Muni Metro Modernization is a comprehensive long-term strategy for expanding the capacity of the Muni Metro system. Muni Metro Modernization aims to replace aging infrastructure and enable a longer train in high demand/growth areas, such as West Portal-San Francisco State University (SFSU) and Judah corridor. Modernization would also support more frequent and reliable service systemwide.

This program also includes the Muni Core Capacity Study, which will propose a future scenario and identify a sequential program of infrastructure projects to achieve that scenario. The study will also develop a more specific infrastructure project concept along the surface between West Portal and SFSU.

The Muni Metro Community Working Group began meeting in 2023 to inform a comprehensive long-term strategy for expanding the capacity of the Muni Metro system over the coming decades.

The Presidio Division Yard facility is over 100 years old and needs to be replaced. The modernization project aims to provide safer and healthier working conditions to support a reliable and efficient transportation system. The three-level structured bus facility will house a modern bus operations and maintenance facility and Muni’s historic buses. The facility will also be home to the SFMTA Peer Assistance Program and a Department of Public Works street cleaning unit. The new facility will also be equipped with charging infrastructure to support Muni’s transition to battery-electric buses. Staff is exploring joint development for this facility.

The SFMTA has committed to transitioning to a 100% zero-emission fleet by 2040. This transition requires a balance of project delivery and efficient sequencing of facility transition to allow the SFMTA to begin multi-year procurements of a new bus fleet. SFMTA's Zero-Emission Rollout Plan includes an approach to facility and infrastructure conversion that would enable a full transition by 2040. The SFMTA is currently conducting a pilot with 15 battery electric buses (BEBs), three each from five manufacturers, to assess their performance, reliability, comfort, and maintainability in San Francisco's operating environment which will inform SFMTA’s future procurement strategy.

Upgrading facility infrastructure at all six SFMTA bus facilities is required in advance of fleet procurement to successfully operate a BEB fleet. Therefore, the achievement of the schedule depends on an organized and phased approach to infrastructure and facility upgrades and on-time delivery of additional electrical supply by our utility partners. This conversion also requires off-site improvements to the SFMTA power supply to accommodate this transition. The program includes the one-time incremental cost of replacing the current biodiesel fleet with BEB technology.

Replacing aged traffic signal infrastructure to improve safety and visibility at intersections for people walking remains underfunded. Improvements include: larger signals and mast arms to enhance signal visibility for people driving, walking, and biking; signs to alert people driving of turn restrictions; walk-sign countdown signals, which display the number of seconds remaining to cross the street along with the WALK sign; accessible signals for people walking, which use audible and tactile means to communicate when it is safe to cross the street for people who are visually impaired. The SFMTA completed a condition assessment report of its signal infrastructure as part of its Asset Management Program.

SFMTA – Transformative Streetscape Projects

SFMTA has recently broken ground, advertised for construction, or is finalizing design on a series of major streetscape capital projects that will transform key transportation corridors in San Francisco into safer and more inviting places to walk, bike, shop, and take transit. These projects include the Folsom Streetscape Project, which recently initiated construction to improve safety on a high injury corridor, reduce greenhouse gas emissions, support the city’s transformative vision for SoMa as a regional hub, and improve mobility for visitors and residents, including low-income populations who depend most upon riding transit, walking, and bicycling. Likewise, the 13th Street Safety Project is now advertised and seeks contractor bids for construction, while the Embarcadero Enhancement Project and Howard Streetscape Project are in various stages of design. Additionally, the SFMTA is planning for the future of the multimodal network by advancing comprehensive and community-based planning projects such as the Bike and Rolling Plan, which is a 2-year planning process to develop a new plan for active mobility in San Francisco. The new plan will guide SFMTA future investments in the biking and rolling network, support facilities, programs, and policies for the next 10-15 years. This new planning effort includes all devices that can legally use the biking and rolling network and elevates the voices and needs of equity priority communities.

SFO – Airport Development Plan

SFO 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, serve as a roadmap to guide long-term Airport development, and support the Airport’s strategic objectives. Recommended ADP projects include a new boarding area with swing gates, replacement of the Central Garage, and expansion of the International Terminal. The recommended ADP is currently undergoing required environmental review which began in July 2017. The recommended ADP capital projects can be added to future versions of the CIP to address traffic growth and other factors.

SFO – Sea Level Rise and Flooding

The Airport is adjacent to the San Francisco Bay, which, in turn, opens onto the Pacific Ocean. The Airport has constructed various types of seawalls since the 1980s. Currently, more than six of the eight miles of shoreline are protected by engineered earthen berms, concrete seawalls, and vinyl sheet piles. However, there are gaps of variable lengths along the shoreline that may allow water to enter the airfield and the Airport, as well as occasional wave overtopping of some flood protection structures. A report released by the San Francisco Bay Conservation and Development Commission in 2011 suggested that 72% of the Airport would be at risk from a 16-inch sea level rise. Close to half of the Airport’s existing perimeter shoreline meets FEMA 100-year flood standards; however, a study conducted by the Airport identified deficiencies in the Airport’s shoreline protection system primarily in the more vulnerable portions of the system, such as near the Airport’s Wastewater Treatment Plant, and along the reach owned by the federal government and operating as a U.S. Coast Guard facility.

The Airport’s Shoreline Protection Program was estimated to cost $587 million (in 2018 dollars) per the Airport’s Shoreline Protection Project Fiscal Feasibility Study conducted in 2019. The Airport’s current CIP includes only $60 million budgeted to focus on the environmental review and permitting process for the Shoreline Protection Program as well as coordination with adjacent neighbors such as San Bruno, South San Francisco, Millbrae, Burlingame, San Mateo County, and the California Department of Transportation. The Shoreline Protection Program completed the CEQA process on June 1, 2023; however, the NEPA and permitting process remain ongoing and are expected to be complete by early 2027. Once complete, the Airport will then be able determine the full cost of this Shoreline Protection Program and when to begin construction.

SFCTA – I-280 Off-Ramp Safety Projects at Balboa Park

The I-280 Off-ramp Safety Project was recommended from the Balboa Park Station Area Circulation Study, adopted by the SFCTA in June 2014. It includes changes to the I-280 southbound off-ramp at Ocean Avenue and I-280 north-bound off ramp at Geneva Avenue. The existing I-280 southbound off-ramp at Ocean Avenue has limited sight distance for vehicles exiting the off-ramp at high speed which can lead to pedestrian and bicycle crossing conflicts. The project will realign the off-ramp from a free-flow right turn into a T-intersection for safety purposes. It will also widen the off-ramp to two lanes and install a retaining wall. The existing I-280 northbound off-ramp at Geneva Avenue has chronic traffic queues that spill back onto I-280, resulting in collisions. The project will pursue traffic signal upgrades, pedestrian and lighting improvements and a further study of freeway queue spillback solutions with Caltrans. The rough order of magnitude estimate for planning, design, and implementation is up to $32 million for the southbound ramp and $3 million for the northbound off-ramp. The southbound off-ramp project received Caltrans project approval in 2021 and final design started in late 2022. The northbound off-ramp project completed a feasibility study in 2023.

BART – Emerging Projects

Significant capital needs, especially in traction power and maintenance facilities, exceed existing and forecast funding opportunities.  Investments in these areas are needed to ensure sustainable, reliable service, attract riders back to BART and deliver on the State’s ambitious greenhouse gas emissions reduction goals. Over the coming fiscal year, BART will be working to collaborate with MTC and operators across the State and nationally to develop an advocacy strategy for new sources of transit funding to address these critical needs.  

BART also continues to work with regional and county transportation authorities to fund key BART capital investments, such as the Core Capacity Program, Elevator Modernization and Next Generation Fare Gates. Such advocacy efforts focus on existing and future county transportation sales tax measures and other regional and county-controlled funding sources.  

Caltrain – San Francisco Railyard Redevelopment

The redevelopment of the San Francisco Railyards site into a regional transit center will include a new rail station, housing, offices, and public spaces. The redevelopment will accommodate increased Caltrain service, facilitate future Caltrain and high-speed rail operations, generate additional ridership, and support connections to high-speed rail, the Portal, SFMTA Central Subway, and other SFMTA transit lines. This is in partnership with Prologis and the City of San Francisco. 

The cost of the planning phase is estimated to $6.1M.

Modern fleet maintenance and storage facilities are vital to keep SFMTA’s fleet in a state of good repair, which ensures reliable transit service. The SFMTA’s Building Progress facility capital program supports upgrades to obsolete facilities, some over 100 years old, to make them safe and efficient. The most urgent of these capital needs have been prioritized, but others remain partially or completely unfunded.

The SFMTA also has projects in several other program areas that are partially or completely unfunded and will need to be deferred if additional revenues are not identified. These include: major corridor projects that assist attainment of Vision Zero safety goals; numerous Muni Forward corridor projects to make transit more effective; the full build out and replacement of station elevators; audible signals to enhance accessibility for people walking; 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 systemwide state of good repair projects.

The 2024 Community Health and Medical Facilities, Street Safety, Public Spaces, and Shelter to Reduce Homelessness Bond provides $63.9 million to fund necessary projects to improve pedestrian, bicycle and traffic safety.

The general obligation bonds scheduled for 2026 and 2032 will be critical to funding renovations to SFMTA’s oldest bus yards and other facilities, traffic signal replacement and Muni’s train control system.

The cost of SFMTA’s deferred projects is approximately $20.5 billion through FY2035.

TJPA – Pedestrian Connector

A block-long pedestrian tunnel between the lower level of the Transit Center and the Embarcadero BART/Muni Metro station is a Phase 2 component of the Transbay Program that has been deferred by the TJPA Board as recommended by a Phasing Study completed in 2021. 

The SFMTA maintains a wide array of information technology (IT) assets across the city, from Wi-Fi installation at SFMTA worksites, to a 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 its aging systems. Upgrades are planned to the core network to support an upgrade of the video analytic system to monitor safety footage, upgrade routers on fleet vehicles to support remote video streaming and increased cameras to enforce transit-only lane violations. The IT organization will be updating the CAD/AVL System that manages transit services. SFMTA is nearing completion of a major revamp of its customer information system that will incrementally roll out features to new modernized signs to support  customer experience, through real-time information and updated trip planning features. These initiatives contribute to a more efficient and secure network, as well as help passengers to better integrate travel planning into their day-to-day lives. Supporting a positive customer experience is a key tenet of SFMTA’s technology goals.

The projected funding for SFMTA’s Communications & IT Infrastructure projects is approximately $17.5 million through FY2035.

As SFMTA moves forward with the goals of creating a greener, more efficient, and modern transportation system, it is important to strengthen aging infrastructure, which is the backbone of San Francisco's transportation system. The SFMTA has identified critical updates that are needed for 100-year-old bus yards, guided by the Building Progress Program. Improving bus yards and making them safer, more efficient and greener can make Muni service more reliable and is critical for meeting the city’s ambitious climate change goals. The Building Progress Program is a $2.3 billion multi-year effort to repair, renovate, and modernize the SFMTA’s aging facilities to keep the city moving and transition to a fully zero-emission bus fleet. Six bus facilities that are planned to be rebuilt for electric trolley and battery- electric buses include the Potrero Modernization Project and projects at Presidio, Kirkland, Islais Creek, Woods, and Flynn Yards, with temporary facilities at Muni Metro East’s four acres and at 1399 Marin. The SFMTA’s 2024 Facilities Framework describes the phasing of the planned facilities improvements and the bus fleet plan. Four of the six facilities projects are underway, with the Potrero Modernization Project closest to being shovel ready. 

The projected funding for SFMTA’s Facilities Program is approximately $565 million through FY2035.

The Fleet Capital Program ensures that vehicles operated by the SFMTA are safe, comfortable, clean, and reliable. The SFMTA revenue fleet comprises four different modes (cable car, historic streetcar, light rail vehicles and rubber tire). Some modes have sub variants. For example, in the rubber tire category there are diesel-hybrid, battery-electric, trolley bus, and paratransit vehicles. Enhancement projects in this program are focused on maintaining the fleets in a state of good repair. They include procurement of new vehicles (such as replacing the existing light rail vehicle fleet, as well as diesel-hybrid and battery-electric buses), periodic overhaul of existing fleets (such as the phased overhaul of the rubber tire fleet), and restoration of our historic fleet (both cable cars and historic streetcars).   

The projected funding for the SFMTA’s Fleet Capital Program is approximately $2.4 billion through FY2035.

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. A major priority for the Parking Program is the implementation of the Parking Meter Replacement Project which will replace and upgrade the inventory of parking meters in San Francisco, reducing meter jams and enabling the public to more reliably pay for parking.

The projected funding for the SFMTA’s Parking Program is approximately $13.6 million through FY2035.

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.

Security projects include improving the physical security of our facilities, yards, and revenue-fleet maintenance and storage facilities. Due to the SFMTA’s budget challenges, the Security program mainly relies on competitive grant awards to fund its capital needs.

The projected funding for the SFMTA’s Security Program is approximately $11 million through FY2035.

San Francisco continues to be 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 focus on creating safe and inviting streets and sidewalks for all who walk and use a bicycle. The projects and programmatic areas funded in the Streets Program are based on the SFMTA Strategic Plan, the Bike and Rolling Plan, and the Vision Zero goal of eliminating traffic deaths, with a focus on improving conditions along San Francisco’s High Injury Network; continuation of previous commitments; inclusion in approved planning documents; and fund-matching opportunities. Project outcomes include transformative streetscape projects, a quick-build network of corridors and facilities for people walking and biking, spot enhancements to the bicycle and walking environment, and traffic calming throughout San Francisco streets. Major projects include streetscape improvement projects along Howard and Folsom Streets, which will transform the streets to be safer for people traveling by all modes through improved sidewalks, bicycle facilities, and signals.

The projected funding for the SFMTA’s Streets Program is approximately $501 million through FY2035.

The Taxis, Access & Mobility Services Division (TAMS) at SFMTA oversees the regulation of the taxi industry, manages the San Francisco Paratransit program, and ensures physical and programmatic access of SFMTA programs and facilities. The SFMTA Taxi Program capital 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, including paratransit and ramp taxi customers. Current capital taxi projects include continued incentive programs for “green” taxi technology such as the Alternative Fuel Taxi Vehicle Incentive Program for electric taxis and charging infrastructure. Accessible Services capital program funds are dedicated to the Mobility Management program. This program develops strategic tools to help seniors and people with disabilities make well-informed transportation choices. Other capital funds that improve the accessibility of our transportation system are typically reflected in the budgets of other divisions, including Traffic & Signals (Accessible Pedestrian Signals), Transit Optimization and Expansion (accessible retrofits of legacy light rail surface stops), the Fleet Capital program (paratransit vehicles), and Livable Streets (streetscape improvements including accessible parking and quick-builds that improve safety and accessibility).

The projected funding for the SFMTA’s Taxi program is approximately $5.2 million through FY2035.

The Traffic and Signals Program provides funding for upgrading, replacing, and constructing new traffic signals and signal infrastructure. Intelligent Transportation Systems (ITS) are part of the traffic signal system. ITS is used to enhance traffic analysis, provide transit signal priority and emergency vehicle preemption, and expedite maintenance procedures. ITS tools include advanced traffic signal controllers, traffic cameras, video detection, variable message signs, and a communications network. As part of this program, the SFMTA is upgrading outdated ITS components that are becoming obsolete and reaching the end of their useful life. The program is also expanding to connect more intersections to the network and equipping with ITS devices for the first time.

This program funds new and upgraded traffic signals to improve safety in line with Vision Zero. SFMTA recently completed a traffic signal condition assessment to update existing maintenance models and more accurately forecast capital needs for the traffic signal asset portfolio.

The Capital Plan includes major traffic signal upgrade projects in the Western Addition and the Tenderloin areas which will add walk-sign countdown signals, accessible signals for people walking, and higher visibility traffic signals. There will also be several projects using city forces that will install higher visibility traffic signals, replace key aging signal equipment such as accessible signals for people walking and signal controller cabinets, and replace faded street crossing and street name signs.

The projected funding for the SFMTA’s Traffic and Signals program is approximately $70.9 million through FY2035.

The SFMTA’s Transit Fixed Guideway systems, which include light rail, trolley coach, and historic streetcar and cable car lines, as well as the new Van Ness BRT, are a crucial component of San Francisco’s transportation infrastructure. The SFMTA plans to do major state of good repair work on its track, overhead catenary system, train control, and subway fire life safety systems. The SFMTA’s Subway Renewal focuses on the core of the light rail network, investing in critical state of good repair improvement in the subway. Additionally, a key component of the fixed guideway planned investments is the Train Control Upgrade Project (TCUP), which will upgrade the existing Automatic Train Control System to a Communications-based Train Control System which enhances safety and capacity of the transit system. The new system will provide the tools to deliver more reliable, faster, higher-frequency, higher-capacity Muni Metro service throughout San Francisco. 

TCUP is projected to be completed in seven phases. The first phase would install a new Communications-Based Train Control (CBTC) system on the street for the first time, along the Embarcadero and Third Street corridors. This new system would serve high-traffic destinations such as Oracle Park, Chase Center, Mission Bay and UCSF. The second phase would install and activate the new Communications-Based Train Control in the subway. Phases three through seven would expand the new Communications-Based Train Control to the on-street branches of the J Church, K Ingleside, L Taraval, M Ocean View, N Judah and T Third.

The projected funding for the SFMTA’s Transit Fixed Guideway program is approximately $1.3 billion through FY2035.

The Transit Optimization and Expansion program is a series of projects that will make Muni more efficient, reliable, safe, and comfortable for its existing 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. In 2024, Muni Forward celebrated the completion of 100 miles of improvements to reduce time people riding Muni wait in traffic or at stops.

The Five-Minute Network is SFMTA’s next generation of Muni Forward transit priority capital projects. The most intensive improvements would focus on corridors that support combined 5-minute headways or better, carrying about 80% of Muni riders. These corridors serve major regional destinations and transit hubs, including along Market Street. Improvements would also be made to less frequent routes that provide critical connections to the Five-Minute Network. This capital program will be coupled with transit service expansion, as the capital improvements will enable faster, more frequent, and more reliable transit service systemwide. In most cases, projects will include quick-build components to deliver initial benefits faster.

Construction will begin in the coming months on transit and safety improvements on the 5 Fulton in the Inner Richmond. Quick-build improvements are underway on the J Church, K Ingleside and M Ocean View lines, where Muni Forward improvements were recently approved. Following quick-build improvements, detailed design is underway for the construction of permanent improvements for approved projects on the 29 Sunset, 38 Geary, J Church, the K Ingleside, and the M Ocean View.

In 2024 and 2025, SFMTA will start outreach on a new round of Muni Forward corridors and Transit Delay Hot Spot improvements:

• T Third reliability improvements
• J Church: Noe Valley Muni Forward
• 29 Sunset (Phase 2)
• N Judah Muni Forward
• 1 California Muni Forward
• 22 Fillmore: Fillmore Street Muni Forward
• New top 10 Transit Delay Hot Spots

The projected funding for SFMTA’s Transit Optimization and Expansion program is approximately $674.5 million through FY2035.

Major airfield-related improvements include the Taxiways D and T Reconstruction project, which was completed in June 2024, and the Taxiway A and B Phase I Reconstruction project that is scheduled to be completed in 2025. 

The funding for SFO’s Airfield Enhancements is approximately $867 million through FY2035.

Major projects in this category include Cargo and Hangar Improvements in the West Field area, the second phase of the Consolidated Administration Campus, a new West Field Garage, and the continuation of the Wayfinding Enhancement Program.

The funding for SFO’s Airport Support projects is approximately $3.4 billion through FY2035.

Major groundside projects include the replacement of the Parking Access and Revenue Control System (PARCS), various roadway improvements related to enhancing safety, and the construction of a new Bus Maintenance Facility that will accommodate all staff including administration, bus crews, and the maintenance employees. 

The funding for SFO’s Groundside projects is approximately $232 million through FY2035.

SFO – Terminal Redevelopment

The largest Terminal project spending in the CIP is for the modernization of Terminal 3 West and the renovation of Terminal 1 Center. The reconfiguration and renovation of the western side of Terminal 3 is intended to increase gate flexibility, improve seismic stability, upgrade building and baggage handling systems, improve passenger flow, add a sterile connector to the International Terminal, and enhance passenger amenities. The Terminal 1 Center renovations include the construction of a new architectural building envelope, complete electrical, HVAC, special systems replacement, new check-in facilities and passenger screening checkpoint, a new baggage handling system, and construction of a post-security passenger connector and sterile connector from Terminal 1 to the International Terminal with enhanced passenger amenities.

Other notable Terminal projects include the Courtyard 3 Connector project, which constructed a post-security passenger connector between Terminal 2 and Terminal 3 in conjunction with a multi-story office block for Commission and tenant use, and the International Terminal – Phase 2 project, which will upgrade and improve the operational efficiency within the departures level of the terminal. 

The funding for SFO’s Terminal Redevelopment projects is approximately $5.7 billion through FY2035.

Major utilities-related projects include power and lighting improvements, which will upgrade the Airport’s electrical capacity, and various wastewater and water system improvements such as upgrades at the Mel Leong Treatment Plant and a new recycled water system.

The funding for SFO’s Utilities Enhancements projects is approximately $875 million through FY2035.

TJPA – Transbay Program Phase 2

Phase 2 of the Transbay Program will build The Portal for the Caltrain commuter and California high-speed rail systems. The Portal will extend from the current Caltrain terminus at Fourth and King streets into the lower level of the new multimodal Center. The Portal includes a new Caltrain station at Fourth and Townsend streets, and the fit-out of the already built two-story train box found underneath the Center. The funding plan for The Portal includes a mix of local, regional, state, and federal funds. Construction will begin once The Portal is fully funded.

The total capital cost of Phase 2 is estimated at approximately $7.5 billion through FY2035, including costs incurred in prior years.  This does not include the construction of the two-level "train box” rail station shell under the Transit Center, which was completed during Phase 1 and built with a budget of $729 million ($400 million of which came from the federal government).

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 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 cost for the Mission Bay Ferry Landing is under review after significant delays caused by litigation and COVID-19. At last estimation in 2023, the cost was approximately $58.4 million.   

SFCTA – I-80/Yerba Buena Island West Side Bridges Retrofit Project

The SFCTA is working with the Treasure Island Development Authority (TIDA) to improve mobility in this neighborhood. The West Side Bridges Seismic Retrofit Project will retrofit one seismically deficient bridge, demolish and replace seven seismically deficient bridges that are in proximity to each other along Treasure Island Road, and construct two retaining walls that will accommodate the future Yerba Buena Island Multi-Use Path Project. The project started construction in June 2023 following completion of the Southgate Road Realignment Project. 

The cost of the West Side Bridges Seismic Retrofit project is approximately $135.7 million through FY2035, including prior years' funding. Funds for this project is provided by the Federal Highway Bridge Program, the Federal Rebuilding American Infrastructure with Sustainability and Equity (RAISE) Program, Federally Directed Spending, State Proposition 1B and Senate Bill 1, the Bay Area Toll Authority, and the Treasure Island Development Authority.

SFCTA – Treasure Island Mobility Management Program

In its role as the Treasure Island Mobility Management Agency, the SFCTA is responsible for implementing a comprehensive and integrated transportation program to achieve the twin goals of 50 percent trips by transit/walking/biking and financial sustainability. The mobility program supports the redevelopment of Treasure Island into a new mixed-use and mixed-income neighborhood with 8,000 housing units, 27 percent of them affordable. The centerpiece of this effort is a congestion pricing 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 initial build-out and implementation of the tolling system, ferry charging infrastructure, and program delivery and management costs to deliver the integrated capital program and launch transit services. 

The spending plan for the Treasure Island Mobility Management Program is approximately $29.7 million through FY2035, including prior years' funding. Components of this program have been deferred, with an estimated cost of $24.2 million.

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 San Francisco 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 project received environmental approval, completed conceptual design, and is currently in the right-of-way phase and detailed design phase.

The estimated cost of the Quint-Jerrold Connector Road project is approximately $7.4 million through FY2035, including prior years' funding. An additional $32.9 million has been deferred.

SFCTA – Yerba Buena Island
Multi-Use Path

The existing roadways connecting the Bay Bridge East Span pedestrian and bike path landing to the new Treasure Island Ferry Terminal are narrow and without sidewalks. The Yerba Buena Island Multi-Use Path will create a safe, ADA-compliant connection for pedestrians and bicyclists between the East Span path on Yerba Buena Island and Treasure Island’s ferry terminal. As part of the larger Multimodal Bay Skyway project, the YBI Multi-Use Path will enable bicycle and pedestrian commuters and recreational users the opportunity to travel from the East Bay and downtown Oakland to downtown San Francisco via the complementary West Oakland Link and Treasure Island Electric Ferry projects. The project will also connect the East Span path and Treasure Island to the future West Span path as part of Bay Skyway Phase II, which will create a continuous walking and biking route from Oakland to San Francisco. The YBI Multi-Use Path project will also construct a transit-only lane connecting Treasure Island to west-bound I80/Bay Bridge. The project received environmental approval, awarded a detailed design contract, and secured a portion of construction funding. 

The estimated cost of the Yerba Buena Island Multi-Use Path project is approximately $15.5 million through FY2035, including prior years' funding. An additional $79.7 million has been deferred.

Caltrain – Level Boarding Program

As a legacy system, Caltrain does not currently provide level boarding access to its passenger cars. As Caltrain modernizes the system through significant projects like electrification, Caltrain commits to improving its system to ensure safe and accessible boarding for people of all abilities. Universal Level Boarding brings significant safety and accessibility benefits to all passengers. Additionally, it allows for faster boarding and alighting to support enhanced service levels and schedule reliability, reducing train dwell times at stations. Implementing level boarding is a complex, expensive, and long-term program. Caltrain recently developed a roadmap of cost-effective improvements the agency can undertake with platform upgrades.

The cost of Caltrain’s Level Boarding Program is estimated at $237 million through FY2035 with the remaining of the program happening after FY2035.

Caltrain – Service
Enhancement Projects

These projects build upon the work done as part of Caltrain’s corridor electrification project. Electrified service provides riders with faster transit times, more frequent service, including during weekends, and increased amenities like on-board Wi-Fi and electrical outlets at every seat. Projects and programs that Enhance Service and Customer Experience typically include procuring new assets or upgrading existing assets that aim to increase the system’s performance and provide customer focused improvements. These improvements include projects and programs that address customer experience (signage and wayfinding, station access, and accessibility improvement), operational improvements (software upgrades), community benefits, and sustainability and resiliency adaptations.

The cost of Caltrain’s other Enhancement Projects is estimated at $190 million through FY2035 with the remaining of the program happening after FY2035.

This project will improve the accessibility of 22nd Street Station for Caltrain passengers in San Francisco and is anticipated to be complete by FY2028. It will provide ADA access to 22nd Street Station, which does not have existing ADA accessibility. ADA access improvements will include ramps to the platforms and other necessary ADA-related improvements including tactile surfacing, wayfinding, lighting, disabled parking, and drainage at the toe of the embankment along the edge of the platform.

The cost of Caltrain’s 22nd Street Station Accessibility Improvements is estimated at $11.2 million through FY2035.

BART is investing in the replacement and expansion of its legacy rail car fleet. Procurement of the future fleet totals 775 new rail cars. These new rail cars not only improve BART service reliability by replacing 669 rail car legacy fleet, but also enhance rider experience and increase BART’s sustainability and support the expansion of the BART System to San Jose. BART retired its legacy fleet in April 2024 and began running entirely with the new fleet of rail cars.  In July 2024, BART transitioned to the second phase of its rail car procurement, which will add 306 expansion rail cars that will enable BART to run longer trains more frequently. In the third phase, BART will procure 48 additional rail cars for BART to Silicon Valley extension, which will extend BART from Berryessa to San Jose.

The funding for BART’s Rail Cars Program is approximately $261 million through FY2035.

BART is replacing 41 escalators at the four downtown San Francisco stations and installing canopies at their street entrances. BART is also installing Next Generation Fare Gates at stations systemwide. In addition, BART will repair, rehabilitate, and modernize existing stations, improving wayfinding and accessibility, and improve capacity to accommodate more riders at the system’s busiest stations.

The funding for BART’s Station Programs is approximately $407 million through FY2035.

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. Notably, BART is constructing six new traction power substations, including two in San Francisco, to provide redundancy for more reliable service and to power the increased service planned from BART’s Core Capacity Program.

The funding for BART’s Traction Power projects is approximately $500 million through FY2035.

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.

A key subprogram in this suite is the train control modernization that will replace BART’s legacy fixed block train control with a new communications-based train control system (CBTC). CBTC will enable real-time adjustments of speed and braking to allow for safe train separation while allowing trains to get closer to each other. This will improve reliability and enable significantly increased service frequency.

The funding for BART’s Train Control & Communication Programs is approximately $554 million through FY2035.

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 $242 million through FY2035.

System support is comprised of subprograms that support BART District operations and promote Strategic Plan goals in a variety of areas including sustainability, real estate, climate adaptation, and resilience.

The funding for BART’s System Support Programs is approximately $233 million through FY2035.

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 $202 million through FY2035.

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 reliable operations.

The funding for BART's Electrical & Mechanical Programs is approximately $20 million through FY2035.

BART – System
Development Programs  

BART is supporting VTA’s BART-to-Silicon-Valley Phase 2 project, which will extend BART south from the Berryessa Station to San Jose. Currently, BART is not assessing further expansion.

The funding for BART’s System Expansion Programs is approximately $23 million through FY2035.

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 the Transbay Tube, all of which are now complete. Beyond the 2004 Earthquake Safety Program, investment will be required to address risks to operations in the Caldecott BART Tunnel and A-Line between Bay Fair and Fremont.

The funding for BART’s Seismic Programs is approximately $15 million through FY2035.

Planning – Impact Fee Area Deferrals

Recent 10-Year Capital Plans have included detailed spending plans and revenue projections for the San Francisco geographies with dedicated impact fees. The post-pandemic change in the City’s revenue projections across sources, including impact fees, has brought the need for reassessment of priorities within each area. The Interagency Plan Implementation Committee (IPIC) chaired by Planning convenes the implementing departments to discuss and determine where impact fee revenue can deliver the highest value improvements for these areas. Those conversations to address projects that must be deferred due to the present revenue picture are ongoing at the time of writing. The IPIC Annual Report contains the most up-to-date published information on these areas.

TIDA – Northgate Road Guardrail Replacement

There is approximately 1,000 lineal feet of metal guardrail supported by wooden posts along Northgate Road on Yerba Buena Island. The metal guardrail is rusted along the entirety of the length, in poor condition, and has potential to break if impacted by a vehicle. There is a steep slope on the north side of Northgate Road leading to the San Francisco Bay, and maintaining structural integrity of the guardrail is important for protecting drivers. Many of the wooden posts are in poor condition as well. The project is currently unfunded and involves removal of the existing guardrail and posts and replacement with a similar guardrail and posts that are code compliant.

The estimated cost for the Northgate Road Guardrail Replacement is approximately $750,000 and is currently unfunded.

TIDA – Public Buildings Renovations – Historic Officers’ Quarters

Located on the north-eastern portion of Yerba Buena Island, the Senior Officers' Quarters Historic District (SOQHD) includes Quarters 1 through 7 (buildings that once housed Navy officers) and Buildings 83, 205, and 230. Several of the historic buildings are in dilapidated condition, especially Quarters 2, due to deferred maintenance from budget constraints. Rehabilitation would consist of restoring the historic officer's quarters to working condition, with scope of work including repair and replacement of MEP systems, windows, waterproofing, siding/decking/framing, architectural finishes & paint, foundations, etc. Roof replacement is an especially high priority to maintain the buildings. Supplemental investment is required for this unfunded project. 

The estimated cost for critical restoration work of the Historic Officers’ Quarters is $3 million and is currently unfunded.

TIDA – Public Buildings Renovations and Seismic Retrofits – Building 1
and Hangars 2 and 3

TICD has the option under the DDA to enter long-term master leases for Building 1 and Hangars 2 and 3 on Treasure Island and the Senior Officers’ Quarters Historic District on Yerba Buena Island. Under the master leases, TIDA anticipates assigning some responsibility to the lessee for the renewal, improvement, and preservation of these facilities, but supplemental investment will be required to preserve the buildings and facilitate their reuse. TIDA will be performing supplemental conditions and needs assessments to inform leasing negotiations and future capital planning efforts.

The estimated renewal and seismic retrofit costs for Building 1, Hangar 2, and Hangar 3 total over $40 million and are currently unfunded.

TIDA – Community, Recreation, Aquatic Center and Library

The Ship Shape community center on Treasure Island currently serves as a central gathering place and resource for island residents. It serves as a food pantry for island residents, the operating space for non-profit partner One Treasure Island, a working space for the construction training program, community gathering space, event space, and more. It is the most utilized gathering space on the island. The community center is located in an old building with outdated building systems. The Disposition and Development Agreement calls for a developer contribution of $9.5M for a new community center, as the current community center cannot remain in its current location due to the future development program. It is anticipated that programming for the new Treasure Island community center will require 20,000 SF of space. Previous studies also identified the need for a 15,000 SF recreation center, 30,000 SF indoor aquatic center, and 15,000 SF library branch. The library or recreation center could potentially be incorporated in a single facility with the community center. The recently completed 45,000 square foot Southeast Community Center in San Francisco cost approximately $110M, so the gap in funding between the Developer contribution and total cost for a new community center, recreation center, library, and aquatic center will require at least $30M in supplemental, unidentified funding.

The estimated unfunded cost for a space for a community center, recreation center, aquatic center, and library is a minimum of $30 million.

TIDA – Treasure Island Gymnasium - Community Kitchen

TIDA has partnered with non-profit One Treasure Island to build out a commercial kitchen for community use at the Gymnasium on Treasure Island. The project is partially complete, with the remaining scope to include purchase and installation of commercial kitchen equipment, HVAC, electrical, and plumbing connections for equipment, patching and painting walls & ceiling, patching roofing, and installation and dismantle of scaffold. The community kitchen will be used by local residents, community groups, and micro-businesses to promote economic development, with programming managed in partnership by One Treasure Island and the YMCA. This project is currently unfunded. 

The estimated cost for the community kitchen improvements is approximately $300,000 and is currently unfunded. 

TIDA – Public Buildings
Renovations – Torpedo Building

Another historic building within TIDA’s holdings is known as the Torpedo House, which is also listed on the Federal Register of Historic Places. Currently, the building is a bare concrete structural shell. As a mitigation for demolishing a historic Coast Guard structure as part of the TIMMA-managed eastbound on- and off-ramp project, the project will replace the roof, windows and doors of the Torpedo House. Supplemental investment will be required to rehabilitate the interior of the structure, including making accessibility upgrades, renovating architectural finishes, and restoring mechanical, electrical, and plumbing systems to working order. There is currently only electrical and telecommunication conduit run to the building, so feeders are required to be installed, in addition to a sewage ejector pump station. 

Adjacent to the site, Caltrans has developed a new public space known as the Bimla Rhinehart Vista Point. Instead of imploding the last pier of the former eastern span of the Bay Bridge (Pier E-2), Caltrans elected to keep it, cut it down to lower its elevation, and construct a land bridge. The finished site includes public picnic tables, seating, and offers a vantage point on the Bay and the new Bay Bridge span. It is likely that the Phase II improvements to the Bimla Rhinehart Vista Point will be combined with the improvements to the Torpedo House as a single construction contract managed by BATA/MTC and the SFCTA on behalf of TIDA. The Vista Point should provide a complimentary attraction to the future reuse of the Torpedo House.

The estimated cost for the Torpedo Building improvements is approximately $3 million and is currently unfunded.

TIDA – Northgate Road Soldier
Pile Retaining Wall

In early 2024, a large tree fell along the north side of Northgate Road on Yerba Buena Island. The tree fell due to the instability of the steep slope adjacent to the road. Langan, TIDA's as-needed engineering and environmental consultant, conducted an engineering investigation along Northgate Road and determined a soldier pile retaining wall should be installed along a portion of Northgate Road to reinforce the roadway and maintain structural integrity. This project is currently unfunded. 

The estimated cost for the Northgate Road Retaining Wall is approximately $500,000 and is currently unfunded.

TIDA – Treasure Island Road Improvement Gap Portion

This scope proposes work to improve the gap portion of Treasure Island Road on Yerba Buena Island to Public Works streets standards. The gap portion of Treasure Island Road is between the intersection of Treasure Island Road and Macalla Road on one end and the project boundary of Westside Bridges Project on the other. The gap portion of Treasure Island to be improved to City standards is approximately 400 LF. This improvement includes new pavement sections and curbs and other surface improvements.

The estimated cost for Treasure Island Road Improvement (Gap Portion) is approximately $250,000 and is currently unfunded.

TIDA – Treasure Island Legacy
Grid Improvement

This scope of work aims to install a dedicated circuit from the newly installed Treasure Island Switchyard to existing residential areas. Once completed, majority of the residential areas north of 9th street on Treasure Island will be served by a dedicated primary circuit, operating independently of the other primary circuit that serves the rest of Treasure Island including the commercial areas, new development areas as well as loads on Yerba Buena Island.

The estimated cost for the Treasure Island Legacy Grid Improvement is approximately $450,000 and is currently unfunded. 

TIDA – Forest Road
Waterline Replacement

This scope proposes to replace the roughly 700 ft of existing waterline under the Forest Road on Yerba Buena Island. The proposed replacement waterline will connect to the newly installed PUC water main under the Private Forest Road on one end and to the newly installed 8" waterline on Forest Road detour on the other. At the completion of this work, TIDA intends to transfer the entire water main on Forest Road to SFPUC for acceptance.

The estimated cost for the Forest Road Waterline Replacement Project is approximately $350,000 and is currently unfunded.