Border Environmental Cooperation Commission Air Quality and Street Paving Project in Tijuana, Baja California

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1 1.1 Project Type Border Environmental Cooperation Commission Air Quality and Street Paving Project in Tijuana, Baja California 1. General Criteria The City of Tijuana, Baja California proposes to reduce air pollution by paving the roadways located within the urban area in order to reduce the suspended dust particles of a diameter smaller than 10 µm (PM 10 ). This project is known as the Air Quality and Street Paving Project in Tijuana, Baja California 1.2 Project Location The project will be implemented in the City of Tijuana, Baja California, which is located on the US-Mexico border, south of the city of San Diego, California; the Pacific Ocean lies to west; neighboring are the Municipalities of Tecate to the east and Playas de Rosarito to the south. The paving will be performed throughout different sectors of the city; which had a 2000 population count of about 1,238,057 inhabitants, according to the information provided by the Mexican Census, (INEGI, 2000). The impacted area includes the urbanized sectors in the City of Tijuana and the neighboring city of San Diego, since both sister cities share the same atmospheric basin. Figure 1 shows the general location of Tijuana. Tijuana Figure 1 Tijuana, Baja California 1

2 The area directly benefited by of the project includes highly transited roadways located in residential and commercial areas which, due to their current conditions generate a high index of environmental pollutants, especially suspended dust particles. The project proposes the paving of several roadways within the nine districts that comprise the city of Tijuana. The following table shows the proposed roads and paving areas under this project as they are distributed among the different city districts. District Number of Sections Area (m 2 ) Centenario ,249.5 Centro 49 80,942.7 Cerro Colorado ,706.2 La Mesa ,605.2 La Presa ,561.2 Mesa de Otay 29 66,238 Playas de Tijuana ,675.8 San Antonio de los Buenos ,838.6 Sánchez Taboada ,939.5 TOTAL 2,196, Project Description and Work Tasks Project Description The project s aim is to complement and enhance the accomplishments of a previously certified paving project knows as Paving and Air Quality Project for the State of Baja California (PIPCA, acronym in Spanish), which the State of Baja California sponsored. The current project presented for certification by the City of Tijuana does not compromise in any way the aforementioned project; quite the opposite, it will supplement previous actions by increasing the amount of paved roadways within the city. The proposed project for certification will pave a total of 2,196,756 m 2 of unpaved streets. The Department of Public Works of Tijuana (DPW) will be responsible for implementing the project. The DPW receives paving requests from the neighborhood associations throughout the city. These neighborhood associations are established with support from the City of Tijuana. Once the associations have submitted the application, the DPW requests verification from CESPT (the local water and wastewater utility) to make sure that the streets proposed for paving have water and wastewater infrastructure installed before paving takes place. Once the authorization has been provided, preliminary engineering is conducted to determine the cost of the project. When the cost is established, the neighborhood association is required to provide an initial payment of 30% of the total cost. After the down payment is submitted, the DPW will prepare a contract to be presented to the beneficiaries. Once all signatures have been collected, the DPW will initiate procedures to contract the final design and bidding of the project construction. The selected pavement method is to place reinforced concrete pavement over a base layer of compacted material. The project will include the construction of curb and gutter and manhole replacement. In addition, the project will consider, according to the applicable Federal regulations and specifications, all necessary components using standard construction techniques to assure an adequate operation. 2

3 Program of Project Work Tasks The City of Tijuana plans to complete the project, in its entirety, within a period of 3 years, starting in 2005 and ending in The DPW will be responsible for implementing the project. The maintenance of the roads will be the responsibility of the Public Works Department. It is estimated that during the first year a total of 300,000 m 2 will be paved; the second year of the project will have approximately 1,053,100 m 2 paved; and a total of 843,600 m 2 paved for the third and final year of the project. Description of the Community The population of Tijuana will be an estimated 1,500,000 inhabitants in 2006, and it is expected to reach approximately 1,653,777 inhabitants in the year 2010, according to the projections made by the National Commision for Population (CONAPO, acronym in Spanish). It is estimated that the city has an annual growth rate of approximately 4.9 %. According to the information provided by CESPT, the potable water system has a city coverage of 98% and of 95% for the sewage system. The proposed project will increased the paved streets in about 4%. Once the project has been completed the city of Tijuana will have a total of 44.4 % of the existing roadways paved. It is estimated that the population directly benefited by this project, that is, the citizens who live directly adjacent to the roadways, is approximately 150,000 people, or about 40,000 households. The following table shows some relevant information about the population of Tijuana Baja California. Population 2000 ¹ (Inhabitants) 2002 ² (Inhabitants) 2004 ² (Inhabitants) 2006 ² (Inhabitants) Total 1,238,057 1,323,685 1,407,528 1,490,128 (1) Source INEGI, XII Censo General de Población y Vivienda (2) Source - CONAPO Proyecciones de la población de México México Project Alternatives During the project development process several alternatives were considered. Within this review, it was determined that the no-action alternative was not a viable alternative for consideration since the City of Tijuana is above the standard for the concentration of suspended particles (PM 10 ) in the atmosphere. The alternative analysis looked at the different paving materials offered in the region. Upon review of construction materials, the analysis considered paving the roadways with a mixture of asphalt and discarded used tires. Although this method has proven successful in other projects, in this case it was not technically feasible due to the lack of proper equipment to shred the tires and process the paving material. Additionally, the scarce availability of paving contractors familiar with the preparation and application the rubber-asphalt mixture was a problem. Because of the previously mentioned limitations, the cost of the project becomes an insurmountable obstacle and a burden for the citizens. The final selection for the paving method and material was based on the cost, availability, and ease of maintenance. Based on those criteria, it was determined that concrete pavement was the best alternative. This material will reduce the operation and maintenance costs for the city. The selection of the proposed streets for paving will be based on the proposals submitted by the neighborhood associations, as explained in the Project Description section. Project Justification The project is vital in order to reduce the concentration of PM 10 particles in the atmospheric basin of Tijuana, which includes border cities in both countries. The decision of not implementing this project would mean that 3

4 PM 10 particles will continue to disperse in the atmosphere and expose the citizens of Tijuana and the border population to health risks. It is foreseeable that once the project is completed, it will show a considerable reduction of the suspended particles in the atmosphere. It is important to mention that paving the roadways is the only viable and substantiated alternative for reducing the fleeting dust produced by motor vehicle traffic, especially on highly traveled streets. Furthermore, the implementation of the project will have secondary benefits, beyond dust reduction, by decreasing vehicle emissions as the traveling time required by an average vehicle will be reduced due to improved traffic patterns associated with the paving of the road s surface. Chapter 2 of this document presents the health and air quality statistics in the city. 1.4 Conformance with International Treaties and Agreements The project conforms to international agreements between Mexico and the United States, particularly to the Border 2012 Environmental Program, created to address public health and ecological concerns along the US- Mexico Border. This program states the need to improve the environment and establishes the goal to reduce air pollution along the border. In summary the objective is to reduce air emissions, as much as possible, toward attainment of national ambient air quality standards and reduce exposure in the border areas by the year 2012 or sooner. Essentially that is the purpose of this project, and since the atmospheric basin is shared with the United States, its completion will have positive impacts on both sides of the border. It is important to mention that during the construction of the proposed improvements, which will be conducted in Mexico only, no international treaty or agreement will be violated. 4

5 2. Human Health and Environment 2.1 Human Health and Environmental Need The City of Tijuana presents a serious atmospheric pollution problem due to suspended dust caused by vehicular traffic on streets without road surfacing and exacerbated by predominant winds. The fleeting dust designated as particulate matter, in particular known as PM 10, can be defined as solid or liquid particles, such as dust, ash, soot, metallic particles, cement or pollen dispersed in the atmosphere, whose diameter is equal or smaller to 10 µm (1 micrometer corresponds to the thousandth part of 1 millimeter). Some substances that can be associated to these particles are: lead, arsenic, beryllium, cadmium, mercury, sulphates, nitrates and aromatic polycyclic hydrocarbons, all of which are generated by anthropogenic pollutants deposited on the ground. The effects on human health are determined by the size of the particles, depending on the degree of penetration and permanence, these particles remain in the respiratory system. Most of the particles whose diameter is bigger than 5 µm are deposited in the superior airways (nose), windpipe and bronchus. Those particles whose diameter is smaller, have a better probability of being deposited in the tertiary bronchi and pulmonary alveolus, therefore smaller particles are more harmful to human health. The effects on human health directly related to prolonged exposure to fine particulate matter (particles with a diameter of 10µm or less) are: eyes and nose irritation, increase in respiratory illnesses, aggravation of asthma cases, and decrease in lung functions and increase in respiratory symptoms. Once the particles have been deposited in the respiratory system, their irritant action is in part caused by their chemical composition and toxicity as well as by their ability to carry other substances in their surface, producing a synergy effect which increases their aggressiveness. In 1996 the US Environmental Protection Agency (EPA) published a document called Air Quality Criteria for Particulate Matter (AQC PM), in which, among other aspects related to atmospheric pollution by suspended particles, the document reviews the different studies regarding the effects of said pollutants on human health. This document concludes that the vast majority of available epidemiological evidence suggests an increment in human mortality caused by exposure to particulate matter (PM) in the environment, both on short and long terms, however, the limited available evidence makes it impossible to quantify the number of years lost by this increment in the mortality of the exposed population. The document also recognizes that the complexity of synergetic effects (association with other pollutants, size of the particles, and source of the particulate matter, age and susceptibility of the exposed population) results in significant variations between the different studies on human exposure to atmospheric pollutants such as particulate matter. However, it concludes that said studies provide enough reasons to worry about the detectable effects on human health caused by the exposure to PM in the environment, even in levels lower than the official norms. The Official Mexican Norm NOM-025-SSA establishes the maximum limits of PM 10 concentration in the environment, in order to protect the public health, these limits are 50 µg/m 3 as annual average to chronic exposure and 150 µg/m 3 in 24 hours once a year in case of an intense exposure. The same standards apply for the United States. The EPA has established air quality monitoring programs in several border communities, included in the program is the air basin that comprises the cities of Tijuana and San Diego. This particular air monitoring 5

6 program includes five monitoring stations located in the city of Tijuana. According to the emissions inventory for these stations, two of the stations have exceeded the established parameters for annual average of suspended particulate matter (PM 10 ) during the year 2005 and another one is at the highest permissible limit as established by law. Table 2-1 PM 10 annual average for various monitoring stations (2005) Station Annual Average (µg/m 3 ) Instituto Tecnológico 39 La Mesa 57 Playas de Tijuana 31 COLEF 53 Centro de Salud 50 As shown in table 2-1 the Standard was exceeded in two of the monitoring stations, while another is just at the limit as established in the Mexican regulation for annual average of PM 10 emissions. The monitoring stations are located within paved streets, therefore it is expected that the concentration of suspended particulate matter (PM 10 ) in areas without paved streets would be undoubtedly higher than those with paved streets (please refer to the following analysis). In order to determine the dust emissions from vehicle circulation on unpaved streets the model suggested by the U.S. EPA AP-42 Compilation of Air Emission Factors was used. The model will provide results for dust emissions resulting from vehicle circulation on paved and unpaved streets. Then the difference in air pollution was obtained from dust emissions (PM 10 ) produced over unpaved and paved streets to determine the benefit of paving streets. The model used to determine PM 10 particles generated in unpaved streets is the following: E = k (S/12) a (W/3) b (M/0.2) c Where: E = Emissions of particulate matter in pounds (lb) per vehicle miles transited (VMT) S = Clay contents in the surface material (%) W = Average weight of vehicles circulating through the street (ton) M = Moisture content of the surface material (%) In addition, k, a, b, and c are constants obtained from direct measurements and relative to the particulate matter that is being estimated. For PM 10 the following apply: Constant PM 10 k (lb./vmt) 2.6 A 0.8 B 0.4 C 0.3 6

7 On the other hand, the model used to estimate particulate matter generated on paved streets is the following: E = k (sl/2) 0.65 (W/3) 1.5 Where, E = Emissions of particulate matter in the units of k (lb/vmt) k = Multiplying factor based on the size of the particulate estimated W = Average weight of vehicles circulating through the street (ton) sl = Load of particulate matter over the street (g/m 2 ) The multiplying factor for k relative to PM 10 and in units of g/vkt (grams per vehicle kilometer transited) is 4.6. These factors, in units of weight over total kilometers transited, were multiplied for every year and the number of paved kilometers to obtain the reduction in the contribution of PM 10 emission: D = [E streets without paving E paved streets ] x Km paved x Transit vehicles/year Where D is the reduction in the PM 10 emissions due to traffic over unpaved streets in tons per year for that particular year as a result of the increase of paved streets. The following assumptions were used in order to model the expected suspended particle PM 10 reduction: an average road width of 8 meters and an average daily traffic of 500 vehicles for those particular roadways. From the previously certified project, PIPCA, as noted in Section 1.3, responsible for the paving of dirt road ways between the years of 2003 and 2007 by the state, the emission factor calculated for traveled unpaved roadways was of E = g/vkt. This means that for every kilometer traveled over an unpaved road, the dust emitted by one vehicle would be equal to 325 grams, approximately, for dust particles with a size under 10 microns; while in comparison, the same emission factor calculation for a paved road was of E = 0.81 g/vkt, or less than one gram, approximately, for the same traveled distance of that vehicle. To emphasize the benefit that paving a road has on the environment, the difference in dust emissions, PM 10, is a factor of 400 to one for an unpaved road versus a paved road. The following table shows the number of cases of upper respiratory illnesses in the previous several years for the City of Tijuana, as per statistics provided by State of Baja California Public Health Institute. Year Illnesses Acute Respiratory Illness 224, , , , , ,544 Asthma 4,153 4,911 4,765 3,729 3,215 2,513 Pneumonia and Bronchitis 3,103 3,270 2,272 2,393 2,205 2, Environmental Assessment According to the General Directorate of Ecology for the State of Baja California (DGE in Spanish), and according to the provisions of Article 45 of the Environmental Protection Law of the State of Baja California, construction projects and activities that due to their particular characteristics will not cause a significant adverse impact, they shall be exempt from the submittal of an Environmental Assessment Document. 7

8 It is important to mention that the area benefited by the project is an urban area and therefore, it is estimated that there will not be compelling biotic effects as there are no sensitive habitats or ecosystems in the project area. The most significant and unavoidable impacts of the project will occur during pavement due to excavation, filling and compacting activities. Said impacts will be caused mainly by earth displacement and the use of heavy machinery necessary to complete the tasks of the project and which may cause a significant dispersion of PM 10, excessive noise, emission of air pollutants, traffic problems and access to the neighborhoods and businesses, causing probable economic problems to the affected area. These impacts will be temporary, as once the streets are paved, we anticipate not only the reduction of PM 10 particles suspended in the air, but also said roadways will return to their normal use, therefore the temporary consequences caused by the construction will disappear. During the implementation of the project all the necessary measures in order to reduce said temporary effects will be applied, through preventive actions which include among others: irrigate earthworks and exposed materials to control their dispersion, perform maintenance on the construction equipment to improve its performance and thus reduce the emissions, properly handle leaks to prevent ground contamination, restrict traffic in the work areas to reduce dust production, and instate a restricted work schedule to minimize all these negative temporary effects. Table 2-2 presents standard mitigation measures that will be considered during the construction phase AIR AND NOISE Site Preparation of the Areas to be Paved. Emission of dust and gases caused by excavation and cleaning, terrain preparation, excavation and formation of subgrade, earthworks, hauling of excavation material and hydraulic base, formation of hydraulic base, and concrete asphalt layer. Noise emission caused by the circulation of motor Table 2-2 Mitigation Measures During Construction Phase Mitigation Measures 1.1 Minimize the emission of dust generated by vehicular traffic, by irrigating the terrain in which operations will be performed. 1.2 To comply with regulations regarding atmospheric emissions caused by motor vehicles, all vehicles used in the project will adhere to a scheduled maintenance program according to the work schedule. A canvas should cover vehicles transporting scrap materials produced during construction in order to avoid dispersing particles during the trajectory. Norm NOM-041-ECOL-1993 establishes the maximum level of polluting gases allowed for exhausts in vehicles using gasoline. Norm NOM-042-ECOL-1993 establishes the maximum level permissible of non-burnt hydrocarbons, carbon monoxide and nitrogen oxide in new motor vehicles, as well as evaporated hydrocarbons. Norm NOM-044-ECOL-1993 establishes maximum permissible levels of hydrocarbons, carbon monoxide, and nitrogen oxide, suspended particles, smoke opacity from motors using diesel. Norm NOM-045-ECOL-1993 establishes the maximum permissible levels of smoke opacity from the exhausts of motor vehicles circulating and using diesel as fuel. 1.3 All vehicles operating must close their exhausts and operate at a low speed around work area. 8

9 vehicles and the use of heavy machinery during excavation and cleaning, terrain preparation, excavation and formation of subgrade, earthworks, hauling of excavation materials and hydraulic base, formation of hydraulic base, and concrete asphalt layer. Norm NOM-080-ECOL-1994 establishes the maximum permissible limits for noise emission caused by motor vehicles, motorcycles and motor tricycles in circulation and their method of measurement. 1.4 All machinery and equipment must comply with the following norm: NOM-080-STPS-1993, which establishes the maximum levels of noise exposure by project workers. 1.5 Avoid having more than two teams working at the same time, which could generate noise levels higher than the abovementioned norm. 1.6 Work during the day to avoid causing noise while neighbors are at rest. 1.7 Provide audio protection and persuade personnel exposed to noise to use said protectors Water Site Preparation and Construction For excavation cleaning and wastewater. 2.1 A company authorized to handle these wastewaters will dispose of the wastewater collected in portable containers. These waters During construction water will be disposed of in approved areas and under the conditions will be necessary for dust established by the authorities in compliance with environmental control irrigation, laws in effect. preparation of concrete, 2.2 The use of water should be optimized during the whole project. compacting beddings, as 2.3 Potable water will be obtained in containers from local suppliers. well as potable water for 2.4 Only raw water will be used for the different activities related to human consumption, and the project. water for lavatories. 2.5 The water required during the construction stage should be obtained from a water tap provided by CESPT, or from any other source authorized by the CNA SOILS Construction stage. During excavations. 3.1 The stone materials required for construction should be obtained, preferably, from source providers authorized to do so. If this is not possible all necessary mitigation measures must be adopted in order to minimize impacts in the area. 3.2 Excavations will only be performed in areas defined by the project. 3.3 The earth-fill activities will be performed, preferably, with the material from the excavations as long as it is appropriate. The excess material should be sent to a location authorized by the Municipality. 3.4 If it is necessary to extract any material for filling or any other activity from an area outside of the project, this location will be 9

10 Handling of wastes generated during construction could affect the ground soil. restored when the project is finished to avoid erosion and changes to drainage patterns, as well as to restore the overlying native plant species cover. 3.5 If it is necessary to perform activities in an undisturbed site it will be necessary to collect the surface material for use in the restoration of areas impacted by the project or in the site itself. 3.6 Metallic containers will be strategically located with their lids in order to store different types of wastes (domestic or construction materials such as metal, cardboard, plastic, iron, etc.) in order to recycle what can be recycled in an authorized facility. The containers will include signs to indicate their contents, to help workers separate them. 3.7 All non-recyclable solid wastes must be disposed of according to the procedures and in the facilities designated by the authorities for this purpose. 3.8 The work area will be cleaned periodically to avoid contamination and to control the dispersion of waste around the area. 3.9 The bedding and compacting materials should be free of both hazardous and non-hazardous wastes In order to avoid ground contamination generated by vehicle, machinery and equipment maintenance and oil change, these activities will be carried out maintenance shops or facilities especially reserved for these activities. 2.3 Compliance with Applicable Environmental and Cultural Resources Laws and Regulations Environmental Laws and Regulations The purpose of the project is to improve the air quality according to the Official Mexican Norm NOM-025- SSA1-1993, which states the maximum limits of PM 10 concentration in the air. The projects will be performed according to the regulations stated in the construction bylaws for the execution of municipal works in the city of Tijuana, and to the recommendations provided, regarding urban development and thoroughfares by the Public Works Law of the State of Baja California. Also this construction will not affect ecologically protected areas, or ecological reserves. As well, there will be no changes in land use patterns of areas impacted by the project. During the implementation of the project, the Municipality, through its Public Works Department, will supervise the project s construction based on these regulations. As these works will be performed within the urban area on existing roadways, it is not necessary to obtain a dictum by the National Anthropology and History Institute (INAH in Spanish), as we do not anticipate disturbing any cultural or historical remains, but in that case that any cultural resources are found, these will be respected and will not be disturbed until they are evaluated by the INAH. 10

11 3.1 Appropriate Technology Project Specification 3. Technical Feasibility The streets will be paved using concrete asphalt, which is largely used for paving roadways in the city of Tijuana. To date, the final design for the proposed unimproved roadways has not been submitted by the Sponsor. The DPW will be responsible for the final design once the roadways proposed for improvements are designated. The project will require rough grading operations such as cut and fill, stabilization, compacting and preparation of the subgrade. Once the subgrade achieves the required compaction, the base course will be placed and treated to specification. The surface course will be constructed of reinforced concrete using Portland cement, directly laid over the prepared base course, with a minimum thickness of 15 cm. The project implementation includes the construction of concrete curb and gutter. Furthermore, the project development incorporates geometric design to address water runoff and possible adverse impacts to the sewer system such as infiltration. The design includes the installation of a crown along the centerline of the street with a slope towards the shoulders and a minimal gradient of 2%, directing the runoff to the gutter. When possible sewer manholes should be located along the center crown of the road, if this not an option, they should elevated over the level of the runoff and if necessary sealed to prevent water infiltration to the sewage system. The Sponsor will coordinate CESPT during the selection process of the roadways to be paved in order to verify that the streets selected have potable water and sewage services already in place. As a matter of fact, the project will not include streets that are lacking this authorization from CESPT. Furthermore, the project s final design shall include plans for each street showing the relative location of the water and sewer network. Technical Process The project will use reinforced concrete (JRCP) to pave the selected roadways since this material has a long design life, low maintenance and a lower cost, based on the benefit provided over the life of the design, than other paving materials available in the region. Furthermore the Municipal Public Works Department uses concrete in the vast majority of the paved thoroughfares, because of the above mentioned reasons; therefore, they are prepared to provide the necessary maintenance. The Public Works Department operates its own soil mechanics laboratory and performs quality control and project specifications compliance for all materials and construction on municipal roadways; in addition the directorate has a manual for evaluating the condition and maintenance requirements of concrete paved roadways. Cutting and filling of the subgrade and base will be done using a motor grader according with the elevations set on the final design; a minimum over cut of 80 cm. is required in the intersection approach area to the turns. All material obtain from the cutting of the base and subgrade will be tested before being reuse and should meet the minimum requirements for engineered fill, as specified in the final design. If the soil obtained from the existing roadway does not meet the minimum specifications, it should be dispose in the pre-assigned area as directed by the Public Works Department. The base, as part of the supporting structure of the pavement, should have a compaction rate of 100% (Proctor Test) of the dry weight and be finished to the established elevations in the field. The base material should come from an approved materials bank classified for this purpose; the specific characteristics and location, if known, should be listed in the final design. The final design should consider and list the following characteristics for the base material: grain analysis, optimal moisture content, compaction rate and instructions for laying and compaction of the base. 11

12 The soil mechanics laboratory should test and confirm that all minimum requirements for thickness and compaction, as shown on the design, have been meet. The base will be covered with a 5 mm. plastic liner made of Polyurethane prior to pouring the concrete surface. The concrete surface will be reinforced using smooth steel rods placed in a square layout; size and spacing will be according with the specifications of the final design. The concrete surface will have a minimum thickness of 15 cm. The concrete mix used for the surface will be manufactured and have a minimum compressive strength of compaction of (f c) de 300 Kg/cm², a maximum aggregate size of 1½, and the slump test should produce a maximum of 8-10 cm. The pouring of the surface slabs should be done in slabs with maximum size of 22 m.², to avoid cracking due to variations in curing time and temperature. The pouring and curing should be aided by using a curing compound like Curafesto or similar. All the slab joints should be equipped with an elastometric compound material to avoid failure by changes in temperature. The mixture shall meet the specifications of the volumetric range established by the Secretary of Transportation and contain the smalles amount of fine materials that satisfies the void content specifications. The project also includes the construction of curb and gutter type L. The curb will be constructed of Portland cement with a minimum compressive strength of 200 Kg/cm² and will be placed simultaneously with the concrete surface over the compacted base to the established design elevation. The curbs will have ½-inch steel reinforcements spaced at 1 meter maximum. The gutter will have the same mix design as the concrete surface and will be constructed as an integral member of that surface. The following figure describes graphically the structure of the pavement. Figure 2 General Design The DPW is in the process of completing the final design for the initial bidding phase projected to be conducted by the end of January, The bidding of the projects will depend on the prioritized areas selected by the DPW. 3.2 Operation and Maintenance Plan The Municipal Public Works and Services Law require that the Public Works and Services Department (DOSP in Spanish) has an operation manual for maintenance of new and existing paved roadways. Currently this agency has a manual for evaluating the condition and the maintenance requirements of concrete paved roadways. Also, any specific maintenance requirements included in the final design will be 12

13 incorporated into this existing document. Otherwise, any deficiencies or additional elements related to the project will be included during the implementation of the project. 3.3 Compliance with Applicable Design Regulations and Standards The project design was done according to the requirements established by the DOSP, as well as according to standard engineering practices. This project complies with the design regulations established by AASHTO (American Association of State Highway and Transportation Officials) and also complies with the test requirements of ASTM (American Society of Testing Materials). During the implementation of the project, the environmental regulations will be applied by the Environment Department of the municipal government. Pending Items Final Design for the proposed roadways. Specific requirements for maintenance and operation will be develop with the final design and during the project s implementation. 13

14 4.1 Financial Feasibility 4. Financial Feasibility and Project Management The North American Development Bank (NADB) reviewed the financial information presented by the City of Tijuana and determined that the ability and financial structure proposed for the project are adequate. The information presented and the financial analysis includes: i) Historical financial statements and pro forma; ii) Financial structure of the project; iii) Capital improvement plan; iv) Operation and maintenance budget and pro forma; v) Sensitivity analysis and break-even analysis; and vi) Economic and demographic information. The review of the financial information is part of the financial feasibility analysis prepared by the NADB. This analysis will be presented to the Board of Directors as part of the loan approval process. The summary of the financial analysis is presented below: The total cost of the project is estimated at $600 million pesos, including design fees, indirect fees, supervision, contingencies and sales tax. Direct costs are estimated at $492 million pesos and indirect costs at $108 million pesos. TABLE 4-1: TOTAL COST (Millions of pesos) ITEM MX$ % Direct costs % Indirect costs % TOTAL % Source: City of Tijuana, 2005 The City of Tijuana has requested a loan from the NADB to supplement the $300 million pesos that will be contributed by the City. Table 4-2 presents funding sources for the project. 14

15 TABLE 4-2: FUNDING SOURCES (Millions of pesos) PERIOD ( ) ITEMS Direct construction costs % Fees and supervision 90 15% Loan fees 18 3% TOTAL % SOURCES City of Tijuana and Federal Funds % NADB loan % Source: City of Tijuana, 2005 Figure 4-1 presents the funding sources for the project. TOTAL % FIGURE 4-1: FUNDING SOURCES Funding requirements = MX$600.0 million pesos 50.0% N 50.0% Aportaciones municipales Crédito del BDAN The City of Tijuana initiated the implementation of the first year of its paving program and has allocated $48 million pesos. This amount corresponds to 16 percent of the City s allocation. In general terms, the analysis shows that the City of Tijuana has an efficient management of its finances. Its financial indicators are above national standards. A healthy financial management system has allowed the City to operate in a surplus and the projected revenues from the City will be sufficient to service the NADB loan and continue with their own public programs. 4.2 Fee/Rate Model The City of Tijuana has determined that the benefited residents will pay 30 percent of the total project cost, with an interest-free payment term of 3-months. However, the citizen s contribution is not part of the loan guarantee, since the loan will be paid by the City of Tijuana. The Sponsor may consider exceptions, on a case by case basis, to allow the benefited residents to receive an extended term for paying their contribution. 15

16 4.3 Project Management The City of Tijuana authorized the City to undertake a NADB loan to finance the project. The project will be managed by the DPW, through its paving group. The DPW has enough capacity to implement the project, as it has, in 6 months so far this year, paved a total of 450,000 m 2 of streets. 16

17 5. Community Participation 5.1 Comprehensive Community Participation Plan The Steering Committee provided BECC with the Public Participation Plan on November 22, The objectives of the Plan are to assist the Committee on its endeavors and to define a strategy for public outreach. Local Steering Committee The City of Tijuana is working with BECC and NADB to certify 2 projects: a solid waste project, and this air quality and street paving project. Considering that the project sponsor is the same, a single Steering Committee was formed for both projects, which will avoid duplication of efforts and provide savings in financial and human resources. Thus on October 27, 2005 at the CANACO offices in Tijuana, a meeting took place to formally install the Steering Committee for both Tijuana projects. With an attendance of approximately 25 people, representing social, business, and academic groups, a board was elected as follows: President: Diego Martínez Martínez. Iberoamericana University President. Vice-President: Rigoberto Díaz, President of the Board of Arquitects of Tijuana Spokesperson: Carolina Aubanel, Information Coordinator for the Tijuana City Council Technical Secretary: Yolanda Enríquez, director of the Municipal Planning Committee (COPLADEM) During the installation of the Steering Committee, information was presented about the 2 projects that are seeking BECC certification. A series of questions and comments were generated that allowed the group to clarify project-related concerns. Meeting with Local Organizations Project information meetings have taken place with several local groups and NGOs of recognized stature in the community. Public Access to Project Information The Steering Committee, with the support of COPLADEM, prepared written information about the projects, with the purpose to carry out public outreach activities and inform the community that project related materials are available for review. The sponsor is using all means possible to distribute project information, including delivery of project information by the Steering Committee during meetings with local organizations. 17

18 Public Meetings As part of the BECC certification criteria, at least two public meetings must take place, with an open invitation to the public. The purpose of the meetings is to present project details, clarify any questions regarding project development, and obtain feedback from the community. Project benefits and impacts are presented in the public meetings. Also, minutes from the meetings are prepared and are included as part of the Final Public Participation Report. First public meeting: The first public meeting took place on December 13, 2005 with over 370 attendees. The meeting took place at the Mayor s office and it started at 11:00 AM. The purpose of the meeting was to present the project components and respond to questions by the interested parties and gauge public support for the project. At the end of the meeting, 227 people responded to a survey where 98 percent expressed their support for the project. Second public meeting: This meeting has not been scheduled yet, but it is anticipated that it will take place during the third week in January Report Documenting Public Support Once the public meetings take place, the Final Participation Plan will be prepared. The Plan will include all the comments made by the community during the public meetings and will also gauge public support for the project. Pending items Second public meeting Final Public Participation Report 18

19 6. Sustainable Development The project was developed within a framework of sustainable development. Sustainable development incorporates environmental, social and economic needs through the protection of natural resources. 6.1 Definition and Principles According to the definition of sustainable development, the project of street paving in Tijuana must comply with the concept of economic and social development based on the conservation and protection of the environment and the rational use of natural resources, always considering the needs of the present without compromising the capability of future generations to meet their own needs. The first principle of sustainable development criteria indicates that the project must produce a benefit for human health based on the right to a healthy and productive life in harmony with nature. In this regard, the project will comply by improving the air quality through reduction of PM 10 particles, the main cause of rising respiratory illnesses, eye and nose irritation, and aggravation of asthma, decrease in lung function, and an increase of respiratory symptoms in the City of Tijuana. The second principle establishes the right to develop, as long as there is compliance with the development and environmental needs of present and future generations. The project complies with this principle by eliminating, through paving, the emission of dust particles and as a result to reduce atmospheric pollution, in a way that preserves the environment for the current and future population. Furthermore, this will improve motor-vehicle traffic and will promote economic development to aid in the development of present and future generations. The third principle states that in order to achieve sustainable development, environmental protection must be an integral component of the project. In this regard, the principal purpose of paving is to reduce fugitive dust particles, especial PM 10 particles, which are the product of vehicular traffic on unpaved roads and the prevailing winds in the region. The abatement of particulates in this zone and throughout the border region will have the result of improving the health of the residents of the two towns that share the atmospheric basin. In essence, the implementation of the project has the intention of improving air quality in the region that is an integral part of the improvement of the environment of border communities. The fourth principle states that those groups affected directly by the implementation of the project of environmental infrastructure must have the opportunity to make decisions about the protection and management of environmental resources, jointly with involved groups and institutions to improve social, economic, and environmental conditions with the purpose of achieving a balanced planning. The fulfillment of this principle is met by means of forming committees, the Steering Committee, through meetings with interested organizations, the outreach about the project using mass communications media and through public meetings and surveys conducted throughout the process of public participation. 6.2 Institutional and Human Capacity Building The actions considered by the project will strengthen the City of Tijuana by increasing its capability to provide service and coverage of paving, by instituting a financial structure that guarantees the financial sustainability of the project. Moreover, the NADB s loan will not impact the financial situation of the City but could help improve the City s debt capacity, an important consideration to maintain their current bond rating. The project will be operated by the Public Works and Services Department of Tijuana, which has the trained personnel, a training program, and an operating manual to take proper care of the streets. 19

20 6.3 Conformance with Applicable Local and Regional Conservation and Development Plans The project meets what is set forth by the Municipal Plan for Development by aligning itself with the goals established in regard to strengthening the urban infrastructure by paving roads important due to their geographic location, their traffic levels, and their influence on circulatory patterns. The Urban Development Department has under its care the general coordination of all aspects impacting urban development, such as establishing the policies for development of the urban area by means of comprehensive planning, specifically by means of the Municipal Development Plan with the purpose of reinforcing basic public services taking into account the aspect of sustainable development. The National Program on Natural Resources and the Environment establishes that due to its demographic and economic dynamics as well as its environmental characteristics, Mexico s northern border is singled out as a priority region for the design and application of environmental policies and programs..6.4 Natural Resource Conservation The project has as its goal to improve air quality at the atmospheric basin of Tijuana and to benefit the health of the region s inhabitants, without causing any damage to the environment. The project itself does not interfere with the conservation of the locality s natural resources, since it will take place on existing roads inside the urban area without any need for changing land uses. 6.5 Community Development The project will foster community development by reducing the incidence of respiratory illnesses in the region. Within this idea, a direct benefit to the community is forecasted by improving the quality of life of the residents due to a decrease in the pollution levels by reducing transportation times when motorists are provided with quick access to emergency and public security services. In addition, economic development is fostered and property values increase. In addition, the City of Tijuana coordinates local committees, which act as a liaison between the community and the City. These committees make the request to the City for several projects, including street paving. 20

21 List of available documents: -City map -List of streets to be paved -Sample final design -Health statistics from the Public Health Services Institute of the State of Baja California (1999 through 2004.) -Project strategic plan for the air quality and street paving project in Tijuana, Baja California. 21