SFMTA

Modern maintenance and storage facilities are vital to ensuring reliable transit service and that SFMTA’s fleet is in a state of good repair. The SFMTA’s Building Progress facility capital program supports upgrades to obsolete facilities to make them safe and efficient. The most urgent of these capital needs have been prioritized, but others remain unfunded.

The SFMTA has also deferred major corridor projects that assist Vision Zero pedestrian and bicycle safety goals; numerous Muni Forward corridor projects to make transit more effective; the full build out and replacement of station elevators; audible pedestrian signals to ensure accessibility; seismic retrofits and routine state of good repair upgrades of its parking garages; the full expansion of its light rail vehicle fleet; major track overhauls on the M-Ocean View line; a new train control system to improve on time performance; the full realization of the Rail Capacity Strategy; and other system wide state of good repair projects.

The cost of SFMTA’s deferred projects is approximately $4.6 billion through FY2029.

SFO

A number of projects that were included in SFO’s FY2017 CIP have been deferred and were not included in the FY2018 CIP. Notable deferrals include the consolidated rental car facility project and the related rental car center conversion to public parking. Airport staff and senior management determined the consolidated rental car facility project not to be a critical capital need at this time. Other notable deferrals include the Building 944 conversion to a flight kitchen, and the renovation of Cargo Buildings 606 and 730, which also were determined not to be critical capital needs at this time.

SFMTA – Line Extension Projects

In addition to the renewal and enhancement programs, emerging needs at the SFMTA include the T-Third line extension to Fisherman’s Wharf, the F-Line Extension to the Fort Mason Center, and major upgrades to the M-Ocean View line, as well as planning for sea level rise and increasing rail capacity. Other further emerging major corridor projects are being identified in the Transit Corridors Study in ConnectSF.

SFO – Emerging Projects

The Airport completed a Recommended Airport Development Plan (ADP) in September 2016. The Recommended ADP defines a series of recommended projects that would accommodate potential growth up to approximately 71.1 million annual passengers, serves as a roadmap to guide long-term Airport development, and supports the Airport’s overarching strategic objectives. Recommended ADP projects include a new terminal concourse, replacement of the Central Garage, and improvements to the International Terminal Complex.

The recommended ADP is currently undergoing required environmental review, a 24-month process that started in July 2017. Projects included in the Recommended ADP will not necessarily be undertaken, but could be added to future capital improvement plans when and as they are warranted by traffic growth or other factors, subject to all applicable approvals.

SFCTA – I-280 Interchange Improvements at Balboa Park

Recommendations from the Balboa Park Station Area Circulation Study, adopted by the SFCTA in June 2014, include realignment of the southbound off-ramp from I-280 to Ocean Avenue (Element 1) and closure of the northbound on-ramp from Geneva Avenue (Element 2). Both provide extensive pedestrian and safety benefits while minimizing traffic impacts to I-280 and the surrounding areas. The ramp closure analysis for Element 1 was completed in December 2016. Caltrans documentation and environmental clearance for Element 2 is scheduled for completion in November 2018. The rough order of magnitude estimate for planning, design, and implementation is up to $20 million for Element 1 and up to $7.3 million for Element 2.

SFMTA – Line Extension Projects 

In addition to the renewal and enhancement programs, emerging needs at the SFMTA include the Geary and Geneva-Harney BRT projects, the T-Third line extension to Fisherman’s Wharf, the F-Line Extension to the Fort Mason Center, and major upgrades to the M-Ocean View line, as well as planning for sea level rise and increasing rail capacity. 

SFCTA – I-280 Interchange Improvements at Balboa Park 

Recommendations from the Balboa Park Station Area Circulation Study, adopted by the SFCTA in June 2014, include realignment of the southbound off-ramp from I-280 to Ocean Avenue (Element 1) and closure of the northbound on-ramp from Geneva Avenue (Element 2). Both provide extensive pedestrian and safety benefits while minimizing traffic impacts to I-280 and the surrounding areas. The ramp closure analysis for Element 1 is planned for completion in December 2016. Caltrans documentation and environmental clearance for Element 2 is scheduled for completion in March 2017. The rough order of magnitude estimate for planning, design, and implementation is up to $5.2 million for Element 1 and up to $7.3 million for Element 2. 

Caltrain – Second Phase of Caltrain Electrification 

Caltrain’s 2015 SRTP Plan also contemplates a second “phase” PCEP that includes the full conversion of Caltrain’s fleet to Electric Multiple Units, the extension of trains from six to eight cars, and modification of station platforms to accommodate longer trains and support level boarding. This project is currently estimated at approximately $474 million in the SRTP. This second phase of electrification also contemplates the modification of Caltrain’s platforms to achieve level boarding across all of its stations. Technical discussions related to this issue are ongoing and the cost of achieving level boarding is not currently captured in the total shown. 

The SFMTA maintains a wide array of IT assets across the city, from Wi-Fi installation at SFMTA worksites, to fiber network that provides the internal communication backbone of the Muni Metro system, to the customer information systems that provide real-time public transit information. In addition to system maintenance, IT supports SFMTA’s infrastructure upgrades and replacement on our aging systems. Due to revenue restrictions, no capital funding has been allocated to the Communications & IT Infrastructure capital program until FY2024.

The funding for SFMTA’s Communications & IT Infrastructure projects is approximately $27.0 million through FY2029.

The Facilities program at SFMTA supports the modernization and expansion of outdated facilities to make them safe and efficient, as well as acquiring new facilities to accommodate fleet growth. Over the next five years, the Agency will carry out projects to make sure that all SFMTA employees experience a safe, comfortable, and efficient working environment. Within the Facilities portfolio, there is a time-sensitive need for the storage and yards to accommodate the expanded fleet that will improve service for San Francisco Muni riders. Addressing that need will be a priority of the proposed 2022 Transportation G.O. Bond, pending voter approval.

The funding for SFMTA’s Facilities program is approximately $707.1 million through FY2029.

The Fleet capital program ensures that vehicles operated by the SFMTA are safe, comfortable, clean, and reliable. Rehabilitating or replacing vehicles as they near the end of their useful life helps avoid costly repairs and service interruptions caused by vehicle failures. Expansion of the fleet alleviates overcrowding on busy routes and enables the transit system to carry more passengers. Planned enhancement projects in this program include the expansion and replacement of the light rail vehicle fleet, as well as preparation for the electrification of the motor and trolley coach fleet as outlined by the Board of Supervisors.

The funding for the SFMTA’s Fleet Capital Program is approximately $1.6 billion through FY2029.

The SFMTA Parking program supports the planning, design, rehabilitation, and renovation of public parking garages, as well as street infrastructure and facilities related to public parking. Due to revenue restrictions, no capital funding has been allocated to the Parking capital program until FY2024.

The funding for the SFMTA’s Parking program is approximately $69.0 million through FY2029.

SFMTA Security program funds are used to plan, design, and implement emergency/security initiatives in case of natural disasters, terrorist attacks, or other emergency situations. The program also provides security and emergency preparedness training and exercises for frontline transit employees. Due to revenue restrictions, no capital funding has been allocated to the Security program until FY2024.

The funding for the SFMTA’s Security program is approximately $6.8 million through FY2029.

San Francisco is a national leader in complete streets design that accommodates all transportation modes and prioritizes safety for vulnerable users. The SFMTA is implementing enhancement projects that make walking and bicycling safer in the City, supporting the Vision Zero goal of eliminating traffic-related deaths and severe injuries by 2024.

The funding for the SFMTA’s Streets program is approximately $462.5 million through FY2029.

The SFMTA Taxi program strives to make comfortable, efficient, and environmentally friendly taxis available throughout the city. Program funds are used to plan, design, and implement improvements to the taxi system and to provide a better customer experience for all taxi users. Current projects include continued incentive programs for “green” taxi technology such as the Alternative Fuel Taxi Vehicle Incentive Program.

The funding for the SFMTA’s Taxi program is approximately $1.9 million through FY2029.

The Traffic and Signals program provides funding for upgrading, replacing, and constructing new traffic signals and signal infrastructure. The SFMTA is replacing outdated signals with Intelligent Transportation Systems (ITS) tools to enhance traffic analysis, provide transit signal priority, and expedite maintenance procedures. ITS tools include advanced traffic signal controllers, traffic cameras, video detection, variable message signs, and a communications network. This program also funds the design and construction of new and upgraded traffic signals to improve safety in line with Vision Zero.

The funding for the SFMTA’s Traffic and Signals program is approximately $111.4 million through FY2029.

Muni’s Transit Fixed Guideway systems, which include light rail, trolley coach, streetcar, and historic cable car lines, are a crucial component of San Francisco’s transportation infrastructure. The SFMTA plans to do major state of good repair work on its overhead catenary system as well as major track overhauls on its M-line and L-line, and to implement a new train control system.

The funding for the SFMTA’s Transit Fixed Guideway program is approximately $594.9 million through FY2029.

The Transit Optimization and Expansion program is a series of projects that will make Muni more efficient, reliable, safe, and comfortable for its existing 700,000 daily passengers – as well as to prepare the system for future growth. Included in this program is Muni Forward, an initiative designed to enhance service on certain bus and light rail lines and construct new accessible light rail stops to eliminate significant gaps. These projects address the root causes of delay and passenger frustration like traffic congestion, stops that are spaced too close together, narrow travel lanes, and slow boarding times. The Van Ness Bus Rapid Transit project is part of this program and now in the construction phase with service expected to begin in 2021.

The funding for SFMTA’s Transit Optimization and Expansion program is approximately $1.4 billion through FY2029.

Major airfield-related projects include taxiway improvement projects, runway improvements, and the South McDonnell Road Realignment.

The funding for SFO’s Airfield Enhancements is approximately $191.0 million Airfield Enhancements through FY2029.

Major airport support projects include the Airport Security Infrastructure Program, renovation of the Superbay Hangar, and various technology improvements.

The funding for SFO’s Airport Support projects is approximately $893.9 million through FY2029.

The largest groundside project is the construction of a new Airport-owned hotel and related AirTrain station, anticipated to open in the summer of 2019. Other major groundside projects include the development of a new long-term parking garage and the extension of the AirTrain system to the long-term parking garages.

The funding for SFO’s Groundside projects is approximately $311.3 million through FY2029.

The largest terminal projects are the redevelopment of Terminal 1 and the renovation and reconfiguration of the eastern and western side of Terminal 3. The Terminal 1 renovations include a new 25-gate Boarding Area B, seismic and building systems improvements, construction of a new baggage handling system, renovation of the central and southern portions of the departures hall, construction of a consolidated security checkpoint, and construction of secure and sterile connectors from Terminal 1 to the International Terminal.

With the renovation of Terminal 3 East complete, the reconfiguration and renovation of the western side of Terminal 3 focuses on increasing gate flexibility, improving seismic stability, upgrading building and baggage handling systems, improving passenger flow, and enhancing passenger amenities.

Other significant terminal projects include upgrades to the International Terminal to improve operational efficiency; the Courtyard 3 Connector project, which will construct a post-security passenger connector between Terminal 2 and Terminal 3 and a new multistory office block; the Gate Enhancement project to meet increased gate demands; the Terminal 2 office space build-back, including office, concession, and airline club space; and improvements to the International Terminal baggage handling system.

The funding for SFO’s Terminal Redevelopment projects is approximately $2.8 billion through FY2029.

Major utilities-related projects include “net zero” energy use-related improvements to the terminals and other major Airport facilities and systems, waste water system improvements, energy and efficiency improvements, and water system improvements.

The funding for SFO’s Utilities Enhancements projects is approximately $394.7 million through FY2029.

Phase 2 of the Transbay Transit Center will build the 1.95-mile Downtown Extension (DTX) for Caltrain commuter and high-speed rail. The DTX will extend from the current Caltrain terminus at Fourth and King streets into the lower level of the new Transit Center. Phase 2 includes a new Caltrain station at Fourth and Townsend streets, an intercity bus facility to house Greyhound and Amtrak intercity bus service, and potentially a block-long pedestrian tunnel between the lower level of the Transit Center and the Embarcadero BART/Muni Metro station. The funding plan for Phase 2 includes a mix of local, regional, state, and federal funds. Construction will begin once Phase 2 is fully funded.

The total capital cost of Phase 2 is estimated at approximately $3.9 billion through FY2029, including costs incurred in prior years.

The Mission Bay Ferry Landing will provide critical Transbay and regional ferry service to and from the fastest growing southern waterfront neighborhood of San Francisco, the financial district and the East and North Bay. The landing will include capacity to berth two ferries simultaneously and may include a nearby water taxi landing to provide regional access to UCSF Mission Bay, the Golden State Warriors arena, and the surrounding neighborhoods. These amenities are essential to alleviate current regional transportation overcrowding and to provide transportation resiliency in the event of an earthquake, BART or Bay Bridge failure, or other unplanned event.

The estimated funding for the Mission Bay Ferry Landing is approximately $45.7 million through FY2029, including prior years. The remaining funds for construction are anticipated from external sources, including Regional Measure 3 and private contributions.

The Bay Area Water Emergency Transportation Authority (WETA) is implementing the Downtown San Francisco Ferry Terminal Expansion project to expand and improve facilities at the Ferry Terminal. The expansion will accommodate anticipated increases in ferry ridership. The project includes construction of two new ferry gates and four new berths, landside pedestrian circulation improvements, amenities such as weather-protected areas for queuing, and covering of the current “lagoon” area south of the Ferry Building. This covered area will enhance emergency response capabilities and serve as a new public plaza in the heart of the Ferry Building area. Construction on the project began in 2017 and will be complete by 2020.

The funding for the Downtown San Francisco Ferry Terminal Expansion project is approximately $98 million through FY 2029. The sources of funds for this project include federal grants, State of California Proposition 1-B funds, Regional Measure 2 funds, and San Francisco Proposition K dollars.

The Presidio Parkway, also known as Doyle Drive or Route 101, addresses the problems associated with an aging structure (built in 1936) as well as a desire to integrate what had been an elevated roadway structure through an active Army installation into what is now the Presidio National Park. Construction of Phase I was substantially completed in mid-2012 when a portion of the new permanent parkway as well as a temporary bypass were opened. Construction of Phase II includes work on the northbound High Viaduct and Battery Tunnel, the Main Post Tunnels, realignment of the Highway 1/101 Interchange, and the new Girard Road Interchange. The majority of these projects have been completed; work continues on related elements, including landscaping in coordination with a Presidio Trust effort and is anticipated to be completed in 2019.

The total cost of the Presidio Parkway Project is $1.05 billion; SFCTA expects to spend $1.8 million to complete the Presidio Parkway project in the timeframe of the Plan.

The SFCTA is working with the Treasure Island Development Authority (TIDA) to improve mobility on in this emerging neighborhood. The SFCTA is taking the lead on the Southgate Road Realignment Improvements on the east side of Yerba Buena Island, and a Construction Manager/General Contractor has been selected and is in final design. Construction is planned to start late spring/summer 2019. On the west side of the island, five structures will be seismically retrofitted, and three structures will be demolished and replaced. This part of the project is scheduled to start construction in the spring of 2020 after the Southgate Road Realignment Improvements and TIDA’s Macalla Road reconstruction are completed in order to avoid traffic circulation delays. These projects are all scheduled to be completed by the end of 2021.

The cost of these projects is approximately $212.5 million through FY2029, including prior years' funding. Funds for these projects are provided by the Federal Highway Bridge Program and California Proposition 1-B.

In its role as the Treasure Island Mobility Management Agency, the SFCTA is responsible for implementing a comprehensive and integrated transportation program to manage travel demand on Treasure Island as the Treasure Island Redevelopment Project proceeds. The centerpiece of this effort is an integrated and multimodal congestion pricing demonstration program that applies motorist user fees to support enhanced bus, ferry, and shuttle transit, as well as bicycling options, to reduce the traffic impacts of development. The capital elements of the program include the upfront cost of tolling infrastructure and ferry vessel purchase. All work is timed to support new development on Treasure Island, with sales of the first 1,000 housing units expected in FY2021.

The cost of the Treasure Island Mobility Management Program is approximately $153.2 million through FY2029, including prior years' funding.

The Caltrain rail bridge over Quint Street was over 100 years old and in need of replacement. The Quint Street Bridge Replacement project replaced the rail bridge with a berm that will facilitate construction of a potential future Caltrain station at Oakdale Avenue. The SFCTA and Public Works are working collaboratively on the Quint-Jerrold Connector Road Project, which will link Quint Street just north of Oakdale Avenue to Jerrold Avenue via a new road along the west side of the Caltrain tracks.

The cost of the Quint Street Bridge Replacement and Quint-Jerrold Connector Road project is approximately $18.3 million through FY2029, including prior years' funding.

The Caltrain Positive Train Control project will implement federally mandated rail safety technology that will help prevent train-to-train collisions, over-speed derailments, and movement of trains through improperly positioned switches.

The cost of the Caltrain Positive Train Control project is approximately $291.7 million through FY2029, including prior years' funding. San Francisco funding sources, including SFCTA Proposition K and SFMTA G.O. Bonds, provide approximately $30 million toward the project.

In May 2017, the JPB achieved the final milestone to fund the Caltrain electrification project—execution of the Full Funding Grant Agreement with the Federal Transit Administration. With the finalization of this $667 million grant, the JPB secured all of the financial commitments necessary to embark on this project that will install a 25KV overhead catenary system along the Caltrain line between San Francisco and San Jose and purchase 96 new electric multiple units (EMUs), replacing up to 75% of Caltrain’s aging fleet of diesel locomotives and passenger cars. The project is underway with planned completion in 2022.

The cost of the Caltrain Electrification project is approximately $2.0 billion through FY2029, including prior years' funding.

Caltrain received a 2018 Transit Intercity Rail Capital Program grant for $163 million. This grant, along with a $39 million local match, will allow Caltrain to procure up to 37 additional EMUs, improve wayside bicycle facilities (bike sharing and bike parking), and install a broadband communications system that expands onboard Wi-Fi and enhances reliability. Combined, these improvements will further agency goals to improve passenger capacity and system performance while reducing greenhouse gas emissions.

The cost of Caltrain’s Electrification Expansion Project is $203.6 million through FY2029, including prior years' funding.

BART’s fleet of 669 rail cars is one of the oldest in the United States and requires constant maintenance and repair. Rehabilitation and upgrade of BART’s rail cars in the late 1990s helped prolong the life of these essential vehicles, but they are now in need of replacement.

BART has embarked on a project to replace the existing fleet and eventually enlarge the fleet to 1,200 cars. The first ten train cars went into service January 2018 following safety and reliability testing, and regulatory approval. BART already has 775 new cars on order, with a goal to order 1,081 new cars. This will provide enough cars to run 10 car trains on all peak service into San Francisco, and will increase the number of seats in the fleet by 60%. The balance of new cars is expected to be delivered by spring 2022.

The funding for BART’s Rail Cars Program is approximately $858.7 million through FY2029.

BART will repair and rehabilitate existing station assets and modernize stations, enhance and expand station access facilities, improve wayfinding and the customer experience, and improve capacity to accommodate more riders at the system’s busiest stations.

The funding for BART’s Station Programs is approximately $360.7 million through FY2029.

BART trains run on electric power. The infrastructure that distributes electricity throughout the system and propels BART trains by providing electricity to BART’s third rail is supported through a set of 118 substations, over 700 high voltage circuit breakers and switchgears, and over 1.5 million linear feet of cabling. Most of this infrastructure is original to the system and requires either replacement or major rehabilitation. This program area includes four programs that will replace, renovate, and upgrade power infrastructure to maintain and improve service reliability.

The funding for BART’s Traction Power projects is approximately $335.1 million through FY2029.

BART’s train control system consists of both hardware and software that are used to control speed and movement on the rail network, keeping trains running smoothly and eliminating any possibility of a collision. BART’s communications systems support train control and other operational functions. They include the Operations Control Center, supporting fiber optic cable network, trunked radio system, and CCTV cameras.

The funding for BART’s Train Control & Communication Programs is approximately $316.4 million through FY2029.

The Track & Structures program area includes four programs that will replace, rehabilitate, and upgrade the BART system’s rail rights-of-way, including trackway infrastructure, tunnels, and aerial structures. Most of these components are original to the system and worn from decades of use.

The funding for BART’s Track and Structures Program is approximately $219.9 million through FY2029.

System Support programs invest in areas other than mainline railroad and station assets. They support BART District operations and promote strategic plan goals in a variety of areas including the Transbay Core Capacity Plan, Information Technology, Sustainability, Real Estate, BART to OAK Airport, Climate Adaptation and Resilience, and BART Police.

The funding for BART’s System Support Programs is approximately $134.0 million through FY2029.

A range of buildings and facilities that are not visible to BART riders support system operations. These include BART’s four rail car maintenance facilities in Hayward, Richmond, Concord, and Daly City, and other facilities. Five programs in this area will repair and upgrade these facilities.

The funding for BART’s Maintenance Shops, Yards, and Other Facilities projects is approximately $121.8 million through FY2029.

BART system operations depend on a wide range of electrical and mechanical infrastructure, including backup power supplies, HVAC equipment, fire suppression equipment, water management infrastructure, and many other facilities. This program area includes three programs that will replace, renovate, and upgrade electrical and mechanical infrastructure to maintain safe and reliability operations.

The funding for BART's Electrical & Mechanical Programs is approximately $64.2 million through FY2029.

BART is working to complete ongoing system expansion projects and working with partners to study the possibility of future expansion. Current planned system expansion efforts include a new Transit Operations Facility to serve a larger system, investments to complete current projects, and planning processes and studies.

The funding for BART’s System Expansion Programs is approximately $53.0 million through FY2029.

In 2004, BART District voters approved Proposition AA, a general obligation bond to fund BART’s Earthquake Safety Program (ESP). Since that time, BART has been steadily investing in crucial seismic upgrades to its core infrastructure, including elevated structures, stations, maintenance facilities, and other buildings. Remaining Earthquake Safety Program work will focus on the Transbay Tube. Beyond the 2004 Earthquake Safety Program, investment will be required to address a set of risks to operations in the Caldecott BART Tunnel resulting from incremental movement of the Hayward Fault.

The funding for BART’s Seismic Programs is approximately $49.4 million through FY2029.

The SFMTA’s most prominent enhancement project is the Central Subway, a 1.7 mile extension of the existing Third Street light rail line to Chinatown that will vastly improve transportation to and from some of the city’s busiest, most densely populated areas. This transformational project will provide direct connections to major retail, sporting, and cultural venues while efficiently transporting people to jobs, educational opportunities, and other amenities. With stops in South of Market (SoMa), Yerba Buena, Union Square, and Chinatown, the Central Subway will vastly improve transit options for the residents of these neighborhoods.

The cost of this project is approximately $1.6 billion and is expected to begin service in 2019.

The SFMTA maintains a wide array of IT assets across the city, from Wi-Fi and telephone systems at SFMTA worksites to the fiber network that provides the internal communication backbone of the Muni Metro system. Projects planned for the next five years include procuring new Muni Metro subway blue light (emergency response) phones, pre-planning for a new time clock project to improve operational efficiency, and replacing antiquated radio communications systems.

The expected cost of SFMTA’s communications & IT Infrastructure projects through FY2027 is approximately $6.6 million.

The facilities program at SFMTA supports the modernization and expansion of outdated facilities to make them safe and efficient, as well as acquiring new facilities to accommodate fleet growth. Over the next five years, the Agency will carry out projects to make sure that all SFMTA employees experience a safe, comfortable, and efficient working environment.

The SFMTA will spend $191 million through FY2027 to upgrade its facilities.

Muni’s fixed guideway systems, which include light rail, trolley coach, streetcar, and historic cable car lines, are a crucial component of San Francisco’s transportation infrastructure. Key fixed guideway projects planned for the next five years include the Muni Metro Twin Peaks Tunnel track replacement, rail signal upgrades at priority locations like Saint Francis Circle and San Jose Avenue, and projects addressing train control throughout the Muni Metro system.

The cost of the fixed transit guideway program is $395 million through FY2027.

The fleet capital program is planning enhancement projects include the expansion of the light rail vehicle, motor and trolley coach, as well as improvements to the radio communication system within the communications and IT capital program, and improving maintenance facilities that support Muni fleet in the Facility capital program.

SFMTA plans to spend approximately $1.8 billion on its fleet through FY2027.

The SFMTA parking program supports the planning, design, rehabilitation and construction of public parking garages, as well as street infrastructure and facilities related to public parking. Some of the parking projects over the next five years include the rehabilitation and equipment upgrades of key parking structures such as Civic Center Plaza, Golden Gateway, Japan Center, Moscone Center, Performing Arts Center, Union Square, and neighborhood garages in North Beach.

The cost for these parking rehabilitation projects through FY2027 is $30 million.

SFMTA security program funds are used to plan, design, and implement security initiatives in case of a natural disaster, terrorist attack, or other emergency situations. Some of the security projects planned for the next five years include investments in the physical security of subway systems, revenue-fleet maintenance, and storage facilities, as well as threats and vulnerabilities countermeasures. The security program also provides security and emergency preparedness training for frontline transit employees.

The security program at SFMTA will cost $19 million through FY2027.

San Francisco is a national leader in complete streets design that accommodates all transportation modes and prioritizes safety for vulnerable users. The SFMTA is implementing enhancement projects that make walking and bicycling safer in the City thereby supporting the Vision Zero goal of eliminating traffic deaths.

The cost of the SFMTA’s streets program through FY2027 is $535 million.

The SFMTA taxi program strives to make comfortable, efficient, and environmentally friendly taxis available throughout the city. Program funds are used to plan, design, and implement improvements to the taxi system and to provide a better customer experience for all taxi users. Current projects include continued incentive programs for “green” taxi technology such as electronic taxi hailing, a taxi Clean Air Energy Rebate, and an electric vehicle charging network.

The SFMTA taxi program will cost four million dollars through FY2027.

The traffic and signals program provides funding for upgrading, replacing and constructing new traffic signals and signal infrastructure. The SFMTA is replacing outdated signals with Intelligent Transportation Systems (ITS) tools to enhance traffic analysis, provide transit signal priority, and expedite maintenance procedures. ITS tools include advanced traffic signal controllers, traffic cameras, video detection, variable message signs, and a communications network. This program also funds the design and construction of new and upgraded traffic signals to improve safety and help the city reach its Vision Zero goal of eliminating all traffic fatalities and severe injuries by 2024.

The cost of the traffic and signals program is $119 million through FY2027.

The transit optimization and expansion program is a series of projects which will make Muni more efficient, reliable, safe, and comfortable for its existing 700,000 daily passengers – as well as to prepare the system for future growth. Included in this program is Muni Forward, an initiative designed to enhance service on certain bus and light rail lines. These projects address the root causes of delay and passenger frustration like traffic congestion, stops that are spaced too close together, narrow travel lanes, and slow boarding times. The Van Ness Bus Rapid Transit (BRT), discussed as part of the SFCTA Enhancements, is part of this program and now in the implementation phase, led by SFMTA.

The cost of SFMTA’s transit optimization and expansion program is $1 billion through FY2027.

Major airfield-related projects include taxiway improvement projects, runway overlays, and apron reconstruction projects.

SFO is planning to spend over $161 million on Airfield Enhancements in the next 10 years.

Major airport support projects include security infrastructure improvements, various technology improvement projects, renovation of the Superbay Hangar, construction of the first phase of the Consolidated Administrative Campus, the Airport Shoreline Protection program, and the demolition of the Airport’s existing air traffic control tower.

SFO plans to spend nearly $480 million on Airport Support projects in the next 10 years.

The largest groundside project is the construction of a new Airport-owned hotel. In September 2015 the Airport Commission awarded a Hotel Management Agreement to Hyatt Corporation and authorized the issuance of debt to finance the development and construction of the on-Airport hotel and related AirTrain station. Other major groundside projects include the development of a new consolidated rental car facility and conversion of the existing rental car facility for public parking use, a new long-term parking garage, and the extension of the AirTrain system to the new long-term parking garage.

The estimated cost of SFO’s Groundside projects is $1.1 billion over the next 10 years.

The largest terminal projects are the redevelopment of Terminal 1 and the renovation and reconfiguration of the western side of Terminal 3. The planned Terminal 1 renovations include additional gates in Boarding Area B, seismic and building systems improvements, construction of a new baggage handling system, renovation of the central and southern portions of the departures hall, and construction of a post-security passenger connector from Terminal 1 to the International Terminal. The reconfiguration and renovation of the western side of Terminal 3 focuses on increasing gate flexibility, improving seismic stability, upgrading building and baggage handling systems, improving passenger flow, and enhancing passenger amenities.

SFO plans to spend approximately $2.5 billion on its Terminal Redevelopment projects over the next 10 years.

Major utilities-related projects include waste water system improvements, water system improvements, power and lighting improvements, and the installation of an energy management control system.

In the next 10 years SFO estimates that it will spend over $318 million on Utilities Enhancements.

The Presidio Parkway, also known as Doyle Drive or Route 101, addresses the problems associated with an aging structure (built in 1936) as well as a desire to integrate what had been an elevated roadway structure through an active Army installation into what is now the Presidio National Park. Construction of Phase I was substantially completed in mid-2012 when a portion of the new permanent parkway as well as a temporary bypass were opened. Construction of Phase II began in 2012 and is being delivered through the State of California’s first public-private-partnership. Golden Link Partners was selected to design, build, finance, operate, and maintain the project for 30 years. In July 2015 the final roadway configuration was opened for public use. Work continues on related elements, including landscaping and will be completed in late 2016.

The SFCTA expects to spend $1.8 million to complete the Presidio Parkway project.

The SFCTA is working with the Treasure Island Development Authority (TIDA) on the development of these projects. On the east side of the island, new westbound on- and off-ramps to the new eastern span of the Bay Bridge have been constructed, opened for use on October 22, 2016. On the west side of the island, existing bridge structures will be seismically retrofitted. This part of the project is scheduled to start construction in the spring of 2018 after the Caltrans Bay Bridge eastbound on-off ramps improvement project and TIDA’s Macalla Road reconstruction in order to avoid traffic circulation delays. These projects are scheduled to be completed by mid-2020.

These projects will cost approximately $96 million over the next 10 years.

In its role as the Treasure Island Mobility Management Agency, the SFCTA is responsible for implementing a comprehensive and integrated transportation program to manage travel demand on Treasure Island as the Treasure Island Redevelopment Project proceeds. The centerpiece of this effort is an integrated and multimodal congestion pricing demonstration program that applies motorist user fees to support enhanced bus, ferry, and shuttle transit, as well as bicycling options, to reduce the traffic impacts of the project. The capital elements to be funded by the Treasure Island Mobility Management Program include upfront capital cost of tolling infrastructure and ferry vessel purchase. Installation and testing of the tolling system is expected to start in FY2018. All work is timed to support new development on Treasure Island, with sales of the first 1,000 housing units expected in FY2020.

The Treasure Island Mobility Management Program will cost $61 million over the next 10 years.

The existing Caltrain rail bridge over Quint Street is over 100 years old and in need of replacement. The Quint Street Bridge Replacement project will replace the rail bridge with a berm that will facilitate construction of a potential future Caltrain station at Oakdale Avenue. The SFCTA and Department of Public Works are working collaboratively on the Quint-Jerrold Connector Road Project, which will link Quint Street just north of Oakdale Avenue to Jerrold Avenue via a new road along the west side of the Caltrain tracks. The road will also support the potential new Caltrain Station at Oakdale Avenue and provide access to other nearby land uses.

The current cost estimate for the project is $13 million based on planning designs. The expected cost of this project is $9.7 million over the next 10 years.

In March 2012, the JPB entered into a Memorandum of Understanding with the California High Speed Rail Authority to make strategic, early investments in the Peninsula Corridor that would allow Caltrain’s existing system to support high-speed rail services while enhancing Caltrain service. These improvements include corridor electrification and an advanced signal system. The electrification program, or Peninsula Corridor Electrification Project (PCEP) is the centerpiece of Caltrain’s proposed Capital Improvement Program to transform the system into a world-class commuter rail system connecting San Francisco and San Jose.

The total project cost for PCEP infrastructure is $1.3 billion, while the replacement of train-sets is estimated to cost $665 million. The cost of the signal system is $245 million. A mix of local, regional, state, and federal funding sources have been identified to cover the costs. At the local level, the JPB has agreed to contribute $180 million, to be split equally between the three member entities for both PCEP and the advanced signal system. The JPB Capital Improvement Program includes $60 million in San Francisco funding sources, with roughly $24 million from the Proposition K sales tax funds and an estimated $40 million from G.O. Bonds.

Phase 1 of this project entails the construction of the new multimodal Transbay Transit Center, which will serve train and bus commuters, local area office workers, and residents of the emerging Transbay neighborhood. The Transbay Transit Center is composed of four levels above-ground and two levels below and will contain active pedestrian, shopping, dining, and recreational areas. A bus ramp will connect the Bay Bridge to the elevated bus deck of the Transit Center for buses providing service across the Bay. A new bus storage facility, to be used primarily by AC Transit, will be constructed below the I-80 West approach to the Bay Bridge. The facility will also include AC Transit offices, storage, and restrooms. Construction of the Transit Center began in 2010 and is scheduled to be completed in 2017.

The total budget for Phase 1 is $2.2 billion, $274 million of which falls in the Plan’s timeframe. The project is funded through a combination of local, regional, state, and federal funds.

Phase 2 of the Transbay Transit Center will build the 1.95-mile DTX connection for Caltrain commuter and high-speed rail. The DTX will extend from the current Caltrain terminus at Fourth and King streets into the lower level of the new Transit Center. Phase 2 includes a new Caltrain station at Fourth and Townsend streets, an intercity bus facility to house Greyhound and Amtrak intercity bus service, and potentially a block-long pedestrian tunnel between the lower level of the Transit Center and the Embarcadero BART/Muni Metro station. Construction will begin once Phase 2 is fully funded.

The capital cost of Phase 2 is estimated at approximately $3.9 billion, nearly all of which falls in the Plan’s timeframe. It is funded through a mix of local, regional, state, and federal funds.