs were compared to projected available
transportation revenues to define a financially constrained LRTP. The approach for
developing the financial plan is described in Chapter 6. Proposed improvement projects
47
were prioritized according to the benefit they would produce in congestion relief,
access/mobility improvement, and contribution to improved quality of life. Application
of the revenue constraints to the prioritized improvements yielded a LRTP including
only those new projects that can be funded under projected revenues through 2030. As
noted earlier, priority was given to greater funding of maintenance and operations for
transit and roadway networks to maximize the benefits from past infrastructure
investments.
While the results of this 2030 network analysis produced the recommended actions that
are reflected in the LRTP, it is expected that the continuing transportation planning
process for the San Juan TMA will work through more iterations of the network
modeling process to test new ideas over the coming months and years. In fact, the
methodology, technical approach, and public involvement program put in place in the
course of developing the San Juan Urbanized Area 2030 LRTP are more important than
the plan itself, because that methodology allows the plan to be updated periodically in
response to changing conditions in the region. Just as the 1993 San Juan travel model
provided the technical foundation for developing the San Juan Urbanized Area2030
LRTP, the updated model developed over the last few months will provide the
foundation for future model updates to reflect demographic changes in the region.
48
4 DEVELOPMENT OF THE LRTP FOR THE SAN JUAN TMA
4.1 DEVELOPMENT OF THE LRTP FOR THE SAN JUAN TMA 2003-2004
This chapter describes the technical process followed in 2003-2004 for the development
of the original San Juan Urbanized Area 2030 LRTP. It documents the testing and
evaluation of possible transportation system improvements through network analysis,
and from this analysis, defines the recommended LRTP and the cost and
implementation priorities of associated improvement projects. The chapter is divided
into four sections to describe the modeling results, the analysis for determining
recommendations for the LRTP for 2005, and the 2010 update.
Latter modifications to the original LRTP‟s recommendations, through adjustments,
corrections and amendments approved by the MPO, are incorporated when appropriate,
in this and other chapters. In 2009, recommended project lists were particularly
adjusted to consider cost inflation, and the nature and scope of the recommendations
were revised in the context of financial constraints facing the Government of Puerto
Rico and especially the Puerto Rico Highways and Transportation Authority.
The chapter begins with a discussion of the year 2000 networks for public transportation
and roadways to provide an understanding of base year system conditions and
deficiencies. The first assignment of projected 2030 travel was made to the Existing
plus Committed (E+C) network. A set of transit and roadway improvements for which
funding has been committed was added to the 2000 transit and roadway networks to
form the E+C networks. Following an analysis of the E+C networks modeling results
revised and refined transit and roadway networks were prepared for further testing by
adding other improvement projects to address continuing system problems. With minor
modifications, those new networks represent the transit and roadway elements of the
San Juan TMA LRTP.
Within the overarching context of the vision and strategic implementation plan
developed for the future of transportation and land use in the SJTMA, presented in
Chapters 1, 2, 3, and the preceding sections, Section 4.1.4 focuses on recommendations
for infrastructure projects and services, based on the analysis of transportation needs
and extensive public involvement conducted for the SJTMA and PRLRTP. The LRTP
also includes modal elements for non-motorized travel (pedestrian and bicycle
facilities), ports, and airports, and recommended actions for these plan elements are
included in the chapter.
Recommendations for public transportation have been discussed by mode (roadway,
transit and non-motorized). Anticipated implementation timeframe for these actions
were categorized into short-term (2010 – 2015), intermediate term (2016-2022) and
long-term (2023-2030) time periods. Section 4.2 describes 2010 update adjusting 2005
schedule to 2010-2014 (short term) and 2015-2030 (long term).
These
recommendations are categorized by mode type (non-motorized, transit and roadway)
and by anticipated timeframe for implementation (short-term and long-term). Cost
estimates are also provided for each category, but have been updated and, following the
2007 planning regulations, adjusted for inflation.
49
Federal transportation regulations dictate that implementation of the transportation
projects and programs recommended, both in the PRLRTP and the San Juan TMA
LRTP, be paid for based on reasonable expectations of future available revenues. As
such, implementation schedule and cost estimates for all projects must be realistic.
While this chapter concentrates on recommendations, Chapter 6 discuses the associated
financial issues that determine the availability of funds to pay for the continued
development of transportation infrastructure, operations and maintenance throughout
the region. It should be noted, however, that the analysis associated with this
financially constrained plan is based solely on PRHTA´s financial projections, but the
recommended projects could, and in some cases should, be developed by local
authorities, other Commonwealth agencies, the private sector, or a combination of
participants. The following recommended project list should not, therefore, be
interpreted as indicative of a specific or exclusive responsibility of any one entity, even
if most of them are expected to be developed by the PRHTA. See table C-3, in
Appendix C for FTA Program Allocation for all sections within of the SJTMA
Further, PRHTA‟s current financial situation requires that the Authority identify and
implement cost reduction and revenue enhancement options, as well as other
mechanisms to renew and expand its investment capacity, but the corresponding
analyses are still ongoing. As a result, available financial projections show very limited
investment capacity. This in turn generates restrictions and qualifications on the
projects endorsed by the plan. Those restrictions will stay in place, however, only until
the PRHTA implements the selected options to improve its financial situation. At that
moment, this San Juan Urbanized Area 2030 LRTP will be amended as required.
4.1.1 2000 NETWORK ANALYSIS
4.1.1.1 2000 Public Transportation Network
The existing public transportation network serving the San Juan TMA consists of fixed
route bus service and privately operated, but publicly regulated público services. The
AMA fixed bus service consists of 40 different bus routes serving the high-density
retail, office, and residential areas of the San Juan, Bayamón, Cataño, Guaynabo,
Carolina and Trujillo Alto municipalities. Two separate bus routes also extend as far as
Loíza to the east and Toa Baja to the west. Most of the remaining surrounding
municipalities around the central San Juan metropolitan region depend upon público
service providers to transport passengers. This service is typically between the smaller
city centers to and from major transport hubs in San Juan. The interlocal público
service between the individual city centers is not as commonly found in the larger San
Juan TMA (e.g. service between Humacao and Toa Alta, Caguas and Humacao and
Bayamón and Cataño).
The fixed bus routes operate at frequencies ranging from every seven minutes to every
30 minutes during the peak hours. Most of the bus routes operate on Saturdays,
Sundays and holidays but the frequencies are about half of what they are during
weekday peak hours. Law Number 148 of August 3, 2008 was created to transfer the
planning and regulation responsibilities of the transportation services provided by
Públicos and Local Taxis, as well as some other private transit service providers, from
the Public Service Commission to the Department of Transportation and Public Works
50
(DTPW). Law Number 5 of February 8, 2009 extended the transition period until
January 2010. Públicos do not always follow fixed time schedules in providing their
services to the public. The typical públicos owner/operator waits at a specified públicos
station until enough riders are present to justify driving to various destinations. For
purposes of the modeling efforts in this project, however, a fixed headway was assumed
of 30 minutes for the peak periods and 60 minutes for the off-peak periods since a
variable headway cannot be coded into the model. A summary of the model output is
presented in Table 4-1.
The table indicates that primary transit boardings are on públicos with daily boardings
of 292,319; 55 percent of total daily boardings. This is followed closely by the
combination of bus and metro bus, together totaling 236,589 daily boardings. During
peak hours busses carry 29 percent of their daily boardings and públicos 28 percent.
Table 4-1 – Transit Boardings (2000)
Mode
Peak
Off-Peak
Daily
Bus
49,306
119,155
168,461
Metro Bus
22,687
45,441
68,128
Ferry
620
671
1,291
Público
83,316
209,003
292,319
Rail
0
0
0
LRT
0
0
0
Islandwide Bus
0
0
0
Total Boardings
155,929
374,270
530,199
Total Linked Trips
82,573
187,242
269,815
Boardings / Linked
Trip
1.89
2
1.97
4.1.1.2 2000 Roadway Network
The 2000 roadway network is considered to be the base year highway network for the
San Juan TMA. Over the past dozen years, several models have been run for the San
Juan region. However, the 2000 Census greatly expanded the definition of the
metropolitan region of San Juan, incorporating at least a portion of 38 different
municipalities extending from Manatí in the north central portion of the island to Río
Grande, close to the northeastern corner of the island, to Maunabo, located along the
southeast coast line. In fact, the San Juan TMA covers the entire eastern one third of
51
the island with the exception of Ceiba, Fajardo, and Luquillo municipalities, which form
their own much smaller urbanized area.
An overall statistic that is useful to establish the base model network results for the year
2000 is the Vehicle Miles Traveled (VMT) for various classifications of roadway type
and the characterization of land uses through which they traverse. Table 4-2 provides
these numbers for the San Juan TMA.
Table 4-2 VMT by Roadway Classification (2000 Base)
Facility Type
Area Type
Total
Freeway
Ramp
Principal
Minor
Collector
Local
Urban Business
District
2,624,069
221,85
8
1,801,83
7
1,046,94
2
204,249
267,336
6,166,291
Urban
5,657,874
347,59
0
4,946,12
4
3,590,62
6
664,952
421,014
15,628,181
Rural
5,283,939
133,39
4
2,219,09
8
2,505,43
1
1,196,441
129,183
11,467,485
Total
13,565,882
702,84
1
8,967,05
9
7,142,99
9
2,065,642
817,533
33,261,956
Note: All units in this table reflect miles and not kilometers.
Reviewing these results, it can be noted that 18.5 percent of the total vehicle miles
traveled within this metropolitan area occurs in defined urban business districts such as
the dense urban core of San Juan or Central Bayamón or the core areas of other satellite
cities in the metropolitan region such as Caguas and Humacao. Another 47 percent of
the travel occurs in the urban areas that include large portions of Carolina, Guaynabo,
Bayamón and peripheral communities surrounding the core urban areas scattered within
greater metropolitan San Juan. 34 percent of vehicle miles traveled occurs in the rural
areas within this metropolitan region. While this may seem strange, one must
remember that a significant range of hills and mountains cuts an east/west swath
through the San Juan TMA. Development has not (and in many cases cannot) occurred
along the twisting winding roadways, which form the network of secondary facilities
within this region.
Another statistic gleaned from this table is the fact that 40 percent of all vehicle miles
traveled occur on freeways, with significantly fewer miles incurred upon each of the
other facility types. It should be pointed out, however, that a network model typically
does not have many coded local streets and some collector roads due to the limitations
in computational size of the network. So the 40 percent should be viewed in comparison
with “all major” roadways within the region and not simply “all roadways”.
The output from the 2000 highway network modeling runs displays significant areas of
congestion throughout the metropolitan region, but concentrated along the main
strategic highway corridors stretching east-west between Manatí and Canóvanas and as
52
far south as Cayey. Most of the smaller city centers in extra-urban municipalities
(communities beyond the suburbs that are commuter towns) did not show extensive
traffic congestion, and neither did the vast majority of principal and secondary
roadways linking these smaller city centers together. As expected, the morning peak
hour period showed extensive queues on several roadway links leading inbound into the
San Juan municipality, while the afternoon links showed congestion on the outbound
roadway links leading away from the San Juan municipality. It is important to point out
that the afternoon peak period appears to be more dispersed than the morning peak
period and results in less “peaking” of traffic volumes on the major highways within the
central metropolitan region of the San Juan TMA.
The following observations indicate where the critical deficiencies exist within the
metropolitan region based primarily on the year 2000 morning peak period analysis.
These deficiencies occur on both the smaller two-lane undivided roadways as well as
the major highway corridors up to eight lanes in width. Sections of some of the major
highways exceed 12,000 vehicles per hour in a single direction, significantly exceeding
the designed capacity of such facilities.
Figures 4-1, 4-2, and 4-3 display generally some of the San Juan volume to capacity
ratio categories for all principal roads in the San Juan TMA, central San Juan, and
Caguas region respectively.

Within the dense roadway network within the San Juan municipality, most of
the principal highways (PR-1, PR-2, PR-3, PR-8, PR-18, , PR-22, and PR-26)
all experience congestion during the peak periods.

The PR-22/PR-18 interchange area near Plaza Las Américas is a congestion hot
spot, as are the interchanges of PR-17/PR-181, PR-181/PR-3, PR-1/PR-3, and
PR-3/PR-8, all of which are located in the San Juan municipality.

Secondary roadways and even some local collectors are also congested in the
San Juan municipality including the local street system east of Plaza Las
Américas, and PR-21 between PR-20 and PR-18, which serves the Centro
Medico complex.

In the Bayamón municipality, significant congestion occurs where the PR-167,
PR-2, and PR-174 routes intersect near the central business district

The Cataño municipality has congestion along PR-5, PR-28, PR-165 and PR869.
53
Figure 4-1 Volume Capacity Ratio Categories for Principal Roads in the San Juan TMA
54
Figure 4-2 Volume Capacity Ratio Categories for Principal Roads in the Central San Juan Region
55
Figure 4-3 Volume Capacity Ratio Categories for Principal Roads in the Caguas Region
56
Other areas outside of the dense urban section of the San Juan TMA have several
patterns that are indicative of existing congestion corridors. Many of these are in
exurban residential areas that have sprung up to the south, east, and west of the older
urbanized San Juan area and do not have the physical number of roadways comparable
to the more established region. In addition, many of the congested facilities are only
two-lane, undivided and often mountainous or hilly roads that provide less capacity than
roadways closer to the San Juan older urbanized region.

Both PR-1/PR-20 and PR-52 corridors north and south of Caguas are congested
with a directional bias during the morning and afternoon peak periods.

In a similar manner, both PR-22 and PR-2 are congested from the center of San
Juan (at PR-26) all the way west to the Manatí municipality.

PR-30 is particularly congested between its interchange with PR-52/PR-1 and
the Gurabo municipality. East of PR-189, it evenly congested in both
directions. Likewise, the short connector portion of PR-189 between PR-30 and
Caguas is very congested.

The PR-149 corridor between Ciales and Manatí is also showing signs of
congestion, as are all collector roadways in the area south of PR-2 and east of
Toa Alta all the way to Bayamón.

The PR-165 corridor linking Toa Alta, Toa Baja, Dorado and Cataño is also a
congested facility along the north coast line. The peak period is very directional
along this facility.

PR-167 is congested through all of Bayamón. Some drivers have begun
utilizing the roughly parallel two-lane PR-861 as an alternative, leading to poor
levels of service on this facility.

PR-28 and PR-177 in Bayamón are also two additional principal arterials that
are very congested in the east/west direction.

There are portions of PR-5 and PR-20 in Bayamón and Guaynabo that do
operate at acceptable levels of service during the peak period. PR-18, north of
Roosevelt Road in the section where recent marginal roads and other
improvements made, also has available freeway capacity. However, the critical
northbound to eastbound ramp from PR-18 to Roosevelt is still a constrained
facility.

PR-181 is a very congested facility through San Juan and Trujillo Alto. Based
on the 2000 model results, it appears that PR-26 operates at an acceptable level
of service, at least during the morning peak period between PR -3 and Muñoz
Marín Airport. It seems that most westbound commuters stay on PR-3 past its
interchange of PR-26 prior to turning north to enter the central San Juan area.
57

Two local streets that are congested include Paseo de Los Gigantes in Carolina
and Jose De Diego in San Juan, particularly that portion between PR-3 and PR181.

As mentioned earlier, the PR-3 corridor is congested in both directions all the
way into Canóvanas. Several collector roadways in this growing eastern region
are also becoming quite congested including PR-185, PR-188, PR-951, and PR857.

Some of the more congested facilities among smaller two-lane roadways are
located northwest of Caguas traversing the hilly terrain. Many of these
roadways feed into the already congested PR-1 corridor.

Similarly, the areas south of Trujillo Alto are also growing rapidly resulting in
severe congestion on PR-181 and the alternate parallel route, PR-851.

Finally, the PR-183 corridor between San Lorenzo and Las Piedras is over
capacity.
It should be noted that for several of the local and secondary roadways that the model
indicates are failing, the failure may be reflect a particularly poor intersection along this
route and not necessarily indicative of the entire segment experiencing overcapacity
conditions. Therefore, intersection treatments may be an applicable mitigation method
that could resolve the congestion without requiring the construction of additional lane
capacity.
4.1.2 EXISTING-PLUS-COMMITTED (E+C) NETWORK
An analysis of traffic assigned to the transit and roadway E+C networks reveals the
levels of congestion that will result if no further improvements are made to existing
transportation facilities beyond those now committed for construction. The definition,
testing, and modeling results for the E+C transit and roadway networks are discussed in
the following sections.
4.1.2.1 E+C Public Transportation Network
The implementation of Tren Urbano dominates the modifications to the 2000 transit
network to create the E+C transit network. The 17-kilometer rail rapid transit line starts
revenue operation in 2005 between its western terminus at Bayamón Station and its
eastern terminus at Sagrado Corazon Station in Santurce. Its L-shaped alignment serve
the highest densities of employment and population in Puerto Rico, including such
major traffic generators as the Hato Rey financial district, the University of Puerto Rico
in Rio Piedras, the island‟s largest medical complex at Centro Medico, and central
Bayamón.
Complementing the Tren Urbano, modifications were made for the existing bus and
público service to enable these transit modes to provide better access to the train
stations. These committed bus and público system changes were reflected in the E+C
network.
58
A summary of the transit boardings from the model output are presented in Table 4-3.
The 2030 E+C total daily boardings are more than double the 2000 base year. This
model has the addition of rail, reflecting Tren Urbano. Daily rail boardings are
anticipated to be nearly 14 percent of daily boardings. Públicos will remain the
strongest transit service having 63 percent of daily boardings. The rail boardings are
comparable to the daily bus boardings. Approximately 37 percent of daily rail boardings
will be during the peak periods, whereas 25 percent of daily bus boardings are during
peak hours.
Table 4-3 Transit Boarding’s (2030 E+C)
Mode
Peak
Off-Peak
Daily
Bus
47,228
136,264
183,492
Metro Bus
19,039
46,863
65,902
Ferry
631
700
1,331
Público
198,074
482,728
680,802
Rail
56,100
94,690
150,790
LRT
0
0
0
Islandwide Bus
0
0
0
Total Boardings
321,072
761,245
1,082,317
Total Linked Trips
144,182
349,924
494,106
Boardings / Linked Trip
2.23
2.18
2.19
4.1.2.2 E+C Roadway Network
Several major programmed improvements are reflected in the E+C roadway network
including:

PR-66 toll road from PR-26 to east of Río Grande

PR-5 expressway in Bayamón and Naranjito

PR-53 toll road through Maunabo

PR-3 upgrading in San Juan and Carolina

PR-181 in Trujillo Alto

PR-693 in Dorado
59

PR-6671 in Vega Baja

PR-778 in Comerío

PR-31 in Juncos

PR-18 in San Juan
These and a number of other smaller projects included in the E+C network provide
additional system continuity and capacity to critical sections of the base year (2000)
network. The estimated 2030 vehicular traffic assigned to the E+C roadway network
also reflects public transportation improvement assumptions, most notably the operation
of Tren Urbano service between the Sagrado Corazon Station in Santurce and the
Bayamón Station, as well as restructured bus and público service to the train stations.
Given the modest growth forecasts for population and employment through 2030, traffic
volumes are expected to experience a similar modest growth. Thus, 2030 patterns of
traffic flow and congestion are expected to be similar to existing patterns. Conditions
should improve in areas where significant new projects have been added in the E+C
network but could further deteriorate in other areas of concentrated growth and existing
congestion.
Just as for the 2000 base year analysis, a useful statistic to review is the VMT summary
for various classifications of roadway type and the characterization of land uses through
which they traverse. Table 4-4 provides these numbers (in units of miles) for the 2030
E+C San Juan TMA network.
Table 4-4 Vehicles Miles Traveled by Roadway Classification (2030 E+C)
Facility Type
Area Type
Freeway
Ramp
Principal
Minor
Collector
Local
Total
Urban Business
District
2,807,433
260,113
2,246,808
1,422,876
266,232
321,514
7,344,977
Urban
6,248,915
366,842
4,675,928
3,842,467
746,180
448,535
16,328,866
Rural
5,417,881
141,287
1,951,197
2,622,170
1,299,019
134,121
11,565,675
Total
14,474,229
768,242
8,873,933
7,907,513
2,311,431
904,170
35,239,518
The overall growth of VMT between the 2030 E+C network and the base 2000 year is
approximately 9.5 percent or just less than two million additional vehicle miles. The
facility type proportions remain virtually unchanged between 2000 and 2030 with the
majority of miles continuing to be travel upon the freeway system. There is, however, a
slightly larger percentage of roadways listed as being urban versus the rural category
when compared to 2000.
Just as for the 2000 model, an analysis was performed on the AM peak period runs to
determine what types of impacts to traffic flow the expanded roadway system plus the
Tren Urbano would have on the network.
60
Figures 4-4, 4-5, and 4-6 display the 2030 E+C volume to capacity categories for the
San Juan TMA, central San Juan, and the Caguas region, respectively. This set of
figures looks remarkably similar to those exhibited for the 2000 base year run,
indicating that high levels of congestion still exist in many parts of the TMA. Even
though several projects will provide additional capacities, the growth in population (and
thus automobiles) will tend to absorb this added capacity in short order. Finally, keep in
mind, how much over congested many facilities are in the 2000 network. Much of the
traffic flow in 2000 operates in constrained conditions, so opening additional capacity
will be filled up quickly with latent demand.
A comparison of the 2030 E+C output with the 2000 output indicates very many of the
roadway links are again congested. Some of the more notable differences are described
below:

PR-183, PR-789, and PR-203 south of Caguas and Gurabo show a significant
increase in traffic based on projected population growth in this area.

The PR-2/PR-22 corridor east of Manatí continues to grow significantly in
congestion east into San Juan as this corridor continues to become more dense.

There is a slight decline in the traffic volumes along Ponce De Leon and
Roosevelt in central San Juan, likely due to improved transit service, especially
the parallel Tren Urbano. Another parallel facility, PR-21, however, continues
to show an increase in traffic within central San Juan.

One E+C improvement which significantly improves traffic flow is the
completion of all interchange work at PR-18 and Roosevelt Road. The 2030
E+C model reflects a decrease in ramp traffic volumes at this interchange as
compared to the 2000 model.

On the other hand, the PR-8, PR-181, PR-3 triangle continues to get worse in
2030, while the PR-26 facility southeast of Muñoz Marín Airport begins to
deteriorate as drivers seek any alternative route in the San Juan and Carolina
municipalities.

As mentioned earlier, one of the major highway improvements included in the
E+C model was the construction of PR-66 from Carolina to Río Grande. This
additional four-lane toll facility is supposed to provide congestion relief for the
parallel PR-3 corridor. Unfortunately, the demand for east/west travel
especially west of Canóvanas grows between the 2000 AM peak hour and the
2030 AM peak hour, thereby causing both PR-66 and PR-3 to be overcapacity.

The PR-2 and PR-177 (Avenida Lomas Verdes) crossings of the Rio Bayamón
are congested in the AM peak period, underscoring the need for another bridge
across that river. The DTPW has been projecting the need for such a bridge as
part of the possible extension of PR-199 (Avenida Las Cumbres) westward
from its present terminus in Guaynabo.

The PR-5 Rio Hondo Expressway carries less traffic in the E+C network than
PR-167 just to the west. However, this may be the result of the temporary
61
termination of PR-5 at PR-199 in the E+C network. Future extension into
Naranjito should attract more traffic from the congested PR-167 corridor.

Finally, the PR-183 corridor between Las Piedras and San Lorenzo continues to
become more congested in 2030
62
Figure 4-4 2030 E+C Volume to Capacity Categories for the San Juan TMA
63
Figure 4-5 2030 E+C Volume to Capacity Categories for the Central San Juan Region
64
Figure 4-6 2030 E+C Volume to Capacity Categories for the Caguas Region
65
The conclusion from the analysis of the 2030 E+C network revealed there would be
significant congestion in many corridors and parts of the San Juan TMA that would not
be mitigated by the improvements included in that network. Based on the experience
learned from the E+C analysis, a revised future network was developed, including both
additional roadway and public transportation improvements. The testing of that network
is described in the following section.
4.1.3 2030 NETWORK ANALYSIS
The 2030 Plan network consists of the 2004 E+C network previously described with the
addition of several major transit and roadway components. The assumptions utilized in
the coding of this network as well as the output generated by the model runs are
described in the following two sections.
4.1.3.1 2030 Plan Public Transportation Network
The major transit components added to the 2004 E+C network as envisioned through
dialogue with the Department included the extension of Tren Urbano system with a
BRT line eastward from its current terminus several kilometers into the municipality of
Carolina with future extensions to Canóvanas and north to Old San Juan with a light rail
line. In addition, a BRT line is envisioned to occur within the PR-52/PR-18 corridor
between Caguas and San Juan with an interface with Tren Urbano near Centro Medico
in San Juan. To complement these transit additions, the model also assumed that
additional público routes (and some fixed bus routes in Carolina and eastern San Juan)
would be reoriented slightly in order to serve nearby train stations. In addition,
competing público services, particularly in the PR-3/PR-66 corridor and the PR-52/PR18 corridor would be eliminated. The headways for the BRT east into Carolina would
be five minutes during the peak periods, while the Caguas to San Juan light rail system
would be 15 minutes during the peak period and 30 minutes during the off-peak period.
In addition, two new rapid bus lines are envisioned to be in place by 2030 to serve other
congested areas of the San Juan municipality. One would be the Ramal Este Busway,
an exclusive two-lane two-way busway to be constructed along the south shore of the
San Jose Lagoon between the intersection of PR-23/PR-27 (Roosevelt and Barbosa) and
PR-8 just to the south of the Teodoro Moscoso Bridge.
The second would be a connecting bus way along Roosevelt Avenue (PR-23) between
PR-27 (Barbosa Avenue) and PR-2 in Caparra. This particular busway would operate
in the same corridor as automobiles due to the tight right-of-way constraints and would
require reconstruction of Roosevelt Avenue such that only buses and right turning
vehicles utilize the right-most lane in each direction. Although not specifically
modeled, the bus lanes can be pre-empted at several of the signalized intersections
giving them slight priority over other vehicular traffic. A summary of the transit
boardings from the model output is presented in Table 4-5.
66
Table 4-5 Transit Trips by Mode Choice (2030 Plan)
Mode
Peak
Off-Peak
Daily
Bus
41,927
120,050
161,977
Metro Bus
20,453
44,204
64,657
Ferry
514
558
1,072
Público
215,241
577,817
793,058
Rail
94,108
170,436
264,544
LRT
5,652
183
5,835
Islandwide Bus
1,077
3,079
4,156
Total Boardings
378,972
916,327
1,295,299
Total Linked Trips
155,313
396,303
551,616
Boardings / Linked Trip
2.44
2.31
2.35
The 2030 Plan total daily boardings reflects an over 19 percent increase over the 2030
E+C network. This model has the addition of rail, reflecting Tren Urbano and the
addition of light rail and an islandwide bus service. Daily rail boardings are anticipated
to be approximately 20 percent of daily boardings, up from 14 percent for the 2030
E+C. Públicos will remain the strongest transit service having 61 percent of daily
boardings. The rail boardings are greater than the daily bus boardings. The new transit
services added for the plan, LRT and the islandwide bus comprise of 5,835 and 4,156
daily boardings, respectively.
4.1.3.2 2030 Plan Roadway Network
The Plan model considers all of the programmed improvements defined for the E+C
network and adds a significant number of other projects as listed below. In order to
determine which roadway elements should be tested within the Plan network, a
significant effort was made to document and ascertain with the Department‟s help a
universal list of projects from every municipality within the greater San Juan region.
The next step in determining the 2030 Plan was to identify those projects that were
more local in scope (i.e., rehabilitation of a bridge or widening of a problem
intersection), and remove these from consideration. The result of this effort produced a
more manageable list of recommended roadway projects for inclusion within this 2030
model. Although other projects (as will be discussed later) are also worthy for
inclusion, only the following elements were coded into the 2030 Plan which forms the
67
basis of the remaining discussion in this chapter.

PR-874 upgraded to a four-lane cross-section from Canóvanas to Monserrate Avenue

PR-27 extension from PR-3 to PR-199, replacing in part PR-844

PR-199 east extension from PR-181 to PR-66

PR-199 west extension from PR-20 to PR-5

New truck route to the Port of San Juan from Becharra to PR-22 at Avenida De
Diego

PR-53 completion of missing section from Yabucoa to Guayama

Upgrade PR-181 to a four-lane facility between PR-30 and PR-183
Prior to reviewing the 2030 Plan run results, a summary of the Vehicle Miles Traveled
is always useful in providing a broad comparison with the 2000 base year and the 2030
E+C outputs. Table 4-6 shows this output.
Table 4-6 Vehicles Miles Traveled by Roadway Classification (2030 Plan)
Facility Type
Area Type
Collector
Local
Freeway
Ramp
Principal
Minor
Total
Urban
Business District
2,787,908
260,266
2,242,808
1,431,079
256,701
318,338
7,297,100
Urban
6,453,635
372,317
4,378,839
3,800,927
717,528
440,730
16,163,975
Rural
5,679,645
150,954
1,728,686
2,597,625
1,292,224
130,077
11,579,211
Total
14,921,188
783,537
8,350,333
7,829,631
2,266,453
889,145
35,040,287
The 2030 Plan network is similar to the 2030 E+C network, with a noticeable difference
in rural freeway miles. This is the result of significant upgrading of PR-3 as a partial
expressway and the construction of PR-53 through the mountainous region between
Yabucoa and Guayama.
It should be noted that the Plan total vehicle miles traveled is approximately 120,000
miles less than in the E+C network. This reflects the increased transit component
assumed for the Plan model such as BRT between San Juan and Caguas, and to east into
Carolina.
This difference in vehicle miles traveled is reflected as well in comparing the traffic
volumes between the E+C model outputs for the San Juan TMA with the 2030 Plan
68
output. More specific differences are pointed out below but in general, it appears that
the 2030 Plan produces somewhat less automobile traffic across the roadway system as
compared to the E+C network, even with the understanding that the 2030 Plan includes
slightly more roadway kilometers. Figures 4-7, 4-8 and 4-9 illustrate the volume to
capacity ratio categories for the San Juan TMA, central San Juan, and the Caguas
region, respectively.
69
Figure 4-7 Volume to Capacity Ratio Categories for the San Juan TMA
70
Figure 4-8 Volume to Capacity Ratio Categories for the Central San Juan Region
71
Figure 4-9 Volume to Capacity Ratio Categories for the Caguas Region
72
The detailed analysis is summarized in the key points below:

The new PR-199 extensions east and west absorb a tremendous increase in
eastbound daily trips near the interchange with PR-66, with additional
westbound trips near the interchange with PR-5. Even along the existing
sections of PR-199 near PR-52, increases are noted.

Very little change is observed along the PR-22/PR-2 corridor because no
additional transit or highway components were placed into the model.
Therefore, this corridor continues to exhibit significant congestion, particularly
during peak periods.

The PR-21 corridor begins to show less congestion as compared to the E+C
network. This may be the result of increased ridership on the closely parallel
Tren Urbano system.

PR-833 shows an increase in daily traffic in the southern portion of Guaynabo.

In the Caguas area, the PR-52/PR-1 corridor both show declines in daily traffic,
reflecting perhaps the utilization of light rail in this corridor north to San Juan.
However, in San Juan, the PR-52 corridor does exhibit a spike in traffic north
and south of PR-199, indicating the continued growth in traffic even with this
mass transit in place.

Significant increases also occur along PR-174 south of PR-2, again in Bayamón.

Both PR-22 and PR-23 show increases of daily vehicles east of PR-2, while PR2 shows a decrease of vehicles in the same region.

Remarkable declines in traffic occur on PR-8, PR-26, and PR-3, all of which
connect Carolina to San Juan. On PR-3, the decline is eastbound daily trips just
to the east of the PR-8 interchange.

In contrast to this decline is the observation of significant traffic volume
increase along PR-3 just east of PR-188 in Canóvanas. The increase of vehicles
eastbound and vehicles westbound tremendously congests this roadway. The
parallel route of PR-66 also has increases in both directions. Nonetheless, both
PR-66 and PR-3 remain congested in the 2030 Plan between Carolina and
Canóvanas. This leads to the possible speculation of extending some form of
dedicated mass transit to Canóvanas from the eastern terminus of the proposed
BRT Carolina station.

PR-843 north of Caguas has a reduction of directional daily vehicles.

Finally, the PR-30 corridor between Juncos and Humacao shows very little
change when compared to the E+C network.
73
While the overall impression may be that there are still many roadway segments with
volume to capacity ratios greater than 1.0, the 2030 Plan does reflect the fact that in
many cases, the v/c ratio is brought closer to 1.0 as compared to the E+C model in
which it hovers closer to 1.5.
4.1.4 LONG RANGE TRANSPORTATION PLAN RECOMMENDATIONS
4.1.4.1 Public Transportation
Public transportation is a major component of the San Juan 2030 Transportation Plan in
providing mobility, ensuring sustainability and connecting modes. The
recommendations of this plan are to:

Provide enhanced and improved público service

Extend Tren Urbano with different technologies as BRT‟s and Light Rail
Provide Enhanced and Improved Público Service
The público system is a way to provide basic mobility to all residents and an alternative
to automobile trips. Prompt and aggressive action by the Commonwealth and
municipalities will be needed on several fronts to preserve and strengthen público
service as listed below.

Revise regulations governing público operations to encourage entrepreneurship.

Provide for subsidies to support the recommended increase in público service

Restructure público routes and hours of operations to serve and support Tren
Urbano and other new systems stations, and allow for coordinated fares

Allow público vehicles and operators to serve as taxis to off-route destinations,
during non-peak hours or when demand is low

Encourage público service between major communities in the region.

Continue to support the development of público terminal facilities
Since Tren Urbano started operations in June 2005, some integration coordination
efforts have been developed. Those efforts include some public routes modifications to
serve Tren Urbano stations. As mentioned before, because of the Law Number 148,
both Tren Urbano and Públicos will be regulated by the DTPW by January 2010. This
will facilitate the coordination of Público service to support the rail service and not
compete with one another. The key to ensuring the success of the público system is to
provide public financial incentives. These will be needed to enable público operators to
provide a prescribed level of service that is deemed necessary to meet basic mobility
needs. These incentives could take the form of payments to público operators in
exchange for operating certain levels of service and/or direct subsidies paid to público
riders.
Extend Tren Urbano, Bus Rapid Transit and Light Rail
In June 2005, Tren Urbano started operations over the entire 17 kilometers between
Santurce and Bayamón via Hato Rey and Rio Piedras. It provide the highest density
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corridors in the San Juan region with high-capacity, grade-separated rapid transit
service. Several future Tren Urbano extensions have been proposed by previous plans
and studies. However, the top priority is likely to be eastward from Rio Piedras to
Carolina, as a BRT system along the PR-3 right-of-way. This extension will provide rail
transit service to the second largest municipality in the San Juan TMA and help to
relieve congestion in the PR-3 and PR-26 corridors. Other included extensions are
eastward from Carolina to Canóvanas , westward from Bayamón to Hatillo, as a BRT
system, with a first stage of a BRT from Bayamon to Toa Baja and to the north, to Old
San Juan, as a Light Rail. All extensions are included subject to FTA funding
availability, but the proposed system for Bayamon to Toa Baja have a special
assignation of local funds to be using for the development of the infraestructure of the
proposed project
Mass Transit System, Extension to Caguas
The 2030 Plan network included a transit link between the Tren Urbano‟s Cupey Station
and Caguas. The link reflects the probable use of BRT transit technology built on
guideway in the right-of-way of the PR-52 toll road. This concept has been previously
assessed in a study sponsored by the City of Caguas. This project is contingent upon
specific FTA and local funding. See appendix D- Table D-12 for the proposed
illustrative and unfunded projects.
Mass Transit System, Extension to Carolina
The 2030 Plan network included a transit link between one of the Tren Urbano‟s
Station, and the planning phase of this projects consider about three (3) points of
connection between TU system and Carolina System. The link reflects the probable use
of BRT transit technology built on or through the Corridor of the PR-3 from Rio Piedras
to Carolina. This project is contingent upon specific FTA and local funding. See also in
appendix D- Table D-12 for the proposed illustrative and unfunded projects
Mass Transit System, Bayamon to Toa Baja
The Puerto Rico Highway and Transportation Authority (PRHTA), proposes a mass
transit system through PR-22, as another alternative for congestion management in
northern Puerto Rico. The proposed system traverses from Bayamon through PR-5 to
Toa Baja through PR-22 (Toll Plaza). As a first stage of this effort, the PRHTA is
planning to construct new reversible dynamic expressway lanes at the PR-22 freeway,
between kilometer 22.0 near the Toa Baja Toll Plaza and kilometer 12.0, near the
intersection with PR-167, just before reaching the bridge over Bayamón River, at
Bayamón. Although this project will be constructed without federal funds, the approval
of the Federal Highway Administration is necessary, because the PR-22 freeway is part
of the Interstate Highway System.
The proposed project includes the construction of two (2) dynamic-priced toll express
lanes at PR-22 freeway between the municipalities of Toa Baja and Bayamón, along the
median section. Both these lanes will operate in alternative directions on peak periods:
eastbound from 6:00 A.M. to 12:00 Noon and westbound from 12:00 Noon to 6:00 P.M.
This project is divided into three (3) units and its total length is approximately 10
kilometers. Unit Number 1 is from kilometer 22.0 to kilometer 20.0, Unit Number 2 is
75
from kilometer 20.0 to kilometer 15.0 and Unit Number 3 is from kilometer 15.0 to
kilometer 12.0
Note:Tren Urbano extensions and other rail systems are recommended but subject to identification of
additional FTA funding sources or other funding mechanisms.
4.1.4.2 Roadways
In addition to the recommended strengthening of the DTPW maintenance program for
existing roadways in the San Juan TMA, the following key capital improvement
projects are recommended:

PR-199 (Avenida Las Cumbres). PR-199 extends east-west across the south
side of the San Juan municipality. Its unique continuity makes it an extremely
important component of the region‟s major roadway network. . Previous plans
have underscored the need for developing a continuous, east-west
transportation corridor across the San Juan region north of the mountains. The
PR-199 corridor has been designated to serve that function, and improvements
have been underway on various sections for several years.
A critical gap exists between the intersection of PR-5/199 in Bayamón and Via
Real in Guaynabo, which will require a new bridge across the Rio Bayamón. In
Trujillo Alto and Carolina, another new section will be needed to extend PR199 eastward from PR-181 to a connection with the planned PR-66 toll road.
The existing sections of PR-199 will require upgrading in some areas to
provide a consistent six-lane arterial cross section. West of PR-167 in
Bayamón, right-of-way should be preserved for the eventual extension of PR199 west into Toa Alta to a connection with PR-2 and PR-22 near PR-165 or
PR-693. Where significant local land use impacts can be avoided, interchanges
should be developed at major intersections, and roadside access should be
controlled, primarily by fronting development away from the roadway.
PR-199 is also a potentially important transit corridor (see later section on
public transportation improvements), and a median area should be reserved,
where possible, for a future busway or bus lanes.

PR-5 (Rio Hondo Expressway). This project has been in design and
construction for many years. It should improve access to the Bayamón
commercial center, as well as access to the western terminus of the Tren
Urbano. It will facilitate park-ride, público, and bus access to Tren Urbano
from southern Bayamón and Naranjito. This roadway is being designed and
built as an expressway between PR-2 and PR-199 in Bayamón. North of PR-2,
it is an existing expressway to PR-22, and then continues north as an arterial to
the ferry terminal in Cataño. As it traverses Bayamón Center, it passes two
Tren Urbano stations. Thus, PR-5 is an important transit access route to three
major destinations: Tren Urbano, the Cataño ferry, and Bayamón Center.
Beyond 2030, right-of-way should be preserved to extend PR-5 south of PR199 to connect with PR-167 in Naranjito. PR-167 could then be improved
76
south to Comerío

PR 66 and PR 3. It is recommended that the proposed PR-66 toll road be
completed, extending east from PR-26 to east of Río Grande, roughly
paralleling PR-3. This is part of the Islandwide circumferential corridor
expressway. PR-3 between Río Grande and the PR-53 expressway south of
Fajardo should also be upgraded to expressway standards.

PR-27 (Avenida Dr. Barbosa). This route should be extended south from its
intersection with PR-3 to tie into PR-844 at PR-845. The PR-844 alignment
would be used to connect to PR-199 at its existing interchange with PR-844. A
four-lane arterial cross-section should be developed throughout the proposed
extension from PR-3 to PR-199. This improvement would provide an
alternative to PR-181 for traffic destined to Rio Piedras and Hato Rey from
communities in southern San Juan and Trujillo Alto. It also has significant
transit service potential with buses and/or públicos operating on PR-199 and
then using the new PR-27 connection to access Tren Urbano at Rio Piedras.
4.1.4.3 Non-Motorized Modes
Non-motorized modes are integrated into the transportation plan to promote the quality
of life strategy. Pedestrian and bicycle facilities encourage densification and incorporate
land use and mobility by providing access to resources while preserving the
environment and enhancing sustainability. DTPW has identified 35 pedestrian and
bicycle facility projects in the San Juan TMA. See table D-7 in Appendix D, Illustrative
Non-Motorized Mode Projects (Resources not available yet).
4.1.4.4 Ports, Airports and Freight
The Puerto Rico Ports Authority (PRPA), a public corporation created in 1942 to
develop and operate ports and airports within the Commonwealth, operates and
manages the Port of San Juan (Commonwealth's largest port), and the Luis Muñoz
Marín International Airport and their respective complementary facilities. PRPA
supervises all land operations, and is also in charge of the capital improvements projects
programmed within said facilities according to a Master Plan approved by its Board of
Directors. Based on these considerations, the following project recommendations
proposed on this LRTP for airport and seaport facilities will focus on the solution of
surface transportation connectivity issues, but not in the planning and programming
process of such projects, since that is an exclusive jurisdiction of the PRPA. However,
this San Juan TMA LRTPA will detail in the following subsections those access
improvement projects under the jurisdiction of PRPA, based on their Master Plan that
are relevant to the recommendations included in this LRTP. Said mention does not
include a detailed and independent analysis of internal infrastructure needs.
Port of San Juan
The ability of the Port of San Juan to continue to serve the needs of the island of Puerto
Rico will require not only increased waterside capacity, but also increased landside
access. Significantly increasing the Port of San Juan‟s waterside capacity will not only
77
require additional wharfs, but also increased channel and berth depth to handle post
Panamax ships. In addition, improved highway access, as well as reorganization of
wharfs and other port functions, could make the port operate more efficiently.
Capacity and Facilities Improvements. Proposed capacity and facilities improvements
for the Port of San Juan are drawn primarily from discussions with port and industry
representatives and reflect proposals that may already be in the pipeline for
implementation by the Ports Authority. More detailed assessment of port infrastructure
improvements and their costs is not in the scope of this LRTP but will undoubtedly be
the subject of future plans and studies by the Ports Authority.
Site expansion for the Port of San Juan is constrained by surrounding urban
development, environmentally sensitive wetlands, and the Bay of San Juan. This means
that future expansion space must come from within by displacing non-port related
activities from the site and by reorganizing the location of functional areas and the
allocation of space to these functions to achieve greater operational efficiency and
release land for expansion use. The development of Puerto de Las Américas in Ponce
should take some pressure for expansion off the Port of San Juan by accommodating
some of the expected growth in transshipment and general import/export traffic.
New wharf space and the latest post-Panamax cranes are needed, and channels and
berths should be deepened to 50 feet to accommodate the largest cargo vessels and
cruise ships. 4
Access Improvements. Port operations are currently spread among three areas that are
physically separated from each other by waterways, and there are no internal roadways
to interconnect these areas. The cruise ship berths and cargo operations north of the San
Antonio canal get their access from Avenida Fernandez Juncos, and all vehicular traffic
from these operations must pass through the traffic bottlenecks at each end of the twin
bridges across the San Antonio canal. Improvement of traffic conditions at these
bottlenecks would greatly benefit access to this part of the port.
The second port area includes the cruise ship and cargo operations on the Miramar
peninsula, and their access comes from Expreso Luis Muñoz Rivera (PR-1). A more
detailed study of access to this area of the port is needed that would also consider the
access requirements of the new convention center and its related development and the
reconstruction of the interchange complex at the south end of the San Antonio canal
bridges. Moreover, internal circulation between port functions on the Miramar
peninsula could change and be improved if the Isla Grande Airport is eventually
relocated to another site. The current system of slip ramps and marginal roadways along
the Expreso Luis Muñoz Rivera should also be reassessed as part of a detailed access
study for this part of the port.
The third port area is the large sector south of Martin Pena Channel that gets its access
from Expreso John F. Kennedy (PR-2) through a series of slip ramps and marginal
4
The LRTP references proposed port infrastructure improvements as identified by the Ports Authority,
but the LRTP scope does not include a detailed and independent analysis of internal infrastructure needs.
78
roadways. The lack of a ramp for southbound to eastbound traffic at the PR-2/22
interchange requires trucks destined south on Expreso Las Américas (PR-18/52) to head
north on PR-2 into Santurce and then turn east and south via PR-1 to reach PR-18,
requiring two crossings in heavy traffic of the Martin Pena Channel. Previous studies
and plans have proposed a connection between the Avenida De Diego interchange on
PR-22 and the port via the Bechara Industrial Park east of PR-2, but the proposal has
not been implemented because the connector would cross a wetlands area just north of
PR-22. This connector is again recommended for implementation with the further
recommendation to pursue mitigating measures to replace the affected wetlands.
Truck access to the port could also benefit from scheduling more truck movement
outside normal peak commuting hours to avoid congestion on approach routes.
Luis Muñoz Marín International Airport
Extensive improvements have been made in recent years to passenger terminal facilities,
terminal access roadways, and parking at Luis Muñoz Marín. According to industry
representatives, the primary need now is for new and expanded cargo handling facilities
and improved vehicular access to the cargo area.
Specifically, cargo area access from the east off PR-26 could be improved and made
more direct by constructing a loop ramp in the northeast quadrant of the PR-26/cargo
access road interchange. This will allow cargo traffic from the east to exit directly to the
cargo access road, rather than the present arrangement of exiting one mile to the east at
the Campo Rico interchange and then using the PR-190 marginal road to reach the
cargo access road. This will provide adequate spacing on PR-26 between the
northbound entrance ramp at Campo Rico and the proposed new exit ramp at the cargo
access road.
According to the PRPA, there are on schedule two (2) main projects for the Luis Muñoz
Marín Airport to improve access to freight area and airplane services. Both projects are
detailed below. Estimated cost for both projects sums $24.75 million.
Table 4-7 Access Improvement Projects for the Luis Muñoz Marin International
Airport
Project
Road widening - Air Freight Area
Access road to General Aviation Area
Stage
Estimated
Cost
Completion
Date
Design
$16,780,000
June 2013
Construction
$7,970,000
May 2011
Source: Puerto Rico Ports Authority
4.1.4.5 Cost Estimates
Cost estimates have been prepared for two categories of projects in the San Juan TMA:

Projects already committed for construction over roughly the next five years
and reflected in the E+C network.
79

Projects tested in the 2030 Plan network and recommended for construction
over the next 20 years by the LRTP.
Cost estimates for the E+C network are given in Table 4-8 and cost estimates for the
whole 2030 Plan network are given in Table D-95 (See Appendix D). Table 4-8
includes Strategic Road Network (STRAHNET) projects which were part of the 2000
network analysis, including projects that are already completed, projects in an advanced
stage of construction (within the fiscally constrained plan) and projects which do not
have funding available yet (see Table 4-8).
Those projects committed for construction in San Juan Urbanized Area 2030 LRTP
short range total $436.41 million (see Table 4-13). Projects recommends by the LRTP
for construction by 2030 total $ 1.54 billion (see tables 4-13, 4-14 and 4-15). Appendix
D includes several tables listing illustrative projects identified in DTPW‟s or local plans
which are not part of the fiscally constrained plan.
Where available, costs for specific projects were taken from DTPW estimates. Costs for
all other recommended projects were based upon “per kilometer” unit costs for
constructing new or upgraded routes, as derived from DTPW‟s islandwide universe of
capital project descriptions and costs. The total cost of combined IAP, Short,
Intermediate, and Long Term projects presented below for the San Juan TMA LRTP, as
well for the Aguadilla TMA LRTP and the five transportation regions, do not surpass
the available resources for UZA plans and other projects detailed in Table 6.5,
according to 2005 financial analysis. Section 4.2 updates this analysis in order to
comply with February, 2007 regulation, and new financial situation of the PRHTA
as explained in Chapter 6.
5
Several municipal governments under the San Juan TMA have recently informed a number of additional
roadway projects that are currently under evaluation by the PRHTA for recommendation to the MPO,
as a possible inclusion in this Plan.
80
Table 4-8 E+C Network Cost Estimates
Route
Description
Stage
Cost (millions)
PR-18
Improvements to PR-52 Interchange(Phase N1)
Completed
$ 13.39
Improvements to PR-52 Interchange (Phase N2)
Completed
$ 9.27
Reversible Lane PR-52 to PR-1
Completed
$ 3.40
PR-18 Total
PR-26
Miramar Construction
$ 26.06
Under
Construction
PR-26 Total
PR-52
$ 17.43
PR-1 to PR- 199 (including reversible lane)
Completed
$ 6.96
Caguas Toll Plaza Modifications
Completed
$ 4.65
PR-52 Total
PR-53
$ 17.43
$ 11.61
PR-53 Humacao, Yabucoa & Maunabo
Completed
$200.00
PR-53 Maunabo, Patillas & Guayama (funds not
identified yet)
Unfunded
$ 600.00
$ 800.00
PR-53 Total
PR-66
North East Highway from Sta. 22 + 30 to
Sta. 33 + 00
(PR-958 East)
North East Highway from Sta. 33+00 to Sta. 39+80
(PR-958 East)
North East Highway from Sta. 39+80 to Sta. 47+10
(PR-959 West)
North East Highway from Sta. 47+10 (PR-959
West) to Sta. 58+30, including road and earthwork
in Toll Plaza
North East Highway from Sta. 58+30 to 71+00,
including Int. with PR-956
$ 23.76
Under
Construction
Unfunded
$ 13.37
Unfunded
$ 19.20
Unfunded
$ 31.96
Under
Construction
$ 18.21
PR-66 Total* (Considered under PPP)
$106.50
Total Strategic Roadway System Projects in E+C
*Upon Available Funds. Those projects which are not
thus marked have been constructed or are under
construction.
Total
$961.60
81
4.1.4.6 Priority Staging
Since the recommended transportation plan is derived from the process of producing
this document, it must be constrained within the financial resources available to DTPW,
and the projects must be prioritized and programmed in order to establish a mechanism
for funding these projects.
All projects that are proposed and recommended would be utilizing only projected
available funds from established sources in order to become fully constructed. With
that in mind, a three stage prioritization program is listed in this report: short-term,
intermediate, and long-term. The combination of these three elements formulates the
essence of the recommended 2030 Transportation Plan.
The short-term components include all of the Immediate Action Plan activities as
described in Section 4.1.5, with a total cost of $12.8 million. These are recommended
for quick implementation because not only do they improve “spot” congestion facilities,
but they show the government‟s ability to demonstrate noticeable action to local drivers.
Secondly, the short-term components includes all of those elements listed previously in
Table 4-8 and those identified for short term in the 2000 Network Analysis are included
in Table D-9 (See appendix D) which have been committed to being completed by the
end of 2008. The intermediate projects identified in Table 4-8 (E+C network) are
basically those projects necessary to complete the strategic highway network within the
San Juan area. Many of these projects have already begun construction and simply need
to be completed during the next several years6.
The intermediate projects in the 2000 Network Analysis are included in Table D-9 (See
Appendix D). These include all of the projects tested in the 2030 Plan run including the
PR-199 east and west extensions, the extension of Tren Urbano east to Carolina and a
new light rail system from Caguas to the Villa Nevarez station, linking to the existing
Tren Urbano system. While there are not many projects listed in this group, the few
that are tend to be expensive elements and therefore the funding should be concentrated
in order to make these projects achieve completion prior to the year 2020.
The long term projects in the 2000 Network Analysis are included in Table D-9 (See
Appendix D). In addition to this estimated funding list, consideration should be given
6
Numerous highway and other projects recommended for the Short- and Intermediate-Term
constitute relatively minor reconstruction or improvement activities that address immediate
needs or safety situations in roads and bridges. Projects of this nature are, in general, endorsed
by this plan, subject to compliance with applicable regulations and the actual programming of
funds by the MPO, DTPW, PRHTA, and/or municipalities.
82
to the establishment of high capacity corridors extending south from Caguas to Cayey
along PR-52, east from Carolina to Canóvanas in the PR-66/PR-3 corridor, and west
from the San Juan municipality to Manatí along the PR-22/PR-2 corridor. These high
capacity corridors can include the construction of additional heavy rail, light rail, high
occupancy vehicle lanes, busways, or some combination of these.
In summary, the 2030 San Juan Transportation Plan indicates that a good balance
between roadway and transit projects can be achieved given the constrained funding
limitations over the next few decades. Once DTPW begins to implement the critical
projects identified, traffic flow for all persons, using all modes, should be noticeably
better than current conditions.
4.1.5 IMMEDIATE ACTION PLAN RECOMMENDATIONS CONSISTENT WITH
REASONABLE REVENUE FORECASTS
Personal and freight mobility in the San Juan TMA can be significantly enhanced by
relatively low cost, easy-to-implement actions to improve the safety and efficiency of
the existing highway network. These actions include intersection signalization and
channelization, improved pavement markings and signs, limited route widening,
elimination of hazardous roadway characteristics, turning lanes, and other traffic
engineering and operational improvements. Because their capital cost is low and they
can generally be accomplished within existing rights-of-way, these improvements can
be implemented within a short time frame.
These short-term improvements have been grouped into an Immediate Action Program
(IAP). The IAP will provide immediate relief to critical, hazardous locations and
congestion bottlenecks across the island that do not require major capital cost solutions.
The identification of problem locations for inclusion in the IAP drew upon several
sources. Probably the most important source was the local knowledge of regional
DTPW/ PRHTA and municipality staff and officials. A meeting was held with senior
engineering staff from the seven DTPW regions to enlist their help in identifying
intersections and roadway sections in their respective regions that were prime
candidates for low-cost, immediate action improvements. A similar meeting was held
with municipality staff from throughout the island. DTPW regional and municipality
staffs were asked to classify their problem locations according to the following types of
intersection or roadway deficiencies:

Need for new right or left turn lanes and intersection channelization or to
improve or extend existing turn lanes and channelization

Significant pavement deficiencies (poor drainage, potholes, uneven pavement)

Insufficient roadway lighting or lack of lighting

Insufficient pavement markings or lack of markings

Deficient traffic signs or lack of essential signing+

Inadequate or poorly coordinated traffic signals or lack of needed signalization
83

Capacity constraints and hazardous conditions resulting from reduction in
number of traffic lanes or obstacles immediately adjacent to traffic lanes

Visual obstructions caused by illegal signs, foliage, and other roadside features

Need for installation or replacement of median or roadside safety barriers
DTPW and municipality staffs were asked to focus on the most serious, “spot” problem
locations and to exclude other problems and deficiencies that could and should be
addressed through routine roadway maintenance programs. Municipalities were also
asked to provide information on (1) the most common types of accidents at highaccident locations within their jurisdictions, (2) their assessment of the principal causes
of congestion at congested peak period locations, (3) locations of existing traffic
signals, and (4) intersections needing new signals.
Regional transportation plans that have been completed for several communities around
the island were another source of candidate IAP projects. Transportation study reports
from San Juan, Caguas, Toa Alta, Humacao, and several smaller communities were
reviewed to identify recommended short-term improvements. To the extent possible,
these previously recommended actions were checked with DTPW improvement records
to determine which proposals have already been implemented.
Major corridor studies by DTPW that may have identified spot improvement needs
were reviewed, as well as local petitions made by municipalities to DTPW for traffic
improvements. Finally, the IAP drew upon a list of improvement needs identified by the
Small Capital Rapid Implementation Project Team (SCRIPT). SCRIPT is a joint effort
by the DTPW, the Traffic Safety Commission (TSC), and the Federal Highway
Administration (FHWA) to facilitate low-capital improvements at spot locations on
highways to improve safety and traffic operations and to reduce congestion.
The proposed San Juan TMA Immediate Action Program is listed in Table D-11 sorted
by municipality (See Appendix D -Table D-11). Intersection improvements are
identified by the two primary cross routes involved (for example, PR-10 and PR-143),
and route segment improvements are defined by route number/name and the kilometer
posts that mark the beginning and end of the improvement (for example, PR-162 from
kilometer 6.2 to 6.4). The type of improvement is described along with its cost and any
clarifying notes.
The IAP includes 78 projects throughout the island with a total estimated cost of $28
million in 2004 dollars. All of these projects are deserving of early implementation;
however, pragmatically, their implementation will undoubtedly be spread over several
years. Moreover, as the IAP is continually updated, new improvement needs will
emerge that may merit earlier action than some of those in this edition. To speed relief
to as many areas as possible, it is proposed that top implementation priority be given to
those IAP projects that can address problems at high-accident locations at an
implementation cost of $500,000 or less for each project.
In developing the IAP two other significant contributors to congestion were observed
which merit comment and suggested solutions. The first concerns the congesting effects
of illegal street parking in the centers of towns and villages. Most small towns do not
84
have bypasses for state routes, typically requiring those routes to pass through the center
of town. Traffic is often impeded by illegally parked cars that occupy moving lanes on
narrow streets. This problem can be addressed by enforcing curb parking prohibitions,
desirably in concert with local efforts to provide alternative off-street parking. The
second issue is the need for effective, well-planned, and enforced Maintenance of
Traffic (MOT) plans and programs for construction projects. Many MOTs are not fully
implemented or followed in practice, causing major traffic congestion and incidents.
4.2 THE 2010 PLAN UPDATE TO THE YEAR 2030
4.2.1 REAFFIRMATION
OF STRATEGIES, POLICIES AND PROJECT ENDORSEMENTS
PREVIOUSLY ADOPTED IN THE MARCH 2006 LONG RANGE TRANSPORTATION
PLAN
This 2010 Update and Re-adoption of the San Juan Urbanized Area 2030 LRTP
previously adopted by the MPO, in March of 2006, reaffirms the continuity of the
problem descriptions, Vision statement, Strategies and recommendations stated in said
previous Plan. Specific project endorsements and scheduling, however, are modified as
per the discussions in the following sections.
4.2.2 PROJECTS ALREADY ADVANCED TO CONSTRUCTION
A number of projects recommended in the March 2006 LRTP Plan have been already
implemented or advanced into construction. These are presented in the following table.
Some of these projects are listed also in the 2030 LRTP Plan Network Analysis that is
included in Appendix D.
85
Table 4-9 Projects Advanced into construction or completed since 2006 Plan
Municipality
Highway
Project Description
Estimated
Construction Cost
(YOE) dollars
Barranquitas
PR-162
Bridge Replacement #358, over Usabón River
$1,069,159
Bayamón
PR-167
Geometric improvements from Intersection with PR-199 to
Intersection with Ramón Rodríguez Street
$6,645,298
Bayamón /
Toa Alta
PR-5
Construction of PR-148 between Bayamón and Toa Alta
$13,451,381
Bayamón
PR-2
Reconstruction and Rehabilitation of slab bridge
Bridges 1093 & 1553 (AC-010181)
$ 4,000,000
Caguas
PR-189
Widening from Rafael Cordero to PR-1
$2,804,492
Caguas
PR-196
Extension José Garrido Ave. from PR-52 to PR-1
(AC-019604)
$3,840,802
Caguas
PR-1
Geometrics Improvements, Int. PR-765 & Barrio Borinquen
(AC-100219)
$1,809,320
Caguas
PR-52
Caguas
PR-52
Caguas /
Gurabo
PR-30
Pavement Rehabilitation (AC-300106)
$28,171,766
Canóvanas
PR-66
Expressway construction
$20,018,071
Canóvanas
PR-66
Expressway construction
$21,793,439
Carolina
PR-874
Widening from Monserrate Avenue to Canóvanas Phase II
$16,357,613
Cataño
PR-22
Rehabilitation Ramp PR-22 and PR-5
$1,342,250
Cayey
PR-171
Muñoz
Rivera
Street.
Widening, Geometric improvements, and extension of
Muñoz Rivera Avenue
$6,040,127
Cayey
PR-206
Two-lane bypass construction west of Cayey fromPR-1 to
PR-14
$14,221,593
Cayey
PR-1
Widening and Geometric improvements from AC-100202 to
PR-738
$7,378,582
Ciales
PR-615
Construction of bridge over Toro Negro River, PR-615,
from km 24.65 to PR-149, plus pavement and drainage
improvements
$12,896,903
Re-surface of pavement and construction of Reversible lane
from Int. PR-199 to Plaza Peaje Caguas Norte
AC-520102
Re-surface of pavement and construction of Reversible lane
from Int. PR-199 to Plaza Peaje Caguas Norte
AC-520097
$20,114,842
$12,121,723
86
Cidra
PR-173
Landslide Correction, PR-173 Km. 3.0
(AC_017331)
$ 448,706
Comerío
PR-778
New two-lane road
$33,107,182
Corozal
PR-159
Widen from two lanes to four lanes
$1,362,393
Guaynabo
PR-22
Widening from Buchanan Toll Plaza to PR-165
$21,636,867
Guaynabo
PR-22
Rehabilitation of Pavement
from Buchanan Toll to Int. PR-167
(AC-220163)
$22,304,703
Guaynabo
PR-165
Merge Lane and Geometric Improvements PR-22 Ramp to
PR 165
$1,178,959
Guaynabo
PR-20
Guaynabo/
San Juan
PR-177
Humacao
PR-3
Replacement Bridge #1022 over Mabu Creek
(AC-300045)
$5,771,500
Humacao
PR-53
Pavement Rehabilitation from km. 24.00 to km. 40.00
(AC-005372)
$ 16,507,546
Las Piedras
PR-30
Drainage repair km. 21.50 Industrial Zone
(AC-300107)
$2,108,167
Las Piedras
PR-30
Repair of Road PR-30 Km. 24.1
(AC-300114)
$918,960
Las Piedras
PR-204
Extension PR-204 from PR-30 to PR-183
$7,778,900
Maunabo
PR-53
Maunabo Tunnel and Int. from PR-53 to PR-901
$151,809,395
Naguabo
PR-191
Repair of Road PR-191 Km. 21.6, 22.6,23.2 y 26.6
(AC-019141)
$ 270,398
Naranjito
PR-152
Landslide Correction km. 17.30
$1,193,411
Naranjito
PR-148
Bridge over Rio LaPlata (Cable Bridge)
(AC-014809)
$32,091,784
Naranjito
PR-5
New 4-lane bridge over Rio La Plata and PR-148
$32,043,150
Naranjito
PR-152
Geometric improvements, Intersection of PR- 779, PR-802
and PR-803
$1,019,916
Naranjito
PR-152
Geometric improvements, Intersection of PR-164, PR-814,
PR-810 and PR-811
$2,565,951
Improvements to intersection of PR-20 Expressway
Martinez Nadal with PR-1 (Ramp PR-20 / PR-169 to San
Juan)
Improvemnts to Signals from Int Ramirez de Arellano Ave.
to Calle Parana
(AC-017743)
$8,581,030
$1.222,440
87
Río Grande
PR-9187
Construction of Río Grande bypass (PR-9187), Phase 1:
New interchange of PR-3 with PR-187 and connector from
PR-956 to PR-3
$3,917,813
San Juan
PR-26
Impact attenuator installation
$1,701,369
San Juan
PR-17
Reconstruction of PR-17, from PR-18 to PR-25
$7,739,351
San Juan
PR-21
Improvements PR-176, PR-8838, PR-8839, and Villa
Nevárez Station
$33,457,503
San Juan
Bypass From
PR-17 to PR181
Bypass construction of the intersection of PR-17 and PR-181
(at km 8.347)
$25,733,860
San Juan
PR-27
Replacement of Bridge #. 87 over Martin Peña Canal,
Barbosa Ave, PR-27, Km. 2.40
$33,778,801
San Juan
PR-3
Intersection of PR-181 KM. 2.89 with PR-3 and PR-47.
$39,069,424
San Juan
PR-1
Intersection 5 Phase II , Improvements to Muñoz Rivera of
PR-181 KM. 2.89 with PR-3 and PR-47.
$39,069,424
San Lorenzo
PR-203
Geometric Improvements Intersection PR-203 and PR-931
$1,455,180
Toa Alta
PR-5
Reconstruction of PR-148
$11,230,835
Toa Alta /
Vega Alta
PR-22
Pavement Rehabilitation
$13,615,854
Trujillo Alto
PR-181
New 4-lane roadway
$14,510,145
Vega Baja
PR-6671
New 4 lane connector
$5,685,686
Vega Baja
PR-686
Scouring Correction
$1,347,362
Yabucoa
PR-901
Geometric improvement
$658,383
Total Cost
$ 729,608,686
88
4.3 COST ADJUSTMENTS AND RESCHEDULING OF PENDING PROJECTS
4.3.1 CONSIDERATION OF INCREASING CONSTRUCTION COSTS
The February, 2007, a new Federal Regulation was prepared that outlines new and
changed requirement for metropolitan and statewide transportation planning., which,
among other provisions, require that the estimated cost of projects recommended in an
LRTP, as well as the projected revenues to support those costs, be adjusted according to
cost inflation factors applied in accordance to how far in the future the project is
recommended for implementation. In accordance with these guides, the 2005 cost and
projected revenue estimates that were presented in the March 2006 Plan had to be
adjusted with inflation factors that correspond to the proposed staging of the projects.
Projects that were included in the March 2006 LRTP retain the endorsement of the
present 2010 update, but their cost estimates were inflated with an averaged 4% annual
cost increase, applied according to the new recommended staging of the project. The
application of a year of expenditure (YOE) dollar increase factor to the cost of
construction and property acquisition costs for the short range projects takes into
consideration the decrease from the original estimates evidenced both when awarding
bids (by an average of 23.86 percent since January 2009) and when acquiring (by about
25 percent since 2009), respectively. For intermediate and long range projects the
YOE of 4 percent (compound) is being applied to current cost estimates.
4.3.2 REASONABLY EXPECTED RESOURCES
Chapter 6 presents an extended discussion of the financial resources that, on this date,
can be reasonably expected to be available for the implementation of the programs and
projects that were included in the March 2006 LRTP retain the endorsement of the
present and incorporated in this 2010 Update. This financial exercise, however, had to
be conducted in a particularly difficult moment for the Highways and Transportation
Authority (PRHTA), the principal investment arm of the Government of Puerto Rico for
development and operation of the transportation system.
4.3.3 RESCHEDULING AND CONDITIONAL ENDORSEMENT OF PENDING PROJECTS
The previous section, in making reference to the fiscal constraint analysis in Chapter 6,
indicate that the PRHTA, even when basing the projected financial scenario only in
existing revenue sources (adjusted for inflation), will permit utilization of the expected
stream of federal allocations to the agency, mainly from the Federal Highway
Administration (FHWA), and also maintain investment in the highways‟ system‟s
maintenance and operations. Candidate projects for using that federal funding,
originally endorsed in the March 2006 LRTP, have been rescheduled and their cost
inflated as described above.
The resulting project lists for this 2010 Update of the LRTP is presented in the
following table which is part of the cost feasible plan:
89
Table 4-10 2030 San Juan TMA:
Short Range Projects (2010-2015) (Cost Feasible Plan)
ACNUMBER
MUNICIPALITY
DESCRIPTION
ESTIMATE
COSTRUCTION
COST
(YOE) dollars
020802
Aguas Buenas
Construction of North Bypass, Aguas Buenas
Phase I: From PR-156 km.53 to 46 + 00 Station
(Including Bridge over Rio Bairoa, Level
Intersectiom with PR-156)
000541
Bayamon
"SCOUR REPAIR AND 2" CONCRETE
OVERLAY, BRIDGE JOINT REPAIR"
BRIDGES #1171 & #1172 PR-5, KM 2.5
$4,428,000.00
010161
Bayamón
Construction of Extension from km. 1.04 to
Caridad del Cobre Ave., Bayamón, Among PR199 to Urb. Cana
$2,836,799.00
100528
Bayamón
Construction of Rio Hondo Ave. PR-5 Phase III,
from Los Millones Street to PR-199 (1+00.00
(MA) Station to 48+20.00 Station)
$22,497,280.00
000533
Bayamón
Construction of Extension of PR-5 from PR-167
(El Porton) to Int. PR-5 with PR-199, Las Cumbres
Ave. Phase I
$13,520,000.00
$20,000,000.00
PR-22 Dynamic Priced Toll Expressway Lanes
and Bus Rapid Transit System:
Dynamic Priced Toll Expressway Lanes (DTL)
(Phase IA) Construction of Bus Rapid Transit and
High Occupancy Toll Lanes PR-22 from km. 20.0
to Toa Baja Toll Plaza
(Phase II) Construction of a Dynamic Toll Lanes,
from km. 15.00 to Km. 20.00, PR-22
220187
221187
222187
223187
224187
Bayamón / Toa Baja
(Phase III) Construction of a Dynamic Toll Lanes,
from km. 12.00 near PR-167 to Km. 15.00 near
“La Arena” Toa Baja,PR-22
$40,000,000
Bus Rapid Transit
(Phase IB) Construction of Access to Transfer
Station in PR-165 and Connection to Phase IA
(Phase IV ) Construction of a Bus Rapid Transit
from PR-22 Int. PR-167 to Int. PR-5 / Construction
of a Bus Rapid Transit from PR-22 Int. PR-5 to TU
Bayamon Station
(Phase V) Construction of Parking Lot and
Transfer Station PR-165 Toa Baja
(Phase VI) Construction of a variable Dynamic
90
ACNUMBER
MUNICIPALITY
DESCRIPTION
ESTIMATE
COSTRUCTION
COST
(YOE) dollars
Toll Lane from the Toa Baja Toll Plaza to Int. with
PR-694, including access to the parking lot on PR165
017739
Bayamón
Improvements to the Intersection of PR-177/PR174, including the Ints. with PR-889
$10,000,000.00
520105
Caguas
Concrete Overlay, Full Depth Slab Bridge 858,
PR-52
$2,450,514.00
000124
Caguas
Linear Park Caguitas River Phases I and II, from
Corridor Verde del Rio Caguitas (From PR-156 to
PR-1)
$3,400,000.00
003402
Caguas
Construction of Extension Degetau Street from
Luis Muñoz Marin Ave. to PR-788
$22,000,000.00
096205
Canóvanas
Replacement of Bridge Num. 606 over Canovanas
River Km. 1.6
$6,354,400.00
026118
Carolina
SPAN #3 SLAB REPLACEMENT BRIDGE
#2458 PR-26, LOS ANGELES
$4,499,456.00
301125
Carolina
Rehabilitation of Bridge Num. 1200 Over Rio
Grande De Loiza, PR-3 km. 10.8
$600,000.00
301125
Carolina
Rehabilitation of Bridge Num.1200 on PR-3
$600,000.00
500043
Cayey
Caminos Reales de Jájome. Pedestrian trails
rehabilitation between Jájome Alto and Jájome
Bajo districts
$1,500,000.00
017242
Cidra
East Connector of Cidra From Street #2 (Industrial
Avenue) to PR-734 Phase I
$12,979,200.00
017247
Cidra
East Connector of Cidra from PR-1 Access and
PR-7787 to PR-52 (Phase III)
$14,038,303.00
017246
Cidra
East Connector of Cidra from PR-734 to PR-1
Access and PR-7787 (Phase II)
$13,498,368.00
800319
Coamo
Installation of Metal Bridge (Acrow Bridge) for
Replacement of Bridge Num. 1730 in PR-150 km.
15.10
$500,000.00
801271
Coamo
Replacement of Bridge Num. 172 over
Descalabrado River
$6,467,968.00
005375
Fajardo, Ceiba, Naguabo
and Yabucoa
Instalation of Rumble Strip on Shoulders PR-53
and PR-60 From Fajardo to Yabucoa
$800,000.00
083503
Guaynabo
Improvements to PR-835 providing access to
Guaynabo and other facilities
$6,556,950.00
019923
Guaynabo
Construction of Las Cumbres Ave. from Borbon
$34,214,226.26
91
ACNUMBER
MUNICIPALITY
DESCRIPTION
ESTIMATE
COSTRUCTION
COST
(YOE) dollars
Street to PR-833
300110
Gurabo
Widening to three (3) lanes PR-30 from PR-203 to
PR-181
$12,500,000.00
006002
Humacao
Highway PR-60 ramp and intersection PR-198,
Humacao - Traffic Signal and Pavement markings
$247,595.00
003140
Juncos
Highway PR-31 intersection PR-9919, Traffic
Signal and Pavement markings and video detection
$300,000.00
300108
Juncos-Gurabo
Rehabilitation of various bridges PR-3
$4,000,000.00
992201
Las Piedras
Construction of 4 lanes CONNECTOR PR-9922
INT. PR-9939 & PR-183
$1,843,919.00
018760
Loíza
South Bypass From PR-188 to Medianía Baja
$13,300,000.00
005374
Maunabo-Yabucoa
TO BUILD AN EXTENSION OF PR-53
BETWEEN YABUCOA AND MAUNABO
(EARMARKED)
$5,909,998.00
803271
Naguabo
Replacement of Bridge Num. 121, over Palmas
Creek
$5,750,000.00
015567
Orocovis
Connector Construction PR-5555 from PR-155
Km. 29.1 to PR-568
$5,200,000.00
918701
Río Grande
Bypass Construction From Rio Grande (PR-9187),
Intersection Level Phase from PR-3 int. PR-187
and Connector with PR-956 to PR-
$6,000,000.00
300068
Río Grande.-Fajardo
Conversion to Expressway PR-3 Rio Grande to
Fajardo
$20,247,562.00
301115
Río Grande.-Fajardo
Improvements to Signals System, Safety and
Pavement Marking in PR-3, from km. 21.00 to km.
47.6, from Rio Grande to Fajardo and Pavement
Rehabilitation from km. 36.2 to km. 46.9
$12,000,000.00
100229
Salinas
Replacement of Bridge Num. 21 over Nigua River,
PR-1 Km. 91.18
$5,624,320.00
026112
San Juan
Rehabilitation of Bridge Num. 753 over Roberto
H.Todd Ave., PR-26 Baldorioty de Castro
Espressway
$2,000,000.00
010163
San Juan
Revitalization of Historic District of San Juan
Streets
$3,278,475.00
990105
San Juan
PHASE II OF THE INTELIGENT
TRANSPORTATION SYSTEM (ITS) FOR THE
SAN JUAN METROPOLITAN AREA
$6,240,000.00
990111
San Juan
PHASE III OF THE INTELIGENT
$6,489,600.00
92
ACNUMBER
MUNICIPALITY
DESCRIPTION
ESTIMATE
COSTRUCTION
COST
(YOE) dollars
SAN JUAN METROPOLITAN AREA,
INCLUDING ADVANCE SIGNAL SYSTEMS,
HIGHWAY ADVISORY RADIO (HAR),
HIGHWAY SERVICE PATROL, DYNAMIC
MESSAGE SIGNS (DMS), CCTV CAMERAS
AND CONSULTING SERVICES
990112
800307
800308
San Juan
PHASE IV OF THE INTELIGENT
SAN JUAN METROPOLITAN AREA,
INCLUDING ADVANCE SIGNAL SYSTEMS,
HIGHWAY ADVISORY RADIO (HAR),
HIGHWAY SERVICE PATROL, DYNAMIC
MESSAGE SIGNS (DMS), CCTV CAMERAS
AND CONSULTING SERVICES
$6,749,184.00
San Juan
Traffic Improvements to Zone I: Hato Rey / Rio
Piedras: Luis Muñoz Rivera Ave. from San
German Street to Borinquen Street, and Ponce de
Leon Ave., from GandaraStreet to Segarra Street
(24 intersections)
$2,400,000.00
San Juan
Traffic Improvements to Zone II: Santurce
/Miramar: Ponce de Leon Ave. from Muñoz Rivera
Expressway to Miramar Street
$1,600,000.00
(16 Intersections)
800309
San Juan
Traffic Improvements to Zone III: Santurce
/Miramar: Fernandez Juncos Ave. from Miramar
Street to Sagrado Corazon TU station
$1,800,000.00
(18 Intersections)
001860
San Juan
Improvements on PR-18 and PR-22, Construction
of access ramps to collector (west side) of PR-18
from Roosevelt Ave. to Calaf Street.
010190
San Juan
Acuaexpreso Modernization Project (Diverplex)
$5,604,480.00
San Juan-GuaynaboBayamón-CarolinaTrujillo Alto-Toa Baja
Reconstruction of Roads PR-17, PR-25, PR-26,
PR-177 and PR-199, Highway Optimization Plan
(POC)
$3,076,054.70
800316
026119
San Juan, Carolina,
Canóvanas
Installation of Rumble Strip on Shoulders PR-26
and PR-66
$440,000.00
San Juan-Bayamón
Installation and Integration of video camara,
Expresway PR-22 from Rio Hondo to Minillas,
PR-18 from Minillas to Int. PR-52 km.0.0 and from
PR-52 km. 0.0 to Montehiedra.
$1,279,398.00
800285
$20,800,000.00
93
ACNUMBER
ESTIMATE
COSTRUCTION
COST
MUNICIPALITY
DESCRIPTION
(YOE) dollars
084511
San Juan-Trujillo Alto
Widening of PR-845 from Pasternak Street to Int.
with PR-199
$10,294,755.33
018345
San Lorenzo
Reconstruction of Road PR-183 KM 14.8, 18.8
$850,000.00
016593
Toa Alta
Utilities Relocation in PR-165 Intersection PR861(AC-016584)-
$1,081,600.00
010166
Toa Baja
TOA BAJA RECREATIONAL TRAIL DESIGN
AND CONSTRUCTION (EARMARK)
$2,141,568.00
Reconstruction and optimization of highways in
San Juan Metropolitan Area, (POC 2)
1. Connector of PR-865 to PR-867, Toa Baja
Toa Baja- San Juan
802316
2. PR-35, Fernández Juncos Avenue from Miramar
Street to Sagrado Corazón, San Juan
$2,567,476.00
3. PR-1, Avenida Muñoz Rivera, Desde Calle San
Germán Hasta Int. PR-1/PR-3, San Juan
220191
VARIOUS: Guaynabo,
Bayamón, Toa Alta, Toa
Baja, Vega Alta, Vega
Baja, Manatí, Barceloneta,
Arecibo y Hatillo
Installation of Rumble Strip on Shoulders PR-22
$1,400,000.00
220154
Vega Baja
Construction of West Ramps Access in PR-22 to
Trio Vegabajeño Ave.
$1,081,600.00
802316
Various Roads
(San Juan/Toa Baja)
068617
Vega Baja 3.55
Reconstruction Metropolitan Region Conector PR865/PR-867, Toa Baja, PR-35 Fernandez Juncos Ave.
From Miramar Street to Sagrado Corazon, PR-1 Muñoz
Rivera Ave. from San German Street to PR-3 San Juan
Widening of PR-686 from Km. 16.0 to Int. PR6686, and from the New Connector to Felisa
Rincon de Gauiter Ave.
Total Cost
$ 2,567,476.00
$16,000,000.00
$436,406, 525.29
94
Table 4-11 2030 San Juan TMA LRTP:
Intermediate Range Projects (2015-2020) (Cost Feasible Plan)
ESTIMATED
CONSTRUCTION
COST (YOE)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
Cidra
PR-172
Replacement Bridge #542 km. 11.40, over Bayamón River
(Cidra Lake)
$ 5,733,160
Loiza
PR-187
South Bypass from PR-188 to Median Baja (CFHWA)
$22,014,193
Cayey
PR-206
Peripheral road from Int. PR-1 with PR-141 to Int. PR-1
with PR-170, East Bypass Phase II
$49,347,441
Aguas Buenas
PR-208
Construction of Aguas Buenas North Bypass, Unit 1 from
PR-156, km 53 to station 46+00 at the atgrade int. with
PR-173 (includes bridge over Bairoa River and int. atgrade
with PR-156, km 53
$26,318,635
Aguas Buenas
PR-208
Aguas Buenas Bypass Phase II from PR-173 to PR-156
$26,318,635
Canóvanas
PR-962
Replacement of Bridge #606 over Canóvanas River, km
1.6
$ 8,696,435
Vega Baja
PR-22
Construction Ramps PR-22 to Trio de Vegabajeño
Avenue, West in-outbound to Manatí
$1,480,244
Juncos – Gurabo
PR-30
Rehabilitation of Various Bridges (972, 977, 980, 982,
994, 1099, 1100) in PR-30
$ 5,74276
Gurabo
PR-30
Auxiliary Lanes PR-30 from PR-203 to PR-181
$17,791,397
Gurabo –Juncos –
Las Piedras
PR-30
Geometrics improvements and Traffic System
Improvements PR-30 int. PR-189, PR-185 and PR-183
(DEMO PR-30)
$4,483,432
Rio Grande
PR-3
Conversion to Expressway PR-3 from Rio Grande to
Fajardo
$33,301,469
Rio Grande – Fajardo
PR-3
Lighting System Improvements, Pavement Markings and
Safety at PR-3 from km 21.0 to km 47.6 from Rio Grande
to Fajardo (DEMO PROJECT)
$17,079,741
San Juan
Improvements to Tren Urbano Station Areas
$10,632,413
San Juan
Improvements to PR-18 and PR-22 Interchange
$31,028,197
San Juan
Caparra Interchange (PR-2 and PR-20; PR-23 and PR-165
$59,571,481
San Juan
Improvements PR-17 con PR-181
$39,152,461
Region Wide
Various
Roads
Agreement Between FHWA and the PRHTA (NCHRP350 Standards) 2016
$10,000,000
Region Wide
Various
Roads
Island wide Roadside pavement marking, Signing,
resurfacing, and Geometric Safety Improvements Projects
(23CFR924) 2016
$10,000,000
Region Wide
Various
Roads
Bridge Replacement, repair and rehabilitation (lump sum)
2016
$10,000,000
95
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
ESTIMATED
CONSTRUCTION
COST (YOE)
Region Wide
Various
Roads
Bridge Scouring Correction (lump sum) 2016
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
(23CFR924) 2017
$10,000,000
Region Wide
Various
Roads
2017
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
(23CFR924) 2018
$10,000,000
Region Wide
Various
Roads
2018
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
(23CFR924) 2019
$10,000,000
Region Wide
Various
Roads
2019
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
(23CFR924) 2020
$10,000,000
Region Wide
Various
Roads
2020
$10,000,000
Region Wide
Various
Roads
$10,000,000
Total Cost
$ 553,523,610
96
Table 4-12 2030 San Juan TMA:
Long Range Projects (2020-2015) (Cost Feasible Plan)
PROJECT DESCRIPCION
ESTIMATED
CONSTRUCTION COST
(YOE)
Loiza
Loiza South Bypass from PR-187 to PR-188, Loiza
$25,862,828
Fajardo
Drainage Improvements PR-53 Fajardo – Luquillo
$6,157,000
MUNICIPALITY
ROADWAY
Gurabo –Juncos – Las
Piedras
PR-30
Geometrics improvements and Traffic System
Improvements PR-30 int. PR-189, PR-185 and PR-183
(DEMO PR-30)
$ 4,849,280
Rio Grande
PR-3
Conversion to Expressway PR-3 from Rio Grande to
Fajardo
$37,459,624
Naguabo
PR-3
Replacement of Bridge Num. 121, Palmas Creek
$9,574,172
San Lorenzo
PR-9181
San Lorenzo South Bypass from PR-181 km 9.0
(Sector Playita) to PR-183
$48,030,966
Rio Grande
PR-9187
Construction Rio Grande Bypass (PR-9187) Phase I,
Int. PR-3 with PR-187 and PR-956 Connector
$ 10,805,661
San Lorenzo
PR-9912
Replacement of Bridge Num. 1058 over “Rio Grande
de Loiza”, San Lorenzo and Geometrics
Improvements PR-9912
$ 5,705,839
Region Wide
Various
Roads
Agreement Between FHWA and the PRHTA
(NCHRP-350 Standards) 2021
$10,000,000
Region Wide
Various
Roads
resurfacing, and Geometric Safety Improvements
Projects (23CFR924) 2021
$10,000,000
Various
Roads
Bridge Replacement, repair and rehabilitation (lump
sum) 2021
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2022
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
97
ESTIMATED
CONSTRUCTION COST
(YOE)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPCION
Region Wide
Various
Roads
sum) 2023
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2024
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2025
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2026
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2027
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
98
ESTIMATED
CONSTRUCTION COST
(YOE)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPCION
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2028
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
sum) 2029
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
$10,000,000
Region Wide
Various
Roads
Projects (23 CFR 924) 2030
$10,000,000
Region Wide
Various
Roads
sum) 2030
$10,000,000
Region Wide
Various
Roads
$10,000,000
Total Cost
$ 548,445,370
Future amendments to this LRTP, particularly after the PRHTA implements measures
to improve its financial situation, will further refine these project recommendations and
the financial constraint analysis.
4.3.4 NON MOTORIZED MODES
Non-motorized modes are integrated into the transportation plan to promote the quality
of life strategy. Pedestrian and bicycle facilities encourage densification and incorporate
land use and mobility by providing access to resources while preserving the
environment and enhancing sustainability. DTPW has identified forty-six (46)
pedestrian and bicycle facility projects in the San Juan TMA. From the forty-six (46)
projects, eight (8) projects are completed and are included in Table 4-15 Non Motorized
Mode Completed Projects below. The others are dividing in two tables. Three (3) of
99
these projects are included in the short range program and are details in Table 4-16 Non
Motorized Mode Projects (Short Range). The others thirty-five projects are included in
the appendix D Table D-7 Illustrative Non-motorized Mode Projects (Resources not
available yet), or upon availability of funds.
Table 4-13 Non Motorized Mode Completed Projects
ACT
Núm.
Municipality
Highway
Project Description
Project
Length
(KM)
Estimated
Construction
Cost
Status
Aibonito
Las Flores Pedestrian /
Bicycle Trail Bo. Robles
1.50
$1,500,000
Construction
Completed by the
Municipality of
Aibonito
Carolina
Pedestrian and bicycle
Atlantic Trail Phase I,
from Boca de Cangrejos
to PR-37- Isla Verde
Avenue
3.00
N/A
Construction
Completed by PRHTA
PR-187
Carolina
Ciales
PR-149
Dorado
Guaynabo
Loíza
San Juan
PR-165
PR-187
Pedestrian and bicycle
Atlantic Trail, Phase IV
Isla Verde
2.50
N/A
Completed by the
Municipality of
Carolina along the Isla
Verde Ave. Project
includes pedestrian
improvements and
"Share the road" signs
Juan A. Corretjer
Pedestrian and Bicycle
Trail (PR-149)
1.00
N/A
Construction
Completed by the
Municipality of Ciales
Méndez Vigo Trail, from
the Mayor's House to the
intersection of Albizu
Campos Street
4.20
$3,310,000
Construction
Completed by the
PRHTA
3.00
N/A
Construction
Completed by the
Municipality of
Guaynabo
11.00
$8,700,000
Construction
Completed by the
PRHTA
N/A
$3,600,000
Construction
Completed by PRHTA
Linear Trail along PR-165
Piñones Trail, Phase I from Boca de Cangrejos
to Monte Grande Sector
adjacent to the coastal
road PR-187 and
bordering the Piñones
and Torrecillas Natural
Reserves
Doña Inés Park
"Arboretum
Metropolitano" with
Interpretative Trails for
pedestrians only
Table 4-14 Non Motorized Mode Projects (Short Range 2010-2015) (Cost Feasible Plan)
100
ACT
MUNICIPALITY
PROJECT DESCRIPTION
NUM.
PROJECT
CONSTRUCTION
LENGTH
COST BY
(km)
INFLATION (**)
STATUS
000124
Caguas
Caguitas River Linear Park.
This Project is part of the
Municipal River Honor Program
3.90
$3,848,635
Final design and
Environmental Process
completed by the Municipality
of Caguas. Phases I and II
auction made by PRHTA
500043
Cayey
Caminos Reales de Jájome.
Pedestrian trails rehabilitation
between Jájome Alto and Jájome
Bajo districts
2.10
$2,617,072
In final design by the
Municipality of Cayey.
Environmental process
completed.
10166
Toa Baja
Toa Baja Recreational trail
(Paseo del Toa) – Pedestrian and
Bicycle trail trough PR-165,
from the Rio Hondo to Toa Baja
1.60
$2,141,568
“Estimated Cost”, según
incluido en el Plan 2030. “Cost
by Inflation”, según la versión
revisada del Plan 2030
(interino)
Total
$ 8,607,275
** Inflation: (1.539454)
101
5 CONGESTION
MANAGEMENT AND
CONFORMITY IN THE SAN JUAN TMA
AIR
QUALITY
The purpose of this section is to summarize and report the findings of two separate
reports entitled, Congestion Management Plan for the San Juan TMA and the
Transportation Air Quality Conformity Analysis for the 2030 Transportation Plan for
the San Juan TMA.
5.1 CONGESTION MANAGEMENT PROCESS
SAFETEA-LU changed the Congestion
Management System (CMS) to the
Congestion Management Process (CMP),
as an integral part of the transportation
planning process and required that all
states, including the Commonwealth of
Puerto Rico, develop, establish and
implement a statewide CM Process in
cooperation with their Metropolitan
Planning Organization (MPO).
The purpose of the CM Process is to use a
systematic approach, collaboratively developed and implemented throughout a
metropolitan region that provides for the safe and effective management and operation
of new and existing transportation facilities through the use of demand reduction and
operational management strategies.7
Expected benefits from CM Process and derived strategies are:
 Improve infrastructure capacity
 Improve environmental quality and livability
 Improve safety
 Support sustainability
 Economic advancement
 Promote innovation
 Promote interagency collaboration
 Interdisciplinary integration
 Procure new financial opportunities
A description of these benefits is provided on the attached Congestion Management
Plan (CMP).
7
US Department of Transportation, Federal Transit Administration, Federal Highway Administration. (December
2007). An Interim Guidebook on the Congestion Management Process in Metropolitan Transportation Planning,
Report FHWA-HOP-08-008.
102
The CMP was developed with the objective to start a continuous CM Process. The
CMP is expected to be implemented, in its initial data collection phase, during the first
quarter of 2010. It is important to emphasize that the CMP includes an extensive
description of data collection needs, so they will be considered for programming
purposes. Data collection requires recurrent investment. Data collection is extremely
important to be able to identify problem areas, problem root causes and determine the
best alternatives to address them. Therefore, in the long range, a good data collection
and analysis process will save money and time.
The CMP also includes:
 A description of goals and objectives of the CMP
 A description of the network considered for congestion management
 A compendium of congestion management strategies currently available that may be
considered for alternative evaluation
In summary, the CMP will guide the decision-making process for transportation
improvements targeting congestion within this urban area.
A description of the sections included on attached CMP is presented below.
1. Introduction: This section shows a general background for the implementation
of the CMP, including enabling laws and applicable rules, area characteristics
and description of main transportation related stakeholders.
2. Congestion Management Process Development: This section presents the
methodology used to develop the CMP, its goals and selected network for
application.
Goals are based on four indicators: mobility, reliability,
productivity and safety. Network was selected on its perceived congestion
issues, its relation with the National Highway System and the Highway
Performance Monitoring System, intermodal connectivity, and relation to main
activity centers.
3. Objectives and Performance Measures: This section presents the specific
objectives that the CMP seeks to meet and describes the performance measure to
be used in order to evaluate if the objectives are met. Measures and objectives
are also based on the four indicators that inspired the goals. They are also
classified for medium and long term. Long term objectives cannot be measured
with currently available resources.
4. Network Monitoring Plan: This section presents the initial data collection plan,
using currently available resources. It also details data needs for future, required
to measure and accomplish long term objectives, so resources can be allocated
for this purpose.
5. Causes of Congestion: The definition of congestion and its main identified
causes are described on this section.
6. Congestion Management Strategies: This section includes proposals to be
studied as alternative strategies to manage congestion. They are classified under
three categories: operational, programmatic and additional capacity. Strategies
are presented in a table, with corresponding goal meant to be addressed.
103
7. Implementation Strategy: This section shows, in a broad sense, the studies that
should be performed in order to propose a set of alternatives, a set of available
strategies given current technology, and a possible implementation term given
the scope of each alternative and prevailing conditions.
8. Additional Considerations for Future: Considerations such as having the
customer as an active stakeholder, possible modifications on performance
measures and a suggested CMP network extension are presented in this section.
5.2 AIR QUALITY CONFORMITY IN THE SAN JUAN TMA
This section is a summary, modified as necessary to recognize new conditions present at
the year 2010 update of the Plan, of the report on Air Quality Conformity Analysis for
the 2030 Transportation Plan for the San Juan TMA.
Pursuant to the Clean Air Act and its amendments, The US Environmental Protection
Agency (EPA) has established National Ambient Air Quality Standards (NAAQS) for
six air pollutants. These standards are set at levels designed to protect the public health.
The San Juan Metropolitan Area has been found to meet all of these standards save one.
Violations of one of the standards for particulate matter (PM10) occurred in 1991 in the
northernmost sector of Guaynabo. As a result, the Environmental Quality Board (EQB)
started monitoring air quality in the Guaynabo area and the Urbanized Area of which
Guaynabo is a part was placed under “Non Attainment” status by the EPA. No new
violations of the PM10 standard have been recorded since 1998.
EQB prepared a State Implementation Plan (SIP) and
as a part of that plan established a maximum level of
PM10 pollutants that may be emitted by the area‟s
transportation system. Long range transportation
plans for areas where attainment for any of the
pollutants does not exist must show that the
implementation of the plan will not exceed the
allowable level of emissions. This process is known
as a “conformity” analysis.
The last conformity analysis prepared for the San Juan
Metropolitan Area was conducted in 2005 for the year
2030 Transportation Plan.
That analysis was
conducted using the EPA‟s Mobile 6.2 Model and was
based on the 2000 San Juan Urbanized Area as
defined by the US Census. The allowable emissions
level for PM10 in the SIP was based on the smaller
1990 Metropolitan Area. This is an important distinction, as the 2030 plans apply to a
much larger metropolitan area, as defined by 2000 Census.
The 2005 conformity analysis concluded that the TP for the SJUA meets the
Transportation Conformity requirements of the federal CAA, and was thus confirmed
by the EPA, and an Interagency Coordination Group (ICG) that included EPA, EQB,
DTPW, PRHTA, FTA and FHWA, in September 27 of 2005. This ICG and the EPA
has further decided that the Conformity Determination could be maintained and applied
104
to this San Juan Urbanized Area 2030 LRTP Update inasmuch as no new projects are
included that increase the capacity of the system. However, as previously mentioned
(see page 2 of this plan), effective February 11, 2010, Guaynabo was re-designated as
an attainment area, subject to compliance with a limited maintance plan (LMP), in
coordination with the Puerto Rico Environmental Quality Board (EQB)
5.2.1 PREVIOUS AND CONTINUING COMMITMENTS
The responsible agencies and officials in the Commonwealth have committed to
policies, specific projects and a general course of action that promotes good
development, efficient transportation systems and protection of the environment that
continues to create a better quality of life and improve air quality. These include
pedestrian friendly land uses and improvement of pedestrian facilities, intersection
improvements and other low cost transportation measures, covering of loads on trucks,
stabilizing the sides of roadways, paving parking areas, street cleaning and removal of
road dust and restoring roads to good repair. The increased emphasis on and
implementation of transit improvements is a major commitment that will bring benefits
for many years to come. These and other actions of these responsible agencies and
officials serve to improve the air quality in Guaynabo and throughout the entire
Metropolitan and Urbanized area.
5.2.2 CONFORMITY ANALYSIS
The only area where violations have occurred is in the northernmost sector of
Guaynabo. None of those has occurred since 1998, and the primary factor in those
violations was the stationary sources of the area. Nonetheless, it was necessary to model
the plan for the entire area. As stated before the urbanized area is much larger than in
1990 when the PM10 emissions from transportation sources were 7,322 tons per year.
The emissions for the larger 2000 Census urbanized area are unknown for that time as
they were not a part of the monitored area.
The Mobile 6.2 model was applied to the 2030 Plan network for the current
Metropolitan Area. Using the vehicle miles traveled (VMT) data from the modeled base
year, projected and 2030Plan networks, and the Mobile 6.2 emission factors, emission
inventories of motor vehicle and roadway fugitive dust and PM10, within the Urbanized
Area were calculated for the years 2000, 2005, 2010, 2020 and 2030. The results of this
analysis are shown below.
105
Table 5.1 Vehicle Miles Traveled by Roadway Classification (2000 Base)
Facility Type
Off Network
Area
Type
Urban
Principal
11,350,50
0
Minor
Collector
Local
3,631,400
231,300
469,400
Total
15,682,60
0
Rural
3,290,700
884,300
57,300
6,500
4,238,700
Total
14,641,20
0
4,515,700
288,600
475,900
19,921,30
0
Connector
1,338,300
Total
Intrazonal
Total
169,200
1,507,500
21,428,80
0
Note: Totals may not sum due to rounding.
Table 5.2 Vehicle Miles Traveled by Roadway Classification (2005)
Facility Type
Off Network
Area
Type
Urban
Principal
11,462,70
0
Minor
Collector
Local
3,895,400
255,600
492,200
Total
16,105,90
0
Rural
3,304,900
927,000
58,800
3,500
4,294,100
Total
14,767,60
0
4,822,400
314,400
495,700
20,400,00
0
Total
Connector
Intrazonal
Total
1,412,100
176,50
0
1,588,600
21,988,60
0
Facility Type
Off Network
Area
Type
Urban
Principal
11,574,80
0
Minor
Collector
Local
4,159,400
279,900
515,000
Total
16,529,10
0
Rural
3,319,100
969,800
60,300
500
4,349,600
Total
14,893,90
0
5,129,200
340,200
515,500
20,878,70
0
Total
Connector
Intrazonal
Total
1,485,800
183,80
0
1,669,700
106
22,548,40
0
Facility Type
Off Network
Area
Type
Urban
Principal
11,932,10
0
Minor
Collector
Local
4,440,500
298,500
540,500
Total
17,211,60
0
Rural
3,443,000
1,044,400
65,700
0
4,553,100
Total
15,375,10
0
5,484,900
364,2006
540,500
21,764,70
0
Total
Connector
Intrazonal
Total
1,556,100
197,60
0
1,753,700
23,518,40
0
Table 5.5 Vehicle Miles Traveled by Roadway Classification (2030 PLAN)
Facility Type
Off Network
Area
Type
Urban
Principal
12,294,90
0
Minor
Collector
Local
4,090,500
234,500
513,000
Total
17,132,70
0
Rural
3,408,500
801,700
52,500
1,000
4,263,700
Total
15,703,40
0
4,892,200
287,000
514,000
21,396,40
0
Total
Connector
Intrazonal
Total
1,540,400
219,80
0
1,760,200
107
23,156,70
0
PM10 Emission Factors
For this analysis, the motor vehicle PM10 emission factors were derived from the EPA
motor emissions model MOBILE6.2. Based on the transportation conformity
methodology, default input parameters were used to run MOBILE 6.2. The default
input parameters are designed to represent “national average” input data values. Local
parameters such as inspection/ maintenance programs, anti-tampering, sulfur fuel
content, reformulated gasolines and various others can be substituted into the MOBILE
6.2 input files to reflect local conditions. These local parameters could be considered
when MOBILE 6.2 is run in the future. Using EPA-default recommended input
parameters for the motor vehicle fleet mix and operating characteristics combined with
local climate conditions, MOBILE6.2 provided PM10 emission factors for the entire
fleet. These factors include PM10 from motor vehicle exhaust, tire and brake wear.
Separate PM10 factors for fugitive dust from paved roadways were calculated using the
predictive emission factor equation located in the December 2003 edition of Chapter 13
of Compilation of Air Pollutant Emission Factors, AP-42, Fifth Edition, Volume I:
Stationary Point and Area Sources.
As shown in Table 5.6, the motor vehicle PM10 emission factors decrease over time as
newer, less polluting, cars, buses and trucks replace the older fleets of motor vehicles,
which are less efficient, and more polluting. Expressed as grams of PM10 generated per
vehicle mile traveled, the MOBILE6.2 emission factors do not vary by motor vehicle
speed or roadway operating condition, as do carbon monoxide emission factors.
Similarly, the roadway fugitive dust PM10 emission factors do not vary by calendar year,
since roadway dust does not depend on fuel or vehicle operating characteristics, but
rather on silt loading/deposition are, fleet characteristics, and roadway
cleaning/precipitation frequency. The calculation for the PM10 emission factor for
roadway fugitive dust is shown in Table 5.7.
Table 5.6 MOBILE6.2 PM10 Emission Factors (g/VMT)
Year
Motor Vehicle1
Roadway2
Total
2000
0.0801
0.5333
0.6134
2005
0.0592
0.5333
0.5925
2010
0.0430
0.5333
0.5763
2020
0.0300
0.5333
0.5633
2030
0.0286
0.5333
0.5619
1 Includes emissions from motor vehicle exhaust, brakes and tires given as grams of PM 10/VMT
2 Includes fugitive (re-entrained) dust from roadway. Assumes all roadways are paved.
108
Table 5.7 PM10 Emission for Roadway Fugitive Dust Factor Calculation
Source: December 2003 edition of Chapter 13 of Compilation of Air Pollutant Emission Factors, AP-42, Fifth Edition,
Volume 1: Stationary Point and Area Source
Predictive Emission Factor Equation
E=k (sL/2)0.65x(W/3)1.5-C
where:
E=
k =
sL =
W=
C=
particulate emission factor (having units matching the units of k).
particulate size multiplier for particle size range and units of interest (see Table 13.2-1.1)
road surface silt loading (grams per square meter) g/m2)
average weight (tons) fo the vehicles traveling the road, and
emission factor for 1980's vehicle fleet exhaust, brake wear and tire use.
E = Calculated
k =
7.3g/VMT
sL =
W=
C=
From Table 13.2-1.1, used particle size PM10
0.1 g/m2
2.4 tons
0.2119g/VMT
from PART5 input files used in the Transportation Air Quality Conformity Analysis - March 2002
from PART5 output files used in the Transportation Air Quality Conformity Analysis - March 2002
From Table 13.2.1-2, used particle size of PM10
E = 7.3(0.1/2)0.65 x (2.4/3)1.5 - 0.2119
E=
0.5333
Emission Inventory Results
Using the VMT data and the PM10 emission factors discussed above, emission
inventories of motor vehicle and roadway fugitive dust PM10 within the San Juan area
were calculated for the years 2000, 2005, 2010, 2020 and 2030 Plan. The results of this
analysis, expressed as tons/year of PM10 are summarized in Table 10.
Table 5.8 PM10 Emission Inventory Results
Year
Daily VMT
Tons/Year
Kilograms/year
1993 SIP Budget
N/A
7,315
6,636,050
2000
21,428,815
5,289
4,797,670
2005
21,988,596
5,242
4,755,260
2010
22,548,378
5,228
4,742,991
2020
23,518,419
5,330
4,835,443
2030 Plan
23,156,661
5,235
4,749,232
109
As shown in Table 5.8, the total PM10 emissions from motor vehicles and fugitive dust
on the SJMA roadway network are below the 1993 SIP levels. The 2030 Plan PM10
emissions are lower than the year 2000 estimates despite an increase in VMT. This can
be attributed to lower particulate emission factors stemming from the evolution of the
motor vehicle fleet to newer, cleaner burning vehicles.
The results of the September 2005 air quality analysis for the San Juan Urbanized Area
2030 LRTP (still valid), indicate that significant and measurable progress has been
made in reducing PM10 levels when compared to historical data. Moreover, no
violations of either the 24-hour or annual NAAQS standards for PM10 in the Guaynabo
non-attainment area have occurred since 1998. Transportation and regulatory agencies
were since then also working together to get Guaynabo changed to an attainment area
for PM10.
Based on the results indicated in the September 2005 Report, hereby reaffirmed, the
2030 San Juan Transportation Plan meets the transportation conformity requirements of
the federal CAA because existing and future year PM10 emissions associated with the
surface transportation network are less than the SIP emissions inventory established in
1993.
Further, in June of 2009 the EPA communicated to the Puerto Rico EQB its decision to
accept modifying Guaynabo‟s (and therefore the San Juan Urbanized Area‟s) CAA
compliance status, from Non-Attainment to Limited Maintenance Area. This
determination was published in the CFR and, among other implications, means that the
DTPW/HTA will no longer be required to conduct a regional emission analysis to
satisfy transportation conformity determinations.
110
6 FINANCIAL CONSTRAINT ANALYSIS
6.1 EXISTING FINANCIAL CONDITIONS IN THE TRANSPORTATION SECTOR
IN PUERTO RICO
Two agencies are responsible for the construction and maintenance of State
transportation infrastructure in Puerto Rico, both under the Department of
Transportation and Public Works (DTPW).
The Puerto Rico Highways and
Transportation Authority (PRHTA) handles planning, design and development of all
highways, expressways and toll freeways, as well as major reconstructions and even
some major transit systems, while the Public Works Directorate (Directoría de Obras
Públicas - DOP) repairs and maintains all State highways except the toll freeways and
expressways.
The contrast between these two entities is very sharp, with PRHTA having several
sources of dedicated funds and the DOP being dependent upon annual appropriations
from the Legislature. Since almost all of the investment in Puerto Rico´s transportation
system is by the PRHTA, the resources of this public corporation are the main focus of
the analysis.
The previously approved 2030 Puerto Rico LRTP documented a Financial Plan based
upon then (2004) reasonable future year funding expectations. This Financial Plan was
the basis for the financial constraint analysis shown in all Metropolitan and regional
LRTPS approved between late 2004 and early 2006, including the one for this region.
Major changes in the general economic scenario, however, resulted in both reduction of
revenue tendencies and increased investment and operational costs, compared to the
expectations. Particularly during the period of 2005 – 2009, local and global economic
situation worsened, affecting PRHTA´s funding capacity, to the degree that PRHTA‟s
outstanding bonds were severely downgraded and bonding markets became inaccessible
to the agency. Furthermore, and partly because of said changes, PRHTA suffered a
serious budgetary crunch. This budgetary crunch further restricts the financial options
that could be considered in this Plan. Nevertheless, PRHTA is evaluating various
measures in order to recover and even widen its investment capacity and importance in
the transportation system. Those adjustment measures would be considered in future
amendments to be proposed on this Plan, but most cannot be yet considered in
PRHTA‟s financial projections at the time of this writing.
The following sections describe current expenditures on transportation, existing and
potential sources of funding, and finally, projections of anticipated revenues and
expenditures through 2030. In addition, a comparison between the revenues estimated
in the 2004 LRTP projections and the real revenues collected will be presented, in order
to better comprehend the present, if temporary, fiscal constraints facing the
transportation system in the region and in Puerto Rico as a whole.
111
6.1.1 THE PUERTO RICO HIGHWAY AND TRANSPORTATION AUTHORITY (PRHTA)
PRHTA is responsible for the construction of all state highways in Puerto Rico and, in
the case of the toll roads and expressways, it is responsible for both construction and
maintenance. PRHTA has several sources of revenue and the ability to issue bond
against those sources of revenue. In addition to highway building responsibilities,
PRHTA is implementing an Intelligent Transportation System (ITS) traffic control
system on the expressways of San Juan and funding numerous other transportation
initiatives. Further, PRHTA is a true multimodal agency, with direct responsibilities in
metropolitan planning and the development and operation of major transit systems,
including the Tren Urbano regional metro and Metrobús (a privately operated bus
system). During the past years PRHTA has also paid for the operation of some AMA
(Metropolitan Bus Authority) routes and part of AMA‟s handicapped (paratransit) bus
service.
PRHTA is the Designated Recipient (DR) of both Federal Transit Administration (FTA)
and Federal Highway Administration (FHWA) funding for Puerto Rico, as well as a
grantee of both federal agencies. Several PRHTA offices respond directly to the
Secretary of Transportation and Public Works and assist him in all his functions and
responsibilities, including acting as operating arm and support of the Metropolitan
Planning Organization for all of Puerto Rico‟s urbanized and metropolitan areas. The
scope and importance of PRHTA‟s roles gives further validity to the expectation that
current fiscal limitations will be effectively addressed in the near future.
The PRHTA as the Designated Recipient (DR) for all FTA and FHWA funds as well as
a grantee for the FHWA and some Sections under FTA funds (5303, 5310 and 5311).
As the DR for the FTA funds (Section 5307, 5316 and 5317) the PRHTA distribute all
these funds within all Puerto Rico through the planning and programming federal
regulations. These municipalities and agencies that receive funds directly from FTA
through the planning process (MPO), are responsible to comply with all the applicable
FTA Programs regulations.
Also the PRHTA is the operating arm and support of the Metropolitan Planning
Organization for all the Puerto Rico urbanized area. The MPO play a vital and continues
role identifying projects that can improve the transportation system in all their aspects
(road, transit projects, freight etc.)
Municipalities and Agency interested in transportation projects submit petitions to be
considered finance with federal funds. One of the MPO‟s primary responsibilities is to
revise and endorse these petitions based on the Metropolitan Transportation Plan and
Municipalities and Agency priorities.
112
6.1.2 SOURCES OF PRHTA REVENUES
Dedicated revenues are the major source of PRHTA revenues and are derived from the
following sources:
 Gasoline Taxes of 16 Cents per gallon
 Diesel Oil Taxes of 8 Cents per gallon
 Annual Motor Vehicle License Fees of $15 per vehicle
 Highway Tolls
 Petroleum Products Taxes
 Federal Funds
These revenues, excluding federal funds, have grown from a total of $453.2 million in
1999 to $532.4 million in 2009, representing a $79.2 million increase, equivalent to
17.5%. The annual growth rate during this period averaged a positive rate of 1.62%, in
spite of the recent $21.5 million decline in revenues, from $553.9 million in FY2007 to
$532.4 million in FY2009, mainly caused by the so-called Great Recession. The
growth process of PRHTA revenues was uneven in the decade of fiscal years 19992009. In the first five fiscal years of this decade (1999-2004) PRHTA revenues
increased at a moderate pace of 1.67% annual growth rate. Then, PRHTA revenues
remained relatively stable in fiscal year 2005, and then jumped 12.7% in a two-year
period, from $491.5 million in fiscal year 2005 to $553.9 million in fiscal year 2007,
due to an average increase of about 43% in toll fares in September 2005, and the
positive impact of a whole year operation new toll plazas at PR-5 and PR-66. These
positive institutional factors offset the negative impact of the recession experienced by
the Puerto Rico economy since the second semester of FY2006. The Great Recession
intensified significantly after FY2007, affecting all major sources of PRHTA revenues,
including toll receipts, gasoline and petroleum products taxes, and causing a drop of
$21.5 million in total revenues from fiscal year 2007 to fiscal year 2009.
Note: The PRHTA as designated recipient only receive and pass the federal funds that the Port Authority receives. The PRHTA
don‟t manage the financials that involve the operating and management of the ports, like the revenues generate from the tourism
through the cruise ships, etc.
6.1.3 REVENUE SOURCES COMPRISING DEDICATED REVENUES
Table 6-1 and Figure 6-1 present the general picture of how the trends in Dedicated
Revenues of the PRHTA fell short form the 2004 forecasts. Later, the situation of each
revenue source will be individually analyzed.
113
Table 6-1 PRHTA Dedicated Revenues 1999-2009 (FY´s)
Pledge Revenues
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Gasoline Taxes
Gas Oil and Diesel
Oil Taxes
Motor Vehicles
Licenses Fees
Toll Receipts
Petroleum Tax
TOTAL
$ 168.40
$ 176.74
$ 169.78
$ 174.89
$ 173.82
$ 188.53
$ 185.88
$ 178.93
$ 181.64
$ 174.73
$ 174.60
$ 20.71
$ 22.52
$ 20.49
$ 18.92
$ 15.54
$ 14.55
$ 16.68
$ 15.68
$ 18.47
$ 18.07
$ 13.70
$ 28.09
$ 29.00
$ 29.77
$ 30.69
$ 31.92
$ 32.49
$ 32.39
$ 31.65
$ 31.10
$ 34.04
$ 36.30
$ 116.03
$ 120.52
$ 125.70
$ 130.50
$ 135.35
$ 141.38
$ 146.29
$ 192.07
$ 220.00
$ 212.70
$ 206.47
$ 120.00
$ 120.00
$ 120.00
$ 120.00
$ 120.00
$ 115.30
$ 110.26
$ 102.21
$ 102.76
$ 99.04
$ 101.30
$ 453.23
$ 468.78
$ 465.74
$ 475.00
$ 476.63
$ 492.25
$ 491.50
$ 520.54
$ 553.97
$ 538.58
$ 532.37
Figure 6-1 Actual PRHTA Pledged Revenues 1999 to 2009 (FY´s)
114
The performance of individual revenue sources that make up the Dedicated Revenue Sources of
PRHTA is analyzed below. Each source is analyzed separately as to its historical trends and
growth patterns. Later in this chapter, these and other potential sources of revenue will be
analyzed, including projected growth rates and forecasted revenues of each source, in order to
identify those revenues which could be considered for funding future transportation
improvements. However, considering the negative impact of the Great Recession on PRHTA
revenues, we present below a brief analysis of the special characteristics of the current recession.
The Great Recession
The current global recession is the longest and deepest since the Great Depression of the thirties.
However, the recession in Puerto Rico has been substantially more intense and prolonged than
the U.S. recession. The recession started in Puerto Rico in the first semester of calendar 2006,
almost two years before the U.S. recession commenced in December 2007, according to the
National Bureau of Economic Research. In fiscal year 2006, real GNP rose in Puerto Rico only
by a meager 0.51%, as compared to a growth of 2.85% in U.S. real GNP. The economy of
Puerto Rico entered into a full-blown recession in FY2007, when real GNP declined by -1.16%,
while the U.S. real GNP rose by 1.83%, for a differential (U.S. less Puerto Rico growth rates)
of 2.99 percentage points. This differential between Puerto Rico and U.S. economic growth
increased to 5.65 percentage points in FY2008, when Puerto Rico real GNP dropped by -2.83%
while U.S. real GNP increased by 2.82%. In FY2009, which ended June 30, 2009, the U.S.
economy suffered a decline of -2.51% in real GNP, as a consequence of the recession that started
in December 2007, and intensified since the third quarter of 2008. The latest official data of the
Planning Board shows that Puerto Rico real GNP contracted by a record -3.74% in FY2009,
showing again a differential 1.23 points as compared to U.S. real GNP growth rate.
In summary, in the period from fiscal year 2005 to fiscal year 2009, the Puerto Rico economy
experienced a decline of -7.1% in real GNP, while in contrast the U.S. economy grew by 5.0%.
This is a clear indication of the significant difference not only in the level of per capita income
between Puerto Rico and the United States, but also in the dynamics of change in economic
activity.
The following economic indicators confirm the severity of the Great Recession suffered by the
Puerto Rico economy since fiscal year 2005.
 Total employment: In the four-year period between June 2005 and June 2009, total
employment, according to the Household Survey, dropped from 1,276,000 to
1,117,000 workers, posting a decline of -159,000 workers or -12.46%.


Unemployment rate: The unemployment rate has risen significantly during the Great
Recession, climbing from an average of 10.6% in fiscal year 2005 to 15.2% in June
2009 and 15.7% in the first seven months of current fiscal year.
Manufacturing employment: In the four-year period between June 2005 and June
2009, payroll manufacturing employment declined from 115,000 to 92,100 workers,
or -19.91% in percentage terms.
115

Sales of automobiles and light trucks: The number of automobiles and light trucks
sold decreased from 139,097 in FY2005 to 77,137 in FY2009, a decline of -61,960
vehicles or -44.54 %.

Cement Sales: Total cement sales plunged from 43.9 million bags in FY2005 to 26.5
million bags in FY2009, dropping by -17.4 million bags or -39.63 %.
The following is a discussion of the individual revenue sources that make up the Dedicated
Revenue Sources of PRHTA. Each source will be discussed separately as to its historical trends
and growth patterns. Later in this chapter, these and other potential sources of revenue will be
analyzed, including projected growth rates and forecasted revenues in each, in order to identify
which sources could be considered for funding future transportation improvements.
6.1.3.1 Gasoline Tax Revenues
Gasoline tax was PRHTA major source of revenue until FY2005. In FY2006, toll receipts
surpassed gasoline tax revenues due to the substantial increase in toll fares in September of 2005
and the opening of two new toll plazas in PR-5 and PR-66. Prior to the Great Recession,
gasoline tax revenues increased from $168.4 million in fiscal year 1999 to $185.9 million in
fiscal year 2005. The apparent decline of $2.65 million or 1.4% in fiscal year 2005 over fiscal
year 2004, can be explained by institutional factors. First, the figure of gasoline tax revenues for
fiscal year 2004 includes $2.78 million in revenues collected during fiscal year 2003 that were
not transferred by the Treasury Department to the Authority in that year. Thus, actual collections
related to gasoline consumption in fiscal year 2004 amounted to $185.75 million instead of
$188.53 million. In addition, the impact of Act #80, approved on March 15, 2004, changing the
tax base to volumes measured at 60-degree Fahrenheit, exerted a negative impact on gasoline tax
revenues during three and a half month of fiscal year 2004, while it affected collections of this
tax during the twelve months of fiscal year 2005. Consequently, this Act reduced gasoline tax
revenues by about $2.0 million in fiscal year 2005 as compared to only $0.58 million in fiscal
year 2004. In the absence of those institutional factors, gasoline tax revenues in fiscal year 2005
would have surpassed by 0.84% the level attained in fiscal year 2004, a result more in line with
an estimated increase of 1.22% in gasoline consumption.
After fiscal year 2005, gasoline tax revenues were negatively affected by two extraordinary
events, the Great Recession and a severe energy crisis. In addition to the Great Recession
previously analyzed, gasoline prices rose significantly in fiscal years 2006 to 2009. The average
price of gasoline averaged $2.67 per gallon in that period, surpassing by $0.73 per gallon or
37.6% the average price in fiscal year 2005 ($1.94 per gallon), and reaching a historical high of
$3.95 per gallon in June 2008. This unprecedented scenario explains while actual gasoline
consumption and gasoline tax revenues fell short from their 2004 projections. However, the
behavior of gasoline consumption and gasoline tax revenue showed significant resilience to the
impact of negative factors, revealing low income and price elasticities. In spite of an
extraordinary negative environment, gasoline tax revenues only dropped by 6.1% from fiscal
year 2005 ($185.9 million) to fiscal year 2009 ($174.6 million).
116
It is expected that oil prices would be higher than historic average prices in the next years
through 20308, therefore affecting both retail gasoline market and tax collection capacity.
Figure 6-2
Gasoline Tax Revenues
Projected vs. Real Revenues for Fiscal Years 2004-2009
6.1.3.2 Diesel Oil Tax Revenues
The 4-cent diesel oil tax is a minor source of revenue for the Authority, which amounted to
$13.70 million in fiscal year 2009, only representing 2.6% of total recurrent revenues ($532.4
million). We must underscore that revenues from the diesel oil tax increased sharply in fiscal
year 1995, when Act #74, approved on August 12, 1994, eliminated the exemption until then
enjoyed by the Electric Power Authority applied to the consumption of the so-called Fuel #2
(Middle distillates), which then became the source of more than 50% of total revenues from this
tax. Afterwards, revenues from the diesel oil tax followed an upward path from fiscal year 1995
through fiscal year 2000. Then, after fiscal year 2000, collections of this tax were affected by a
negative structural change, when the AEE started to buy electricity from private co-generators
(Eco-Eléctrica and Applied Energy Systems) using natural gas and coal as fuel. AEE‟s
purchases of electricity from private co-generators caused a reduction in the use of taxable
middle distillates (Fuel #2) by the AEE, and consequently in the revenues generated by the diesel
oil tax. In addition, the consumption of Fuel #2 by the AEE has historically followed an erratic
pattern, since this type of fuel is a lot more expensive than residual fuel oil (Fuel #6). Thus, the
AEE have always tried to reduce as much as possible the usage of fuel #2.
8
U.S. Department of Energy, International Energy Outlook (IEO) 2009, Report DOE/EIA-0484 (2009), May 27th, 2009. In the IEO2009
reference case, the price of light sweet crude oil in the United States (in real 2007 dollars) rises from $61 per barrel in 2009 to $110 per barrel in
2015 and $130 per barrel in 2030.
117
In fiscal years 2003 to 2006, diesel oil tax revenues dropped to levels between $14.5 and $17.0
million. Diesel oil tax revenues rose in fiscal years 2007 and 2008 to levels between $18.0 and
$18.5 million, mainly as result of an increase in consumption by the AEE caused by a fire in the
Palo Seco generating plant that led to the closing of this facility during the second semester of
fiscal year 2007. Revenues from the tax on diesel oil dropped again from $18.07 in fiscal year
2008 to $13.70 million in fiscal year 2009, a decline of $4.37 million or 24.2%. This
significance decline was mainly due to a lower consumption of taxable Fuel #2 (Middle
Distillates) from the Electric Power Authority (AEE), which contributes with more than fifty
percent to total diesel tax revenues. The lower consumption of the Fuel #2 by the AEE was
caused by the reopening of the Palo Seco generating plant, which fully operated in fiscal year
2009, and the decline of -5.36% in electricity generation caused by recessionary economic
conditions, which tend to affect more negatively the demand for high cost Fuel #2. Except for
fiscal year 2005, revenues collected during the period 2004-2009 did not reach the 2004
projections (Figure 6-3), not only due to an adverse economic environment but mainly to actions
taken by the AEE to curtail the use of taxable Fuel #2).
Figure 6-3
Diesel Oil Tax Revenues
25.000
$(000´s)
20.000
15.000
Forecast (2004)
Real
10.000
5.000
0
2004
2005
2006
2007
2008
2009
Fiscal Years
6.1.3.3 Motor Vehicle License Fee Revenue
Act No. 9 of 1983 increased the Vehicle License Fees by $15.00 and earmarked the revenue
from this additional fee to be placed in a special fund for use by PRHTA. However, since its
inception in fiscal year 1984, motor license fees have remained as a relatively minor source of
revenues for the Authority. In fiscal year 2009, the Authority received $36.30 million on
account of the $15 fee per motor vehicle, which represented 6.8% of total dedicated revenues.
Revenues from motor vehicle license fees increased steadily from $28.09 million in fiscal year
1999 to $32.49 million in fiscal year 2004, posting an increase of $4.4 million or 15.7%,
118
equivalent to an annual growth rate of 2.95%. These numbers imply that the stock of vehicles in
operation rose from 1,873,000 in fiscal year 1999 to 2,166,000 in fiscal year 2004. In the period
of fiscal years 2004 to 2007, revenues from motor vehicle license fee followed a downward
trend, dropping to $31.10 in fiscal year 2007. Since the license fee per vehicle transferred to the
Authority has remained constant at $15.00 since its inception in 1984, this decline in revenues
implies that the total number of vehicles holding a license dropped from 2,166,000 in FY2004 to
2,073,000 in FY2007, a decline of 93,000 motor vehicles in a three-year period.
Considering that the sales of new automobiles reached extraordinary high levels in FY2005 and
FY2006, the decline in revenues from license fees in the period of fiscal years 2004 to 2007, can
only be related to institutional problems in the transferring of funds from the Treasury
Department to the Authority, which could have occurred after motor vehicle license fees were
allowed to be collected in certain retail gasoline service stations. This hypothesis was confirmed
by certain extraordinary payment that the Authority received in fiscal years 2008 and 2009, from
previous year collections, which raised revenues from the motor vehicle fees to a record level of
$36.30 million in fiscal year 2009. Thus, the level of revenues from motor vehicle license fees in
fiscal year 2009 surpassed by $8.22 or 29.3% the amount collected in fiscal year 1999 ($28.09
million). This represents an annual growth rate of 2.6% over the decade 1999-2009. Finally,
although revenues collected between fiscal years 2004 and 2009 fell short from the 2004
projections, as shown in Figure 6-4, the difference was quite minor in fiscal year 2009.
Figure 6-4
Motor Vehicle License Fee Revenues
40.000
35.000
$(000´s)
30.000
25.000
Forecast (2004)
20.000
Real
15.000
10.000
5.000
0
2004
2005
2006
2007
2008
2009
Fiscal Years
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6.1.3.4Toll Revenues
In fiscal year 1999, toll revenues generated $116.03 million from the operation of 21 toll plazas
in three Expressways: 9 plazas in Don Luis A. Ferré Expressway (PR-52); 7 plazas in De Diego
Expressway (PR-22); and 5 plazas in PR-53 Expressway. The amount collected in toll plazas
represented 25.6% of total dedicated revenues of the Authority in fiscal year 1999 ($453.23
million). In the period of fiscal years 1999 to 2005 toll revenues of those 21 toll plazas followed
an ascending path, and the plaza of Martinez Nadal Expressway (PR-20) entered in full operation
in fiscal year 2001. In fiscal year 2005, toll revenues of the 22 plazas in operation had increased
to $146.29 million, posting an increase of $30.26 million or 26.1% over fiscal year 1999
($116.03 million), thus growing at an annual rate of 3.9%. In fiscal year 2005, toll revenues
were the second source of income for the Authority and accounted for 29.8% of total dedicated
revenues ($491.5 million).
In fiscal year 2006, toll revenues became the major source of revenue for the Authority, due to
an average increase of about 43% in toll fares, implemented on September 10, 2005 for the 22
plazas in operation, and the opening of new toll plazas at PR-5 and the Eastern Corridor (PR-66).
Toll revenues jumped to $192.07 million in fiscal year 2006, becoming the main source of
income of the Authority. Then, toll revenues experienced an additional expansion in fiscal year
2007 to a level of $219.95 million when plazas of PR-5 and PR-66 entered in full operation.
Thus, toll revenues increased from $146.29 million in fiscal year 2005 to $219.95 million in
fiscal year 2007, posting an extraordinary increase of $73.66 million, equivalent to 50.4%, in a
short span of two years.
After fiscal year 2007, toll revenues have followed a mild declining trend, mainly caused by
these two factors: 1) A decrease in traffic through most toll plazas, due to the negative impact of
the Great Recession and the substantial increase in toll fares after September 2005; and 2) The
five cent reduction in toll fares of express lanes (Auto-Expreso) that was implemented in July
2007, which had a negative impact on toll receipts of close to $4.0 million in fiscal year 2008.
Toll revenues dropped to $206.47 million in fiscal year 2009, according to the audited financial
statements. However, in fiscal year 2009, the external auditor firm introduced, for the first time,
a downward adjustment of $1.46 million in toll receipts for differed income on account of
amounts collected but not yet earned. Thus, toll receipts comparable to the figure of fiscal year
2007 amounted to $207.93, which shows a contraction of $12.02 million or 5.46% in the period
from fiscal year 2007 to fiscal year 2009. However, about one third of this contraction was
caused by the five-cent reduction in express lane fares. We should point out that figures for the
first seven months of fiscal year 2010 (July 2009 to January 2010) show a moderate upturn in
toll receipts over the same period of fiscal year 2009. Finally, due to the negative impact of the
Great Recession and the lowering of express lane toll fares, after fiscal year 2005, actual toll
receipts have been lower than the amounts projected in 2004 (Figure 6-5).
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Figure 6-5
Toll Revenues
300.000
250.000
$(000´s)
200.000
Forecast (2004)
150.000
Real
100.000
50.000
0
2004
2005
2006
2007
2008
2009
Fiscal Years
6.1.3.5 Petroleum Tax Revenues
In 1986, the Government of the Commonwealth of Puerto Rico established a special excise tax
on non-exempt petroleum products, including gasoline, by Law No. 5 of March 18, 1986, for the
purpose of capturing part of the benefits that the Puerto Rican economy was receiving as a result
of the substantial drop in the price of crude oil that began at the end of 1985. Later, Act #34,
dated July 11, 1997, ordered the Treasury Department to transfer an annual amount of $120
million to the Authority, at a rate of $10 million monthly. The transfer of $120 million took
place in fiscal years 1998 to 2003. In those fiscal years revenues from the petroleum products
tax exceeded the $120 million mark, although by only $1.9 million in fiscal year 2001.
However, since fiscal year 2004, the collection of revenues from the petroleum products tax has
been short of the $120 million mark. In view of this situation, the Treasury Secretary issued a
ruling determining that the transfer of funds to the Authority would be restricted to the amounts
collected from the petroleum tax. The main factor causing the drop in revenues of the petroleum
tax in fiscal years 2004 and 2005 was the reduction in the tax rate associated with the increase in
crude oil prices. The tax rate of the petroleum tax fluctuates between $3/b and $6/b, but
inversely with the price of crude oil. If the price of crude oil is $16.00 or less per barrel in any
month, the tax rate reaches the maximum of $6.00 per barrel or 14.286 cents per gallon. Then,
the tax rate drops to $5.00 per barrel, or 11.905 cents per gallon, when the price of crude oil
averages between $16.01 and $24.00 per barrel. The tax rate drops again to $4.00 per barrel, or
9.524 cents per gallon, when the crude oil price averages from $24.01 to $28.00 per barrel, and
reaches a minimum of $3.00 per barrel, or 7.143 cents per gallon when the price of crude oil
exceeds $28.00 per barrel. The following table shows that the tax rate of the petroleum products
tax reached very low levels in fiscal years 2004 ($3.16 per barrel) and 2005 ($3.00 per barrel),
due to the extreme high in the price of oil. In fiscal year 2005, for the first time since the
Authority was receiving funds from the petroleum tax, the tax rate remained fixed at the
minimum level of $3.00 per barrel. The enactment of Law 80, dated March 15, 2004, changing
the tax base of all petroleum products taxes to volumes measured at 60 degrees Fahrenheit also
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further reduced the tax rate of the petroleum products tax to $2.9882 per ambient barrel, or 7.067
cents per ambient gallon. The following table shows the data regarding the taxable base, the
average tax rate, and total revenues from the tax on petroleum products in the period of fiscal
years 1999 to 2009.
Table 6-2 Total Revenues from the Tax on Petroleum Products (1999-2009)
Number of Barrels
Taxed
Average Annual Tax
Rate
Total Revenues
(Million)
($)
1999
31.7
6.00
$190.1
2000
32.2
4.50
$144.8
2001
34.8
3.50
$121.9
2002
35.9
4.42
$158.6
2003
34.8
3.50
2004
36.5
3.1574
2005
37.2
2006
34.4
2.9682
102.2
2007
34.6
2.9682
102.8
2008
33.4
2.9682
99.0
2009
34.1
2.9682
101.3
Million $
Fiscal Year
2.9682
$121.9
(b)
(a)
$115.3
110.3
_______________________________
(a) Excludes $11.0 million collected from taxes in arrears paid by a delinquent taxpayer, which was under
the protection of the Bankruptcy Court.
(b) Tax rate applied to one barrel of petroleum products at ambient temperature, equivalent to $3.00 per
barrel measured at 60 degrees F.
Data presented in the above table reveals that the decline in the revenues of the petroleum
products tax received by the Authority in fiscal years 2004 and 2005 was not caused by a decline
in the consumption of petroleum products. On the contrary, the $4.7 million decline in tax
revenues from the petroleum tax in fiscal year 2004 occurred in spite of an increase of 4.9% in
the tax base, which even exceeded the rise in gasoline consumption (3.9%). The tax rate also
dropped by $0.1892 or 6% in fiscal year 2005, causing a further decline of $5.0 million in
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revenues received by the Authority from this tax, also in spite of a 1.9% increase in the tax base.
The decline in the petroleum products tax revenues after 2005 is related to a drop in consumption
of taxable products caused by the Great Recession and the energy crisis. However, the
consumption of taxable petroleum products remained relatively stable between 33.4 and 34.6
million barrels in fiscal years 2006 to 2009, and experienced an increase of 2.0% when gasoline
prices drop by 20.0%.
Figure 6-6
Petroleum Taxes Revenues
140.000
120.000
$(000´s)
100.000
80.000
Forecast (2004)
60.000
Real
40.000
20.000
0
2004
2005
2006
2007
2008
2009
Fiscal Years
6.1.4 2030 PROJECTIONS: 2004 VS. 2009 ASSUMPTIONS AND TENDENCIES
As mentioned above, the previously approved San Juan Urbanized Area 2030 LRTP documented
a Financial Plan based upon then reasonable future year funding expectations. Major changes in
the general economic scenario, however, resulted in both reduction of revenue tendencies and
increased investment and operational costs, compared to the expectations. During the period
2005 – 2009, local and global economic situation worsened, affecting PRHTA´s funding
capacity.
Two main factors negatively affected the fulfilment of the 2004 projections. First, the global
recession, which has been named as the Great Recession, was the most important negative factor
affecting the projections developed in 2004. The main characteristics of the recession suffered
by the Puerto Rican economy were explained above. However, we must again emphasise that
the economy of Puerto Rico experienced recessionary conditions since the second semester of
fiscal year 2006, even before the commencement of the Great Recession in the United States in
December 2007. The recession in Puerto Rico has also been substantially more intense and
prolonged than the U.S. recession. Thus, in the period from fiscal year 2005 to fiscal year 2009,
the Puerto Rican economy experienced a decline of -7.1% in real GNP, while in contrast the U.S.
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economy grew by 5.0%.
The energy crisis was the other key factor which negatively affected the projections developed in
2004. The renewal of the energy crisis after fiscal year 2004, with unprecedented intensity, not
only exerted a significant negative impact upon production levels of the global economy, but
also raised the price of gasoline and other petroleum products. As explained above, gasoline
prices rose significantly in fiscal years 2006 to 2009. The average price of gasoline averaged
$2.67 per gallon in that period, surpassing by $0.73 per gallon or 37.6% the average price in
fiscal year 2005 ($1.94 per gallon), and reaching a historical high of $3.95 per gallon in June
2008.
The energy crisis started to develop in fiscal year 2005, after many years of crude oil price
stability, when the average price of crude oil (West Texas Intermediate - WTI) rose to $48.80 per
barrel, surpassing by $15.03 per barrel, or 44.5% the average price recorded in fiscal year 2004
($33.77 per barrel). The price of crude oil (WTI) continued to rise in fiscal year 2006, reaching
an average of $64.30 per barrel, stabilized in FY2007 at a similar high level ($63.40 per barrel),
and then exploded in fiscal year 2008, when the WTI crude oil price averaged $96.84 per barrel,
after reaching a record level of $133.93 per barrel in June 2008. Although the average price of
crude oil dropped to $70.07 per barrel in fiscal year 2009, this price level was still more than
double the average price of $33.77 per barrel recorded in fiscal year 2005, before the start of the
Great Recession in Puerto Rico. The energy crisis negatively affected the revenues of the
Authority by contributing to reduce the real income of residents of Puerto Rico, and by
increasing the relative price of gasoline, diesel oil and other petroleum products. Excise taxes on
these petroleum products earmarked for the Authority amounted to $289.6 million in fiscal year
2009, equivalent to 54.4% of total dedicated revenues.
Finally, we must stress that the adverse economic situation is turning around. The U.S. economy
has been experiencing a mild recovery since the third quarter of 2009 (first quarter of fiscal year
2010), which has exerted a positive impact on the local economy. Certain key indicators of the
Puerto Rican economy have already shown signs of stabilization in the second quarter of fiscal
year 2010. Another positive sign is that the price of crude oil and oil products is not expected to
rise significantly in the near future. In addition, the new government administration is taking
various fiscal measures to reduce the fiscal deficit and to stimulate the economy, with a
combination of local and Federal economic resources, like the Stimulus Plan Act (Law No. 9 of
2009) and the ARRA funds in excess of six billion dollars that have assigned to Puerto Rico.
6.1.5 FEDERAL FUNDS
In addition to the dedicated revenues, PRHTA receives substantial amounts of Federal funding.
Most of this money comes from FHWA and the FTA and is used for capital and maintenance
costs of highway and transit projects. The amount of these funds is shown in Table 6-3 shown
below.
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Table 6-3 Federal Revenues for Fiscal Years 2005-20091
Federal Funds (Thousands)
Initial Allocations
Total Authorized Federal Funds
2
2005
2006
$115,000
$120,000
$79,160
3
$82,760
2007
2008
2009
$135,000
$145,000
$150,000
4
$116,110
$120,120
$110,440
1. Federal revenues under SAFETEA-LU. Includes FHWA (basic and additional), FTA discretionary funds for Tren Urbano, FTA
formula Funds, SIB projects, and prior Federal funds released.
2. Balance after penalties, deductions, and additional funds
3. Tren Urbano reimbursements not included
4. Balance after penalties was $108,100 but RABA added $2,340.
Source: PRHWA – October, 2009
6.1.6 BORROWING
PRHTA borrows money to pay for the cost of major highway and transit projects such as the
construction of PR-10 and Tren Urbano. PRHTA borrows this money by selling bonds which
are paid backed by PRHTA‟s dedicated revenue sources. The cost of paying back these funds is
listed below in the section on expenditures.
6.1.7 ASSESSMENT OF CURRENT REVENUE SOURCES
PRHTA is fortunate to have a number of different revenue sources to fund its needs. All sources
have a direct relationship with providing transportation services and facilities to the island‟s
population. The three largest sources, the Gasoline Taxes, Toll Revenues and the Petroleum
Tax, provide a substantial portion of revenues to PRHTA. These revenue sources represent 88
percent of total dedicated revenues. Analyses of these dedicated revenue sources by expert
economic and financial analysts indicate that they are adequate to meet the bonding requirements
of PRHTA debt.
6.1.8 FORECAST GROWTH IN DEDICATED REVENUES
The current estimate of dedicated revenues from the Fiscal Year 2008 - 2009 Five Year Plan is
listed below. These estimates were used as the basis for projecting annual revenues out until the
year 2030. Growth rates used in the baseline forecast were trended from this five-year forecast
and do not account for changes in the Island‟s, or the United States‟, overall economic
environment. Revenue estimates beginning in 2010 are therefore based on the growth
assumptions currently used by PRHTA.
Sources of dedicated revenue are forecast to increase to $556.26. million in fiscal year 2014 from
a forecast of $524.58 million in fiscal year 2010. A portion of this increase is attributed to toll
revenues and gasoline taxes. See Table 6-3.
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Table 6-4 Forecast Dedicated Revenues for Fiscal Years 2010-2014
Dedicated Revenues $$ (Millions)
2010
2011
2012
2013
2014
Gasoline Taxes
172.34
173.29
174.10
175.60
176.88
Diesel Oil Taxes
11.00
11.00
10.50
10.00
10.00
Motor Vehicle License Fees
33.00
33.25
33.50
33.75
34.00
Toll Revenues 1
210.01
214.69
220.40
226.22
234.56
Petroleum Taxes
98.23
98.78
99.24
100.09
100.82
$ 537.74
$ 545.66
$ 556.26
Total Dedicated Revenues
$ 524.58
$ 531.01
1 This total also include East Corridor Toll and AutoExpreso
Two measures strongly recommended by PRHTA are accounted on revenue projections
presented on Table 6-4. One of them is to eliminate the 5 cents discount granted to users of
Autoexpreso, the electronic toll payment system since 2007. Such discount was implanted as an
incentive to highway users to move out from conventional cash-in-hand payment, but the system
has been well accepted and the incentive seems no longer necessary.
As mentioned earlier, PRHTA is seriously evaluating other alternatives in order to broaden its
financial capacity. Once the measures are approved, the MPO would be amending this LRTP,
including this Financial Plan, in order to adjust its programs and priorities9.
6.1.9 FORECAST GROWTH IN FEDERAL FUNDS
Sources of federal funds are forecast to increase from $175.3 million in fiscal year 2010 to
$292.7 in fiscal year 2012, then decrease from $ 292.7 in fiscal year 2012 to $ 236.4 in fiscal
year 2014 from a forecast of $212.1 million in fiscal year 2010. Funds from the American
Reinvestment and Reconstruction Act (ARRA) would be exhausted by Fiscal Year 2012.
Some of the measures are: (1) stabilize the Petroleum Products Tax maximum cap at $6/barrel; (2)
Amendments to the Traffic Law fines; (3) Full transfer of traffic violation fines to PRHTA; (4) Full transfer
to PRHTA of fines coming from vioations of the Weight and Dimension Program for cargo vehicles; (5)
Reorganization of PRHTA and creation of an independent mass transit agency.
9
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Table 6-5
Federal Funds for Fiscal Years 2010-2014
Federal Funds (Thousands)
2010
2011
2012
2013
2014
FHWA
76,087
126,978
192,449
196,057
155,939
FTA Funds
77,352
78,125
78,907
79,696
80,493
ARRA Funds *
21,876
63,541
21,421
9,274
0.885
$175,315
$268,644
$292,777
$282,027
$236,432
Total Federal Funds
* ARRA funds obligations were completed during the year 2010. The above table shows the reimbursements of ARRAfunded project expenditures.
Appendix C (Table C-3) shows the projected FTA funds allocation by section for the San Juan
Urbanized Area (SJUA). It is important to mention that, FTA Funds projected for
Municipalities, Ports Authority and MBA, the DTPW and PRHTA is the designated recipient for
those funds and they are transfer direct to those mentioned agencies.
At his time, fiscal constraint, which is described in Appendix C, relates to all of Puerto Rico.
Determination of fiscal constraint for the San Juan MPO‟s long-range transportation plan is
predicated upon the assumption that the MPO‟s receipt of funding as a percentage of the
statewide total will be in accordance with the long-term percentage of Island-wide revenues
received by the MPO.
6.2 ACTION PLAN FOR FINANCING THE REGIONAL TRANSPORTATION SYSTEM
Transportation infrastructure and operations are sound investments for the future of the
Commonwealth. However, public tax funding is limited, so it is very important to spend money
wisely, while leveraging the maximum possible benefits. Therefore, the Commonwealth will
continue to:



Make maximum use of available federal funding to leverage the most out of available
local resources
Plan and implement projects which promote sustainable development and improve
mobility for all
Continue to expand opportunities for municipal and private participation in project
construction and operation
Appendix C of this LRTP contains detailed projections of revenues and capital operating and
debt service expenditures through FY 2030 (which is the basis for the cost constrained plans) as
well as projected capital, operating and debt service expenditures through the year 2030. These
127
projections are based on financial data provided by PRHTA.
Based on the analysis of PRHTA projected revenues and capital and operating costs to 2030,
reasonably expected revenues available after covering debt services costs will be sufficient to
finance short term (2010-2014) recommended projects, which results from all the Metropolitan
and Regional LRTPs, as prepared based on an updated financial projections.
This update also shows that revenues and projected investment rates will be sufficient to ensure
implementation of yearly Transportation Improvement Programs (TIP) and Statewide
Transportation Improvement Programs (STIP) corresponding to the expected federal funding
allocations for the period, both for new projects and maintenance of the system.
PRHTA is currently undertaking a comprehensive financial turnaround program to reduce fiscal
deficiencies by adopting different revenue increasing measures and expense and debt reduction
initiatives.
Revenue increasing measures are supported by new legislation impacting all PRHTA revenue
drivers, establishing a more robust collections enforcement efforts targeting Governmental
agencies as well as private entities, local appropriations from the Local Stimulus Plan (PEC, by
its Spanish acronym) and the introduction of public-private partnerships. With respect to the
latter, the Government of Puerto Rico enacted Act 29 in June 8, 2009, known as the PublicPrivate Partnerships Act (“PPP Act”) to encourage private participation in the development,
finance, construction, operations and maintenance of infrastructure in Puerto Rico. The PPP Act
also created a dedicated government entity, the PPP Authority, to assist pubic corporations in
conducting an efficient and transparent procurement process.
PRHTA in collaboration with the PPP Authority have formulated a comprehensive PPP plan for
the toll roads system in Puerto Rico. PRHTA will obtain significant benefits with the
establishment of PPP‟s in certain toll roads that include but are not limited to: i) realizing upfront funds can be directed towards debt reduction and accelerated capital improvements, ii)
transferring operations and maintenance costs to private operators, iii) hold private operator
responsible to implement enhanced maintenance, operations and environmental standards, and
iv) establish a mandatory capital improvement program to be completed by the private operator.
In addition, the up-front funds can also be used by PRHTA to finance capital improvements
outside major toll roads and initiate and finalize major construction projects and works. In
exchange for the up-front funds the private operator will be granted a long-term lease or
concession agreement for the toll roads. PRHTA and PPP Authority are interested in beginning
the implementation of the PPP program with a concession for PR-22 and PR-5.
Expense reduction initiatives may involve personnel reduction by adopting an early retirement
program, implementation of technological resources, outsourcing non essential services and
reorganization of process and procedures to gain operational efficiencies.
While the turnaround plan is been executed, PRHTA is operating with the support of interim
financing from the Government Development Bank, mainly covering all operational expenses.
128
It should further be noticed that the MPO planning work group already selected a specialized
consultant team that will assist the development of LRTPs to the year 2040. These will be based
on updated socioeconomic, transportation system, travel and financial information. The
development of these plans will complete the efforts to bridge these difficult times for PRHTA
and all of Puerto Rico, to ensure the continued development and maintenance of the
transportation system needed in this and all metropolitan and urbanized areas.
See appendix B, for details of the eight planning factors and the public participation process.
129
APPENDIX A
EIGHT PLANNING FACTORS
130
EIGHT PLANNING FACTORS
Among the goals of the present plan are the provisions of an efficient, safe, fiscally constrained,
and sustainable transportation system. Metropolitan Planning Organizations (MPOs) are
required to consider the elements now commonly known as the eight (8) SAFETEA-LU
planning factors within their multi-modal long-range transportation plans and programs. These
eight (8) planning factors, which are consistent with our goals, are addressed below:
1. SUPPORT THE ECONOMIC VITALITY OF THE METROPOLITAN AREA,
ESPECIALLY BY ENABLING GLOBAL COMPETITIVENESS, PRODUCTIVITY AND
EFFICIENCY.
The San Juan Transportation Management Area (San Juan TMA or SJTMA) MPO has worked
with the Puerto Rico Department of Transportation and Public Works (PRDTPW or its Spanish
acronym DTPW), its Puerto Rico Highway and Transportation Authority (PRHTA) and other
State and federal agencies and municipal governments for many years on a variety of
transportation projects to support its economic vitality.
The DTPW and the PRHTA, as operating arm of the MPO, continues to develop a transportation
system (highways, metropolitan bus, passenger rail lines, etc.) that will link the different areas of
the SJTMA, including the access to the Luis Muñoz Marín International Airport (LMMIA), the
cargo and passenger (tourist) seaports in San Juan Bay, and other facilities. For example, in
2005, the first Tren Urbano rail line (now under the Integrated Transit Alternative or ATI, its
acronym in Spanish) began its service provides efficient transportation for daily commuters. This
kind of service, helps make the SJTMA attractive for people and businesses to locate, and
provides stability to the area, partly through its regularity of service.
Another important project to the SJTMA is the Northeast Corridor of PR-66, from Carolina to
Río Grande. The completion of this Toll road will provide a direct, safe and fast connection
throughout the northern section of the SJTMA. The area economy will benefit from the
highway with increased tourism and enhanced transportation for people and goods.
Other transportation projects contained in this plan will also aid the movement of people and
goods and promote economic vitality. These projects include improvements to PR-18) San
Juan), PR-22 (San Juan-Hatillo) and PR-30 (Caguas-Humacao). The first of these, improving
safety and access to the western portion of the main business district in the area. The other two
improving the movement of people and goods to the eastern and western parts of the SJTMA and
other urbanized areas. The type of development expected in part as a result of the proposed
improvements in the transportation system within the SJTMA will add to its global
competitiveness in the movement of people (for example: tourists) and goods.
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2. INCREASE THE SAFETY OF THE TRANSPORTATION SYSTEM FOR
MOTORIZED AND NON-MOTORIZED USERS.
The SJTMA is committed to improving the safety of the transportation system for motorized and
non-motorized users.
The SJTMA, through the DTPW/HTA has programmed a large number of safety projects such as
those related to ITS, intersection improvement, and others. A comprehensive Studies bicycle
and pedestrian plan is being developed by the DTPW/HTA, which will address many safety
concerns of non-motorized users and find appropriate solutions to their needs. The PRHTA also
conducts similar safety improvement studies on streets and intersections in the area. Improved
safety of the transportation system will help to reduce congestion.
The SJ TMA also supports the implementation of a number of projects to ensure the safety of its
users including: the construction of median guardrails on highways in the area, rehabilitation and
replacement of bridges and structures needing such, a safe and convenient multi-modal
transportation nodes in different parts, and the construction and improvement of sidewalks,
pedestrian bridges, recreational trails and other facilities for the safe movement of bicyclists and
pedestrians.
3. INCREASE THE SECURITY OF THE TRANSPORTATION SYSTEM FOR
MOTORIZED AND NON-MOTORIZED USERS.
With regard to security, the DTPW/PRHTA has designated what is called the Strategic Road
Network (STRAHNET), including all roads in Puerto Rico classified as Interstate (PR-2, PR-3,
PR-18, PR-22, PR-26, PR-52, PR-53, and PR-66), as well as PR-1, PR-28, PR-30, and PR-165.
All these are highways which are completely or partially within the SJTMA and provide access
for defense, continuity and capacity in cases of emergency for the movement of personnel and
equipment, whether in time of peace or of war. It includes routes (for long distance trips) and
connectors (to connect military installations and ports to the Strategic Network). The completion
of the STRAHNET is one of the main priorities in the San Juan TMA.
The DTPW/PRHTA has also coordinated with the Puerto Rico Police Department in planning
and operating traffic facilities as necessary, including the development of the ITS in the area.
The 511 assistance line is being developed to provide timely information on different matters
including security. Also, as mentioned above (factor number 2), the comprehensive Studies
bicycle and pedestrian plan is being developed by the DTPW/PRHTA, which will address many
safety, but also security concerns of non-motorized user. The Tren Urbano (and ATI), operates a
mass transit system that is also part in the efforts to improve security.
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4. INCREASE THE ACCESSIBILITY AND MOBILITY OPTIONS AVAILABLE TO
PEOPLE AND FOR FREIGHT.
This implementation of this plan will increase the accessibility and mobility options available to
people and for freight in the SJTMA and beyond by considerably improving and increasing the
transportation options available for users. The transportation planning efforts will provide the
necessary resources to enhance the existing transportation system in an efficient way.
Transportation planning will have an effect on land use policies and development. This results in
pressures to address the needs to increase the accessibility and mobility options for people and
freight, while providing safe and efficient people and freight distribution routes. This should
consider the relationship between urban goods movement and land use planning when planning
for new highway facilities and improving ones, replacing deficient bridges as necessary,
improving intersections, while avoiding or at least minimizing impacts in residential
neighborhoods.
The private vehicle is still the major means of transportation in the area, but financial resources
are increasingly becoming available for increasing the availability of adequate public
transportation including buses, para-transit, and rail will be critical for travel within the area, to
school, employment centers, and other services and activities, while assisting in the reduction of
congestion in the transportation network.
5. PROTECT AND ENHANCE THE ENVIRONMENT, PROMOTE ENERGY
CONSERVATION, IMPROVE THE QUALITY OF LIFE AND PROMOTE
CONSISTENCY BETWEEN TRANSPORTATION IMPROVEMENTS AND STATE
AND LOCAL PLANNED GROWTH AND ECONOMIC DEVELOPMENT PATTERNS.
The SJTMA has proven for years its commitment to protect and enhance the environment,
promote energy conservation, and improve the quality of life of its residents, while promoting
consistency between transportation improvements and state and local planned growth and
economic development patterns. This is seen, for example, in the change in scope of PR-66 in
order to avoid impact and protect the Botanical Garden in San Juan, while being consistent and
supporting the planned urban development limits of the region and enhancing its tourism
potential, the development of the Piñones Recreational Trail, while protecting the largest
mangrove forest in Puerto Rico. Also, during the development of the Tren Urbano, extensive
efforts were undertaken and are still taken to avoid adversely affecting the historic Río Piedras
Urban Core as well as the historic Río Piedras bridge (built in 1855).
133
6. ENHANCE THE INTEGRATION AND CONNECTIVITY OF THE
TRANSPORTATION SYSTEM, ACROSS AND BETWEEN MODES, FOR PEOPLE
AND FREIGHT.
The SJTMA has developed projects and programs to enhance the integration and connectivity of
the transportation system, across and between modes, for both people and freight. For example,
the completion of a number of multi-modal transportation centers,such as the one in Tren Urbano
Sagrado Corazón Station and Bayamón (with sidewalks, park-and-ride, bus and rail).
7. PROMOTE EFFICIENT SYSTEM MANAGEMENT AND OPERATION.
The SJTMA promotes the efficient system management and operation transportation network,
with for example, the development of a computerized traffic signal system. Changeable message
signs are increasingly used to alert drivers of congestion, accidents, or other traffic problems on
the highway system and to direct drivers away from the problem areas. Traffic surveillance
camera systems are being developed, as well as traffic signals to assure that traffic is managed
seamlessly for the users. Due to limited financial resources, this plan seeks to ensure that all
modes of the transportation system are operated and maintained in an efficihisent and effective
way.
8. EMPHASIZE THE PRESERVATION OF THE EXISTING TRANSPORTATION
SYSTEM.
The preservation of the existing transportation system in the SJTMA is increasingly a concern
and considering the need oftentimes expressed by the public to safely and efficiently move
people and goods within the area, particularly with the effect that considerably rainy conditions
experienced many times during the year, and its effect on the system, proper maintenance of the
existing system is being given primary importance, and more emphasis is being given to the
rehabilitation and replacement of deteriorated bridges, in some cases even by immediate
installation of temporary, but safer, structures. There has been an increase in the highway
maintenance and preservation budget, including pavement rehabilitation/resurfacing and
rehabilitation of highways throughout the system, improving intersections, replacing substandard
bridges and upgrading traffic signal systems.
134
APPENDIX B
PUBLIC PARTICPATION PROCESS
135
PUBLIC PARTICPATION PROCESS
The Department of Transportation and Public Works (DTPW) and the Puerto Rico Highway and
Transportation Authority (PRHTA) in concord with the MPO members developed in
consultation with all interested parties a Participation Plan. This Plan defines the process for
citizens, affected public agencies, representatives of public transportation employees, freight
shippers, providers of freight transportation services, private providers of transportation,
representatives of users of public transportation, among others, the reasonable opportunity to be
involved in the metropolitan transportation planning process.
This Plan promotes the continued emphasis on the public participation throughout the planning
process in the implementation of plans and projects. Specifically requires a proactive and open
approach and consultation process for project selection and implementation, and recognizes the
importance of cooperation, coordination and joint support of transportation projects. Also gives
emphasis in the develop of early public involvement in the planning and programming process to
protect the environment, promote the conservation of energy and improve the quality of life.
The Plan present and describe procedures and strategies to provide the opportunity for the
interested parties to achieve early and continuing public input and involvement as follow;
1.
Early and continued public participation throughout the process of transportation
planning and project programming;
2. Timely information about transportation planning issues and processes to citizens,
affected public agencies, representatives of transportation agency employees, private
providers of transportation, other interested parties and segments of the community
affected by transportation plans, programs, and projects;
3. Reasonable public access to technical information and public policy used in the
development of the STIP and, in urbanized or metropolitan areas, the local TIP;
4. To the maximum extent practicable;
a. ensure that public meetings are held at convenient and accessible locations and
time,
b. use visualization techniques to describe the proposed long-range statewide
transportation plan and supporting studies,
c. make public information available in electronically accessible format and means.
5. Adequate public notice of public involvement activities and time for public review and
136
comment at key decision points, including but not limited to, action on the TPs and
STIP;
6. Process for demonstrating explicitly consideration and response to public input during
the planning and program development process;
7. Process for seeking out and considering the needs of those traditionally underserved by
existing transportation systems;
8. Periodic review of the effectiveness of the public involvement process to ensure that the
process provides full and open access to all and revision of the process as necessary.
Public involvement is not limited to special events or high profile projects or just to those projects
utilizing Federal funds. It is also an essential part of the planning process used by the PRHTA in
the development of its highway program. There are numerous techniques used to disseminate
information about projects, identify issues and concerns and involve the public at an early stage.
These techniques are geared to the scope of work being undertaken.
137
APPENDIX C
Puerto Rico Revenues and Expenditures
SJUA Proportion of Total Expenditures in Puerto Rico
Federal Transit Administration (FTA) Program Allocation for All Sections
San Juan Urbanized Area (SJUA)
138
Table C-1 – Revenue Projections
Note: The Financial Plan presents mostly the sources/revenues and expenditures for the whole of
Puerto Rico, but a line specifying the proportion of the expenditures proposed for the San Juan
TMA is presented in Table C-2A
139
Table C-1 – Revenue Projections
140
Table C-2 – Expenditure Projections
141
Table C-2 Expenditure Projections
142
Table C-2 A : San Juan Urbanized Area 2030 LRTP
SJUA Proportion of the Total Expenditures for Puerto Rico presented in Table C-2, Expenditure Projections*
PROGRAM
2010-2011
2011-2012
2012-2013
2013-2014
2014-2015
RIGHT OF WAY
$ 52,518,400.00
$ 30,960,550.00
$ 30,915,886.00
$ 31,425,998.00
$
31,979,095.00
DESIGN
$ 25,529,888.00
$ 24,676,066.00
$ 20,610,590.00
$ 20,950,665.00
$
21,319,397.00
proportion applicable to the SJUA of the revenues presented in
Table C-1, Revenue Projections, which along with Table C-2,
presents the fiscally constrained Financial Plan for Puerto Rico.
CONSTRUCTION LOCAL
$ 51,827,730.00
$ 7,972,267.00
$ 2,842,047.00
CONSTRUCTION FEDERAL (FHWA, EARMARKED & GARVEE)
$ 177,268,381.00
$ 211,485,245.00
$ 202,569,689.00
$186,293,006.00
CONSTRUCTION FEDERAL (ARRA)**
$ 41,550,368.00
$ 16,610,217.00
$
$
TOTAL PUERTO RICO HIGHWAY PROGRAM
$ 348,694,767.00
$ 291,704,345.00
$ 263,987,648.00
$240,369,669.00
$ 210,972,982.00
HIGHWAY CONSTRUCTION SAN JUAN URBANIZED AREA
$ 138,220,535.00
$ 117,194,055.00
$ 100,749,649.00
$ 73,401,125.00
$ 65,143,085.00
RIGHT OF WAY SJUA
$ 34,136,960.00
$ 20,124,357.50
$ 20,124,357.50
$ 20,095,325.90
$ 20,426,898.70
DESIGN SJUA
$ 7,658,966.40
$ 7,402,819.80
$ 6,183,177.00
$ 6,285,199.50
$ 6,395,819.10
$ 180,016,461.40
$ 144,721,232.30
$ 127,057,183.50
$ 99,781,650.40
$ 91,965,802.80
DESIGN, ROW, AND CONSTRUCTION PROPORTION SJUA*
7,049,436.00
* The revenues covering these expenditures are within the
$ 157,674,490.00
1,700,000.00
** ARRA funds obligations were completed during the year 2010.
The above table shows the reimbursements of ARRA-funded
project expenditures.
143
Table C-2 A: San Juan Urbanized Area 2030 LRTP
PROGRAM
2015-2016
2016-2017
2017-2018
2018-2019
RIGHT OF WAY
$ 10,269,297.00
$ 10,459,459.00
$ 10,656,283.00
$ 10,855,744.00
$
11,041,552.00
DESIGN
$
$
$
$
$
10,121,423.00
9,413,522.00
9,587,837.00
9,768,259.00
9,951,099.00
2019-2020
CONSTRUCTION LOCAL
$ 157,832,164.00
$ 157,989,997.00
$ 158,147,987.00
$158,306,135.00
$ 158,464,441.00
$ 177,514,984.00
$ 178,037,293.00
$ 178,572,529.00
$179,112,977.00
$ 179,627,416.00
$ 73,313,040.18
$ 73,386,353.61
$ 73,459,739.96
$ 73,533,199.71
$
73,606,732.84
RIGHT OF WAY SJUA
$ 20,786,411.75
$
6,675,043.05
$
6,798,648.35
$
6,926,583.95
$
7,056,233.60
DESIGN SJUA
$
$
2,876,351.10
$
2,930,477.70
$
2,985,329.70
$
3,036,426.90
$ 96,923,508.53
$ 83,445,113.36
$
83,699,393.34
CONSTRUCTION FEDERAL (ARRA)
2,824,056.60
$ 82,937,747.76
$ 83,188,866.01
* The revenues covering these expenditures are within the proportion applicable to the SJUA of the revenues presented in Table C-1, Revenue Projections, which along with Table C-2, presents the fiscally constrained Financial Plan for Puerto Rico.
144
PROGRAM
2020-2021
2021-2022
2022-2023
2023-2024
2024-2025
RIGHT OF WAY
$ 11,231,646.00
$ 11,435,131.00
$ 11,638,868.00
$ 11,846,235.00
$
12,058,483.00
DESIGN
$ 10,295,675.00
$ 10,482,203.00
$ 10,668,962.00
$ 10,859,049.00
$
11,053,610.00
$ 158,622,905.00
$ 158,781,528.00
$ 158,940,310.00
$159,099,250.00
$ 159,258,349.00
$ 180,150,226.00
$ 180,698,862.00
$ 181,248,140.00
$181,804,534.00
$ 182,370,442.00
$ 73,680,339.37
$ 73,754,019.76
$ 73,827,774.00
$ 73,901,601.63
$
73,975,503.11
RIGHT OF WAY SJUA
$
7,177,008.80
$
7,300,569.90
$
7,432,835.15
$
7,565,264.20
$
7,700,052.75
DESIGN SJUA
$
3,088,702.50
$
3,144,660.90
$
3,200,688.60
$
3,257,714.70
$
3,316,083.00
$ 83,946,050.67
$ 84,724,580.53
$
84,991,638.86
CONSTRUCTION LOCAL
$ 84,199,250.56
$ 84,461,297.75
145
PROGRAM
2025-2026
2026-2027
2027-2028
2028-2029
2029-2030
RIGHT OF WAY
$ 12,273,327.00
$ 12,498,141.00
$ 12,724,571.00
$ 12,957,651.00
$
13,200,188.00
DESIGN
$ 11,250,549.00
$ 11,456,629.00
$ 11,664,190.00
$ 11,877,847.00
$
12,100,173.00
$ 159,417,608.00
$ 159,577,025.00
$ 159,736,602.00
$159,896,339.00
$ 160,056,235.00
$ 182,941,484.00
$ 183,531,795.00
$ 184,125,363.00
$184,731,836.00
$ 185,356,596.00
$ 74,049,478.92
$ 74,123,528.11
$ 74,197,651.63
$ 74,271,849.47
$
74,346,121.16
RIGHT OF WAY SJUA
$
7,838,013.95
$
7,977,662.55
$
8,123,791.65
$
8,270,971.15
$
8,422,473.15
DESIGN SJUA
$
3,375,164.70
$
3,436,988.70
$
3,499,257.00
$
3,563,354.10
$
3,630,051.90
DESIGN, ROW, AND CONSTRUCTION PROPORTION
SJUA*
$ 85,262,657.57
$ 86,106,174.72
$
86,398,646.21
CONSTRUCTION LOCAL
CONSTRUCTION FEDERAL (FHWA, EARMARKED &
GARVEE)
$ 85,538,179.36
$ 85,820,700.28
146
Table C-3 Federal Transit Administration (FTA) Program Allocation for All Sections
San Juan Urbanized Area (SJUA)
Agency
Allocation
Section
2010
2011
2012
MBA
5307*
$
22,000,000
$
22,220,000
$
22,442,200
Ports Authority
5307*
$
5,000,000
$
5,050,000
$
5,100,500
5309*
$
2,977,398
$
3,007,171
$
3,037,243
PRHTA
5307*
$
11,110,000
$
11,221,100
$
11,333,311
Municipalities
5307*
$
5,764,315
$
5,821,958
$
5,880,178
5310**
$
1,413,599
$
1,427,735
$
1,442,012
5316*
$
4,069,771
$
4,110,468
$
4,151,573
5317*
$
1,108,677
$
1,119,763
$
1,130,961
Yearly Estimated Allocation are based on FY 2010 Allocations
** A portion of yearly FTA Allocation of funds for all Area
*
NOTE 1: The SJUA 5307 annual funds programmed considers annual transfers of
unobligated funds from other UA.
NOTE 2: FTA Funds projected for Municipalities, Ports Authority, and MBA are
also presented in the Table C-1, but there are only a pass through, are also
presented as expenditures in Table C-2. Below are the figures provide by the Port
Authority on Cruise ship passengers, cargo movement, and numbers of cruises in
the ports of San Juan.
147
148
Appendix D
Illustrative Non-Motorized Mode Projects
List of Projects by 2030 Plan Network Analysis (2006)*
Illustrative and Unfunded Transit Projects
* All this projects are presented in an illustrative list, which represent that not are
currently funded.
149
Table D-1 Illustrative Non-motorized Mode Projects (Resources not available yet )
Municipality
Project Description
Length
in km
Estimated Cost*
(YO E)
Status
Canóvanas
Paseo del Río-Pedestrian and bicycle
trail along the Río Grande de Loíza,
from PR-3 to the Piñones Trail
6.8
$8,374,630
Conceptual Alignment
Planning stage by the
Municipality.
Canóvanas
Pedestrian and bicycle connector from
Jesús T. Piñero House to bridge
number 99 over the Canóvanas River
0.6
$692,754
Canóvanas
Pedestrian and bicycle connector from
Jesús T. Piñero
0.8
$982,251
Carolina
Carolina Linear Park Phase I, 65th
Infantry Avenue
2.8
$3,001,935
3.3
$2,740,228
1.9
$2,339,970
2.3
$2,832,595
Carolina
Carolina
Carolina
Cataño
Cataño
Cataño
Cayey
Carolina Linear Park Phase II, from
PR-874 and Monserrate Avenue to
Julia de Burgos Park
Carolina Linear Park Phase III, from
Julia de Burgos Park to Roberto
Clemente Avenue
Trail for bicycle riders from the
proposed Isla Verde Bike Trail to Julia
de Burgos Park
Trail for pedestrians and bicycle riders
along Río Hondo Canal
Bicycle Trail along PR-165 from the
bridge over Caño Aguas Frías to km
35.65
Trail for bicycle riders on PR-5 from
intersection with PR-165 to La Malaria
Channel
Bicycle trail and sidewalks along PR14 between km 72.1 and km 73.3
3.0
2.3
$2,847,989
1.6
$1,970,501
1.2
$1,477,876
Cayey
Bicycle trail and sidewalks along PR1between km 55.5 and km 60.3
5.2
$6,167,816
Cayey
La Plata River Trail -- linear park
along both sides of the river
N/A
N/A
Cayey
Urban Center Linear Park along river
N/A
N/A
Dorado
Toa Baja
Gurabo
Del Plata Trail, Punta Salinas to
Dorado
Linear Trail along the Gurabo River
from PR-181 to PR-943
11.0
0.6
$13,547,195
$769,727
Municipality. This
trail will eventually
connect with the
Paseo del Rio
Municipality.
Municipality.
Municipality.
Municipality.
Conceptual Align
Municipality
Planning stage
Includes the
installation of
illumination and
reforestation. Pending
evaluation
Included on Nonmotorized mode Plan.
Municipality for the
benefit of various
universities and
schools. Pending
evaluation
Municipality
Conceptual alignment.
Includes a pedestrian
trail to connect the
UPR Campus with the
Historic Center
Municipality
Conceptual alignment.
Proposal submitted by
both municipalities
Conceptual
Alignment. Proposal
submitted by the
municipality. This
area is prone to
flooding due to the
150
Municipality
Humacao
Juncos
Loíza
Project Description
Paseo Lineal del Río, Phase I along
Nicanor Vázquez Boulevard
Valenciano River Linear Trail from the
public terminal to the PR-181
interchange with PR-30
Piñones Trail Phase II – from Monte
Grande Sector to the town of Loíza
bordering the coast.
Length
in km
Estimated Cost*
(YO E)
2.7
$2,500,000
1.5
$1,200,000
11.0
$13,547,195
2.5
$3,078,908
Status
river. Pending
evaluation.
A revised proposal of
the Project from the
Municipality is
Pending.
The municipality sent
a preliminary proposal
in 1999. There are
about 10 small
residences affected.
San Juan
Pedestrian and Bicycle Atlantic Trail
Phase II Ocean Park
3.5
$4,319,471
Planning stage.
Included in Piñones
Master Plan approved
in 1995. Requires
acquisition of right-ofway
Proposal submitted by
the Municipality.
Pending evaluation
Planning stage
San Juan
Pedestrian and Bicycle Atlantic Trail
Phase III Condado
2.5
$3,078,908
Planning stage
Loíza
Canóvanas
Pedestrian and bicycle trail along the
Río Grande de Loíza from Caño
Zequeira to the Piñones Trail
San Juan
Baldorioty Boulevard pedestrian and
bicycle trails connecting Parque
Central, the Condado Lagoon and the
Luis Muñoz Rivera Park
N/A
$5,388,089N/A
San Juan
Linear Park Trail Enrique Martí Coll
Phase III along the Río Piedras, from
Luis Muñoz Marín Park to the Jardín
Botánico.
3.0
$3,694,689
San Juan
Linear Park Trail Enrique Martí Coll
Phase IV from Acuaexpreso to Luis
Muñoz Marín Park
2.5
$3,078,908
San Juan
Trail along Caño Martín Peña for
pedestrians and cyclists along both
sides
2.5
$3,078,908
San Juan
Ecological Corridor of San Juan
Interpretative Trails for pedestrians and
bicycles
N/A
N/A
San Juan
Pedestrian and bicycle trail on Roberto
H. Todd Ave. and Condado Street,
from Muñoz Rivera Expressway to
Condado Beach
2.1
$5,388,089
San Juan
Trail from José C. Barbosa Park to
Martín Peña Channel
2.5
$3,078,908
San Juan
Cantera Península Bike Trail
N/A
N/A
Final Design and
estimated cost
prepared by the
National Parks
Company, include
landscape and
pedestrian trails only.
In design as part of
the project of the
canalization of the Río
Piedras by the US
Corp of Engineers
Requires the
alignment revision to
proceed with the
design
In design as part of
the Enlace Project of
Caño Martín Peña
Required by Law No.
206 of 2003 for the
San Juan Ecological
Corridor
Included on Nonmotorized mode Plan.
Design and estimated
cost prepared by the
Municipality of San
Juan. Sidewalks
improvements.
Alignment proposed
for study
Included on Master
Plan for the Península
de Cantera
151
Length
in km
3.1
Estimated Cost*
(YO E)
$3,817,846
San José Lagoon Linear Park (South),
from Martín Peña Channel to Roberto
Clemente Sport City
4.0
$4,926,253
Alignment proposed
for study.
Arboretum de Cupey pedestrian and
bike trail on Ana G. Méndez and
Victor Labiosa Avenues (PR-176),
from southwest portion of Botanical
Garden (U.P.R) to intersection with
PR-177 and PR-199.
Pedestrian and bicycle trail from the
Historical Bridge over Río Grande de
Loíza to the Traditional Center of Río
Piedras
3.3
$4,064,159
Included in San Juan
Ecological Corridor
by Law No. 260 of
2004 that amended
Law no. 206 of 2003.
Municipality
Project Description
San Juan
Paseo Avenida Barbosa (PR-27), from
Gándara Ave. to Martín Peña Channel
San Juan
San Juan
Trujillo Alto
Vega Baja
Pedestrian trails in the urban center.
TOTAL PROJECTS
5.0
$6,096,238
N/A
N/A
Status
Alignment proposed
for study
Municipality
Municipality
35
152
Table D-2 2030 Plan Network Projects-Short Term (Illustrative)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH IN
APROX. KM
ESTIMATED
CONSTRUCTION
COST (Y O E)
Barranquitas
PR-162
Bridge Replacement #358,
over Usabón River
0.5
$4,000,000
Bayamón
PR-2
Slab and Pavement
Rehabilitation, Bridges #1093
and 1558
Bayamón
PR-5
New 6-lane roadway
0.97
$4,390,000
Bayamón
PR-167
Geometric improvements
from Intersection with PR199 to Intersection with
Ramón Rodríguez Street.
4.35
$4,890,710
Bayamón
PR-5
New Road with two lanes in
each direction plus two HOV
lanes
2.11
$38,730,000
Bayamón
PR-5
Reconstruction of PR148 between Bayamón and
Toa Alta
0.5
$8,073,202
PR-1
Reconstruction and
Geometric improvements to
PR-1, Villa Blanca - Bairoa,
between PR-189 / PR-33, and
PR-796
1.7
$3,920,000
Caguas-Gurabo
PR-30
8.3
$15,000,000
Caguas
Las Gaviotas
Ave – PR156
Caguas
PR-52
Completion of road,
connecting PR-52 with PR156
New intersection that
connects PR-52 with PR-30;
Geometric improvements,
intersection PR-796 with PR30 and PR-52
Caguas
$4,000,000
$9,000,000
$1,228,000
Caguas
PR-52
Geometric, Safety
Improvements and Removal
of Toll structures – one way
tolling
Caguas
PR-52
New intersection PR-52 and
PR-1, near Caguas Sur Toll
Caguas
PR-189
Widening from Rafael
Cordero Ave. to PR-1
1.0
$2,560,000
Canóvanas
PR-962
Bridge Replacement #606
0.1
$6,200,000
Cataño
PR-22
Rehabilitation Ramp PR-22
and PR-5
N/A
$1,000,000
Cayey
PR-1
Widening and Geometric
improvements from AC100202 to PR-738
$5,000,000
Cayey
PR-14
Geometric and road
improvements from
Baldorioty Ave. to
intersection with PR-1
$5,000,000
Cayey
PR-15
Roadway Improvements;
pedestrian access
improvements
$5,000,000
Cayey
PR-171
Muñoz
Rivera Street.
Widening, Geometric
improvements, and extension
of Muñoz Rivera Avenue
2.0
$4,500,000
Cayey
PR-206
Two-lane bypass construction
west of Cayey from PR-1 to
PR-14
1.84
$8,950,000
Cayey
PR-738
Land acquisition, design, and
construction of ramps.
$5,000,000
Cayey
PR-738
improvements from PR-1 to
PR-52
$3,500,000
$1,500,000
$2,500,000
153
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
ESTIMATED
CONSTRUCTION
COST (Y O E)
Cayey
Los
Veteranos
Ave.
improvements from PR-1 to
PR 14
0.9
$1,500,000
Cayey
Fernández
García Ave.
Geometric Improvements
Ciales
PR-608
Complete PR-608 from PR149 to PR-615 (Comunidad
Cialitos.
Cidra
PR-184
Comerío
PR-778
Comerío
PR-778
Corozal
Cidra East Connector from
PR-52 to Int. PR-7733, Phase
1
Widen from two lanes to four
lanes
$6,000,000
1.2
N/A
$7,650,000
2.26
$1,900,000
New two-lane road
1.85
$28,694,827
PR-159
Widen from two lanes to four
lanes
0.94
$1,010,000
Guaynabo
PR-20
Improvements to intersection
of PR-20 Expressway
Martinez Nadal with PR-1
(Ramp PR-20 / PR-169 to San
Juan)
2.24
$9,083,621
Guaynabo
PR-22
Widening from Buchanan
Toll Plaza to PR-165
4.5
$15,000,000
Guaynabo
PR-165
Merge Lane and Geometric
Improvements PR-22 Ramp
to PR 165
Guaynabo
PR-177
Gurabo-San Lorenzo
PR-30
Gurabo-Las Piedras
PR-30
Median Barrier Installation
$6,000,000
Humacao
PR-3
Replacement Bridge #1022
$1,540,000
Las Piedras
PR-30
Drainage Repair
0.5
$1,500,000
Las Piedras
PR-204
Extension PR-204 from PR30 to PR-183
1.5
$4,000,000
Naranjito
PR-152
Intersection of PR- 779, PR802 and PR-803
$700,000
Naranjito
PR-152
Intersection of PR-164, PR814, PR-810 and PR-811
$1,107,815
Naranjito
PR-5
New 4-lane roadway
1.95
$12,620,000
Naranjito
PR-5
New 4-lane bridge over Rio
La Plata and PR-148
0.7
$31,034,355
San Juan
PR-17
Reconstruction of PR-17,
from PR-18 to PR-25
2.0.
$2,000,000
San Juan
PR-18
Pavement Rehabilitation from
Intersection PR-22 to PR-1
5.0
$10,000,000
San Juan
PR-21
Improvements PR-176, PR8838, PR-8839, and Villa
Nevárez Station
1.0.
$20,000,000
San Juan
PR-26
Impact attenuator installation
$1,000,000
San Juan
PR-26
Reversible Lane Barrier
Replacement
$1,800,000
San Juan
PR-199
Construction of PR-199, from
PR-176 to PR-844
$750,000
Geometric, Safety and Traffic
Control system improvement
Auxiliary Lanes From PR-203
to PR-181
$1,000,000
$4,500,000
2.57
$14,780,000
154
MUNICIPALITY
San Juan
San Juan
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
ESTIMATED
CONSTRUCTION
COST (Y O E)
PR-26
Widen PR-26 from four lanes
to six lanes from Laguna del
Condado to Villaverde Street
in Miramar
1.17
$17,430,000
PR-27
Connector North-South, EastWest Peninsula de Cantera,
Phase I. Connector to Rexach
Ave. and Existing Connector
to Barbosa Ave.
0.58
$5,890,000
0.1
$20,609,124
1.99
$37,105,490
0.5
$1,000,000
Replacement of Bridge #. 87
over Martin Peña Canal,
Barbosa Ave, PR-27, Km.
2.40
Intersection of PR-181 KM.
2.89 with PR-3 and PR-47.
Intersection PR-203 and PR931
San Juan
PR-27
San Juan
PR-3
San Lorenzo
PR-203
Toa Alta
PR-5
Reconstruction of PR-148.
1.82
$12,740,072
Toa Alta – Vega Alta
PR-22
8.6
$5,000,000
Toa Baja
PR-867
Conector Calle Los Magos
0.25
$250,000
Trujillo Alto
PR-181
New 4-lane roadway
1.29
$17,808,569
Vega Baja
PR-686
Scouring Correction
0.3
$2,000,000
Vega Baja
PR-6671
New 4-lane connector
construction PR-2, km 39.5 to
PR-686, km 16.0
1.29
$5,185,000
Yabucoa
PR-901
Geometric improvement
TOTAL 2030 NETWORK PLAN-Short Term
$600,000
$454,730,785
155
Table D-3 2030 Plan Network Projects-Intermediate Term (Illustrative)
MUNICIPALITY
ROADWAY
Bayamón
PR-199
Bayamón
PR-199
Bayamón
PR-5
Caguas
PR-196
Caguas
Canóvanas
PR-3
Carolina
Carolina
PR-874
Cayey
PR-1
Bypass From
PR-1 to PR14
PROJECT
DESCRIPTION
PROJECT
LENGTH
(KM) Aprox.
ESTIMATED
CONSTRUCTION
COST (Y o E)
2
$8,000,000
2.3
$13,939,000
4.89
$40,000,000
1.0
$3,500,000
7.8
$7,650,000
$33,621,000
12.6
$566,000,000
3
$6,000,000
Construction of PR-199 from
PR-831 to PR-5
Construction of bridge over
Rio Bayamón from PR-833
and PR-831
Widening of PR-167 ( El
Porton) to the intersection of
PR-5 with PR-199
Extension José Garrido Ave.
from PR-52 to PR-1
South Central Periferal
Avenue Phase I
Expressway conversion.
Tren Urbano extension to
Carolina through PR-3
Widening from Monserrate
Avenue to Canóvanas Phase
II
improvements from PR-738
to PR-184
Design and Construction of a
new Detour
Cidra East Connector from
PR-52 to Int. PR-7733, Phase
Cidra
PR-184
1
Extension PR-204 from PRLas Piedras
PR-204
30 to PR-183
Connector of Bayamón to
Toa Alta from PR-199 to
Toa Alta
PR-199
PR-861 and PR-8861
Tren Urbano Extensions to
San Juan
Minillas and Miramar*
Tren Urbano Extension to
San Juan,-Carolina
Carolina
Improvements design for the
access to the Tren Urbano
Guaynabo
stations in Martinez Nadal
Improve access to Tren
Urbano stations of Las
Lomas, San Francisco and
San Juan
Centro Médico
Improvement of the areas
around the Tren Urbano
stations, Avenida
Universidad from Gándara to
San Juan
Ponce de Leon Avenue.
TOTAL 2030 NETWORK PLAN-Intermediate Term
Cayey
$15,000,000
$40,000,000
$7,650,000
1.5
$4,000,000
$19,610,000
N/A *
3.75
19
N/A *
0.4
$27,125,000
0.4
$5,924,509
$6,050,000
$804,069,509
156
Table D-4 2030 Plan Network Projects-Long Term (Illustrative)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
Aprox.
Bayamón
PR-861
Widening of PR-861 from
station 9+85.7814 (km 2) to
PR-862 at km 2.6
10.5
ESTIMATED
CONSTRUCTION
COST (Y o E)
$2,792,000
Improvements design for the
access to the Tren Urbano
stations in Bayamón,
Deportivo, and Jardines
$7,123,734
PR-189
Widening from Rafael Cordero
to PR-1
$2,826,000
Caguas
PR-1
Conversion to expressway of
PR-1 from PR-20 to PR-52
(Caguas), Phase III:
intermediate improvements to
bypass intersections of PR-1
with PR-173 and PR-175
2.3
$5,476,000
Carolina
PR-3
Construction of bypass between
PR-3 and PR-853
1.08
$21,307,000
Carolina
PR-853
Widening from East Corridor
intersection to the intersection
with PR-3
2.2
$5,020,415
PR-8869
Design and construction of two
lanes and sidewalks in the PR-5
section to Orquídea Street in
the Cucharillas sector
Bayamón
Caguas
Cataño
Cidra/Cayey
PR-173
Guaynabo
PR-1
Ciales / Manatí
PR-149
Morovis/ Orocovis
Orocovis / Barranquitas
Alignment improvements and
widening to four lanes between
Cidra and Cayey metropolitan
area and PR-156 to the west of
Aguas Buenas
Conversion to expressway PR1, Phase II. Intermediate
improvements to Intersection
between PR-173 and PR-20,
Include Marginal Street,
$2,500,000
8
$28,000,000
1.2
$5,446,272
Widen to 4 lanes, from Ciales
to Manatí
13
$39,000,000
PR-155
Alignment improvements to
two lanes plus acceleration
lanes from Morovis to
Orocovis
19.2
$67,200,000
PR-156
two lanes plus acceleration
lanes from Orocovis to
Barranquitas
16
$35,200,000
Río Grande
PR-9187
Construction of Río Grande
bypass (PR-9187), Phase 1:
New interchange of PR-3 with
PR-187 and connector from
PR-956 to PR-3
2
$6,602,298
San Juan
PR-26
New interchange ramp to serve
truck cargo access at Muñoz
Marín Airport
1
$3,000,000
PR-149
two lanes from Villalba to the
intersection with PR-145/PR148 north of Ciales.
43.2
$94,900,000
Villalba / Ciales
TOTAL 2030 NETWORK PLAN-Long Term
$326,393,719
157
Table D-4 2030 Plan Network Projects-Long Term (Illustrative)
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
Aprox.
Río Grande
PR-9187
Construction of Río Grande
bypass (PR-9187), Phase 1: New
interchange of PR-3 with PR-187
and connector from PR-956 to
PR-3
2
$6,602,298
San Juan
PR-26
New interchange ramp to serve
truck cargo access at Muñoz
Marín Airport
1
$3,000,000
PR-149
Alignment improvements to two
lanes from Villalba to the
intersection with PR-145/PR-148
north of Ciales.
43.2
$94,900,000
MUNICIPALITY
Villalba / Ciales
ESTIMATED
CONSTRUCTION
COST (Y o E)
$326,393,719
TOTAL 2030 NETWORK PLAN-Long Term
Table D-5 Projects Recommended but Not Included in Network Analysis-Short Term (Illustrative)
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
Aprox.
PR-615
Construction of bridge over Toro Negro
River, PR-615, from km 24.65 to PR-149,
plus pavement and drainage
improvements
0.1
San Juan
PR-176
Improvement to pedestrian access to
Cupey Tren Urbano station, including
PR-176-reversible lane from PR-8838 to
Labiosa Avenue (Unit 3)
$24,000,000
San Juan
PR-22
Reversible Lane Barrier Replacement
$ 2, 500,00
MUNICIPALITY
Ciales
TOTAL 2030
ESTIMATED
CONSTRUCTION
COST (Y o E)
$5,000,000
$31,500,000
158
Table D-5 Projects Recommended but Not Included in Network Analysis-Intermediate
Term (Illustrative)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
(Aprox.)
ESTIMATED
CONSTRUCTION
COST ( Y o E)
Bayamón
PR-5
Construction of PR-5 inter-change with PR167, El Portón
1
$6,100,000
Guaynabo
PR-165
Widening of PR-165 from De Diego
Expressway, PR-22, to “Telefónica Larga
Distancia”.
0.76
$3,000,000
Guaynabo
PR-199
Construction from Borbón Street to PR-833
2
$25,000,000
PR-27
Relocation of Barbosa Avenue from the
Martin Pena canal to Rexach Avenue; extend
Santa Elena Street and Construct peripheral
avenue from Barbosa Avenue to Santa Elena
San Juan
$25,000,000
Bypass construction of the intersection of PR17 and PR-181 (at km 8.347)
San Juan
San Juan
PR-47
Improvements and widening of PR-47 from
Barbosa Avenue (PR-27, km 2.2) to the
intersection with PR-3 ( 65th Infantry)
San Juan
PR-26
Construction of the inter-change of PR-26
with Ponce de León and Muñoz Rivera Aves.
Trujillo Alto
PR-199
Construction of a bypass and geometric
improvements between PR-199 and PR-845
Carolina
PR-26
Construction of ramps at the interchange of
Campo Rico Avenue with PR-26
Cayey
PR-1
San Juan
San Juan
Reconstruction from PR-184 to PR-735, Plus
repavement, geometric improvements, traffic
signals and pavement markings
Tren Urbano Jardines station, Río Bayamón
Headhouse; plus vehicular and pedestrian
bridge.
Improvement to pedestrian access to Piñero,
Domenech and Roosevelt Tren Urbano
stations
$27,000,000
1.35
$7,000,000
$5,000,000
5
$1,000,000
$5,000,000
$8,000,000
Toa Baja
PR-165
Extension of PR-165, from PR-2 to Toa Alta.
1.8
$10,000,000
Toa Baja
PR-866
Extension of Los Dominicos Ave. until
intersection with PR-872
1.6
$10,000,000
TOTAL 2030 - Estimated
$132,100,000
159
Table D-5 Projects Recommended but Not Included in the 2000 Network Analysis (Illustrative)
MUNICIPALITY
ROADWAY
PROJECT DESCRIPTION
PROJECT
LENGTH
(KM)
(Aprox.)
Carolina
PR-3
Construction of marginal street from Plaza
Carolina to the “Río Grande de Loíza”
0.3
ESTIMATED
CONSTRUCTION
COST (Y o E)
$1,400,000
Table D-6 San Juan TMA Immediate Action Program (Illustrative)
Municipality Highway Intersection
Segment (in
Kilometers)
Project Description Estimated
Comments
Cost
From
To
Aibonito
PR-162
---
Km. 3.3
---
Storm sewer pipe
installation and inlets
$75,000
Poor drainage causes
congestion
Aibonito
PR-725
---
Km. 3.7
---
42” storm sewer pipe
installation and
construction of drainage
ditch
$75,000
congestion
Aibonito
PR-14
---
Km. 53.0
---
Drainage improvements
$100,000
Flooding causes congestion
Aibonito
PR-162
PR-14
Intersection
---
Improvements to
intersection
$200,000
To improve congestion
management
Bayamón
PR-174
PR-831
Intersection
---
Improvements to
intersection
$250,000
Extreme congestion
Bayamón
PR-177
Access to Urb.
“Industrial Intersection
Minillas”
---
Improvements to
intersection
$250,000
Extreme congestion
Bayamón
PR-199
---
Improvements to
intersection
$250,000
Extreme congestion High rate
of accidents
PR-840
Intersection
Monume
nt
Caguas
Installation of new traffic
“La
Expressway India”
lights with sensors and
$1,000,000
Motors
synchronization of these
(Km. 30.0)
eight inters locations
(Km.
34.0)
management
Caguas
PR-1
Various
Caguas
PR-1
Degetau Ave.
Km. 37.0
---
Reconstruction of
drainage facilities
$100,000
congestion
Caguas
PR-1
---
Km. 37.6
---
Reconstruction of
drainage facilities
$100,000
congestion
Caguas
PR-1
PR-30 and
PR-52
Length 0.28 kms
---
Reconstruction and
improvements
$300,000
Improvements to connection
within intersections PR-1, PR30 and PR-52; Requires
traffic lights and small bridges
on marginals.
Caguas
PR-1
PR-763
Intersection
Km. 42.0
---
Improvements to
intersection
$200,000
Improve turning movements
Caguas
PR-1
PR-765
Intersection
$400,000
management
Caguas
PR-156
---
Km. 59.1 &
59.7
---
Reconstr. of drainage
facilities, repaving
$200,000
To obtain a better traffic flow
Caguas
PR-172
PR-52
Intersection
Km. 37.6
---
Improvements to
intersection
$500,000
lights with sensors and
reconstruction of the
intersection
160
Segment (in
Kilometers)
Comments
Cost
From
To
Caguas
PR-183
Luis Muñoz
Marin Ave.
Km 1.1
Km 1.4
Synch of traffic lights
with sensors at various
intersections
$500,000
management
Caguas
PR-189
---
Sta. Elvira
Subdivision
PR-1
with sensors
$200,000
Improve management of
congestion
Caguas
PR-33
---
“La India”
monument
PR-1
with sensors
$100,000
Improve management of
congestion
Canóvanas
PR-185
To improve traffic flow and
prevent accidents
Geometrical
improvements to four
intersections
$200,000
---
Improvements to
intersection
$100,000
To avoid accidents and
improve congestion
management
---
Improve signage at inters
$25,000
Poor and confusing signals,
badly located
Intersection
---
Improvements to
intersection
$150,000
To prevent accidents and
improve congestion
management
Intersection
---
Improvements to
intersection including
repaving
$100,000
To improve traffic flow
Intersection
---
Install new traffic lights
with sensors
$125,000
Performance of existing
traffic lights inadequate
---
with sensors
$125,000
Existing traffic lights
inadequate causing congestion
---
with sensors
$125,000
Existing traffic lights
inadequate causing congestion
Geometric
Improvements;
intersection design, and
land acquisition
$500,000
4 Intersections Km. 0.00 Km. 5.30
Municipal petition
Connector
Canóvanas
PR-3
PR-188
Intersection
Km. 18.1
PR-66
Intersection
Carolina
PR-3
PR-857
Km. 42.0
Ave.
Carolina
Ave. “El
Campo
Rico
Comandante”
Cataño
PR-165
PR-24
Cataño
PR-869
St. 19
Bo. Palmas
Ramp exit to
Cataño
Cataño
West side
PR-5
PR-165
Intersection
Ramp exit to
East side
PR-5
PR-165
Intersection
Cayey
PR-1
Intersection
with Hacienda
las Mercedes
Cayey
PR-1
---
Km. 69.2
---
Construction of wall
$75,000
Wall is necessary to provide
safety
Cayey
PR-743
---
Km. 3.7
---
Construction of drainage
works
$85,000
Necessary to improve safety causing congestion
Ciales
PR-145
PR-149
Intersection
---
Improvements to
intersection
$150,000
management
Comerío
PR-156
---
Km. 36.6
---
Reconstruction of
displaced pavement
$100,000
---
Improvements to
intersection
$200,000
Mayor‟s petition to improve
congestion management
---
Improvements to
intersection
$200,000
management
Corozal
PR-807
Corozal
PR-165
Intersection
with San
Intersection
Manuel St. &
urban core
Gándara St.
PR-159
Intersection
161
Segment (in
Kilometers)
Comments
Cost
From
To
Dorado
PR-693
PR-6693
Intersection
---
Improvements to
intersection
$150,000
management
Dorado
PR-690
PR-688
Intersection
---
Improvements to
intersection
$150,000
management
Guaynabo
PR-177
PR-833
Km. 6.0
Km. 6.1
Improvements to
intersection, including
drainage
$250,000
Flooding causes traffic delays
and accidents
Guaynabo
PR-1
Flasher Installation and
$300,000
Intersection
Improvements to
intersection
Humacao
PR-3
PR-923
Intersection
---
$100,000
Provision of island with
turning lane
Las Piedras
PR-198
PR-204
Intersection
---
lights
$125,000
management
Las Piedras
PR-183
PR-30
Intersection
---
Pavement markings and
provide for right turn
movement
$75,000
management
Manatí
PR-149
PR-2
Intersection
---
Increase capacity of left
turn movements
$100,000
management
Manatí
PR-685
PR-149
Intersection
---
Increase capacity of left
turn movements
$100,000
management
$200,000
management
Manatí
PR-149
PR-668
Intersection
---
Installation of traffic
signals and other
improvements to
intersection
Morovis
PR-155
PR-137
Intersection
---
Improvements to
intersection
$150,000
management
Orocovis
PR-155
---
Km. 16.1 Km. 35.5
Installation of guardrails
$70,000
To improve safety
Orocovis
PR-593
---
Km. 0.0
Km. 2.9
Installation of guardrails
$150,000
To improve safety in the hilly
area
Orocovis
PR-155
PR-157
---
Improvements to
intersection close to the
urban area
$600,000
Mayor‟s petition to improve
congestion management
Intersection
(Km. 30.9)
Río Grande
PR-187
Entrance to
urban area
Intersection
---
Improvements to
intersection
$200,000
management
Río Grande
PR-3
PR-959
Intersection
---
Improvements to
intersection
$200,000
management
San Juan
PR-1
Access to
various wards
Provide protected left
turns
$300,000
Access to four wards: “Dulce,
Canejas, Beverly Hills & PR
8733”
San Juan
Ave. R.H.
Todd
(PR-2)
San Juan
Ave. R.H.
Todd (PR2)
Km. 18.0 Km. 21.0
Ave. Las
Intersection
---
Ave. Fdez.
Juncos (PR- Intersection
35)
---
Palmas (PR42)
Installation of five new
traffic lights with sensors,
and synchronization of
these overall
improvement to
intersections
Total cost
$500,000
Lack of synchronization of
the traffic lights causes
extreme congestion in this
heavy-trafficked area of
Santurce
162
San Juan
Ave. R.H.
Todd
(PR-2)
San Juan
San Juan
Comments
Cost
From
To
Intersection
---
Intersection
---
Intersection
---
Ave. Ponce
de León (P25)
Ave. R.H. Marginal Sur
Todd
Baldorioty
(PR-2)
(PR-26)
Ave. R.H.
Todd
Marginal
Norte
Baldorioty
(PR-2)
Segment (in
Kilometers)
(PR-26)
Ave. De
San Juan
PR-1
Diego
$200,000
Confusing signage and the
improper use of the marginal
streets causes extreme
congestion
Intersection
---
Improvements to
intersection
Intersection
---
Improvements to ramp by
widening and proper
markings
$150,000
It is required to eliminate the
parking at all times of the
Minillas employee bus at De
Diego Ave
Intersection
---
Improvements to
intersection
$150,000
Extreme congestion and great
number of accidents
Intersection
---
Improvements to
intersection
$150,000
Extreme congestion and great
number of accidents
(Río Piedras)
San Juan
PR-26
South ramp to
de Diego Ave.
(PR-37)
San Juan
PR-199
San Juan
PR-23
PR-842
PR-27
PR-40
San Lorenzo
PR-916
---
Km. 2.5
---
Widening of curve
$150,000
To prevent accidents
San Lorenzo
PR-9912
---
Km. 0.3
Km. 0.5
Widening of this segment
$80,000
For a distance of 200 meters
to improve safety
San Lorenzo
PR-183
---
Km. 13.3 Km. 13.6
Widening of curve
$150,000
To improve safety and traffic
flow
Toa Alta
PR-863
PR-2
Intersection
---
lights
$150,000
management
Toa Alta
PR-824
PR-861
Intersection
---
Improvements to
intersection
$150,000
management
Trujillo Alto
PR-185
PR-853
Intersection
---
Improvements to
intersection Provide for
left turning movements
$100,000
management
Trujillo Alto
PR-185
PR-857
Intersection
---
Improvements to
intersection Provide for
left turning movements
$100,000
management
Trujillo Alto
PR-848
PR-876
Intersection
---
$125,000
management
Trujillo Alto
PR-199
PR-845
Intersection
---
Geometrical
improvements and
installation of new traffic
lights with sensors
$400,000
Mayor‟s petition to separate
traffic movements Extreme
congestion
Vega Alta
PR-2
---
Km. 30.6
---
Installation of safety
measures, signage,
pavement markings, etc
$75,000
For a distance of 2 Kms to
improve traffic flow
Vega Baja
PR-2
17 St.
Intersection
---
lights with sensors
$150,000
management
163
Segment (in
Kilometers)
Comments
Cost
From
To
Intersection
---
lights with sensors
$150,000
management
Intersection
---
lights with sensors
$150,000
management
Intersection
---
Widening to four lanes at
the intersection approach
$200,000
management
Trío
Vega Baja
PR-155
Exit 37
Vega Baja
Vegabajeño
Ave.
Trío
Vegabajeño
Ave.
PR-22
PR-692
Vega Baja
PR-686
Puerto Nuevo
Vega Baja
PR-685
PR-687
Intersection
---
Improvements to the
intersection
$150,000
management
Vega Baja
PR-688
PR-690
Intersection
---
Improvements to the
intersection
$150,000
management
Vega Baja
PR-2
Various
Intersections
Vega Baja
urban area
---
Revision of times and
synchronization of
existing traffic lights
$100,000
management
Vega Baja
PR-2
Camino del
Sol Subd.
---
lights with sensors
$150,000
management
---
lights with sensors
$150,000
Installation of
intermittent traffic lights
$50,000
Yabucoa
PR-901
Intersection
(Km. 43.5)
Across Banco
Intersection
Popular
Across Santa
Yabucoa
PR-3
Intersection
---
Elena Sub.
TOTAL COST:
Municipality
management
Recommended by the
municipality
Recommended by the
municipality
$13,810,000
TOTAL PROJECTS: 78
Table D-7 Illustrative and Unfunded Transit Projects
Length in
Project Description
km
Estimate Cost
(aprox)
San Juan/
Caguas
Mass Transit System Corridor (BRT)
20
$280,000,000
San Juan
Tren Urbano Extensions to Minillas and
Miramar
3.75
N/A (Planning Process)
San Juan
San Juan Light Rail
San Juan,/
Carolina
Mass Transit System San Juan- Carolina
(BRT)
19
$350,000,000
Bayamón/
Hatillo
Mass Transit System Corridor
80
164

san juan 2030 transportation plan

Transcription

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