Developers who are building big buildings near the Transbay transit center, who had promised to contribute funding to the infrastructure including the Downtown Extension of Caltrain to Transby, backed out of a compromise funding deal. The San Francisco Supervisors approved the original deal for the, and the developers are expected to sue.
Caltrain is about to make decisions about the design of electric rail cars that will affect the service for many decades to come. On Monday, September 29 at Mountain View City Hall, Friends of Caltrain is hosting a forum - click to RSVP and read on for more on the upcoming decisions.
The good news is that Caltrain is thinking seriously about migrating to level boarding. Level boarding is expected to provide 50% again as much speed improvement as electrification itself, above and beyond to improving accessibility for disabled and elderly people. It will take funding and community support to get the level boarding improvements done.
However, Caltrain and High Speed Rail are leaning toward platform incompatibility, which could impact capacity for the blended system for the long term. There are other important decisions that will affect service for riders for many years to come, including: standing room, space to allocate for bicycles, and bathrooms.
Rail car decisions impacts on Caltrain’s growth needs
How do the short-term decisions about car design and platform height affect Caltrain’s capacity and ability to keep up with expected growth in years to come?
Level boarding will make the system faster – up to 50% additional speed increase over basic electrification. It will also make the system more reliable, able to make closer connections to BART and other services – and also to have better timed transfers between express and local trains. Caltrain has a capacity crunch today -and riders are bunched up in the fastest trains. By making more trains fast, and better connections between express and local, Caltrain will get more riders for a given number of trains.
Compatible platforms with High Speed Rail would maximize capacity and schedule options. The “blended system” with High Speed Rail, where Caltrain and HSR share tracks, allows HSR to be built at lower cost, but imposes capacity constraints on the system. Enabling Caltrain and HSR to “mix-and-match” platforms can maximize capacity and schedule flexibility without baking the schedule literally into concrete.
Growing ridership and longterm capacity needs
Caltrain notes that the current proposal for non-compatible platforms does not reduce capacity compared to Caltrain’s current forecasts.
BUT Caltrain’s current forecasts are based on ridership growth slowing down, even as the region concentrates growth in major transit centers including downtown San Francisco and San Jose.
In the draft Environmental Impact Report for Electrification, Caltrain forecasts a total ridership of 69,000 in 2020 and 110,000 in 2040. Caltrain average weekday ridership was already 60,000 as of last month, and has more than doubled over the last decade.
So, Caltrain is assuming that ridership growth will decline to a compound annual growth rate of 2.5%. Caltrain is forecasting much slower growth than the cities depending on Caltrain, including San Francisco (which expects ridership to SF to triple by 2040), and San Jose (which expects ridership to nearly triple by 2040).
The service plan modeled in the Environmental Impact Report assumes that in the 2040 forecast year, only two of Caltrain’s 6 trains per direction per hour will start and end at Transbay, even though the area around Transbay has more jobs than the rest of the line combined, and will have massively greater transit connections than 4th and King.
Caltrain’s forecast represents a significant slowdown from growth trends over the last decade, and is at odds with the region’s land use plans to concentrate development around transit, and consumer transportation preferences to drive less. It would be prudent to prepare for growth with similar assumptions as the cities, and valuable to plan for a future in which the state achieves goals for vehicle trip and carbon emissions reductions.
Concerns about platform height compatibility
Currently, Caltrain and High Speed Rail are leaning against compatible platform height, since local trains more commonly have lower platforms (Caltrain is planning on 25″), and high-speed trains historically have had higher platforms (High Speed Rail was planning on 50″ – but could change now that they’re not planning to jointly buy trains with Amtrak).
In presentations to date, Caltrain has provided several explanations of why compatibility with High Speed Rail may be less important. Here’s why we’re still concerned.
Explanation: The system will deliver as much capacity as is forecast in Caltrain’s projections.
Explanation. The only stations that will be affected are stations where High Speed Rail will stop: Transbay, Millbrae, Diridon, only 3 out of 29 stations
Explanation. Transbay will not be a bottleneck because most Caltrain trains will not terminate at Transbay
Concern: Given ridership drivers, all Caltrain trains should logically start/end at Transbay except for a few ballpark specials. There are more jobs near Transbay than the rest of the Caltrain line combined.
On Monday September 29, Friends of Caltrain is hosting a forum with Caltrain, High Speed Rail, and experts who will share global examples of how to create level boarding and effective blended systems; discuss the pros and cons of various approaches, and how you can support getting the best system. We’ll also talk about bikes, standing room, bathrooms, and space on the train - click here to RSVP. Mountain View City Hall at 7pm.
VTA has updated the schedule for when they will start to share information about the “Phase 2″ of the BART-Silicon Valley project which will connect BART to Caltrain at Diridon. VTA expects to start the environmental review process in January, and are considering holding community meetings 1-2 months earlier (November/December).
So, if you are interested in seeing a tight connection between Caltrain and BART at Diridon, watch for opportunities this fall – we’ll keep you posted.
This afternoon at the San Francisco Board of Supervisors, a deal was announced between the city and the Transbay district developers to fully pay their obligation to the Downtown Extension and other infrastructure. But the bill will be paid more slowly, over 34 years instead of 30. The final agreement was deferred for two weeks to complete the legal changes, with the understanding that the Supervisors will approve the original deal if there is a breakdown.
Transit and active transportation advocates around the city and the region including San Francisco Transit Riders Union , Friends of Caltrain and the San Francisco Bicycle Coalition spoke up strongly in favor of the developers keeping their side of the bargain to pay to support the infrastructure that will make their properties much more valuable.
Scott Boule of the Transbay Joint Powers Authority commented that delay in the infrastructure financing district would put the federal loans at risk that the Downtown Extension project depends on. Though the developers had threatened a lawsuit, Supervisors Scott Wiener and Jane Kim strongly proposed moving ahead, before the closed session in which the deal was struck. Said Wiener, ““It’s not optional to build these buildings and leave it to later to find funding for the trains. The two go together.”
The developers profiting from building tall buildings in the Transbay District are now seeking to avoid paying their agreed share of the Downtown Extension to Transbay, the project to connect the Caltrain tracks to their buildings, and other infrastructure supporting the Transbay transit center that makes their properties much more valuable. The developers are represented by former mayor and power-lobbyist Willie Brown.
The new Transbay District is expected to add 27,000 workers in buildings including the 1000+ feet 61 story SalesForce tower, and nearly 4400 units of housing, a third of which will be permanently affordable.
San Francisco County Transit Authority forecasts the Downtown Extension will drive up to 3x increase in Caltrain ridership to/from the city. Downtown San Francisco already has more jobs near the Transbay transit center than the rest of the Caltrain line combined.
The original deal anticipated a property tax contribution of about $400 million, but because of the increase in the expected value of the area, the expected assessment has gone up to $1.4 billion – even as the developers returns are also skyrocketing.
If you don’t want to let the developers of the hook and leave a gaping hole in the budget for DTX and other infrastructure, please speak up now. If you can make San Francisco City Hall on Tuesday afternoon – please come at 3pm – the agenda item will be then. Or, please write the board of Supervisors – click here to send a letter, telling them to keep the deal and approve the financing district. Or give your supervisor a call.
For more on the story, see this Streetsblog article.