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Study Corridor dor
Slides courtesy of San Francisco County Transportation Authority
19 th Avenue/M-Line Southwest Subway SFMTA Board of Directors - - PowerPoint PPT Presentation
19 th Avenue/M-Line Southwest Subway SFMTA Board of Directors - - PowerPoint PPT Presentation
19 th Avenue/M-Line Southwest Subway SFMTA Board of Directors April 1, 2014 Study Corridor dor Slides courtesy of San Francisco County Transportation Authority 2 Exist sting ing Conditio itions ns 3 Baseline line Parkmerc erced ed
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Exist sting ing Conditio itions ns
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Baseline line Parkmerc erced ed Commit mmitmen ment
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Planning nning Go Goals s Framewo ework rk
19th Avenue Transit Study
M-Ocean View speed, reliability, capacity M-Ocean View access, passenger experience Bus shuttle speed, reliability, access Attractive, safe, walking and cycling conditions Reliability of private vehicle travel Sense of place, neighbor- hood quality
- f life
Transit-
- riented
land use Community, supported, feasible project
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Alternatives rnatives Evalua luated ted
Baseline Longer Subway and Bridge Shorter Subway and Tunnel
Below ground/subway At grade/street level Above ground/bridge Tail track (used for “short” trains to run only between Downtown and Parkmerced) Range of potential station location
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Longer Subway Benefits Longer Subway performs better than Shorter Subway because:
- Faster and more reliable light rail, bus, shuttle travel time
- More space available to widen sidewalks and improve
pedestrian and bicycle comfort and safety
- Costs $90 million more in capital, but saves $1.1 million/year
more in operating costs
Southern bridge, Parkmerced-Ingleside Heights performs better than tunnel because:
- Faster light rail travel time
- Creates a new bike/ped link
- Costs $160 million less
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Longer er Subwa way y and Bridge Key Benefits its
Longer Subway and Bridge
35-45% faster M- Ocean View travel time in corridor; $2 million/ year
- perating
cost savings 30-50 ft for wider sidewalks, bus stops, medians Four new places to cross the street Distance across the street from 120 to <80 ft Enable 3-car trains through
Parkmerced;
future flexibility Reductions in light rail, traffic noise in some locations More reliable vehicle travel
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Capital ital and Operating ting Cost sts
*Does not include: change/increase in fare revenue, reduction in capital cost if fewer train sets are needed; systemwide average maintenance/station staffing costs included in operating cost changes
Capital Cost, millions
- f 2013 $
Baseline $70 Longer Subway + Bridge $520 most likely ($420-$780) *$90 mil. difference between shorter and longer subway , $160 mil. difference between bridge and tunnel
Source: Arup, Level 5 Rough Order of Magnitude Costs developed in accordance with Association for the Advancement of Cost Engineering Internal best practices, +30% soft costs
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Community response generally enthusiastic
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Potential implementation pathway
Study Completion
(March 2014)
Pre-Environmental Study (EIR/S Scoping)
(1-1.5 years)
Environmental Review and Preliminary Design
(3-3.5 years)
Final Design and Construction
(4-6.5 years)
Open for Service
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- SFMTA 20-YEAR CAPITAL PLAN – Highest rated project in Transit
Optimization and Expansion
- SFMTA DRAFT 5-YEAR CIP
- Next Phase (Pre-Environmental Conceptual Design)
$1,020,000 in FY 2015
- Environmental Phase - $3.0 M+ in FY 2016-18
Capital Plan and CIP
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- PURPOSE – To scope EIR/S and refine
project
- DELIVERABLES
– Caltrans PSR (Project Study Report) – Funding & Implementation Strategy – 5-10% Design
- PARTNERSHIP – SFMTA/Transportation