I was part of a team that submitted for the Upper Valley Traffic Study; our team was not selected. But I know well the extent and importance of this work, and the difficulty involved in a thorough analysis. And I know what this work costs to do well.

In 1981-1982, I worked on a master plan and rezoning of several thousand acres of land in Northwest El Paso (South of Artcraft to north of Transmountain; I-10 east to the toe of the mountain slope). At the time, the cross-Valley highway on the MTP (Major Thoroughfare Plan) was designated at Borderland Road. Redd Road also was identified for a Valley crossing. I discussed with my client relocating the connecting thoroughfare (I-10 to the state line, then to Santa Teresa) from Borderland to Artcraft Road.

There were numerous reasons for relocating the connection. First, the Borderland Road at I-10 was in a major drainage (100-year storm flow about equal to 1/3 the Rio Grande at flood stage); second, the number of properties to be acquired through purchase/eminent domain would have exceeded 100. Third, right-of-way existed along Artcraft, and the number of property owners to be dealt with in Texas was significantly lower. Fourth, there was open land available at Doniphan that could accommodate on-off ramps. Fifth, the Borderland neighborhood ("La Borla") would have been devastated, dividing an older community (Environmental Justice before it was a term).

My client told me he did not believe I would be successful, but to go ahead and try, because it made sense. The process took over a year, and I was successful. New Mexico built their part of the road; Texas lagged, but Artcraft finally opened near the turn of the century. One must live a long time to see results of labor.

Earlier, I had been involved with a subdivision in the Valley, west of Montoya Road; the owner was required to donate right-of-way for the extension of Redd Road. I told the City of El Paso in 1979 and again in 1982 that I believed they lacked the political will to build Redd, irrespective of its importance, interchange link, etc. Prescient.

I also worked with potential cross-sections for Country Club, to determine whether reasonable improvements could be made within existing right-of-way to improve its operation. The answer then was yes; still is.

The importance of this discussion has to do with the function of an economic region. We live in one that extends from northern Mexico to Alamogordo, Las Cruces, and beyond. The State of New Mexico, and its entire congressional delegation to Washington, support economic development in southern Doña Ana County. This is important, as the Santa Teresa area includes over 30,000 acres of private land. Much more is held by federal and state agencies. Opposite, at San Jerónimo, Mexico, lie over 40,000 acres of private land. There is no river; the Port of Entry can be expanded with a bulldozer, not a bridge. Rail connection to Mexico is relatively straightforward, also. Activity is moving rapidly on the Union Pacific rail facilities, which will be accompanied by relocation of several hundred well-paying jobs; New Mexico quickly provided the railroad with about everything they needed to incentivize the development.
Doña Ana County’s Foreign Trade Zone in the area recently was expanded significantly. There is an airport, already the site of package freight operations, with promise of more; many private planes are based there; the main runway expansion is under construction; another runway is on the planning boards; and there is a great little air museum.

Local roads will be realigned, and new ones constructed. An excellent highway connects Santa Teresa to the west; the High Mesa Road connecting Santa Teresa to I-10 west of Las Cruces has been on the planning boards for ten years. And due to the transportation links, location of major federal facilities is very possible, and likely.

The University of Phoenix has an apparently successful operation at Santa Teresa. Both water and sewer are available throughout the region, including much of the Mesilla Valley (allowing lots of 6,000 square feet). There are State economic incentives to develop horse properties in the Sunland Park area. That community is working toward a port of entry.

Some say El Paso should not build roads for New Mexicans to drive here to work. Quite the contrary, in the long term. El Pasoans very likely will be driving to New Mexico to work. Until they move there.

I will be interested in the results of the Upper Valley Traffic Study. I also will be very critical of it, if the numerous discoverable issues are not included in the analysis. The region and area will grow significantly. The last thing El Paso should do is what Albuquerque did, regarding Rio Rancho, which is now the third largest city in New Mexico. Santa Teresa could displace it, in record time.

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Wayne Grinnell has been involved in private and public sector land planning and development in the El Paso, Texas/Southern New Mexico region for over 30 years. He is a member of the Counselors of Real Estate (CRE) and the American Institute of Certified Planners (AICP). He is Vice-President of Planning and Development of the CSA Design Group in El Paso.