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Chapter 4 Conceptual Alternatives Considered

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Chapter 4 Conceptual Alternatives Considered Chapter 4 Conceptual Alternatives Considered MID-COAST CORRIDOR TRANSIT PROJECT July 2010 Comparative Evaluation of Alternatives Chapter 4.0 - Conceptual Alternatives Considered 4.0 CONCEPTUAL ALTERNATIVES CONSIDERED The various alignment segments remaining after screening in each of the three segments (i.e., south, middle, and north) were combined into a set of full-length corridor conceptual alternatives carried forward to the comparative evaluation in step two of the three-step alternatives screening and evaluation process. The set of build alternatives for the Mid-Coast Corridor includes seven light rail transit (LRT) alternatives, four bus rapid transit (BRT) alternatives, and one Commuter Rail Alternative. Together with the No-Build Alternative and Transportation System Management (TSM) Alternative, these alternatives represent the set of alternatives carried forward for conceptual definition and evaluation. This chapter defines the conceptual alternatives under consideration for scoping. A discussion of alternatives proposed by others and the results of a peer review of the range of alternatives developed also is included. The definitions provide a description of the physical, operating, and policy assumptions developed for each alternative. Conceptual plans showing the horizontal and vertical alignments on aerial photography and station/stop locations for the proposed transit improvements under No-Build, TSM, and build alternatives are contained in Appendix A, Conceptual Plans, of this report. The basis for the development of the transit service improvements included as part of the TSM and build alternatives was the identification of travel markets described in Chapter 1, Purpose and Need, of this report. Travel markets identify the origins, destinations, and types of trips to be served by the proposed transit improvements under the alternatives. The travel markets served by each alternative are also described in this section. 4.1 No-Build Alternative The No-Build Alternative includes all of the highway and transit facilities identified in the Revenue Constrained Scenario of the 2030 San Diego Regional Transportation Plan: Pathways for the Future (RTP) (San Diego Association of Governments [SANDAG] 2007). Figure 4-1 shows the location of the following major projects included in the Revenue Constrained Scenario of the RTP that are located within the Mid-Coast Corridor and are considered part of the background transportation network for the No- Build Alternative. The major improvements from the RTP that are included in the No- Build Alternative are: • Double tracking of San Diego Northern Railway (SDNR) railroad and other rail improvements with an increase in frequency of service of the COASTER to 20 minutes during peak and 60 minutes during off-peak periods. • High-occupancy vehicle (HOV) lanes on Interstate 5 (I-5) from I-8 north to Oceanside, with direct access ramps (DARs) at various locations, of which the DAR at Voigt Drive would be located within the Mid-Coast Corridor. The HOV lanes would be restricted to vehicles with two or more occupants. • Combination of HOV and Managed Lanes on I-805 from I-5 to South Bay, with DARs at Carroll Canyon Road and Nobel Drive. MID-COAST CORRIDOR TRANSIT PROJECT July 2010 4-1 Comparative Evaluation of Alternatives Chapter 4.0 - Conceptual Alternatives Considered Figure 4-1. No-Build Alternative Transportation Improvements MID-COAST CORRIDOR TRANSIT PROJECT 4-2 July 2010 Comparative Evaluation of Alternatives Chapter 4.0 - Conceptual Alternatives Considered The No-Build Alternative transit system for the Mid-Coast Corridor is shown in Figure 4-2. The regional transit system consists of Metropolitan Transit System (MTS) and North County Transit District (NCTD) bus, light rail, and commuter rail services that are projected to be in operation in 2030. The shuttle services operated by the University of California, San Diego (UCSD) are also included in the No-Build Alternative transit system. The Mid-Coast Corridor LRT project included in the Revenue Constrained Scenario of the RTP is excluded from the No-Build Alternative in order to represent conditions in the corridor without the LRT project. With the exclusion of the Mid-Coast Corridor LRT project from the No-Build Alternative, more direct transit service would be needed between Downtown San Diego, Old Town Transit Center (OTTC), and University City. To replace the loss of service under the No-Build Alternative, the existing transit Route 150, operating between Downtown San Diego, OTTC, and University City, is included in the alternative. The existing Route 150 was eliminated in the RTP Revenue Constrained Scenario with the inclusion of the Mid-Coast Corridor LRT line. Under the No-Build Alternative, the route would be modified to operate within the proposed HOV lanes on I-5 from OTTC north to Nobel Drive. This modification for operation in the HOV lanes would provide improved travel times over the existing Route 150 operation in the general-purpose lanes on I-5 north to Gilman Drive. The modification of the route to exit the HOV lanes at Nobel Drive instead of at Gilman Drive would increase the route’s utilization of the HOV lanes and improve travel times over the Gilman Drive routing. The new Route 150 would operate at 15-minute intervals during peak periods (i.e., 6:00 to 9:00 a.m. and 3:00 to 6:00 p.m.) and 30-minute intervals during the off-peak and the midday period (i.e., 9:00 a.m. to 3:00 p.m.). Articulated buses would be used in the operation of the service. The route assumes a fixed fare of $2.50 per one-way trip. The No-Build Alternative also includes improvements to the Trolley system. As shown in Figure 4-3, the Trolley Green Line would be extended from OTTC to the 12th and Imperial Transit Center via the Convention Center. Other changes to the Trolley system include terminating the Trolley Blue Line at Santa Fe Depot and the Trolley Orange Line at America Plaza. All Trolley lines would be operated at 7.5-minute frequencies all day except the Trolley Orange Line, which would operate at 7.5 minutes during peak and 15 minutes during off-peak periods. The fare structure for the Trolley system is a zonal fare. In the SANDAG model used for forecasting transit trips, each station has a fare zone number and the fare is determined based on the boarding and alighting stations for each transit trip. It is estimated that the average fare per one-way trip would be $2.50. With the increase in service of the Trolley Green Line to 7.5-minute frequencies all day and the new termination point of the Trolley Orange Line at America Plaza, additional improvements would be required to the Trolley system that are not currently included in the RTP Revenue Constrained Scenario. These improvements include grade crossing improvements at Taylor Street in Old Town, where the Trolley Green Line and COASTER, Amtrak, and freight services cross Taylor Street at grade, and potential track and station improvements at Santa Fe Depot or America Plaza. MID-COAST CORRIDOR TRANSIT PROJECT July 2010 4-3 Comparative Evaluation of Alternatives Chapter 4.0 - Conceptual Alternatives Considered Figure 4-2. No-Build Alternative Transit System MID-COAST CORRIDOR TRANSIT PROJECT 4-4 July 2010 Comparative Evaluation of Alternatives Chapter 4.0 - Conceptual Alternatives Considered Figure 4-3. No-Build Alternative Trolley System MID-COAST CORRIDOR TRANSIT PROJECT July 2010 4-5 Comparative Evaluation of Alternatives Chapter 4.0 - Conceptual Alternatives Considered Both of these improvements are included in the No-Build Alternative, as well as the TSM and build alternatives. 4.2 TSM Alternative The TSM Alternative would improve upon the No-Build Alternative bus services in the Mid-Coast Corridor by modifying Route 150 and adding a new rapid bus route (Route 156) operating between Downtown San Diego, Old Town, and UCSD and University Towne Centre (UTC) in University City with limited-stop service along Pacific Highway and Morena Boulevard between Downtown and Balboa Avenue. The TSM Alternative will serve a dual purpose in providing justification for the build alternatives. First, the new rapid bus service would be designed to address the same needs as the build alternatives without the construction of a fixed guideway and would have a lower level of capital investment. Basically, the new rapid bus service is designed to replace the build alternative service with operation of lower cost transit improvements serving the same areas as the station locations under the build alternatives. Figure 4-4 presents the alignment and stop/station locations for the TSM Alternative developed for consideration. Second, because SANDAG intends to pursue Federal Transit Administration (FTA) New Starts funding, a New Starts Baseline Alternative is required for evaluation of the user benefits or travel time savings of the build alternatives. As identified in the FTA guidance for New Starts reporting, the Baseline Alternative is designed to demonstrate the extent to which the transportation needs in the New Start’s service area could be met without a guideway investment. The TSM Alternative developed for the Mid-Coast Corridor is designed to serve as the New Start’s Baseline Alternative for comparison of user benefits and calculation of the cost effectiveness of the build alternatives. The Baseline Alternative requires FTA approval during the application process for entry into preliminary engineering. In addition to modifying Route 150 and the new Route 156, the TSM Alternative would require some new infrastructure to support the additional buses and connecting routes. These include park-and-ride lots at Tecolote Road Station and Balboa Avenue Station, with the Balboa Avenue Station having bus bays for connecting routes. Transit priority signals would be provided at certain intersections along Pacific Highway, Taylor Street, Morena Boulevard, Voigt Drive, and Genesee Avenue. The additional buses under the TSM Alternative would also require new storage and light maintenance facilities.
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