Commuter Rail Extension Alternatives Analysis - Transportation ...

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CALTRAIN EXTENSION TO MONTEREY COUNTYALTERNATIVES ANALYSISCHAPTER 8: EVALUATION OF ALTERNATIVESThe Caltrain Extension Alternative and Express Bus Alternative have been evaluated based on the“Tier Two” evaluation criteria and performance measures identified in Chapter 1 (see Figure 1-4).Performance information reported in this chapter is organized into two sections. The first sectionpresents an economic evaluation of the two alternatives using benefit/cost analysis methodologies.This analysis includes estimates of user benefits including travel time savings, reductions in out-ofpockettravel expenses, and reduced accident costs. Estimates of revenue transfers (reduced publictax revenue collections) are included in the analysis. The economic analysis also measures externalcosts such as the health cost of motor vehicle emissions and accident costs which are not perceivedby users.The second portion of this chapter measures social performance criteria. These include costeffectiveness, equity, land use, environmental and public acceptance issues.ECONOMIC PERFORMANCE OF THE CALTRAIN EXTENSION ANDEXPRESS BUS ALTERNATIVESThe economic performance evaluation of the alternatives is patterned on traditional benefit/costanalysis techniques. The California Life-Cycle Benefit/Cost Analysis Model (Cal-B/C) and the SurfaceTransportation Efficiency Analysis Module (STEAM 2.0) provide the framework for the economicanalysis of alternatives which is described below.Travel Time SavingsAutomobile Travel TimeAs reported in Table 2-5, travel time between a representative origin–destination pair (Morgan Hill toSanta Clara) improved by approximately 20 minutes between 2000 and 2005. This decrease in traveltime resulted from capacity improvements to U.S. 101 between Morgan Hill and San Jose, and areduction in travel demand caused by lower employment in the technology sector. In the future,highway travel times are forecast to increase, returning to and exceeding those experienced in thedotcom boom of 2000/2001.Table 8-1 indicates existing (2005) measured travel times and estimated, future year travel times.These times exclude “terminal” access/egress times, assumed to be 10 minutes for each one-wayjourney to work or home.Table 8-1Existing and Estimated Travel TimesTravel Time (min)City Pair Highway Distance (mi) 2005 2010 2030Salinas–Gilroy 27.6 30 30 41Castroville–Gilroy 24.1 27 27 36Pajaro–Gilroy 15.0 23 25 28Gilroy–Morgan Hill 9.0 9 9 13Morgan Hill–San Jose 23.5 30 35 40San Jose–Santa Clara 7.1 24 29 33Santa Clara–Mountain View 8.2 15 18 34Source: Valley Transportation Authority, Caltrans, Parsonsparsons CHAPTER 8: EVALUATION OF ALTERNATIVES 177
CALTRAIN EXTENSION TO MONTEREY COUNTYALTERNATIVES ANALYSISTransit Travel TimeTransit travel time includes time while on board the commuter rail train or express bus, timeexpended to access the origin station, wait for the transit vehicle to arrive or depart, and timeexpended to reach the journey’s final destination. Table 8-2 indicates the various station mode ofarrival/egress assumptions; weighted access/egress travel times; weighted transfer times; and onboard transit vehicle travel times for the line haul portion of the trip (e.g., Salinas IntermodalTransportation Center (ITC) to Mountain View Caltrain station). Travel times by express bus andcommuter rail are assumed to be comparable for year 2010 operations.Time expended outside a transit vehicle for walking or bicycle access to or from a station, and timeexpended outside waiting for a transit vehicle to arrive is weighted by a factor of 2.0 to account for theinconvenience of these delays.Table 8-2Station Mode of Arrival/Egress AssumptionsOrigin StationParameter Pajaro Castroville SalinasMonterey County station mode of arrival (percent)Auto 86% 73% 60%Other 14% 27% 40%Weighted access time (minutes) 11.4 12.7 14.0Weighted transfer time (minutes)AM—6 13 13 13PM–20Santa Clara County station mode of egress (percent)Walk/bicycle 50% 50% 50%Bus/auto 50% 50% 50%Weighted egress time (minutes) 15 15 15On board train (2010 and 2030)San Jose Diridon 81 95 105Mountain View 107 121 131On board express bus (2010)San Jose Diridon 81 95 105Mountain View 107 121 131On board express bus (2030)San Jose Diridon 93 111 123Mountain View 121 139 151Source: ParsonsTotal Travel Time (Minutes)Total travel times by automobile, commuter rail, and express bus modes are reported in Table 8-3 forthe 2010 and 2030 planning horizons. All times include in- and out-of-vehicle terminal times andtransfer wait times. For the transit modes, out-of-vehicle times are weighted by a factor of 2.0 toreflect user inconvenience.Travel Time SavingsWhile commuting by automobile, it is difficult to productively utilize the travel time expended duringthe journey. Cellular telephone conversations, listening to books on tape and putting on cosmeticsare marginally productive uses of time which may, however, lead to higher incidents of auto crashes.parsons CHAPTER 8: EVALUATION OF ALTERNATIVES 178
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