19th Ave Transit Study Fall 2013 Presentation and Survey

19th Avenue Transit Study
Self-Guided Presentation and
Survey
September/October, 2013
www.sfcta.org/19thave | 415.522.4838 | liz@sfcta.org
Welcome to the 19th Avenue Transit Study Self-Guided Presentation and Survey! This
presentation has been designed to share the same content that will be shared at public
meetings and presentations during round two of outreach in Fall 2013. The 19th Avenue Transit
Study builds on recent planning efforts to develop plans for a west-side, grade-separated (i.e.
partial subway, tunnel, or bridge) alignment of the M-Ocean View light rail as it traverses the
neighborhoods surrounding 19th Avenue between St. Francis Circle and Broad at Orizaba. The
purpose of the Study is to determine the feasibility, benefits, and impacts of such an
investment, guided by a framework of eight goals all centered on improving conditions for all
19th Avenue travelers as well as neighboring residences, businesses, and institutions. After
reviewing this content, you will be asked to answer several questions. Your input is critical to
informing the Study’s recommendations and next steps! You can expect to spend 30 minutes
reviewing materials and answering the questions. You can also learn more at the Study website
at www.sfcta.org/19thave.

2
How We Got Here > What’s New > Next Steps
The origin of the Study dates back to land use decisions that were made several years ago. In
2008, the Board of Supervisors requested that the San Francisco Planning Department conduct
the 19th Avenue Corridor Study to analyze the cumulative impacts of plans for increased land
use intensity at San Francisco State University, Parkmerced and other potential future
developments in the vicinity of 19th Avenue. Corridor stakeholders, including community
members from West Portal, Lakeside, SF State, Parkmerced, Merced Heights, Merced Extension
Triangle, Ingleside Heights, and Ocean View helped the city set goals and infrastructure
investment priorities to improve existing conditions and support future plans.
Source left to right: SF State Campus Master Plan, SF Planning 19th Avenue Corridor Study, Parkmerced Transportation Plan

3
New locations where light rail crosses Highway 1
The city already committed to a version of these priorities in the Parkmerced Development
Agreement. The agreement calls for Parkmerced to build a new segment of the M-Ocean View by
crossing 19th Avenue at-grade twice: at 19th Avenue/ Holloway and at 19th Avenue/Junipero Serra,
an infrastructure investment valued at $70 million.
Source: Parkmerced Transportation Plan

4
Fourth Southbound Travel
Lane
While this investment would help address strong and safe transit access for SF State and
Parkmerced, it would also make travel time on the M-Ocean View longer, and increase traffic
congestion on 19th Avenue. To mitigate traffic congestion, the Development Agreement between
Parkmerced and San Francisco calls for the addition of a southbound lane on 19th Avenue between
Holloway and Junipero Serra and a third northbound left-turn lane at 19th/Junipero Serra.
During the Parkmerced transportation planning process, there was recognition that this funding
might be better spent in support of a project to take the M-Ocean View over or under the street in a
bridge or subway, avoiding the need to add lanes, providing faster transit, and allowing for a safer,
more attractive pedestrian environment. The Development Agreement set aside provisions to allow
a larger vision for the M-Ocean View and 19th Avenue to be studied before finalizing the decision
about how the $70 million will be invested. The current 19th Avenue Transit Study is the opportunity
to study such a larger investment. The Development Agreement gives San Francisco until July 2018
to complete environmental review of such a larger investment.
Credit: Top: Office of Cheryl Barton; Bottom: Parkmerced Transportation Plan

5
The San Francisco County Transportation Authority applied for and won a planning grant to
develop feasible options, and analyze potential benefits and impacts. The California Department
of Transportation (Caltrans) awarded funding to conduct the 19th Avenue Transit Study, with
local matching funds provided by the Prop K half-cent transportation sales tax, and
contributions from the major landowning stakeholders of Parkmerced, San Francisco State
University, and General Growth Properties (owners of Stonestown Galleria). The Study is a
collaboration between these funding partners, in close cooperation with the San Francisco
Municipal Transportation Agency (owners and operators of Muni), the San Francisco Planning
Department, the Mayor’s Office of Economic and Workforce Development, and BART.
A team of technical consultants have also assisted with the Study’s work: Arup (lead), Fehr &
Peers (traffic analysis), Office of Cheryl Barton (landscape architecture), Circlepoint (outreach)

6
The Study has been underway since Spring, 2012. After doing a comprehensive technical
assessment of needs, the team generated multiple conceptual alternatives. In February 2013,
the Study team hosted its first round of public outreach, sharing these alternatives for public
input. Since that time, some alternatives have been removed from consideration or modified
based on that input. The remaining alternatives have been carefully evaluated to understand
how well each would achieve the Study’s goals. With this information now available, the Study
team is seeking input on community preferences among these options.

7
Planning Goals Framework
Eight goals have
guided the
development and
evaluation of options.
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 of
life
Transit-
oriented
land use
Community,
supported,
feasible
project

8
What we heard…. These ideas don’t work for
my neighborhood…
During the first round of outreach, a notable majority of those participating
voiced concern with one of the northern crossing options that would have built
a light rail bridge over the roadway (N4). In addition, a notable majority voiced
concern with one of the southern crossing options that would have tunneled
under Junipero Serra Boulevard and continue on the north side of Brotherhood
Way (S3).

9
What we did…
The Study team dropped these options from further consideration at the close of the first
round of outreach.

10
What we heard…. I don’t like one part of this
idea…
A common criticism of the longer subway option was that it considered a pedestrian
bridge over 19th Avenue to provide east-side connectivity from Wyton Lane to a new
northern location of the SF State station. Many expressed concern that such a structure
would not support the character of the existing neighborhood.

11
What we did….
We found that an at-grade, signalized crossing at this location would be feasible from a
traffic perspective, and have changed the option accordingly.

12
What we heard….
I have another
idea…
We received a lot of feedback on other ideas to explore. Four of the most common
suggestions included: 1) starting the subway in West Portal, 2) starting the subway
before St. Francis Circle, 3) including a subway station at Ocean Avenue, and 4)
continuing the subway through the entirety of SF State and Parkmerced.

13
What we did….
Highest-
Performing
Option
> Daly
City
1
2
3
4
5
The Study team completed a
preliminary assessment of
these common variants. The
Study team will be interested
in additional feedback on
these options to determine
whether a more
comprehensive evaluation of
any are merited in future
phases of this project or as
separate community planning
efforts.

14
Baseline Longer Subway and Bridge Shorter Subway and Tunnel
Below ground/subway
At grade/street level
Above ground/bridge
Tail track (used for trains running a shorter route between Downtown and Parkmerced)
Range of potential station location
Three alternatives are still under consideration.

15
Below ground/subway
Above ground/bridge
Tail track (used for “short” trains to run only between Downtown and Parkmerced)
Longer Subway and Bridge
The Longer Subway and
Bridge alternative has
been to determined to
perform better again the
Study’s goals.

16
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 Hts
performs better than tunnel because:
• Faster light rail travel time
• Creates a new bike/ped link
• Costs $160 million less

17
Key Benefits
The Longer
Subway and
Bridge option
provides these
key benefits.
Longer
Subway
and Bridge
35-45%
faster M-
Ocean View
travel time
in corridor;
$2 million/
year
operating
cost
savings
30-50ft 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

18
Below ground/subway
Above ground/bridge
The next images show
visuals of the Longer
Subway and Bridge
alternative at various
points throughout the
corridor. Each green
shaded area has a
corresponding visual that
will be shown, from north
to south. The next slide will
show an images of the M-
Ocean View in the Lakeside
neighborhood between St.
Francis Circle and
Eucalyptus.

19
This image shows the M-Ocean View traveling through the Lakeside neighborhood today: St. Francis
Circle is in the bottom right corner, and 19th Avenue is just past the left extent of the photo.
Source: 2013 Microsoft Corporation Pictometry Bird’s Eye @2012 Pictometry International Corporation.

20
This image shows how a portal might be constructed to transition the M-Ocean View underground.
Note another option we will continue to study brings the M-Ocean View underground just before St.
Francis Circle, in which case the train would be fully underground in the Lakeside. This phase of the
Study will not make final decisions about how space freed up from the light rail will be re-purposed;
however, one idea that has been discussed is that the space freed up could be closed to public
access, eliminating the graffiti/vandalism issue that currently exists in the neighborhood.
Underlying source: 2013 Microsoft Corporation Pictometry Bird’s Eye @2012 Pictometry International Corporation.

21
Below ground/subway
Above ground/bridge
The next image shows a
concept for a new
Stonestown/Mercy High
School station moved north
from the current station at
Winston Drive.

22
Today 19th Avenue between Stonestown Galleria and Mercy High School has: 3 travel lanes in
each direction, a northbound turn lane, and two center-running light rail tracks.

23
With the Longer Subway and Bridge alternative, the light rail tracks move underground, with
station entry points from both sides of the street. The new station would also provide a direct
walking connection between Mercy High School and the Stonestown Galleria, a high demand
crossing location that is currently closed.

24
Below ground/subway
Above ground/bridge
The next images show
how the Longer Subway
and Bridge alternative
might look in front of
San Francisco State
University.

25
Today 19th Avenue and Holloway is a very high-activity pedestrian and transit node; riders must
cross 3 travel lanes and a bus loading area to get to/from campus. During peak hours crossing
guards enforce when transit riders can cross to reduce the temptation to run across the street
against the light to catch your train or get to class
Source: 2013 Digital Globe S Geological Survey, USDA Farm Service Agency: Map data 2013 Google

26
The change creates an opportunity for wider sidewalks, larger bus stops, and a landscaped, median
and pedestrian refuge. The SF State station could be located anywhere between the location
shown, and a location south, between Holloway and Crespi.
Underlying aerial source: 2013 Digital Globe S Geological Survey, USDA Farm Service Agency: Map data 2013 Google

27
The proposed also contemplates re-directing westbound Holloway traffic to a re-aligned Crespi east
of 19th Avenue. Vehicles traveling through the area would be directed to Crespi be able to connect
back to Holloway west of 19th. This change would make for a safer crossing across 19th Avenue at
Holloway because it would eliminate conflicts between pedestrians crossing 19th Avenue and
vehicles making northbound left-turns. It would also support faster light rail travel time.
27

28
In cross section view, the M-Ocean View at 19th Avenue in front of San Francisco State
University looks like this today.

29
It would change to look more like this in the future with the Northbound/Inbound track
underground.

30
Below ground/subway
Above ground/bridge
South of Junipero Serra, a
segment of 19th Avenue
that currently has light rail
on it would no longer have
it in the future.

31
The street would go from looking like this, as it does today…
Source: 2013 Google Image Date: April 2011, Google Street View

32
…To a different, calmed and greened look. This image contemplates a landscaped median and
narrowed travel-ways with angled parking. However, other options that will be explored further in
subsequent phases might include wider sidewalks and/or an improved bike lane or bike
treatment.
Underlying source: 2013 Google Image Date: April 2011, Google Street View

33
Below ground/subway
Above ground/bridge
The next image discusses the
bridge that would connect
Parkmerced and Ingleside
Heights.

34
Photo Credits: left, Arup; center: Craig Philpott; right: Melanie Curry
To build such a bridge, Junipero Serra would be lowered by about 10.5 feet (the red line shows the
current street level). The street lowering would reduce traffic noise nearby. The bridge would serve
both the M-Ocean View, as well as walkers and cyclists. In the next phase, the Study team will work
closely with the neighbors along Randolph to design the street where the bridge would land.
Technical work during this phase has indicated that the bridge would fit fully in the public right-of-
way, and vehicle access to all driveways would be maintained, although on-street parking would
need to be removed. The bridge is an opportunity to create an iconic visual treatment at the
southern entrance to San Francisco. The aesthetics of the bridge would be determined at a later
phase, through a community process.

35
Below ground/subway
Above ground/bridge
The last image shows a view
of Randolph near Arch
Street.

36
Today, the street looks like this.
Ssource: 2013 Google Image Date: April 2011, Google Street View

37
In the future, an upgraded station could extend the sidewalk out into the street, providing level
boarding for all users.
Underlying source: 2013 Google Image Date: April 2011, Google Street View

38
0.2
-1.8
-0.7
-2.0
-1.5
-1.0
-0.5
0.0
0.5
Baseline Longer Subway
+ Bridge
Shorter Subway
+ Tunnel
Net Change in Annual Operating Costs (in
millions of 2013 $) Capital Cost, millions
of 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
*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
The Longer Subway and Bridge alternative would reduce the annual cost to run the M-Ocean View
by about $2 million as compared to what it would cost to run the future Baseline alignment
through Parkmerced. Because a capital project explored here would come with a long useful
project life of 80-100 years, a savings every year starts to add up to be quite substantial. The most
likely capital cost for the Longer Subway and Bridge alternative is about $520 million. The Shorter
Subway is $90 million less expensive, but results in less than 50% of the operating cost savings as
the Longer Subway.
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

Travel time
implication
Capital Cost
(2013 $)
Subway through
West Portal
-2:25 to
-2:50
+$400-800 M
St. Francis Circle
grade separation
-1:40 +$40-60 M
Subway station at
Ocean Ave
+0:25 +$40 M
Subway through
SF
State/Parkmerced
-0:25 to
-1:50
+$90-180 M
Create enhanced
connection to Daly
City BART
-0-8:00 $30 M-$300 M
39
For continued Study in next phase
Many project additions were suggested during
the first round of outreach as well as in past
planning efforts. Those outlined in blue will be
studied further in the next phase. The others
would require their own separate community
planning processes to advance because their
project boundaries are outside the Study area.
In the case of the West Portal subway, it is not
clear there is strong community support to
study such an improvement (this idea was
rejected when BART build the Muni Metro
subway), but if there is, a separate community
process would be needed to understand
benefits and impacts. In the case of enhanced
connections to Daly City BART, the M-Ocean
View grade-separation options all are consistent
with future enhanced connections to Daly City
BART. Because of the Development Agreement
timeline and large potential benefits of
grade-separation project, the next phase will
focus exclusively on this improvement. The next
slide shares more about different options for
such an enhanced connection.

40
LRT extension:
$200-300 m
Bus/Shuttle
Package: $30-40 m
Two options were considered. The first
would extend the M-Ocean View to
Daly City BART, traveling in a bridge in
the median of Junipero Serra and
rising over I-280 to land in the BART
parking lot. This alignment would
require removal or replacement of the
Alemany flyover ramp. The other
option would route buses through
Parkmerced to avoid future traffic
congestion forecast on Junipero Serra,
and create a bus-only lane on John
Daly Boulevard.

41
Rail Connection Criterion
Enhanced Bus
Connection
5 minutes
Travel time:
SF State to
Daly City
6-11 minutes
1-8 minutes
savings
Potential
Travel-Time
Savings
0-2 minutes
+$300k/year Muni;
Potential decrease
in shuttles
$800k/yr
Change in
Operating
Cost
Potential Muni
savings of
$400k/year
$200-300
million
Capital
Cost
$30-40
million
Travel time: SF State to Daly City Today: 6-13 minutes
Relative to the travel time it takes
buses/shuttles today (about 6-13
minutes depending on congestion), the
rail connection would decrease travel
time by 1-8 minutes (for a 5 minute
trip), while the enhanced bus
connection would only shave time off
the high-end time (for a 6-11 minute
trip). The light rail connection would
increase Muni’s operating costs by
about $300,000/year but potentially
save SF State and Parkmerced up to
$800,000/year if the new service were
to fully replace their private shuttles to
Daly City Station. Saving two
minutes/trip could save up to
$400,000 in Muni operations.

42
Open for Service
Environmental Review and
Preliminary Design
(3-3.5 years)
Conceptual
Design
(1 year)
Final Design and
Construction
(4-6.5 years)
Study
Completion
(by end of year)
Potential implementation pathway for Longer Subway and Bridge alternative
This phase of Study is expected to be complete around the end of the calendar year. The next
phase, conceptual design, will answer some questions this phase has not, as well as complete a
Project Study Report, a requirement for projects affecting the State Highway System. After, the
project will conduct a thorough analysis of the proposed project’s impacts on the environment,
identifying mitigations for any significant impacts. Then, the project would enter detailed design
and construction, with actual construction duration expected to last between two and three-and-a-
half years, after which the project would be ready to open for service.

43
And now… the survey!
Please visit
https://www.surveymonkey.com/s/19thsurvey
to share your input

19th Ave Transit Study Fall 2013 Presentation and Survey

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