Transportation Position Paper of April 5, 2022
Respectfully Submitted by: William Mee, Agua Fria Village, for
United Communities of Santa Fe
This position paper attempts to address the issue of Transportation in the urban area of the City of Santa Fe and the associated County of Santa Fe areas, and what is supposed to be planned by the Metropolitan Planning Organization (MPO).
When I worked at the State Highway Department, in the former Planning Division, they had a Library. In the Library was a report from 1950 done for the City of Santa Fe and calling out the three main things that the City needed: downtown parking; a bypass around the traffic gridlock points (it was thought to be Osage Avenue but the neighborhood fought it and it turned out to be the new road St. Francis Drive); and a parallel road to Cerrillos Road to alleviate it and carry traffic during a shutdown of the road (this turned out to be four-laned Airport Road and the planned four-lane Rufina Street—which is still only two lanes). Fast forward 50 years to the year 2000 and all the key improvements had yet to be completed. Fast forward to today, and the issues are the same.
Any talk of Transportation must include the elements of automobiles, buses, rail, bicycles, pedicabs and walking. The 800-pound gorilla in the room has always been the private automobile, and this is what degenerates any conversation about a complete transportation and well-functioning system— into a car traffic discussion which always functions on less than ideal conditions. Who wants to be stuck in traffic?
Automotive transportation is always planned on a Grid Network. To offer to the motorist several options from getting from place A to place B. When a primary essential route is overly congested, planners offer another route as a bypass or relief route. New Mexico 599 (NM599) and Interstate 25 (I-25) are such examples. NM599 in a big circular fashion offers an opportunity to get from the southwest sector (south side) to the downtown. It is a longer route but because you’re traveling between 65 and 55 mph without any stops from traffic lights you can actually get to your destination faster, than waiting for the 90 second intervals of traffic lights at peak hour traffic congestion.
So, let’s get into some definitions. “Peak hour traffic” varies from location to location but is basically when everyone goes into work in the morning and back home from work in the evening. In Santa Fe this is seen as 7:00 to 9:00 a.m. and 4:00 to 6:00 p.m. Additionally, school traffic from 2:30 to 3:30 can affect neighborhoods. Now this as a rule has been challenged by the Covid-19 shutdown, and people electing to continue to work from home telecommute and to homeschool. But in a town like Santa Fe with a large tourism industry it is often difficult to calculate the impact of those tourists. Back in the day, State Highway Department workers would stand on the side of the road and interview people passing through a particular intersection, like: “where are you going and where did you come from.” This was known as an “origin and destination study.” Now computer modeling is invoked.
Because we have peak hour traffic issues, we know that during the 24 hours of the day, we have only 4 to 6 hours of the day that traffic congestion effectively shuts down our roadways. So, for 18 to 20 hours of the day the road is perfectly fine. Additionally, we look at days of the week. Traditional work schedules are Monday through Friday, this then is the time frame that people are commuting to work and taking kids to school. Saturdays can be busy with people doing recreational opportunities, but these are not in the same location that the work and school sites are. Sunday mornings many of our areas look like a ghost town. There is a sophisticated traffic counting system managed by the New Mexico Transportation Department. These are those rubber hoses that run across a highway and report into a computer system. On an intersection there are sophisticated formulas that tell how each person either goes through the intersection or makes a left- or right-hand turn, the legs of the equation. If there is some question as to the validity of this study process, a DOT employee will physically go out and count the movements, especially those turning. The ultimate result of these traffic counts are what we call Average Daily Traffic or ADT.
Traditional work schedules have recently been replaced by the 2020 pandemic schedules and increased on-line work schedules.
There is always an effort by municipalities to under-design the roadway to save costs. Conversely, the State Transportation Department, which is also funded by the U.S. Federal Highway Administration, tends to over-design a project. This is to make projects that serve the long-term. But under-designs are kind of bolstered by this idea that roads aren’t being used for 18 to 20 hours of the day.
We briefly introduced the MPO, the Metropolitan Planning Organization in the very beginning of this paper. When a municipality exceeds 50,000 people in population it becomes an urbanized area, and each urbanized area must have an MPO to plan it. This is according to the statute and regulations of the Federal Highway Administration and its parent the U.S. Department of Transportation. The City of Santa Fe received its MPO based on the 1980 census (I was working in the Planning Bureau of the N.M. Highway Department at that time). The MPO does a 5-year plan that shows what the needs are in the area, and how the federal and state money will come in to supplement the city and county money to complete projects. Usually, MPO’s have all the jurisdictional entities within a 5-mile radius of the planning area. The Santa Fe MPO has always excluded the Tesuque Pueblo and the Agua Fria Village Traditional Historic Community (THC), which they have been formally asked to do, and almost did under the City-County 2012 Settlement Annexation Agreement.
The N.M. Highway Department and City sponsored an Arterial Roads Taskforce (ART) starting in 1994 and continuing to 2006 when a formal plan was issued. The ART planned Meadows Avenue, Governor Miles Road, NM599, the Richards Avenue roundabouts, Rabbit Road (not completed until this year), Caja del Rio Road, and CR70 Via Veterano’s. So, in a sense building a grid network of roads that people could use to access all areas of the city. The unique feature of the ART was that it had County and state elected officials on it and their respective employees, but also 25 ordinary citizens. The citizens were representing the neighborhoods and brought real life ideas on how to get from point A to point B. It is unfortunate that the City of Santa Fe discounted many of their suggestions and has not called for them to continue planning since 2007 (17 years ago!).
Before the MPO, Interstate 25 came into town, and in 1975 an idea was floated for a I-25 Intersection at Richards Avenue, the land had been obtained for the cloverleaf design and the intersection was far enough away from the Old Pecos Trail and Cerrillos Road Intersections for federal funding. All that was needed was to connect the road across land owned by the N.M. Forestry Division and Game and Fish Department. Fast forward to today and the project remains undone.
It is important for the ordinary citizen to understand all of the above. The lingo and the methodology. Because if you go to a City Planning Commission or City Council meetings, the Developer’s Planning Consultant is going to bring in their Traffic Engineering consultant and they are going to razzle dazzle the City Traffic Engineer and baffle the citizens and completely defeat the argument that a new subdivision is creating too much traffic. So be aware!
The TRUTH is that the City is not built on a Grid Pattern like most major cities are (squares of blocks of 900 feet in length like New York City is laid out on). Agua Fria, Bishop’s Lodge, Old Pecos Trail, and West Alameda were basically trails that will never handle a lot of traffic. Santa Fe is a historic City that people say has “the feel of Europe”—that is our allure for Tourists—not being a Los Angeles or a New York City. Santa Fe will never be a great city (a metropolitan area or over 250,000 in population) that has a grid network. Nothing is really straight in our city to accomplish this. We were founded on a number of connecting Native American and eventually European (Spanish) trails. Ann Lacy has written about the Old Pecos Trail in a December 12th 2021 op-ed in the New Mexican. I write frequently about El Camino Real. Both have sometimes been referred to as “donkey trails.” Then there is West Alameda and Bishop’s Lodge Road. All four historic roads will never be expanded because of the “taking” of the number of homes it would entail, the opposition of the neighborhoods involved, and the slight protections of the “trail designations” of the U.S. National Park Service. One prime example is Old Santa Fe Trail, as it comes into town and narrows — with expensive historic buildings immediately on both sides. Will the City eventually want to declare eminent domain to get those properties in order to widen the road? This has hardly ever been done in the City’s history. In fact, one such “taking” was more of a political stunt then anything else. In the 1960’s with Urban Renewal monies the Paseo de Peralta was made as a loop road. The strange curves between Galisteo and Don Gaspar Streets on Paseo de Peralta were to take out Mr. Roybal’s swimming pool. Roybal had been a City Councilor who rarely went with the click that was lining their pockets. So—payback time!
When we opposed the Blue Buffalo El Rio apartments of 500 units (at the ENN they asked for 498 units and said: “oh we could be well over 500, at 516, so we are doing you a favor”). We were thinking of using Hilario Romero’s son Pasqual’s drone to do a dramatic video presentation to the City Council; flying a drone over 8am and 5pm traffic. When there is a construction project on Cerrillos Road or an accident, the amount of traffic diversion to West Alameda, Rodeo Road, Siringo Agua Fria—-is totally devastating —bumper to bumper, traffic at a complete standstill. People losing their patience and road rage setting in. We were thinking that video be shot of an accident on one of the major streets and then how the traffic shifts to other streets and sometimes accidents happen there and within an hour the whole city is COMPLETELY shut down. This road rage was a result of one such day:
https://www.santafenewmexican.com/news/local_news/police-u-turn-results-in-deadly-road-rage-on-rufina-street/article_cd376eaa-14ad-11ec-8759-13ccd1cef0f9.html?fbclid=IwAR2oZwu4tFfLvQG4UC5xOEZ9l7_KfGZKrL30rJ-QHkYMU4-BrF0VK3dCAfM
I remember once we were having a family birthday party at Il Vicino on Guadalupe Street and construction was on Cerrillos Road. The power in the City also went down at the same time during a lightning storm, so all traffic lights were off. Family members were coming through West Alameda, Agua Fria Street, Rodeo Road, and St. Francis. It took all of us 2 extra hours to reach the restaurant (which had barely opened because of the power outage also). It is amazing how fragile our entire transportation system is. To have an aerial of this traffic gridlock, would just be so striking (drone video).
In 2007, I was part of the joint City-County Southwest Sector Planning Taskforce. The meetings were at 4:00 p.m., at the Santa Fe Business incubator on Airport Road, and I worked at the state P.E.R.A Building downtown. I knew getting to the meeting would be an issue. So, I used Cerrillos Road to get there and it took 56 minutes. I thought this is ridiculous, so I tried Agua Fria Street onto Rufina Street, and it took 54 minutes. So, I thought, maybe I am doing this all wrong—maybe the best way is not the most direct way. So, I went up Old Pecos Trail to I-25 and off at the Cerrillos Road Exit, and to Jaguar to Paseo del Sol. ONLY thirteen minutes in a big half circle.
There is needed driver education training. Like how to use the Interstate and Relief Route NM599 to save time. Like how to use a roundabout efficiently.
When all of this is mentioned, these important issues, to the City of Santa Fe land use planners and the traffic division many of them say: “oh, we don’t know, we live in Rio Rancho.”
So many times, in City Planning Commission or City Council meetings the City Traffic Engineer’s testimony is pivotal. Sometimes I wonder if they take money from under the table but that’s another issue. Yet, they have stated in the past that the number of private driveways on Agua Fria Street, say at 100 feet intervals when they should be 500 feet, make it inappropriate to serve as an “Arterial” (Another definition: An arterial road or arterial thoroughfare is a high-capacity urban road. The primary function of an arterial road is to deliver traffic from collector roads [neighborhood roads] to freeways or expressways [or our Major Arterials], and between urban centers at the highest level of service [LOS] possible). That because it once had 18,000 cars average daily traffic (ADT) in 2013, before the Siler Road Bridge was built, that it still can handle more capacity, so 13,000 is not an issue. Yet, their own definition of a maximum capacity on an arterial is 10,000 ADT. And this “capacity” is challenged by every private driveway that enter the arterial at about one per 100 feet, because people make left hand turns into the private driveways stopping traffic. Agua Fria Street was even classified as a “Major Arterial” street, under the N.M. Department of Transportation’s “Functional Classification System.” The capacity of a Major Arterial is 10,000 ADT. However, Agua Fria (El Camino Real de Tierra Adentro—the Nation’s oldest highway), has too many private driveways entering it to be safe for traffic (testimony of John Romero and Isaac Pino, both former City Traffic Engineers).
I’m sure that Old Pecos Trail has the same traffic count and congestion history. West Alameda and Bishop’s Lodge Road would be the same thing.
Then there is the issue that the City has been collecting from developers’ money to improve intersections and since City Traffic Engineer John Romero left there hasn’t been an accounting of it. This is probably millions in escrow unless the City has spent it elsewhere. Our Village Association has just asked both the City and County where the money that John Romero collected for straightening out Henry Lynch Road at Richards Avenue went.
The lack of “network” analysis (really everything described in all the paragraphs that have preceded) is something that no one is pointing out. Each new subdivision comes in and it is 900 cars a day, and everyone in City leadership poos-poos it. “Why, it’s less than 1,000!”
The thing is that 10—900’s are 9,000 cars and that becomes a whole lot more. Possibly to the point of Network Failure (think LA). Without a comprehensive study like Demographer Al Pitts did for the Arterial Roads Task Force (ARTF)—you really don’t know how much it impacts. But we drivers do! Sat in traffic lately? The Arterial Roads Taskforce has not met since 2006 because City Hall pulled the plug on it; the City Long-Term Planning Office was disbanded in 2018. There has been a set of blinders that have been installed on City Hall.
The City of Santa Fe is very weak on this overall Transportation Planning topic since the Traffic Engineer’s office was undermanned for at least a decade. There is also a confusion on whether the MPO does all the work for the City Staff—it does not. People are complaining a lot on social media about traffic (the Santa Fe Bulletin Board would be a good source). Many of the City actions (usually in favor of developers) have actually constricted traffic flow. Look at the Markana Apartments across from Home Depot on Richards Avenue. The very large roadway was narrowed and a traffic impediment installed (curb) on a curve. The developer was given right-of-way purchased by the City to benefit the developer a violation of the Anti-Donation Clause in the N.M. Constitution. This has become a standard practice for new developments coming on-line. These are “changes” that stay with us forever because pavement is too hard to change.
I truly think there is a deliberate action by the City to let roads go bad. It can be incompetence. Say by people in Public Works or others. They never replaced City Engineer John Romero and are using contracts to hire a City Engineering “position” (meaning the viewpoint and not the staff position) on each development and road project (Richards Avenue Roundabouts, Agua Fria Corridor Study, West Alameda Culvert collapse, traffic counts). I cannot imagine this is cheaper than having an actual City Engineer (what is the motive for this? maybe they can manipulate it better this way?) I think they are also not letting anyone firm get more than one contract at a time so there is a risk of “no consistency” in decisions/no following standard engineering practices. I think when you have multiple firms jockeying for position or a permanent gig—they tend to tell you what you want to hear (and maybe not the best thing for the City’s future?). For the reasons I have outlined here—this is a “failed policy.”
There are so many examples of bad traffic design in the City that just impede traffic flow:
There has been a relaxing on the pavement standards on access roads and parking lots that the City has granted to developers (Source: City Planning Commission members 2021). Yet, the roads are all dedicated to the City. It is said that in ten years all of this new construction will just collapse because there isn’t enough good quality asphalt to hold it all together. Then this cost falls to the City to bear because the roads are not of state or federal significance.
St. Michael’s Drive The recent St. Michael’s Drive Planning called for the six-lane state highway serving the emergency needs of the Hospitals, back into a two-lane road with the extra 4 lanes being bike paths, on-street parking and food trucks areas for a beer crawl. The N.M. Department of Transportation (DOT) would remove any such new roadway configuration from its service maps because it has little statewide significance. They recently refused to fix the road until the City decides what it wants to do.
Siler Road Restriped in 2018 from 4 lanes to 2 with a middle turning lane, its traffic capacity has been affected. Not sure whether the accident figures are lower. The road has not ever addressed having a four-way intersection at Cerrillos Road where a strip mall has an entrance.
Henry Lynch Road Where it becomes Richard Avenue the roadway was never straighten out despite City Engineer saying over one million dollars was collected for that purpose. In 2022-23 a traffic study was done jointly with the County, but never released to the public.
Cerrillos Road Probably the highest traveled road in the network, it works well. A DOT study in 2023, was looking at the feasibility of six-laning the roadway from St. Michael’s Drive to St. Francis Drive.
Rodeo Road The roadway still under N.M. Transportation Department authority is adequately designed but has become a major thoroughfare without any long-term planning. There are several dips that are hazardous especially in winter. Normally a roadway would have bridges to span these gaps.
Siringo Road from 1966 to 2018, was the most patrolled street there was. It had the first digital speed warning signs in the City I believe. Santa Fe High School opened in 1966 (and teenagers are easy to give a ticket to). Because St. Mike’s is across the street, the road was closed at the railroad with huge piles of dirt. The City Council always talked about kids racing if it was opened up—endless hours of discussion on it. Then it was opened up and nothing happened. Same is true of the road by the State Police Jaguar Drive. The road was closed at Meadows with piles of dirt. It was determined that racing from Capital High would occur if the roadway was opened. Then it was opened up and nothing happened. The Richards Cloverleaf at I-25 planned in 1975 and the extension of Richard’s Avenues through the former Game and Fish Property has never been done.
Pacheco Street was a dirt road for years, even though it was becoming an arterial between Alta Vista and Saint Michael’s Drive (also going through Second Street). The City only paved the road to connect it and failed to widen it or put in sidewalks in the 1980’s. The road became an alternative to St. Francis drive and the recent excessive traffic has torn it up. Many patches exist on the road and it is a constant victim of edge raveling. The poor drainage on the road causes additional problems.
Camino Carlos Real The end of the road at Cerrillos Road still requires some fixing.
Cordova Road The roadway was recently restriped and the configuration is wrong.
Two last monkey wrenches that can be present are parking and traffic calming devices. For parking, there are standard formulas for how many parking spaces are needed for various types of developments (apartments, shopping centers, single family housing, etc.). Many projects only require 20% of their parking requirements in a lot and the rest are assumed to be made up by “on-street parking”—which is very deficient in the historic Capitol City. But powerful developers are able to sway these figures and get on-street parking that then narrows the street. The ones by Capital High are basically one-lane. This is very traffic calming for a neighborhood but ineffective for getting anywhere, like to a high school in the morning. Traffic calming devices can be the same. Like on Camino Carlos Rey—always the arterial through the Dale Bellamah subdivision. Not every street can have traffic calming. Not every street can forgo common sense improvements.
When I was planning to write this in 2022, Ann Lacy said: “once I participated in a state program redesigning older state roads [that were bypassed by the Interstates]: Old Las Vegas Highway (which is the old Route 66) under the aegis of a planning mandate in the N.M. Transportation Department that required “community participation.” Folks along Highways. 285 (through Eldorado and Canoncito) and 14— along with others around the state also had some say in safety and design aspects. But in the City of Santa Fe, it’s usually about protecting what’s already been planned!”
There are many more important points in the complex issue of transportation (probably more than I have covered). We often forget that “transportation” includes our Santa Fe Trails and Blue Bus bus systems, the RailRunner, bicycle planning, and pedestrians, and just all alternative forms of getting around besides the personal car, including the Airport. We forget we need equestrian trails. We usually see “transportation” as a big part of “land use” as much of the activity centers around growth and rezoning. We fail to see what other infrastructure is needed to support the roadways (parking for example).
In 2013, Isaac Pino, the Public Works Director and City Traffic Engineer John Romero, had been looking at buying a new lot for the City Public Works Department; especially when the Mayor indicated they were going to have “City Hall South” at the 13 acres that they bought from the Garcia Brothers Construction right across from Rock and Rollers. The new building was estimated at $30 million (which is now closer to $60 million). They couldn’t find a site that was within their budget, but also who wants that pile of asphalt and tractors that leak oil and diesel next to him if it’s going to pollute their well? Plus, Pino and Romero said the “level of service” would decline if they are moved from Siler Road which is centralized to the whole City, everywhere in the City can be reached in usually 20 minutes and 45 minutes at the tops. Currently, it takes 45 minutes to get to Hyde Park Road with a snowplow —which is their snowiest part of the City. If they relocated to NM599 it would take an hour and to NM14 it would take an hour-and-a-half to traverse.
It is amazing that we have gotten to a citizen-organized street repair system. Before Mayor Webber there was a system where every two years the City would ask for a $30 million bond and these funds would be used to resurface streets based on a prioritization system. In the in-between years, a City crew would patch potholes holding together the street until it got its turn on the resurfacing list (many of these crews were let go). But when you pass no audits since 2018 it throws a monkey wrench into the process.
https://www.facebook.com/groups/136461779799902?multi_permalinks=7196197630492913&hoisted_section_header_type=recently_seen
The backlog in road repairs to the City of Santa Fe was OVER $150 million in Public Works Director Regina Wheeler’s report in the Infrastructure Today magazine in 2020. OVER $250 million in the Mayor’s 2022 report. Typically, these things snowball as time goes on, and as repairs are neglected it—it gets more and more expensive to repair. Who knows what figure it is now? The City usually floats a $30 million-dollar Bond Issue for roads every TWO years. The last one was $6.3 million in 2020 (they skipped the ones in 2018 and 2022 because of no completed audits). Missing $120 million in Bond Issues, also means the value of that money is probably between $150-$200 million. So, say the new figure is $300 million in repairs in 2024, at $30 million a bond issue every 2 years, it would take 20 years to fix all the roads.
Of course, it is not as simple as this—because the roads who have waited 10 years to be fixed will cost more than twice the money to fix, and those waiting the full 20 years will cost at least 4 times as much money to fix. MEANING that the average reader here will probably never see some roads ever fixed in their lifetimes. Very sad…..