Go to the Friends of Caltrain for the most current actions to save Caltrain.
Last week, Rita Haskin of SamTrans/Caltrain gave a presentation about the MTC process for Clipper 2.0 requirements gathering.
Some good news with regard to ideas for increased fare integration. The MTC committees are considering station (distance?) based fares and a ride accumulator model, where instead of a monthly pass, you ride until you reach a fare limit.
With regard to fare integration ideas such as a regional day pass, Haskin’s perspective is that it would cost too much to have a fare that covered the maximum possible usage. Asked whether it would be possible to do statistical analysis to set fares that would cover more likely cases on average, Haskin commented that “we are mass transit agencies” – cross-regional travel is rare enough that it is probably not worth it to create fares that encourage cross-regional travel. Besides, cross-regional service is so poor that integrated fares would help only minimally to encourage use.
Haskin commented that ideas for fare integration that would increase ridership might not be seen favorably, since some transit services are at capacity. (This perspective does considering regional growth, climate goals, freeway congestion, or planned transit improvements between now and 2019 when the system will go live.)
The process is converging fairly rapidly with input from the transit agencies and their formal advisory committees. The Mission and Vision have already been set, and the agency task forces are now working on goals and objectives. There is only 1-2 months left to have an impact on the goals and objectives of the project. The Clipper 2.0 project does not yet yet have any processes to take input from stakeholders other than transit groups, and would need board guidance to do so.
If you want to see deeper integration, sign this petition.
Do you want Clipper to be better? This month, the Metropolitan Transportation Commission and transit agencies are starting to make presentations and take feedback on a major initiative to upgrade the Clipper system. The contract for Clipper expires in 2019, and MTC plans to gather requirements for the next-generation system by the end of this year. Wednesday April 16, there will be a presentation at the Caltrain Citizens’ Advisory Committee – at 5pm, before the start time of the CAC meeting at Caltrain/Samtrans HQ at 1250 San Carlos Street in San Carlos.
So far, the ideas on the table seem to be relatively modest. The biggest idea is a standard 50 cent transfer for customers who transfer from one operator to another, along with a 25 cent transfer credit for youth and senior/disabled customers. Another proposal is to harmonize the eligibility for youth fares. Currently, agencies define the age range differently – the MTC is proposing a consistent age range from 5 to 18 years (Muni and VTA currently go up to 17).
A Clipper upgrade could potentially be an opportunity to integrate fares and transfers across the region, with features like a regional day pass and regional month pass which capped maximum fares and rewarded heavy transit users. The challenge is compounded for large employers, large developments, and for cities that are starting to take responsibility for mode share in key growth areas and downtowns. They typically have customers who use a variety of transit systems, and need to purchase bulk transit passes separately, agency by agency. There is an opportunity to provide coordinated bulk purchase programs that help increase ridership, reduct traffic and parking costs, and provide stable revenue for transit agencies.
Also, a Clipper upgrade could potentially be used to provide integrated payment for the growing number of first and last mile services. Currently, Clipper cards can be used for car parking at 5 San Francisco garages. Imagine if Clipper could be used for carshare, rideshare, bikeshare, bike lockers – and other emerging services that are helping riders make their first and last mile connections?
Egon Terplan, Regional Planning Director at SPUR, a think tank which has been studying the need for Bay Area regional transit integration believes that Clipper 2.0 is a big opportunity to move towards fare, transfer (and schedule) coordination. But the MTC efforts do not yet seem geared toward much greater integration.
The requirements gathering process is currently focused on transit agencies, rather than customers. There are three committees advising the MTC – an Executive Committee comprised of General Managers and the MTC Executive Director; a Steering Committee and the Long Range Planning Committee are working committees comprised of various levels of MTC and operator staff. Not yet included in the outreach – major customer stakeholders such as large employers and city-based TMAs and transit rider organizations.
Currently, Clipper can be used on AC Transit, BART, Caltrain, Golden Gate, Muni, SamTrans, VTA, and is being rolled out across the region’s smaller agencies.
Earlier this month, the progress report on Clipper 2.0 was delivered to the VTA board (April 3) and the VTA Citizens’ Advisory Commitee (April 9). There is likely to be a BART board agenda item on April 24.
Do you want Clipper 2.0 to do more? Come to the Caltrain CAC meeting if you can, sign this petition, and watch for more opportunities to take action.
On Wednesday, April 9, the Metropolitan Transportation Commission Programming and Allocations Committee will hold a public hearing on proposals to adjust various Regional Measure 2 bridge toll funded projects that are not moving forward as planned. One of the stalled projects is Dumbarton rail. The proposal is to re-allocate $14.7 million to purchasing express buses currently serving the corridor including possible extension to Redwood City, and $20 million to Caltrain electrification – and to permanently forgive a $91Million loan made to the BART-Warm Springs project.
In addition, $50 million funding from San Mateo County Measure A funds, which were borrowed from the Caltrain grade separation account, are recommended by SMCTA staff to be moved back to grade separations.
Caltrain electrification will have significant environmental benefits, according to the Environmental Impact Report (EIR). However, electrification might result increases in traffic at specific stations, due to the modestly increased number of trains.
Traffic impacts point to need for grade separation
The EIR analysis says that most of the expected intersection delay can be mitigated with signal timing improvements. However, there are a few intersections where the impact can’t be mitigated. These are known hot spots, and the expected delays after electrification will be increasing motivation for the cities to implement grade separation.
Unfortunately, Santa Clara County VTA has some money available for only one of the grade separations, Central and Rengstorff. Fortunately, VTA has said that they would consider grade separations for the next iteration of its longterm strategic plan. Communities on the corridor will need to watch closely and advocate for funding.
Also, some of the proposed mitigations that Caltrain proposes in the EIR are contrary to existing city policies, including widening Sand Hill at El Camino Real and Alma, and (I suspect) widening the intersection at 7th and 16th in San Francisco.
Soon, auto level of service (delay at intersections) will no longer be the metric used to assess CEQA impact for at least some of these issues. Instead, the state is likely to require assessment of vehicle miles travelled. If a project creates vehicle delay but doesn’t increase vehicle miles traveled in a transit area, it will no longer be considered an impact under CEQA. Nevertheless, if gate downtime results in blocking people trying to cross the station, there will be a need for grade separations. The money available for this is the money that we approve as voters.
|Burlingame||Carolan and Oak Grove||Stop light; significant and unavoidable impacts remain||Relation to policy preferences|
|Menlo Park||El Camino Real and Glenwood Avenue, Oak Grove Avenue||Signal timing||Motivation for grade separation|
|Palo Alto||Alma and Meadow, Churchill, and Charleston||Signal timing; none feasible at Meadow||Motivation for grade separation|
|Palo Alto||El Camino Real and Alma Street and Sand Hill Road||Widen west leg of Sand Hill Road by adding one lane to allow SB right turns on red||Contrary to Palo Alto policy|
|Mountain View||Central Expressway and North Rengstorff; and Moffett/Castro||Signal timing||Motivation for grade separation|
|Sunnyvale||Evelyn and Mary||Signal timing||Motivation for grade separation|
Station access and parking – opportunities for even more sustainable access
While the mental image of commuter rail is of vast park-and-ride lots, Caltrain is very different. A large majority – 77% of Caltrain passengers – get to the station without a car. Only 13% of Caltrain passengers get to Caltrain driving alone. Another 8% of passengers were dropped off, and 1% carpool to the station.
“The top daily access mode for Caltrain passengers traveling to stations is walking (36 percent). The high mode share for walking indicates that a high volume of passengers live or work within reasonable walking distance of their origin station. Travel by transit or public/private shuttle is the second most popular access mode (26 percent) followed by car (23 percent) and bicycle (14 percent).
The high share of nondriving modes suggests opportunities for Caltrain to work with cities to alleviate parking shortages by more improvements to other modes of station access. While parking is no longer considered a CEQA impact, Caltrain reported on the impact on parking capacity based on community request. The EIR Reports that:
Several stations are close to or beyond full parking capacity. Average daily parking is slightly beyond capacity at Sunnyvale, with more than 100 percent of cars parked in the lot. Parking in excess of 100 percent possibly indicates vehicles parked illegally in the Caltrain lot in restricted areas. Parking at some Baby Bullet stations is very close to full capacity (90 percent or above) at Mountain View, San Jose Diridon, and Tamien Station. Millbrae, Hillsdale, and Palo Alto Station parking lots are all between 75 percent and 90 percent full. At stations with lower ridership, many lots are not full. At stations where parking is at, near, or beyond capacity, passengers who choose to drive tend to look for parking in non-Caltrain lots or on streets near the stations.
While some parking lots are close to full, almost all of these stations already have a majority of customers accessing the station without driving alone (see image below). Caltrain already has an established policy to increase the share of people accessing the station without driving alone. Caltrain describes its policy as encouraging “alternative modes” – but today, the “alternative mode” to get to the station is driving. There are opportunities for Caltrain to work with cities to futher improve access to the station for modes other than driving. Watch for progress on this after Caltrain finishes up its strategic plan.
Based on the EIR’s report about Sunnyvale, and anecdotal reports about station areas in cities including Mountain View and Palo Alto, there may be custom of “cheating” in these cities, where vehicles are parking illegally in Caltrain lots, and where Caltrain riders are parking in the neighborhoods. In Palo Alto, this issue will soon be addressed with residential parking permits; Mountain View may have an incentive to go in this direction as well.
The station where parking really does seem to be a problem (though not formally a CEQA impact) is Tamien). Unlike most Caltrain stations, where only a minority of riders get to the station in a car, Tamien station gets 69% of its riders from the parking lot, and another 9% dropped off by car. A proposed development on land owned by VTA has the potential to make station access even worse. The Caltrain electrification EIR is an opportunity to speak up about the need to preserve and improve station access at Tamien.
Missing the point on bicycle access
Data in the EIR shows that Caltrain passengers using a bicycle has increased to an astonishing 14 percent. The new electric rail cars will accommodate bicycles, but the EIR raises concern that not all bikes might be accommodated. Unfortunately, the EIR misses the point about the role of bicycles for Caltrain users.
The EIR states that “Any unmet on-board demand for bikes-on-board could be accommodated through the provision of increased bike parking at stations.”
This statement does not take into account the fact that Caltrain riders bring their bikes on board, not because they are fond of their bicycles, but because a bicycle is the most useful last mile connection. Given land use on the Caltrain corridor, many land uses and other destinations are between half a mile and 3 miles from the Caltrain station – too far to walk.
A bicycle has several advantages, allowing commuters to:
- get to destinations that may not have convenient shuttle access
- run errands and make trips in the middle of the day
- make a flexible decision about which train to take – a faster bullet, or a more geographically convenient local
A user who parks her bicycle at her origin station gets none of these benefits. To meet these real first/last mile needs for more users, Caltrain could analyze destinations and commonly used alternative station pairs, and improve bike share access at these locations. The initial rollout of the Bay Area Bike Share system was based on the idea that stations should be located in downtown areas very close to each other, rather than at the destinations that many users need.
While Caltrain is concerned about the space occupied by bicycles, it is important to consider that the alternatives to meet the first/last mile needs aren’t free either. Shuttle connections cost $5-$6, and bikeshare stations also incur costs to install and operate. For Caltrain to reduce capacity demand, it will be important to understand the role of bicycles as a first/last mile solution for riders, and finding alternatives to meet these real needs.
Send comments by April 29
The deadline for public comment is April 29 – send comments to firstname.lastname@example.org with the subject line “Peninsula Corridor Electrification Project.”
Protests against Google buses call attention to the need to improve transit between San Francisco and Silicon Valley. There are lots of opportunities to improve how well Caltrain serves SF.
- Proposed November ballot measures will enable San Francisco to pay its annual Caltrain bills without annual last-minute heroics
- The Transbay team is exploring ways to pay for and accelerate the Downtown Extension, which will bring Caltrain to a central location with many more transit connections and jobs
- San Francisco is studying the potential for new buildings where Caltrain currently stores trains
- Bike and pedestrian improvements are planned near 4th and King, including Embarcadero bike lanes, a 2nd street road diet, improvements on Howard and Folsom, and 8th street pedestrian improvements
- Bike share expansion is planned (though slowed due to bike vendor bankruptcy)
Do you want to support Caltrain in SF, and find out where to focus and how to take action?
Come to a Friends of Caltrain San Francisco meetup, Wednesday April 2, 6pm, Panera on King Street across from the Caltrain station. Presenters include Gillian Gillett of the Mayor’s office, Darby Watson of SFMTA, Sunny Angulo with Supervisor Kim.
RSVP so we’ll be sure to have enough space.
Are there other topics you care about that aren’t on the list? Let us know, we can get an expert this time or at an upcoming meetup. Send email to email@example.com.