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 Commit mmitmen ment 4
Planning nning Go Goals s Framewo ework rk M-Ocean View speed, reliability, Community, M-Ocean capacity supported, View access, feasible passenger project experience Bus shuttle 19 th Avenue Transit- speed, Transit oriented reliability, land use Study access Sense of Attractive, place, safe, neighbor- walking and hood quality cycling Reliability of of life conditions private vehicle travel 5
Alternatives rnatives Evalua luated ted Longer Subway and Bridge Baseline Shorter Subway and Tunnel Below ground/subway Range of potential station location At grade/street level Above ground/bridge 6 Tail track (used for “short” trains to run only between Downtown and Parkmerced)
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 7
Longer er Subwa way y and Bridge Key Benefits its 35-45% faster M- Ocean View travel time More $2 million/ in corridor; reliable year vehicle operating travel cost savings Reductions 30-50 ft for Longer in light rail, wider Subway and traffic noise sidewalks, in some bus stops, Bridge locations medians Enable 3-car Four new trains through places to cross the Parkmerced; Distance future street across the flexibility street from 120 to <80 ft 8
Capital ital and Operating ting Cost sts Capital Cost, millions of 2013 $ Baseline $70 Longer Subway + $520 most likely Bridge ($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 *Does not include: change/increase in fare revenue, reduction in developed in accordance with Association for the capital cost if fewer train sets are needed; systemwide average Advancement of Cost Engineering Internal best practices, maintenance/station staffing costs included in operating cost +30% soft costs changes 9
Community response generally enthusiastic 10
Potential implementation pathway Study Completion Pre-Environmental Study Environmental Review and Preliminary Design (March 2014) (EIR/S Scoping) (3-3.5 years) (1-1.5 years) Final Design and Construction Open for Service (4-6.5 years) 11
Capital Plan and CIP • 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
NEXT PHASE: Pre-Environmental Review Study • PURPOSE – To scope EIR/S and refine project • DELIVERABLES – Caltrans PSR (Project Study Report) – Funding & Implementation Strategy – 5-10% Design • PARTNERSHIP – SFMTA/Transportation Authority
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