BAY BRIDGE

MTC Bay Bridge Rail Feasibilty Study

CHAPTER 5. RAIL INFRASTRUCTURE AND ROLLING STOCK COSTS

The previous chapter estimated the costs of structural changes to the Bay Bridge required by any of the rail options. The total cost for implementing rail service would go well beyond bridge structural costs to include the cost of rail infrastructure, signalization and rolling stock. This chapter provides a feasibility level cost estimate for each of the four rail service options, outlined in detail in Chapter 1.

Costs presented in this chapter are independent of the costs associated with the structural preparation of the bridge itself for installation of a rail mode. It is assumed that the Bridge reconstruction costs would produce a "rail ready" structure, capable of accepting the installation of any of the potential rail options. It should be noted that this chapter considers only the capital costs of implementing each of the rail options, including infrastructure and rolling stock. Operational costs would be substantial, and are not included in any of these estimates.

The following table presents the overall estimated capital cost range, in 1999 dollars, of the various alternatives. The remainder of this chapter discusses the assumptions behind these numbers.

FIGURE 5-1: RAIL INFRASTRUCTURE AND ROLLING STOCK COSTS

Alternative	Infrastructure*	Rolling Stock	Total
A. Transbay Light Rail Service	$1.4 billion	$210 - $315 million	$1.6 - $1.8 billion
B. BART Transbay Bridge Service	$1.8 billion	$144 million	$1.94 billion
C. Basic Bridge Railroad Service	$774 million	$144 million	$918 million
D. Aggressive Bridge Railroad Service	$4.3 billion	$461 million	$4.77 billion
* Infrastructure includes all estimated project contingency (40%) and engineering (30%), including that applied to rolling stock.

This would bring the total cost of rail implementation, including bridge structural enhancements, rail infrastructure and rolling stock to a combined total of between $4 billion and $9 billion.

TRANSBAY LIGHT RAIL CAPITAL COSTS

1. Definition of Line Segments for Costing
The Transbay light rail transit (LRT) system is defined as a "main stem" using the Bay Bridge from the Transbay Terminal to 40th and San Pablo, plus three branches: "OA" from 40th and San Pablo via City Hall and Coliseum BART to the Oakland Airport, "MH" from 40th and San Pablo via MacArthur BART to Coliseum BART, and "BT" from MacArthur BART via Telegraph Avenue and Berkeley to the foot of University Avenue. Note that "BT" shares the "MH" line between 40th/San Pablo and MacArthur BART, while "MH" also traverses the "OA" segment from Foothill/Hegenberger to Coliseum BART. For facilities costing purposes, it is the discrete physical line segments that are of interest. Route miles are needed to estimate the LRV fleet size.

Segment

Description

Links

"OA"

"MH"

"BT"

TB-SP

Main Stem:

Transbay Terminal-40th/San Pablo

8.1

SP-CH

CH-FH

FH-CB

CB-OK

Oakland-Foothill-Airport:

40^th/San Pablo-City Hall

City Hall-Foothill/Hegenberger (73^rd)

Foothill/Hegenberger-Coliseum BART

Coliseum BART-Oakland Airport

1.8

6.6

2.8

3.4

1.8

6.6

2.8

3.4

2.8

SP-MB

MB-FH

MacArthur Boulevard:

40^th/San Pablo-MacArthur BART

MacArthur BART-Foothill/Hegenberger (73^rd)

0.8

6.2

0.8

6.2

0.8

MB-BB

BB-FU

Telegraph-Berkeley-University:

MacArthur BART-Berkeley BART

Berkeley BART-Foot of University

3.7

2.9

3.7

2.9

Totals

36.3

22.7

17.9

15.5

Inspecting the table, it may be seen that the three service routes total 56.1 route miles over the physical network of 36.3 line miles.

2. General Comment on Basis for Cost Estimate
A Transbay/Eastbay LRT system has been generally defined, as described herein; however, no actual engineering work has been done. Thus, the basis for this conceptual cost estimate must be acknowledged as "zero percent" of design. Cost estimates are based on recent experiences in Portland, Oregon, and San Jose and could easily differ in this environment.

3. Construction
Construction includes the fixed facilities along the LRT right-of-way. These are principally: utilities and street work, structures, roadbed and track, and stations.

Utility Relocation. As compared to other projects, the innovative "shallow trench" track design is expected to reduce interferences with underground utilities and, as a result, relocation costs. This is reflected in the relatively low unit cost for this item.
Civil/Roadway. It is not anticipated that building-to-building or even curb-to-curb reconstruction of streets will be done as part of this project, but that street work will be limited to modifications necessary to re-contour and otherwise blend adjacent lanes with the LRT lanes after the track has been installed.
Aerial Structures. Two sub-categories are used. A relatively small allowance is provided for LRT-specific work on the Bay Bridge (i.e., apart from the major work of renovation and partial replacement contemplated in the Caltrans program). Elsewhere, new double-tracked aerial structures are assumed at the following locations:
- MB-FH: 3 structures, at 200 linear feet (LF) each, where MacArthur crosses I-580
- CB-OK: 2 structures, 500 LF crossing I-680, and 1,000 LF at the Airport
- BB-FU: 1 structure, 1,000 LF crossing the Union Pacific Railroad and I-80
Roadbed & Track. The entire system is assumed to be double-tracked. Two types of track construction are assumed: open track using ties and ballast or fixed to the Bay Bridge structure, and embedded track, with rails in street paving. Open track is assumed to be used on the entire TB-SP section, as well as along the median of Hegenberger (FH-CB and CB-OK). All other segments are costed for embedded track.
A rough track schematic was prepared to estimate requirements for special trackwork, with all track switches (turnouts) and crossings costed at a single amount per unit. Thus, a universal crossover is costed as 4 turnouts + 1 crossing diamond, and so on. Station and lay-up trackage is provided at the Transbay Terminal. Pocket tracks are assumed at 40th/San Pablo, Coliseum BART, and Berkeley BART. Interlocked crossovers and/or junctions are located at Transbay, Yerba Buena, Oakland Harbor, 40th/San Pablo, MacArthur BART, Foothill/Hegenberger, Coliseum BART, Oakland Airport, Berkeley BART and the foot of University. Hand-operated emergency crossovers are provided about every two miles on the branches.
Stations. It is assumed that on the branches, LRT stations would be placed at intervals averaging about 0.5 miles. Passenger stations are assumed to be simple concrete platforms with bus-type shelters, lights, and a basic passenger information display (kiosk, signing). Transit centers to provide for LRT/bus transfers are assumed at 40th/San Pablo, City Hall, Coliseum BART, MacArthur BART, and Berkeley BART. The relatively-more-elaborate facilities at three other locations involving grade changes for passengers - Transbay Terminal, Yerba Buena, and Oakland Airport - also are costed as transit centers. Finally, an allowance is included for 500 parking spaces on each branch (1,500 total), a relatively small number in consideration of the urban and inner-suburban communities the system would serve.

4. Systems
Systems includes the revenue light rail vehicles (LRVs), all of the electrical and mechanical elements of the project that support and/or control their movement, ancillary elements such as fare collection equipment, and the LRV storage and maintenance facility, including shop equipment and non-revenue support vehicles.

Traction Electrification. This system incorporates two major sub-systems: traction power sub-stations and the overhead contact system (OCS).
Substations: Convert high-voltage commer-cial AC power to DC and step it down to the voltage used by LRVs, typically 750 VDC. Typically, substations are placed at roughly one-mile intervals along the line.

OCS: Consists of the feeder lines, poles, wires and associated fastenings that carry power from the substations to LRVs operating along the line. An OCS featuring only one contact wire above each LRT track, but with underground parallel feeders is envisioned for good aesthetics.
Communications, Signals and Other Electrical. These are the subsystems that facilitate the movement of LRVs over the network, and that ensure operations are safe.
Crossings & Intersections: Protection from cross traffic is provided by either railroad-type gates and flashers, or by prioritized traffic light equipped with special phases and indications for LRVs. Since the at-grade portions of the Transbay system are mostly in public streets, prioritized traffic light will be the predominant type of protection at intersections. Gates and flashers will be limited to a few locations where roads cross LRT on private r-o-w.

Interlockings: Assemblages of control circuitry, signals and switch machines to control track turnouts and crossings, and to ensure the safe movement of LRVs through such areas. Inter-lockings are located where such special trackwork is frequently used, or must be able to be used promptly during times of abnormal operation. Such locations are indicated above in Sec. 3D.

Signals: Block signals control following and opposing LRV movements between interlockings on sections of LRT line located on private r-o-w, or that have only a single track. On the Transbay LRT system, signals are provided for the main stem between Transbay Terminal and 40th/San Pablo, and on the outer ends of the airport and Berkeley branches.

Communications: There are two basic communications functions: operational command and control, and passenger information and safety. Sub-systems typically include two-way train radio, on-board public address, and some systems monitoring and control functions relaying status data (e.g., on substations and ticket vending machines) back to Central Control (see below) and commands out to field installations. Less frequently, station closed circuit television monitoring, public address and reader-board displays are provided. Levels of investment in communications vary over a large range for LRT systems, from very basic to fairly extensive.

Duct Bank: This underground facility provides space for running traction power feeder cables (see Sec. 4A) and communications fiber optic transmission systems to connect field locations and Central Control. If more pathways are provided than the LRT system needs, the excess can be rented out to other users and provide a secondary source of revenue.

Central Control: Central Control provides a place for dispatchers and assistants to direct LRV movements over the network, monitor remote installations and initiate corrective actions. For an extensive network such as Transbay LRT, it is useful to have a real-time display showing the locations of all trains, and the positions track switches and, where used, train control signals. Central Control is usually located at the central maintenance facility (see below), and also includes reporting and rest facilities for train operators, and operating management offices.

Other Electrical: Includes costs for OCS pole foundations, wayside lighting systems installed by the LRT project, and miscellaneous other electrical work not specifically identified at present.
Fare Collection. It is assumed that self-service, proof-of-payment ticketing will be used. Passengers will be required to have a valid proof of payment when on board LRVs, subject to random inspection by roving staff who will have the power to issue citations, similar to parking tickets, to fare evaders. Each station platform is assumed to be equipped with two ticket vending machines (TVMs) that, in addition to accepting cash, should be capable of accepting debit and credit cards as payment for multiple ride tickets and passes.
Light Rail Vehicles and Parts. The LRV fleet is sized based on previously-estimated running times, service on each branch every 15 minutes, and train lengths of two or three LRVs. It is assumed that partial (70%) low floor LRVs similar to those in Portland and New Jersey, and on order for San Jose, will be used. The cost estimate includes procurement of the cars and an initial supply of spare parts. It is noted that an order for 70 (two-car trains) or 105 (three-car trains) should prove attractive to suppliers, and should be sufficiently large to obtain a competitive price.
Maintenance Facilities and Equipment. A central facility will be needed to store and maintain LRVs, and to serve as a base for wayside maintenance forces working primarily on facilities in the field. The facility will need to include a storage yard for LRVs, a shop building in which to service and repair them, a variety of shop tools and equipment (some common to machine shops, some highly specialized). At this stage of project definition, it is only practical to include an allowance per LRV to provide a rough estimate of costs for these items.

In addition, the LRT system will need a variety of mobile equipment for transportation supervisory and wayside maintenance forces, ranging from standard automobiles and light trucks to heavy and highly specialized equipment for maintaining trackage and electrical systems. An allowance per mile of line is included in the estimate to recognize the cost of these items.

5. Other Costs
All projects include so-called "soft costs" for items that are neither construction nor systems procure-ments, but which are nonetheless an integral and necessary part of completing the work.

Right-of-Way. The Transbay LRT system is envisioned as operating primarily in existing public streets and other public r-o-w. Nonetheless, some land will have to be purchased, including small parcels for substations and other ancillary field installations, some passenger stations, park-n-ride lots, and a fairly large site for the central yard and shop. At about 2.5 LRVs per acre, the latter would be about 28 acres for a 70-LRV fleet, and 42 acres for a 105-LRV fleet.
Contingency. With no engineering or design work actually done, the LRT system is presently defined at only a very conceptual level; and there are undoubtedly many cost elements that have been omitted. To offset that limitation, the contingency allowance is set at a high percentage: 40% of all the previously-specified costs, including Construction, Systems and Right-of-Way.
Management and Engineering. Implementation of a rail system is a major undertaking, involving the work of transportation, community and environmental planners, engineers of many specialties, and project administrators. These costs begin with planning studies; continue through preliminary and final design and environmental documen-tation; supervision of construction, procurement and installation; and, finally, system testing and start-up. These costs are estimated at 30% of all the preceding costs.

6. Summary of Conceptual Cost Estimates
Estimates for the entire 36.3-mile Transbay LRT system have been prepared assuming the use of either two-car or three-car trains. The shorter trains would provide peak hour peak direction (PHPD) capacity as follows, assuming that each LRV carries 125 passengers.

Location on System	Two-Car Trains	Three-Car Trains
Main Stem (5-Minute Headways)	3,000	4,500
Each Branch (15-Minute Headways)	1,000	1,500

Estimated capital costs for the total system, with either two- or three-car trains, and by major cost category, are as follows. Recognize that these conceptual estimates provide an approximation of the cost to implement the Transbay LRT system. The totals may be considered accurate within a few percentage points, but costs for the individual elements are likely to vary considerably from the estimate. Typically, some items will come in higher, but will be offset by other items that come in lower.

Item	Millions of Dollars
	Transbay LRT - 36.3 Miles		Eastbay - 28.2 Mi
	Two-Car Trains	Three-Car Trains	Two-Car Trains
Construction Systems (Wayside) Revenue Vehicles Maint. Facilities & Equipment Right-of-Way Contingencies Management & Engineering Total Estimate	$ 371 $ 212 $ 210 $ 48 $ 18 $ 343 $ 360 $1562	$ 371 $ 212 $ 315 $ 67 $ 20 $ 393 $ 413 $1791	$ 314 $ 169 $ 150 $ 37 $ 18 $ 275 $ 289 $1252
Average Cost per Mile of Line	$ 43	$ 49	$ 34

It is not necessary that the entire Transbay LRT system be implemented all at once. As shown above, an Eastbay-only system would also be a possibility, with connections to The City initially provided by BART, as at present, and adding the Bay Bridge LRT link later.

Other alternatives would be to build the main stem and one at a time, or the main stem and a portion of one or more branches as a "starter" LRT system. One example would be: main stem plus "OA" to Oakland City Hall, and "BT" to Berkeley BART (UC-Berkeley). Other combinations also could be con-sidered in an effort to find the best balance of initial investment and service to customers.

Segment

Description

Links

"OA"

"MH"

"BT"

TB-SP

Main Stem:

Transbay Terminal-40th/San Pablo

8.1

SP-CH

CH-FH

FH-CB

CB-OK

Oakland-Foothill-Airport:

40^th/San Pablo-City Hall

City Hall-Foothill/Hegenberger (73^rd)

Foothill/Hegenberger-Coliseum BART

Coliseum BART-Oakland Airport

1.8

6.6

2.8

3.4

1.8

6.6

2.8

3.4

2.8

SP-MB

MB-FH

MacArthur Boulevard:

40^th/San Pablo-MacArthur BART

MacArthur BART-Foothill/Hegenberger (73^rd)

0.8

6.2

0.8

6.2

0.8

MB-BB

BB-FU

Telegraph-Berkeley-University:

MacArthur BART-Berkeley BART

Berkeley BART-Foot of University

3.7

2.9

3.7

2.9

Totals

36.3

22.7

17.9

15.5

Inspecting the table, it may be seen that the three service routes total 56.1 route miles over the physical network of 36.3 line miles.

3. Construction
Construction includes the fixed facilities along the LRT right-of-way. These are principally: utilities and street work, structures, roadbed and track, and stations.

Utility Relocation. As compared to other projects, the innovative "shallow trench" track design is expected to reduce interferences with underground utilities and, as a result, relocation costs. This is reflected in the relatively low unit cost for this item.
Civil/Roadway. It is not anticipated that building-to-building or even curb-to-curb reconstruction of streets will be done as part of this project, but that street work will be limited to modifications necessary to re-contour and otherwise blend adjacent lanes with the LRT lanes after the track has been installed.
Aerial Structures. Two sub-categories are used. A relatively small allowance is provided for LRT-specific work on the Bay Bridge (i.e., apart from the major work of renovation and partial replacement contemplated in the Caltrans program). Elsewhere, new double-tracked aerial structures are assumed at the following locations:
- MB-FH: 3 structures, at 200 linear feet (LF) each, where MacArthur crosses I-580
- CB-OK: 2 structures, 500 LF crossing I-680, and 1,000 LF at the Airport
- BB-FU: 1 structure, 1,000 LF crossing the Union Pacific Railroad and I-80
Roadbed & Track. The entire system is assumed to be double-tracked. Two types of track construction are assumed: open track using ties and ballast or fixed to the Bay Bridge structure, and embedded track, with rails in street paving. Open track is assumed to be used on the entire TB-SP section, as well as along the median of Hegenberger (FH-CB and CB-OK). All other segments are costed for embedded track.
A rough track schematic was prepared to estimate requirements for special trackwork, with all track switches (turnouts) and crossings costed at a single amount per unit. Thus, a universal crossover is costed as 4 turnouts + 1 crossing diamond, and so on. Station and lay-up trackage is provided at the Transbay Terminal. Pocket tracks are assumed at 40th/San Pablo, Coliseum BART, and Berkeley BART. Interlocked crossovers and/or junctions are located at Transbay, Yerba Buena, Oakland Harbor, 40th/San Pablo, MacArthur BART, Foothill/Hegenberger, Coliseum BART, Oakland Airport, Berkeley BART and the foot of University. Hand-operated emergency crossovers are provided about every two miles on the branches.
Stations. It is assumed that on the branches, LRT stations would be placed at intervals averaging about 0.5 miles. Passenger stations are assumed to be simple concrete platforms with bus-type shelters, lights, and a basic passenger information display (kiosk, signing). Transit centers to provide for LRT/bus transfers are assumed at 40th/San Pablo, City Hall, Coliseum BART, MacArthur BART, and Berkeley BART. The relatively-more-elaborate facilities at three other locations involving grade changes for passengers - Transbay Terminal, Yerba Buena, and Oakland Airport - also are costed as transit centers. Finally, an allowance is included for 500 parking spaces on each branch (1,500 total), a relatively small number in consideration of the urban and inner-suburban communities the system would serve.

Traction Electrification. This system incorporates two major sub-systems: traction power sub-stations and the overhead contact system (OCS).
Substations: Convert high-voltage commer-cial AC power to DC and step it down to the voltage used by LRVs, typically 750 VDC. Typically, substations are placed at roughly one-mile intervals along the line.

OCS: Consists of the feeder lines, poles, wires and associated fastenings that carry power from the substations to LRVs operating along the line. An OCS featuring only one contact wire above each LRT track, but with underground parallel feeders is envisioned for good aesthetics.
Communications, Signals and Other Electrical. These are the subsystems that facilitate the movement of LRVs over the network, and that ensure operations are safe.
Crossings & Intersections: Protection from cross traffic is provided by either railroad-type gates and flashers, or by prioritized traffic light equipped with special phases and indications for LRVs. Since the at-grade portions of the Transbay system are mostly in public streets, prioritized traffic light will be the predominant type of protection at intersections. Gates and flashers will be limited to a few locations where roads cross LRT on private r-o-w.

Interlockings: Assemblages of control circuitry, signals and switch machines to control track turnouts and crossings, and to ensure the safe movement of LRVs through such areas. Inter-lockings are located where such special trackwork is frequently used, or must be able to be used promptly during times of abnormal operation. Such locations are indicated above in Sec. 3D.

Signals: Block signals control following and opposing LRV movements between interlockings on sections of LRT line located on private r-o-w, or that have only a single track. On the Transbay LRT system, signals are provided for the main stem between Transbay Terminal and 40th/San Pablo, and on the outer ends of the airport and Berkeley branches.

Communications: There are two basic communications functions: operational command and control, and passenger information and safety. Sub-systems typically include two-way train radio, on-board public address, and some systems monitoring and control functions relaying status data (e.g., on substations and ticket vending machines) back to Central Control (see below) and commands out to field installations. Less frequently, station closed circuit television monitoring, public address and reader-board displays are provided. Levels of investment in communications vary over a large range for LRT systems, from very basic to fairly extensive.

Duct Bank: This underground facility provides space for running traction power feeder cables (see Sec. 4A) and communications fiber optic transmission systems to connect field locations and Central Control. If more pathways are provided than the LRT system needs, the excess can be rented out to other users and provide a secondary source of revenue.

Central Control: Central Control provides a place for dispatchers and assistants to direct LRV movements over the network, monitor remote installations and initiate corrective actions. For an extensive network such as Transbay LRT, it is useful to have a real-time display showing the locations of all trains, and the positions track switches and, where used, train control signals. Central Control is usually located at the central maintenance facility (see below), and also includes reporting and rest facilities for train operators, and operating management offices.

Other Electrical: Includes costs for OCS pole foundations, wayside lighting systems installed by the LRT project, and miscellaneous other electrical work not specifically identified at present.
Fare Collection. It is assumed that self-service, proof-of-payment ticketing will be used. Passengers will be required to have a valid proof of payment when on board LRVs, subject to random inspection by roving staff who will have the power to issue citations, similar to parking tickets, to fare evaders. Each station platform is assumed to be equipped with two ticket vending machines (TVMs) that, in addition to accepting cash, should be capable of accepting debit and credit cards as payment for multiple ride tickets and passes.
Light Rail Vehicles and Parts. The LRV fleet is sized based on previously-estimated running times, service on each branch every 15 minutes, and train lengths of two or three LRVs. It is assumed that partial (70%) low floor LRVs similar to those in Portland and New Jersey, and on order for San Jose, will be used. The cost estimate includes procurement of the cars and an initial supply of spare parts. It is noted that an order for 70 (two-car trains) or 105 (three-car trains) should prove attractive to suppliers, and should be sufficiently large to obtain a competitive price.
Maintenance Facilities and Equipment. A central facility will be needed to store and maintain LRVs, and to serve as a base for wayside maintenance forces working primarily on facilities in the field. The facility will need to include a storage yard for LRVs, a shop building in which to service and repair them, a variety of shop tools and equipment (some common to machine shops, some highly specialized). At this stage of project definition, it is only practical to include an allowance per LRV to provide a rough estimate of costs for these items.

Right-of-Way. The Transbay LRT system is envisioned as operating primarily in existing public streets and other public r-o-w. Nonetheless, some land will have to be purchased, including small parcels for substations and other ancillary field installations, some passenger stations, park-n-ride lots, and a fairly large site for the central yard and shop. At about 2.5 LRVs per acre, the latter would be about 28 acres for a 70-LRV fleet, and 42 acres for a 105-LRV fleet.
Contingency. With no engineering or design work actually done, the LRT system is presently defined at only a very conceptual level; and there are undoubtedly many cost elements that have been omitted. To offset that limitation, the contingency allowance is set at a high percentage: 40% of all the previously-specified costs, including Construction, Systems and Right-of-Way.
Management and Engineering. Implementation of a rail system is a major undertaking, involving the work of transportation, community and environmental planners, engineers of many specialties, and project administrators. These costs begin with planning studies; continue through preliminary and final design and environmental documen-tation; supervision of construction, procurement and installation; and, finally, system testing and start-up. These costs are estimated at 30% of all the preceding costs.

Location on System	Two-Car Trains	Three-Car Trains
Main Stem (5-Minute Headways)	3,000	4,500
Each Branch (15-Minute Headways)	1,000	1,500

Item	Millions of Dollars
	Transbay LRT - 36.3 Miles		Eastbay - 28.2 Mi
	Two-Car Trains	Three-Car Trains	Two-Car Trains
Construction Systems (Wayside) Revenue Vehicles Maint. Facilities & Equipment Right-of-Way Contingencies Management & Engineering Total Estimate	$ 371 $ 212 $ 210 $ 48 $ 18 $ 343 $ 360 $1562	$ 371 $ 212 $ 315 $ 67 $ 20 $ 393 $ 413 $1791	$ 314 $ 169 $ 150 $ 37 $ 18 $ 275 $ 289 $1252
Average Cost per Mile of Line	$ 43	$ 49	$ 34

FIGURE 5-2: ALTERNATIVE A - BAY BRIDGE LIGHT RAIL: ESTIMATED LINK MILES & RUNNING TIMES

Route(s)	From	To	Miles	Time	Vavg	Cum Mi	Cum Time
OA,MH,BT	Transbay Tml	Yerba Buena	3.3	6	33.0	3.3	6
OA,MH,BT	Yerba Buena	Oakland Hbr	3.7	6	37.0	7.0	12
OA,MH,BT	Oakland Hbr	40th/San Pablo	1.1	4	16.5	8.1	16
OA	40th/San Pablo	City Hall	1.8	7	15.4	9.9	23
OA	City Hall	E 14th/Oak	0.6	3	12.0	10.5	26
OA	E 14th/Oak	Foothill/Hgnberger	6.0	24	15.0	16.5	50
OA	Foothill/Hgnberger	Coliseum BART	1.8	7	15.4	18.3	57
OA	Coliseum BART	Airport	3.4	13	15.7	21.7	70
MH,BT	40th/San Pablo	MacArthur BART	0.8	3	16.0	8.9	19
MH	MacArthur BART	B'way/MacArthur	0.9	4	13.5	9.8	23
MH	B'way/MacArthur	Mills College	5.5	22	15.0	15.3	45
MH	Mills College	Coliseum BART	2.6	10	15.6	17.9	55
OA	Coliseum BART	Airport	3.4	13	15.7	21.3	68
BT	MacArthur BART	Telegrph/Ashby	2.2	9	14.7	11.1	28
BT	Telegrph/Ashby	Telegrph/Bancroft	0.8	3	16.0	11.9	31
BT	Telegrph/Bancroft	Berkeley BART	0.7	3	14.0	12.6	34
BT	Berkeley BART	University/MLK	0.9	4	13.5	13.5	38
BT	University/MLK	Unvrsty/San Pablo	1.1	5	13.2	14.6	43
BT	Unvrsty/San Pablo	Foot of University	0.9	4	13.5	15.5	47

FIGURE 5-3: PRO-FORMA TIMETABLE FOR ALTERNATIVE A, BAY BRIDGE - EASTBAY LIGHT RAIL SYSTEM

Eastbound (Read Down)													Westbound (Read Up)
MH	OA	BT	MH	OA	BT	MH	OA	BT	MH	OA	BT	Stations	BT	OA	MH	BT	OA	MH	BT	OA	MH	BT	OA	MH
9.00	9.05	9.10	9.15	9.20	9.25	9.30	9.35	9.40	9.45	9.50	9.55	Transbay	10.04	10.09	10.14	10.19	10.24	10.29	10.34	10.39	10.44	10.49	10.54	10.59
9.16	9.21	9.26	9.31	9.36	9.41	9.46	9.51	9.56	10.01	10.06	10.11	40/San Pablo	9.48	9.53	9.58	10.03	10.08	10.13	10.18	10.23	10.28	10.33	10.38	10.43
9.19	--	9.29	9.34	--	9.44	9.49	--	9.59	10.04	--	10.14	MacArthur BART	9.45	--	9.55	10.00	--	10.10	10.15	--	10.25	10.30	--	10.40
--	9.28	--	--	9.43	--	--	9.58	--	--	10.13	--	City Hall	--	9.46	--	--	10.01	--	--	10.16	--	--	10.31	--
9.45	--	--	10.00	--	--	10.15	--	--	10.30	--	--	Mills College	--	--	9.29	--	--	9.44	--	--	9.59	--	--	10.14
9.55	10.02	--	10.10	10.17	--	10.25	10.32	--	10.40	10.47	--	Coliseum BART	--	9.12	9.19	--	9.27	9.34	--	9.42	9.49	--	9.57	10.04
10.08	10.15	--	10.23	10.30	--	10.38	10.45	--	10.53	11.00	--	Airport	--	8.59	9.06	--	9.14	9.21	--	9.29	9.36	--	9.44	9.51
--	--	9.44	--	--	9.59	--	--	10.14	--	--	10.29	Berkeley BART	9.30	--	--	9.45	--	--	10.00	--	--	10.15	--	--
--	--	9.57	--	--	10.12	--	--	10.27	--	--	10.42	Foot of University	9.17	--	--	9.32	--	--	9.47	--	--	10.02	--	—

FIGURE 5-4: ALTERNATIVE A - LIGHT RAIL TRANSIT: CAPITAL COST ESTIMATE - UNIT COSTS

Cost Element

Unit Cost

Description of Cost Basis/Rationale

CIVIL CONSTRUCTION:

Utility Relocation

Civil/Roadway

Aerial Structures:

- Bay Bridge

- Other Structures

$500/SRF*

$1,000/Lin Ft

$5,000/Lin Ft

Allowance per route foot (lin ft) considering LRT in urban arterial

streets with little-to-moderate work on underground utilities likely.

Addition of LRT within existing urban street with some street work,

but does not include complete reconstruction of street.

Allowance for special LRT work outside general bridge rehab/rebuild.

LACMTA Long Beach Blue Line LRT project.

* SRF = Surface Rt Ft = Lin Ft (Linear Feet) at Grade.

TRACKWORK:

Open Track

Embedded Track

Special Trackwork

$175/Trk Ft

$400/Trk Ft

$75k Each

Portland Westside LRT; tie and ballast, direct fixation.

Portland City Streetcar, shallow trench w/booted rails in concrete.

Portland Westside LRT, track switches & diamonds.

STATIONS:

Surface Stations

Bus Transit Centers

Surface Parking

$500k Each

$3 mil Each

$2,700 per Space

Portland Westside LRT. LRT stations only; excludes

bus transit centers and automobile park-ride lots.

Tri-Met FOG report.

Comparable recent projects.

ELECTRIFICATION:

Substations

O’head Contact Sys

$500k Each

$100/Track Ft

Portland Westside LRT; average 1 per mile.

Portland Westside LRT; poles, supports, wires.

COMMO & SIGNALS:

Crossings & Intersections

Interlockings

Signals/TWC

Communications

$150,000 Each

$90/Rt Ft

$80/Rt Ft

$525k Each

Portland Westside LRT;gates/flashers or special traffic lights.

Portland Westside LRT; see text for locations & descriptions.

Portland Westside LRT; signals-bridge & interlockings, TWC throughout.

Portland Westside LRT and other recent LTK projects.

SYSTEMS ELECTRICAL:

Duct Bank

Central Control

Other Electrical

$80/Rt Ft

$5 Million

$1,500k/Rt Mi

Portland Westside LRT.

Portland Westside LRT & similar projects.

Portland Westside LRT; pole foundations, lighting, other electrical.

FARE COLLECTION:

Tkt Vending Machines

$75k Each

Portland & other recent projects; 4 TVMs/station, 8 TVMs/transit center.

YARD & SHOP:

LRV Yard, Maint Shop & Equip

Support Vehicles

$550k/LRV

$250k/Line Mi

Portland Westside LRT.

Portland Westside LRT.

REVENUE VEHICLES:

Vehicles & Spare Parts

$3 mil Each

Recent low floor LRV orders.

OTHER COSTS:

Right-of-Way, main line

Right-of-Way, yard & shop

Contingency

Engineering & Management

$500k/Line Mi

$125k/acre

40%

30%

Land for substations, transit centers, park-rides.

Yard & shop facility sized at 2.5 LRVs per acre.

Need high contingency due "0%" design.

Portland Westside LRT & similar projects.

BART TRANSBAY BRIDGE SERVICE

BART capital costs are significantly influenced by civil and structural design, and on the particularities of a specific alignment, whether at-grade (lowest cost), aerial, or in subway (highest cost). No engineering has been done for this option. Therefore, the illustrative capital cost figure here is based on average per-mile costs for "comparable" BART projects elsewhere.

For this purpose, use is made of recent estimates for the Fremont - San Jose/Santa Clara extension, prepared as part of the MTC "Bay Area Transportation Blueprint for the 21st Century." Costs for that project are provided in the "Project Notebook of Candidate Projects," dated October 1999, with costs quoted in 1999 dollars.

The Project Notebook provides capital costs for extension in three segments:

Segment	Capital Cost Estimate	Length	Average Cost per Mile
Fremont - Warm Springs	$553 million	4.6 miles	$120 million
Warm Springs - Tasman	$750 million	6.9 miles	$109 million
Tasman - Santa Clara	$2.75 billion	9.5 miles	$289 million
Total	$4.045 billion	21 miles	$193 million

It is assumed that these costs include stations and rolling stock.

Note that the average cost per mile for the segment south of Tasman is more than twice the average of the segments to the north. This is due to the high average cost of subway construction, in this case under Santa Clara Street through Downtown San Jose. For purpose of the development of illustrative capital cost estimation for the BART Bay Bridge alternative, the $120 million cost per mile of the Fremont - Warm Springs extension will be used here. It is assumed that the BART alignment will not involve subway construction, other than the Yerba Buena Island Tunnel and station. The tunnel itself is included in the structural cost estimate for the Bridge rail modification; the station may be considered as included in the above averages.

The most obvious potentially difficult structural elements of this alternative, assuming a rail-ready Bridge is made available, are the initial segment from the MacArthur station junction, rising to the south and turning west into the median of the I-580 freeway. Much of the freeway itself is on structure, and real estate acquisition may be required. Difficult structure may also be required at the San Francisco end to bring the line down from the Bridge into the Transbay Terminal, presumably into a two-track stub terminal on the upper level. No structural engineering for this alternative has been done in any of these areas, so the capital cost provided here, even with the 40% contingency, must be considered conjectural.

If $120 million per mile is assumed as an average for MacArthur - Transbay Terminal, 8.9 miles, plus a 40% contingency, and 30% for engineering and project management, consistent with the estimates for the other alternatives, an illustrative order of magnitude capital cost may be calculated as follows:

1.3 engineering and management[(8.9 miles)($120 million per mile)(1.4 contingency)]=$1.943 billion

BASIC BRIDGE RAILROAD PASSENGER SERVICE

Infrastructure
The following table summaries the main cost categories for both the Basic and Aggressive railroad alternatives. In this table, the totals in the Aggressive column are incremental, and must be added to the Basic column to reach the totals in the "Total all Services" column.

Rolling Stock Summary
As discussed above, the cost is based on 27 married-pair EMUs at $4.5 million each, plus one Acela set at $22 million, totaling $143.5 million, rounded to $144 million. Acela sets are shown as "Intercity" in the cost table.

Capacity Estimate
Estimated capacity delivered across the Bridge would be four 10-car EMU trains per hour plus two Acela trains per hour, per direction, or a delivered capacity (using capacity figures from Working Paper 2A.2), of:

4 (10)(150) + 2 (304) = 6608 passengers per peak hour per direction.

FIGURE 5-5: TRANSBAY SERVICE INVESTMENT COST SUMMARY

INVESTMENT CATEGORY	BASIC SERVICE		AGGRESSIVE SERVICE		TOTAL BASIC	TOTAL AGGRESSIVE	TOTAL ALL SERVICES
INVESTMENT CATEGORY	San Francisco to Richmond	Oakland Harbor to Jack London Square	Richmond to Sacramento	Jack London Square to San Jose	TOTAL BASIC	TOTAL AGGRESSIVE	TOTAL ALL SERVICES
Right- of- Way, Demolition, Utility Relocation	$17.4	$7.1	$50.0	$66.6	$24.5	$116.6	$141.1
Grading	$6.1	$1.2	$79.3	$15.5	$7.3	$94.8	$102.1
Track Work	$36.5	$5.9	$38.0	$47.1	$42.4	$85.1	$127.5
Structures	$28.4	$45.0	$186.3	$542.7	$73.4	$729.0	$802.4
Train Control and Grade Crossing Warning Devices	$22.9	$8.8	$47.6	$51.0	$31.7	$98.6	$130.3
Electrification	$72.8	$15.9	$214.9	$91.5	$88.7	$306.4	$395.1
Other	$0.0	$7.5	$12.0	$8.5	$7.5	$20.5	$28.0
Stations	$15.0	$1.5	$40.0	$19.0	$16.5	$59.0	$75.5
TOTAL, CONSTRUCTION BEFORE PROFIT	$199.1	$92.9	$668.1	$841.9	$292.0	$1,510.0	$1,802.0
Contractor Profit	$19.9	$9.3	$66.8	$84.2	$29.2	$151.0	$180.2
Purchase of Former WP				$91.2		$91.2	$91.2
TOTAL RIGHT-OF- WAY SPECIFIC COSTS	$219.0	$102.2	$734.9	$1,017.3	$321.2	$1,752.2	$2,073.4
Other Non Right-of-Way Specific
Wayside Communications							$5.0
Dispatching Modifications							$2.0
Shop for Commuter Equipment					$39.7	$40.6	$80.3
Rollings Stock
EMUs					$121.5	$229.5	$351.0
Intercity Equipment					$22.0	$88.0	$110.0
TOTAL, ALL INVESTMENT BEFORE CONTINGENCY AND ENGINEERING					$504.4	$2,110.3	$2,621.7
ENGINEERING (30%)					$151.3	$633.1	$786.5
CONTINGENCY (40%)					$262.3	$1,097.4	$1,363.3
TOTAL					$918.0	$3,840.7	$4,771.5

AGGRESSIVE BRIDGE RAILROAD PASSENGER SERVICE

Infrastructure
The itemized cost elements for the Aggressive alternative are shown in the table above. FIGURE 5-6: ROLLING STOCK SUMMARY

Service	Round Trip Running Time*	Peak Headway	Peak Trainsets Required
"A" Commuter	180 minutes	30 minutes	6 EMU sets
"B" Commuter	210 minutes	30 minutes	7 EMU sets
Capitol Corridor	300 minutes	60 minutes	5 Acela sets
* Running time is San Francisco (Transbay Terminal) to outer terminal, per Working Paper 3A.1, x2, plus assumed layover time at outer terminal.

Thirteen EMU sets, assuming all are 10-car trains, would represent 130 cars, or 65 married pairs. Providing for 20% spares, this would mean 78 married pairs @ $4.5 million per pair, this would represent a cost of $351 million.

Five Acela sets at an estimated $22 million each, for two power cars and six trailers per set, would represent a cost of $110 million.

Acela sets are shown as "Intercity" in the cost table.

Total rolling stock cost: $461 million.

4 (10)(150) + 2 (304) = 6608 passengers per peak hour per direction.

NEXT: Chapter 5 - Rail Infrastructure and Rolling Stock Costs

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