I. Introduction

Description of the Region and Existing Conditions

Regional Planning Process and Need for a Long Range Transportation Plan

Statewide Planning Process

II. Data Analysis

Regional Transportation Network Inventory

Review of Local, County and Tribal Plans

Review of Regional Transportation Studies

III. Regional Topics of Concern

Economic

Land use/infrastructure

Social/Cultural

Environmental

Environmental Justice

IV. Public Involvement Program

Methodology

Public Input and Outcomes

Corridor Needs and Concerns Table

V. Regional Transportation Priorities

Regional Overview and Comments

Vision, Goals and Objectives

VI. Next Steps and Recommendations

Strategic Planning

Funding Priorities and Options

VII Appendix

Regional Transportation Survey

Interview Survey

SWOT Analysis

Regional Transportation Needs

I. Introduction

Description of the Region and Existing Conditions

The Northern Pueblos Planning Organization (NPRPO) planning region represents a growing human population of cultural diversity and economic disparity, sharing a land of natural attractions and untapped resources. The region’s growth rate is influenced and shaped by water availability and real estate affordability. The continuing trend for seasonal water use restrictions is forcing many communities to develop and adopt long-term water management policies and plans. Meanwhile, new residential subdivisions and commercial developments are “backed up” waiting for approval from counties with recently completed, or are in the process of developing, comprehensive growth management plans.

As more urban-based workers and ‘new arrivals’ are residing in more affordable and desirable rural areas, traffic congestion, accidents and commuting times are increasing along major highway corridors. Long range transportation planning is needed for the region to address concerns, design solutions and develop policies that can transform an overloaded highway network into an integrated transportation system that moves people and goods safely and reliably throughout the region, promotes economic growth, provides access to jobs and protects the environment.

The NPRPO planning region covers about 10,146 square miles and is comprised of four counties: Los Alamos, Rio Arriba, Santa Fe and Taos; the Jicarilla Apache Nation; and eight pueblos: Nambe, Picuris, Pojoaque, San Ildefonso, San Juan, Santa Clara, Taos and Tesuque. Incorporated municipalities include Española, the towns of Red River and Taos; and the villages of Chama, Questa and Taos Ski Valley. The City of Santa Fe is the dominant urban and government center in the region. The Santa Fe Metropolitan Planning Organization (MPO) is responsible for developing the Santa Fe metro area’s long-range transportation improvement plan and program.

High housing costs in the major employment areas in Santa Fe (average cost of house) and Los Alamos County, with limited availability of land (average cost of house), are driving new as well as long time residents further away from their workplaces. Demand for affordable housing, transfer of water rights, changing land usage and lower cost manufactured housing are gradually transforming historical agricultural areas into housing subdivisions and strip malls. Shifting populations are increasing the number of cars as well as commute times along the major travel corridors.

Population Growth by County in NPRPO Planning Region

	2000	1990	Total Change	%Change
NEW MEXICO	1819046	1515069	303977	20.1
Counties:
LOS ALAMOS	18343	18115	228	1.3
RIO ARRIBA	41190	34365	6825	19.9
SANTA FE	129292	98928	30364	30.7
TAOS	29979	23118	6861	29.7

Table: Average household income by county ranges from a high of $78,993 in Los Alamos to a low of $26,762 in Taos.

Locally, statewide and nationally, transportation issues are moving up the scale of public concern. Traffic congestion, safety, DWI incidents and uninsured motorists; lack of public transit services for access to jobs, education and health care services; environmental and public health threats; and, increasing vehicle operating costs are major influences on quality of life perceptions as well as impacting daily life and personal finances. Planning and funding transportation improvements requires more public involvement and political will.

New Mexico uses federal funding for transportation improvements based on a six year Statewide Transportation Improvement Program (STIP). Highway districts develop and prioritize Department-lead projects using a hierarchy-based matrix of highway corridor needs. Regional Planning Organizations (RPO) recommend local and regional transportation improvement projects to the districts. Metropolitan Planning Organizations (MPO) develop their own Transportation Improvement Program as does the BIA for pueblos and tribes. The MPO and BIA TIPs are added to the STIP, which is sent to the Federal Highway Administration for approval.

Payments for recent major projects, such as reconstructing the “Big I” (interchange at I 25 and I 49), NM 44 (NM 550) and US 84/285 (Santa Fe to Pojoaque) are currently being met through creative long term bond financing and a debt management strategy dependent on a limited and variable future revenue stream of federal highway funds and various State taxes. These commitments will limit recommended local and regional transportation improvements to available funds, which are influenced by statewide strategies and political priorities.

In the NPRPO planning region, major corridors are in continuing need of repair and upgrade to accommodate current and projected peak hour traffic volumes as well as heavy commercial truck traffic, both intra- and interstate, hauling commodities ranging from hay and houses to hazardous waste. In addition, the region has many tourist and recreation attractions that put more non-peak- hour motorists on the roads throughout the day, week and year.

With traffic increasing at a higher rate than expected, peak hour levels of service are rapidly falling on some highway segments, notably along US 84/285 from Santa Fe to Pojoaque and on NM 30 by Santa Clara Pueblo as well as along NM 68 through Espanola and Taos. Major reconstruction projects are in design, underway or scheduled high priority on the STIP. Some options being studied to relieve congestion are building new roads or upgrading and designating existing roads as relief routes.

Managing traffic volume by adding lane capacity is a slow, continuous, high cost process that cannot keep up with rapid growth demands. During the current reconstruction period from 2002 through 2004 and into 2005, the major regional corridor of US 84/285 between Santa Fe and Pojoaque will experience peak hour increases in traffic congestion and travel delays. As improvements are completed, highway planners and engineers will continue to focus on roadway segments, monitoring structural integrity, assessing adequate design speeds and considering options of adding more lane capacity, building additional frontage roads or designing alternate routes or some other engineering solution to accommodate future traffic demands.

Regional Planning Process and Need for a Long Range Transportation Plan

The regional population needs to continually assess how well their transportation system works, what improvements are needed and which alternative modes of transportation could work for them and what environmental impacts are tolerable or not. Local and regional strategies need to be coordinated and decisions need to be made in order to transform the current roads network into a multi-modal transportation system that integrates travel modes with land use, promotes economic development and protects environments.

There is an urgent need for a continuous, comprehensive and coordinated regional transportation planning process that effectively addresses the needs and concerns of the region’s stakeholders as well as roadway users in order to shape and implement the design, policies and management of an integrated transportation system.

The Northern Pueblos Regional Planning Organization provides a forum for people, communities and governments to address, discuss and make recommendations for development of transportation improvement projects. Adopting a regional transportation plan will help inform new project development as well as provide guidelines for setting regional priorities. Having active and well-represented participation from local, county and tribal governments in this process will help develop the effectiveness of the NPRPO and promote its value to the region.

The focus of this regional long range transportation plan is on creating a vision of what an integrated regional transportation system should look like and how it should serve and benefit the people of this region. A designed, supported and managed system that:

1. integrates transportation infrastructure among all travel modes and effectively connects communities;

2. provides mobility and safe access for people and freight;

3. supports and promotes sustainable and appropriate economic enterprises and land use development;

4. minimizes environmental impacts through adaptive engineering and aesthetic design;

5. maintains and continually improves roads in coordination with local, county, state and tribal transportation improvement programs.

6. manages existing and future vehicle traffic volumes effectively;

Evolving into an integrated transportation system with a regional and multi-modal perspective is an incremental process involving clear focus, strong commitment, investment of resources and timely decisions. The purpose of this long-range plan is to record transportation needs and concerns, to identify improvement opportunities, to clarify the goals and objectives that will guide the implementation process. Establishing project priorities, setting time frames and securing funding are issues to be addressed in a more focused strategic plan and specified in a Regional Transportation Improvement Program.

This preliminary draft document is the beginning of a dynamic and iterative process of reassessing, defining, and affirming the goals and objectives as well as setting the stage for developing strategies, timelines and funding options toward their implementation.

Statewide Planning Process

Development of a regional transportation plan will help guide future investment of state and federal funding as well as be a catalyst for state and local-lead transportation improvement projects. The NPRPO recommends local lead projects for inclusion into the Statewide Transportation Program (STIP). Eligible projects that meet the stated goals and objectives of the Regional Transportation Plan will be given the highest priority.

The use of federal transportation funds requires the New Mexico Department of Transportation to consider the following seven planning factors set down in TEA-21. These factors are guidelines for developing the regional transportation plan as well.

1. Support the economic vitality of the area, especially by enabling competitiveness, productivity and efficiency;

2. Increase the safety and security of the transportation system for motorized and non-motorized users;

3. Increase the accessibility and mobility options available to people and freight;

4. Protect and enhance the environment, promote energy conservation and improve quality of life;

5. Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight;

6. Promote efficient system management and operation; and

7. Emphasize the preservation of the existing transportation system.

II. Data Analysis

Inventory of Regional Transportation Network

The NPRPO regional transportation-planning area is mainly served by a network of federal and state highway corridors that range in functional classification from Interstate to major rural collector. There are limited rail facilities and some local airports; limited local, but no regional public transit service; and very limited pedestrian, equestrian or bicycle facilities.

Federal and State Highways

The following highway corridors carry the majority of inter-city traffic (motorized and non-motorized) within the NPRPO planning area as well as connecting to adjacent planning regions. Each will be addressed in more detail in the Corridor Needs and Concerns table.

· I 25 (Pecos to Santa Fe, La Bajada & Albuquerque)

· US 285 S (Santa Fe to Eldorado, Lamy & I-40)

· NM 14 (I 25 south to Santa Fe County line & Albuquerque)

· NM 599 (I 25 north to US 84/285)

· US 84/285 (Santa Fe to Española)

· US 84/285/NM 502 (Santa Fe, Pojoaque, Los Alamos)

· NM 30 (Española to Los Alamos)

· NM4 (Los Alamos to Jemez Springs)

· NM 503/76/518 (Pojoaque to Taos)

· NM 68 (Española to Taos)

· NM 76 (Española to Chimayo)

· US 84/NM 17 (Española to Tierra Amarilla, Chama, Cumbres Pass)

· US 285 N (Española to Colorado border)

· US 64/ NM 38/522 (Taos/Angel Fire/Red River/Questa)

· NM 68/75 (Española to Peñasco / Picuris)

· US 64 (Angel Fire to Dulce)

Rail Services

There is access to interstate rail service at the Lamy station in Santa Fe County. In addition, there is a connecting spur track into Santa Fe (Santa Fe Southern) providing tourist usage. Regularly scheduled commuter services are planned but not yet available. Another active line is the Cumbres-Toltec Railroad providing seasonal tourist rides between Chama and Antonito, Colorado.

There are abandoned lines north from Santa Fe to the Colorado border along the old Denver & Rio Grande Western Railroad routes. A 1993 study identifies these abandoned rail corridors with potential use as trail routes. These routes included Santa Fe to Española and Taos connecting Taos Junction, La Madera and Tres Piedras. The Cumbres-Toltec line was part of other lines connecting Dulce, Lumberton and Durango.

To the south, from Santa Fe to Moriarty, are the now abandoned lines of the Santa Fe Central Railway, New Mexico Central Railroad and the Atchison, Topeka and Santa Fe Railway. Another abandoned line of the AT&SF Railway with a potential for trail development is between Waldo and Madrid.

Regional Transit Services (Buses and Vans)

There are local public transit services operating in Taos (Chile Line), Santa Fe (Santa Fe Trails), Española, Questa and Red River, as well as in Los Alamos and Rio Arriba Counties. There is no fixed route regional service other than private operators providing shuttle service to the Albuquerque Sunport.

Air Services

International air service is available at the Albuquerque Sunport. Local airports, some with interstate commercial airline connections, serve the NPRPO planning region. There is ongoing discussion about building a new regional airport, possibly at San Juan Pueblo.

Santa Fe Municipal Airport currently provides some interstate commercial jet service. Expansion plans with commercial development and safety improvements are proposed.

Los Alamos has a local airport with limited capacity.

Taos has a local airport with local service and a development plan to build and expand runways.

Dulce and Angel Fire also have airfields that provide local and private air services.

Bicycle Pedestrian and Equestrian Facilities (B,P and E)

There are few if any safely separated pathways or facilities specifically designated for bicycle users along or across most regional highway corridors connecting urban centers. NM 599 (Santa Fe Relief Route) has three underpasses specifically designated for BP&E crossings; also across US 285 south of I 25 at Eldorado). There are some shoulder areas on highways closer to town areas where bicycle lane striping is evident. There are many bicyclists, including individuals and tour groups, who use rural highways and major corridors such as US 84/285, US 64, NM 68,30 and 4.

Pedestrian pathways have been constructed on some new bridges (NM 503 intersection with US 84/285) but are generally limited and lack interconnections with any master plan routes or continuity with map designated scenic byways or pathways.

Review of Existing Local, County and Tribal Plans and Studies

Santa Fe County has recently adopted a Growth Management plan that defines communities within the county as either Traditional-Historic or Contemporary in an attempt to confine growth patterns to compact development in order to preserve open space separation and avoid linear sprawl along highway corridors. Communities that are in the process of developing District plans include: Simpson Ranch (Eldorado to Lamy); Community College (Rancho Viejo and surrounding area); La Puebla (Arroyo Seco area); La Cienaguilla (La Cienaga/ Santa Fe Downs area). A specific countywide transportation plan is still in development. Several large developments some recently approved, others pending approval, will all have to show sufficient water supplies before construction. Major corridors will be significantly impacted as developments are completed. Included are NM14 and US 285 south of I 25. Santa Fe County is also planning an interchange along NM599

Los Alamos County is going through a comprehensive process in developing an updated general plan. Transportation will be a key element. Currently, the visioning phase has been completed. A key concern and transportation/land use priority is getting workers from the surrounding counties to jobs at LANL, related subcontractors or the county without using more land for parking. In addition, due in part to the Cerro Grande fire in 2000, the county is studying alternate routes for safe evacuation in case of emergency or natural disaster. Currently, NM 4 through Jemez Springs is the only alternative relief route for any mass exodus.

Rio Arriba County is likewise creating a new comprehensive plan for growth management. The county is divided into planning sectors with a general focus on preservation of agricultural lands and containing developable land within cluster development agricultural districts.

Town of Taos has a recently updated comprehensive plan. Currently, it is involved in an extensive traffic relief study. Alternatives include construction of a west side relief route for pass through traffic as well as improving and designating sub-routes for local traffic flow. A

proposed alignment will probably involve passage through Taos Pueblo lands.

Española is currently working on a comprehensive growth management plan that will address transportation needs. It has been involved in a relief route study focusing on an eastside alignment. Both proposed north and south termini will necessitate land use agreements with neighboring pueblos (San Juan and Santa Clara). The planning, design and public involvement phases of this study (and the Taos Relief Route study) are significant for guiding regional transportation system development and multi-jurisdictional cooperation.

The Jicarilla Apache Nation and the Eight Northern Pueblos are currently updating their long range transportation plans as guides for developing the BIA Transportation Improvement Program (TIP). This document is then attached to the Statewide Transportation Improvement Program just prior to submission for Federal Highway Administration approval.

San Ildefonso and Santa Clara Pueblos have requested safety improvements and a corridor study of NM 30. San I has issues with managing nonresident traffic volume accessing NM502 through the pueblo.

San Juan Pueblo is studying the feasibility of a regional airport. The Tsay Corporation is developing a major economic master plan.

Pojoaque Pueblo is likewise developing their master plan for economic growth and job creation. The pueblo is situated at a major transportation hub of travel corridors.

Tesuque Pueblo is anticipating improvements to US 84/285 through their land pending final contract agreement with NMDOT.

Picuris Pueblo has serious concerns about overweight and unregulated rock hauling trucks along NM 75. Public access to roads on tribal lands has also brought issues of vandalism and littering to matters of concern.

Nambe Pueblo has commercial and residential development plans accessed from US 84/285. Their transportation plan will be influenced by the design and functioning of this major corridor and how it facilitates or limits access to their economic opportunities.

It will be useful to review completed tribal transportation plans as well as Infrastructure Capital Improvement Program reports on all counties and municipalities for projects that could impact or be supported by the regional transportation system.

Review of Regional Transportation Studies

The LRMTIS is a multi year phased study of investment in transportation improvement along the major corridors that intersect the central portion of the State. The northern study section includes portions of I 25, US 84/285, NM 502, NM 30 and NM68 as well as the municipalities of Santa Fe, Los Alamos and Española. Also included in the study area are six of the Eight Northern Pueblos: Tesuque, Nambe, Pojoaque, San Ildefonso, Santa Clara and San Juan.

[A summary of the final report will be added to the final draft.of the NPRPO LRRTP]

Corridor study of the proposed Richards Avenue interchange on I 25

Corridor study of US 84/285 from Pojoaque to Española

Corridor study of US 84/285 north of Española to Hernandez

III. Regional Topics of Concern

Economic

Goals: An integrated transportation system that

· provides mobility and safe access for people and freight;

· supports and promotes sustainable and appropriate economic enterprises and land use development;

Attracting sustainable enterprises with employment and career opportunities for the local population is a common objective for the communities in the NPRPO region. There are several factors affecting the economic vitality in the region and that impact the transportation system.

· Santa Fe and Rio Arriba Counties are becoming home for many new and existing residents unwilling or unable to pay the high real estate costs of Santa Fe and Los Alamos. In addition, work force requirements at Los Alamos National Laboratories far exceed local housing capacity.

· This is increasing the commuter vehicle load on inadequately designed corridors; most notably the Española to Santa Fe(US84/285) and Española to Los Alamos(NM30). Too many vehicles, with few travel route options, getting to and through the various communities are causing levels of service to drop and crash data to increase.

· While the population of Santa Fe County has grown by 26% between 1990 and 1999, the AADT along US 84/285 from Santa Fe to Española grew by nearly 60%. The projected population of Santa Fe County by 2025 is 212,085.

· The Española and Pojoaque Valleys are experiencing rapid growth in retail businesses.

· Tesuque, Pojoaque, Santa Clara, San Juan and Taos pueblos are invested in gaming operations that provide jobs and revenue for capital investments. Nambe and San Ildefonso have gasoline operations that provide funds for tribal capital improvements.

· There are many attractions for visitors and residents in the area including pueblos, Santa Fe, Taos, Los Alamos, national monuments and forests. It is an international destination for Pueblo Culture and Art; Rio Arriba and Taos County were recently designated as a National Heritage Area. Designated Scenic Byways help promote recreational and cultural tourism that benefits local artists, artisans and market producers.

Objectives:

· passage of enabling legislation allowing governments within a region to form a Regional Transportation District (RTD);

· removal of the cap ($50,000) on State funds used for developing public transportation;

· secure dedicated, continuing local, tribal, State, federal and private funding for supporting the RTD model for development of regional public transportation

· support managed growth policies that promote economic development that conforms to cultural history and is sensitive to the environment: e.g.) light industry: lumber and logging; eco- or cultural tourism; residential clustering; open space preservation.

Land Use/ Infrastructure

Goal: An integrated transportation system that

· supports and promotes sustainable and appropriate land use development;

In New Mexico, the availability, control and transfer of water rights as much as water quantity and quality determines where development occurs and how much can be sustained. In Santa Fe County, developers will have to prove they have sufficient water sources to supply projected population increases.

In order to control development sprawl and along highway corridors, Santa Fe County is identifying community districts that can centralized business growth and create transportation hubs to integrate intermodal facilities and improve travel options.

Los Alamos County has limited land for residential development or parking lots for business growth. Improving regional and local transit service will help increase labor pool availability by reducing housing and parking space requirements.

Rio Arriba County is trying to preserve agriculture lands and open space by encouraging cluster style residential development.

Objectives:

· Support development of regional transit centers that promote and consolidate business development for Park and Ride lots and traveler amenities;

· Include frontage roads along major corridors that promote consolidation of business land usage and for local property access.

Social/ Cultural

Goal: An integrated transportation system that

· integrates transportation infrastructure among all travel modes

· provides mobility and safe access for people

One of the main daily objectives for people of the NPRPO region, and the rest of the world, is getting to work or other destinations on time and intact. Travel options include cars, carpooling, van pools, buses, trains, horseback, bicycle and on foot.

Traffic congestion increases time on the road, shortens tempers and undermines quality of life. For pedestrians, more traffic means increased threat to personal safety. The following report and recommendations are applicable to our region and should be included in the long-range transportation plan.

“A new national report, compiled by the Surface Transportation Policy Project (STPP), shows that in 2000 and 2001 New Mexico, with 120 pedestrian fatalities, has the nation's highest average pedestrian fatality rate. The report shows New Mexico with a 3.3 average annual pedestrian fatality rate per 100,000 residents - is the highest in the nation.

New Mexico needs real investment in pedestrian safety. Many New Mexico communities lack sidewalks, bike paths, street crossings, and other elements necessary to provide safe walking environments - especially for children. Almost 11 percent of all pedestrian deaths nationally are children. New Mexico's fatality rate for children is above the national average, and according to the report, Native American children have a death rate 2.5 times that of other ethnic and racial groups within New Mexico.

The report, "Mean Streets 2002," analyzes federal safety and spending databases and finds that while 12 percent of all national traffic deaths are pedestrians, less than one percent of federal transportation dollars goes to protecting people on foot. In New Mexico, spending on pedestrian projects amounts to only 0.9% of our federal transportation dollars.

The report also finds that dangerous streets are discouraging people from walking and may be contributing to the rise in obesity. According to federal transportation and health surveys, the portion of Americans walking to work has dropped 26 percent in the last ten years, while the percentage of overweight Americans has grown by 60 percent.

Wide, high-speed streets without sidewalks and few crossing points increase the dangers faced by walkers.

The Surface Transportation Policy Project makes the following recommendations to protect the lives of walkers:

1. Match the Level of Funding to the Level of the Problem. If 11.8 percent of traffic fatalities nationally are pedestrians, a similar amount of safety funding should be directed to protecting walker safety. Investments in pedestrian facilities should be highest in the areas where the most walkers are killed.

2. Build Walk-Friendly Streets. State and local governments should include safe access for bicyclists and pedestrians in all non-restricted transportation facilities.

3. Safe Routes to School Program Nationally and in New Mexico. Create a new federal source of funding for building bicycle and pedestrian facilities and calming traffic around schools in the next federal transportation law. Encourage New Mexico lawmakers to use transportation funds to make it easier for children to bike and walk to school.”

Environmental

Goal: An integrated transportation system that

· minimizes environmental impacts through adaptive engineering and aesthetic design;

Rio Arriba County has concerns for remediation of wetlands lost by inadequately designed, misaligned or poorly maintained culverts. There is a strong concern for the lost of traditional agricultural land to residential housing tracts.

Air quality in traffic-congested areas; livable communities

Establishing emergency response protocols as well as remediation of hazardous material spills along truck routes that traverse tribal lands are major concerns of pueblos.

Objective:

· Avoiding or minimizing damage to cultural sites during highway construction projects by establishing comprehensive notification protocols.

· Highway construction design should conform to environmental context and be a connecting bridge, not a barrier across the land.

Environmental Justice

Goal: An integrated transportation system that

· effectively connects communities;

· maintains and continually improves roads in coordination with local, county, state and tribal transportation improvement programs.

Environment justice issues originated mainly from urban poor populations seeking redress after being displaced or adversely affected by locating highways or other public infrastructure improvements through their neighborhoods based on lower land costs or following paths of “least resistance”. In the more rural NPRPO planning region this issue is more appropriately defined as the need for improving access to remote and underserved areas as well as providing safe access onto and across highways through villages and pueblos that have become hazardous for residents.

Many villages in Rio Arriba and Taos counties as well as most pueblos in the region have inadequately designed or poorly maintained roads that are dangerous or become impassable at times causing inconvenience as well as limiting mobility to employment and services. Economic opportunities are also limited by poor access.

The pueblos realize their cultural and artistic attraction for visitors from around the world.

Safe and convenient access to pueblos from State highways is a concern. The cities, counties and State benefit from these tourist expenditures. In addition, federal funds that are gained by counties and the State from census counts of pueblo residents are not directly benefiting the pueblos. There is opportunity (and expectation) for sharing resources and coordinating assistance especially in entry road maintenance and signage.

Objectives:

· The NMDOT needs to integrate tribal transportation improvement programs with the State Transportation Improvement Program;

· Districts and counties need to formalize maintenance assistance agreements and construction coordination with tribes as part of more equitable distribution of tribal census generated federal and State revenues.

IV. Public Involvement Program

Methodology

Public input identifying transportation issues and needs has been welcomed and encouraged since the creation of the NPRPO in 1994. It has been included as a regular agenda item at monthly NPRPO meetings since 2000 in development of this regional long transportation plan. A public involvement program to gather additional comments and information was initiated in response to a request by the NMSHTD Planning Division, which is in the process of updating the Statewide Long Range Transportation Plan.

Various methodologies were used to gather additional input and insight to inform and guide the plan development. Two surveys were developed (see Appendix), one was distributed to all on the NPRPO mailing list (112 persons) and the other to the Regional Transportation Committee (RTC) and to members of the public who were participants at a regular NPRPO meeting. The first survey focused on a regional vision of how transportation system should look and function. The second was designed to gather information on major transportation corridor needs and concerns. The results of the surveys are list below.

Two facilitated public meetings were held to identify regional transportation needs and concerns and to define short term and long-range goals. One on one interviews were conducted by phone and in person with key individuals during 2002.

A taskforce was formed to study the development of a comprehensive regional transportation service network that would link the various existing and future, county and tribal, rural transit services with existing and future urban transit, rail, and air services in Santa Fe, Espanola, Los Alamos and Taos.

Public Input and Outcomes

LONG RANGE REGIONAL TRANSPORTATION PLAN

Table of Contents

Inventory of Regional Transportation Network

· I 25 (Pecos to Santa Fe, La Bajada & Albuquerque)

Rail Services

III. Regional Topics of Concern

Objectives:

· passage of enabling legislation allowing governments within a region to form a Regional Transportation District (RTD);

· removal of the cap ($50,000) on State funds used for developing public transportation;

· secure dedicated, continuing local, tribal, State, federal and private funding for supporting the RTD model for development of regional public transportation

· support managed growth policies that promote economic development that conforms to cultural history and is sensitive to the environment: e.g.) light industry: lumber and logging; eco- or cultural tourism; residential clustering; open space preservation.

IV. Public Involvement Program

Two facilitated public meetings were held to identify regional transportation needs and concerns and to define short term and long-range goals. One on one interviews were conducted by phone and in person with key individuals during 2002.