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MUNI METRO TURNAROUND PROJECT

ENVIRONMENTAL IMPACT STATEMENT

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INFORMATION PACKET

FOR THE

SCOPING MEETING

THE FERRY BUILDINGPORT OF SAN FRANCISCOPORT COMMISSION HEARING ROOM

SDAY ROOM NO. 3100TEMBER 22, 1987 THE EMBARCADERO AT MARKET STREET

P.M. SAN FRANCISCO. CALIFORNIA

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JOB 17892-001SEPT 4. 1987

5/S

San Francisco Public Library

Government Information CenterSan Francisco Public Library

100 Larkin Street, 5th FloorSan Francisco, CA 94102

REFERENCE BOOKNot to be taken from the Library

MOTICE OF INTENT TO PREPAREAN ENVIRONMENTAL IMPACTSTATEMENT FOR PROPOSEDSAN FRANCISCO MUNICIPALRAILWAY (MUNI) METROTURNAROUND PROJECT.SUMMARY. Pursuont to the

Notional Environmental Policy Act(42 U.S C. 4321) and the Councilon Environmental Quality's im-

Plementing regulations (40 CFRart 1500), the Urban Mast Trans-

portation Administration (UMTAIgives notice that an EnvironmentalImpact Statement it being preparedfor the proposed San FranciscoMunicipal Railway (MUNI) MetroTurnaround Project in downtownSan Francisco, California. TheMUNI, an operational branch of

the City and County of San Fran-cisco's Public Utilities Commission(PUC). proposes to construct a turn-

around facility for the Market Street

subway with UMTA Federal capitalgrant assistance and local funding.The proposed action would providea more efficient and flexible track

configuration beyond thedowntown terminus of the existingMUNI Metre subway.FOR FURTHER INFORMATION

CONTACT; Ms. Carmen C. Clark.UMTA Regional IX, 211 MainStreet, Suite 1 1 60, Son Francisco.California 94105; telephone (415)974-7317 or Mr. Everett M. Hint-

ze. Utilities Engineering Bureau,San Francisco PUC, 1155 MarketStreet. San Francisco. California94 1 i, telephone (4 1 5 j 554-0706.Project Description/Objec-

tives. The existing stub and trackarrangement at the San Francisco

Municipal Railway Metro level ofthe Emborcadero Station constrainsthe Metro from meeting its existingand future headways during peakhours. The MUNI Metro Tur-naround Project is designed to con-struct a turnaround facility for theMarket Street subway to provide amore efficient turnaround arrange-ment. This will allow MUNI to:

Provide additional capacity tooccommodate the growth in rider-

ship on the existinq Metro Systemas forecast by the City in the year2007.

Provide the opportunity to reduce

coupling of trains at West Portaland Duboce Portal, thus reducingpassenger delays and operatingexpenses.Improve operating reliability by

nominal cost changes to the vehiclesand signal system.Provide side tracks to turnback a

significant portion of the trains off

the mainline tracks thus allowing for

a future Metro extension to thesouth.While the proposed action would

allow for a future southerly exten-sion of the MUNI Metro System,such extension is not being consid-

ered as part of this proposed ac-tion.

Alternatives. A previous scop-ing meeting was held on March 5,1986 to consider four all-underground alternatives based onthe City's preliminary operating re-

quirements. Studies since then navefinalized these requirements andhave allowed the development ofsimpler and lest costly alternativesincluding the location of the turn-

around on the surface.A range of alternatives will be

considered and evaluated in the

No action alternative.A transportation system

management alternative consisting

of operational improvements to

existing infrastructure.

Surface turnaround facility in themedian of the realigned Embor-cadero Parkway.Underground turnaround facility

beneath the Emborcadero.Probable Effect. Construction of

both the surface and undergroundalternatives would involve tunnel-

ing under lower Market Street andJustin Herman Plaza to minimizesurface impacts. The surface alter-

native would use open cut construc-tion from the south side of the Plazoto Howard Street and surface con-struction in the median of therealigned Emborcadero fromHoward to Bryant Streets. The con-struction of the underground alter-

native involves open cut construc-

tion from the south side of the Plazato Howard Street with a short tail

track on the surface south of FolsomStreet. Construction impacts wouldinclude noise and vibration, traffic

and pedestrian disruption, inter-

ruption of access to the businessesand parking areas, potential for

movements of BART tunnels, poten-tial for settling of some adjacentbuildings, and potential disturb-ance of buried archaeologicalresources that could be in the area.Construction of the surface facility

along the Emborcadero would alsoinclude potential impacts to the Em-borcadero freeway structures andexisting buildings within the pro-posed alignment, and facility

operations could nave long termeffects of circulation disruptions andincreased noise. Beneficial impactsresulting from improved transit-

service will occur.

Several other transportationprojects are planned within, or ad-jacent to, the project area. Whilethe proposed MUNI Metro exten-sion to the CALTRAIN Station atFourth and Townsend Streets is

considered a secondary impact,other related projects such as the

Emborcadero Parkway Projectfrom King Street to North PointStreet, the proposed MUNI F-Lineextension northward to Fisherman'sWharf, and construction of new onand off ramps to the 1-280 freeway,while not dependent on the turn-around project will be implementedwithin the same time frame andtherefore the cumulative effects ofthese projects will be addressed.Scoping, A scoping meeting is

Kheduledfor September 22. 1987at 7 p.m.. Port Commission HearingRoom 3100, Ferry Building, Em-borcadero at Market Street. Aninformation packet which givesmore detail on the project and ex-pected impacts is available to the

Sublic at the Utilities Engineeringureau, San Francisco Public

Utilities Commission, 1 1 55 MarketStreet. Written comments germaneto the scope of the EIS win be ac-

cepted by UMTA for a period ofthirty (30) days from the date of this

advertisement. Commentors maycomment on the alternatives to beconsidered or propose additionalsocial, economic, or environmentalimpacts to be evaluated. Commen-tators proposing additional impacts

to be evaluated should indicatewhich alternatives are expected togenerate these impacts and givespecific reasons why the impactsmay be significant. Comments maybe sent to UMTA or San FranciscoPUC at the informational addressesgiven above.N62 126- Sept. 13, 16, 18

SECTION 1 - INTRODUCTION

The Urban Mass Transportation Administration (UMTA) hasscheduled this public scoping meeting to acquaint you with anongoing project to provide proposed turnaround facilities forthe San Francisco Municipal Railway at the lower end of MarketStreet and under Steuart Street (see attached Site Map).Improved alternatives will be presented at this meetingcompared with the previous scoping meeting held March 5. 1986.This meeting will give you an opportunity to present yourcomments for consideration and possible incorporation in thedraft Environmental Impact Statement (EIS). This meeting ispart of the EIS scoping process which is intended to determinethe scope and the significant issues to be analyzed in depth inthe EIS. as required by the National Environmental Policy Act.Comments received tonight or written comments received byOctober 22. 1987 will be included in the EIS scoping record.Written comments and questions regarding this EnvironmentalImpact Statement should be sent to:

Mr. Everett M. HintzeProject Manager, Utilities Engineering BureauSan Francisco Public Utilities Commission1155 Market StreetSan Francisco, CA 94103(415) 554-0706

or

Ms. Carmen ClarkUrban Mass Transportation Administration211 Main Street, Suite 1160San Francisco, CA 94105(415) 974-7543

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JOB 17892-001SEPT 4. 1987

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MUNI Metro Turnaround Project

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SECTION 2 - NOTICE OF INTENT

to Prepare an Environmental Impact Statement

U.S. DEPARTMENT OF TRANSPORTATIONUrban Mass Transportation Administration

and theSan Francisco Public Utilities Commission

SUMMARY Pursuant to the National Environmental Policy Act (42U.S.C. 4321) and the Council on Environmental Quality'simplementing regulations (40 CFR Part 1500). the Urban MassTransportation Administration (UMTA) gives notice that anEnvironmental Impact Statement is being prepared for theproposed San Francisco Municipal Railway (MUNI) MetroTurnaround Project in downtown San Francisco, California. TheMUNI, an operational branch of the City and County of SanFrancisco's Public Utilities Commission (PUC). proposes toconstruct a turnaround facility for the Market Street subwaywith UMTA Federal capital grant assistance and local funding.The proposed action would provide a more efficient and flexibletrack configuration beyond the downtown terminus of theexisting MUNI Metro subway.

Project Description/Objectives The existing stub and trackarrangement at the San Francisco Municipal Railway Metro levelof the Embarcadero Station constrains the Metro from meetingexisting and future headways during peak hours. The MUNI MetroTurnaround Project is designed to construct a turnaroundfacility for the Market Street subway to provide a moreefficient turnaround arrangement. This will allow MUNI to:

Provide additional capacity to accommodate the growth inridership on the existing Metro System as forecast by theCity in the year 2007.

Provide the opportunity to reduce coupling of trains atWest Portal and Duboce Portal, thus reducing passengerdelays and operating expenses.

Improve operating reliability by nominal cost changes tothe vehicles and signal system.

While the proposed action would allow for a future southerlyextension of the MUNI Metro System, such extension is not beingconsidered as part of this proposed action.

Alternatives A previous scoping meeting was held on March 5.

1986 to consider four all-underground alternatives based on theCity's preliminary operating requirements. Studies since then

(7376L)-4-

JOB 17892-001SEPT 4. 1987

have finalized these requirements and have allowed thedevelopment of simpler and less costly alternatives includingthe location of the turnaround on the surface.

A range of alternatives will be considered and evaluated in theEIS:

No action alternative.

A transportation system management alternative consistingof operational improvements to existing infrastructure.

Surface turnaround facility in the median of the realignedEmbarcadero Parkway.

Underground turnaround facility beneath the Embarcadero.

Probable Effect Construction of both the surface andunderground alternatives would involve tunneling under lowerMarket Street and Justin Herman Plaza to minimize surfaceimpacts. The surface alternative would use open cutconstruction from the south side of the Plaza to Howard Streetand surface construction in the median of the realignedEmbarcadero from Howard to Bryant Streets. The construction ofthe underground alternative involves open cut construction fromthe south side of the Plaza to Howard Street with a short tailtrack on the surface south of Folsom Street. Constructionimpacts would include noise and vibration, traffic andpedestrian disruption, interruption of access to businesses andparking areas, potential for movements of BART tunnels,potential for settling of some adjacent buildings, andpotential disturbance of buried archaeological resources thatcould be in the area. Construction of the surface facilityalong the Embarcadero would also include potential impacts tothe Embarcadero freeway structures and existing buildingswithin the proposed alignment; and facility operations couldhave long term effects of circulation disruptions and increasednoise. Beneficial impacts resulting from improved transitservice will also occur.

Several other transportation projects are planned within, oradjacent to, the project area. While the proposed MUNI Metroextension to the CALTRAIN Station at Fourth and TownsendStreets is considered a secondary impact, other relatedprojects such as the Embarcadero Parkway Project from KingStreet to North Point Street, the proposed MUNI F-Lineextension northward to Fisherman's Wharf, and construction ofnew on and off ramps to the 1-280 freeway, while not dependenton the turnaround project will be implemented within the sametime frame and therefore the cumulative effects of theseprojects will be addressed.

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JOB 17892-001SEPT 4. 1987

Scoping A scoping meeting is scheduled for September 22. 1987at 7 p.m.. Port Commission Hearing Room 3100. Ferry Building.Embarcadero at Market Street. An information packet whichgives more detail on the project and expected impacts isavailable to the public at the Utilities Engineering Bureau.San Francisco Public Utilities Commission, 1155 Market Street.Written comments germane to the scope of the EIS will beaccepted by UMTA for a period of thirty (30) days from the dateof this notice. Commentors may comment on the alternatives tobe considered or propose additional social, economic, orenvironmental impacts to be evaluated. Commentors proposingadditional impacts to be evaluated should indicate whichalternatives are expected to generate these impacts and givespecific reasons why the impacts may be significant. Commentsmay be sent to UMTA or San Francisco PUC at the informationaladdresses given above.

SECTION 3 - BACKGROUND

The Muni Metro, as the system is known, consists of fivesurface lines in the outer neighborhoods that converge in asubway in downtown San Francisco. It currently carries 125,000to 140,000 passengers per day.

Currently, the lack of an efficient turnaround facility nearThe Embarcadero Station limits the capacity of the Metro System.

Prior to the start of Metro operations in 1979, Muni recognizedthe potential problems with the Embarcadero Station layout. Toinvestigate these problems, the City engaged consultants in1978 to study possible layouts for an underground turnaroundeast of Embarcadero Station. A Design Report including a

Geotechnical Report and Preliminary Draft EIS was issued inSeptember 1978. Two basic types of terminal layouts wereconsidered east of The Embarcadero Station: a) A multi-trackstub with crossovers and b) a loop track. Eight alignmentalternatives were reviewed and a loop alternative wasrecommended for further study. This study was based on a setof assumed operating requirements for headways, storage, andmaintenance which were yet to be confirmed by actualoperations. In addition, the study recognized possible futureextensions both north and south, and identified an order ofmagnitude of movement to the existing BART tunnels due to cutand cover construction. In 1979 the City decided toincorporate the results of this study into the 1-280 TransferProject which reviewed all transportation improvements alongThe Embarcadero Corridor. The 1-280 Transfer Concept ProgramAlternative IV-A issued in July, 1983, incorporated therecommended loop turnback from the 1979 study.

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JOB 17892-001SEPT 4. 1987

Actual operation of the Muni Metro since 1979 has confirmed theneed for additional turnaround facilities at EmbarcaderoStation. Therefore, the City awarded a Consultant Contract inSeptember. 1985. to continue the design and environmentalefforts for a Muni Metro Turnaround. The consultant team isled by Bechtel and consists of Dames & Moore, T.Y. Lin, WPE &Associates, Earth Metrics, E.M. Rose & Associates, T. Hughesand Associates, M. Padron, and G. Beetle. Phase I of theContract includes operations analysis, preliminary engineering,and preparation of an Environmental Impact Statement. Phase IIof the project will be final engineering design. Phase IIIwill be construction of the facilities.

SECTION 4 - PROJECT OBJECTIVES

The existing stub and track arrangement at the San FranciscoMunicipal Railway Metro level of The Embarcadero Stationconstrains the Metro from meeting its reguired future headwaysduring peak hours (see No Action Alternative for existing tracklayout). The Muni Metro Turnaround Project is designed toextend the tracks east of the station in order to provide a

more efficient turnaround arrangement. This will allow Muni to

o Provide additional capacity to accommodate the growthin ridership on the existing Metro System as forecastby the City in the year 2007.

o Provide the opportunity to reduce coupling of trainsat West Portal and Duboce Portal, thus reducingpassenger delays and operating expenses.

o Improve operating reliability by nominal cost changesto the vehicles and signal system, as described in theTransportation System Management (TSM) alternative.

o Provide side tracks to turnback a significant portionof the trains off the mainline tracks, thus allowingfor a future Metro extension to the south.

SECTION 5 - SELECTION OF ALTERNATIVE ALIGNMENTS

Previous Scoping of March 5. 1986

A task force of City and Consultant staff identified andevaluated a wide range of alternative track layouts based onpreliminary city reguirements for an underground facility to

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JOB 17892-001SEPT 4. 1987

turn back the trains plus additional facilities to store readyand disabled trains, to bypass trains, to perform minor repairsto the vehicles, and to store maintenance of fixed facilitiesvehicles and equipment. Four underground alternatives weresubmitted for the scoping process on March 5, 1986. Thesealternatives included one stub and three loop alignments, andincluded tunneling and cut and cover construction methods inthe sensitive Market Street section directly over the existingBART tunnels.

Operations Studies

Subsequent to the March 5. 1986 scoping meeting, studies wereconducted to determine the economic justification for thepreliminary city requirements and to determine the operatingfeasibility of various track layouts.

These studies concluded that:

1. Additional underground facilities for storage andmaintenance cannot be economically justified when comparedwith moving the vehicles to Metro Center.

2. It is feasible to locate a stub turnaround operation on thesurface in the median of the proposed realigned EmbarcaderoParkway.

3. Both the loop and stub are feasible track layouts.

As a result of these findings, the previous four undergroundalternatives were set aside, and a new set of simplifiedalternatives were investigated to meet the City's objectives.

Current Scoping

As a result of the above studies, completely new and simplifiedalternatives have been developed. Of these, two "build"alternatives have been selected for this scoping process. Theyrepresent a range in environmental impacts, operating expenses,and capital costs. The Embarcadero surface alignment consistsof a tunnel section to minimize the construction impacts on thestreets and plaza above and BART tunnels below, a cut and coverconstruction section to bring the main tracks to the surface as

quickly as possible to minimize capital costs, and a two-trackstub turnback on the surface in The Embarcadero median. Thisis the minimum capital cost alternative that meets all of theCity's operating requirements.

A second "build" alternative. The Embarcadero undergroundalignment, was developed to locate the turnback operationunderground and to bring the mainline tracks to the surface inthe median of The Embarcadero. This alternative will requireadditional capital cost for the larger underground facility to

achieve a completely grade separated turnback operation.

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JOB 17892-001SEPT 4. 1987

SECTION 6 - ALTERNATIVES FOR CONSIDERATION

Alternative 1 - No Action Alternative

This alternative is based on no new Muni facilities nor changesto the Metro operation.

The existing Muni Metro Market Street subway line ends at theeast end of the Embarcadero Station. BART, which is locatedbelow the Muni level, continues easterly under the Bay toOakland and other East Bay cities.

The present track layout is a two track stub with a #10scissors crossover located immediately west of the station toreverse direction of the trains. The crossover is signalledfor 27 mph. although eastbound trains must immediately slow to10 mph to enter the station. Space is provided on the easterlyend of each main track to store 3 vehicles.

Eastbound trains are automatically routed to the next availabletrack by the signal system. Westbound trains are dispatchedmanually from a local control console. Trains are held a

minimal time for schedule. The supervisor can assume localcontrol of the interlocking at any time to re-route trains, cutout a disabled car or any other reason.

The existing time to reverse a train is about 140 seconds whichis primarily due to the variability in each operator having toseparately change ends in each car before the train can depart.

Current schedules during peak hours require the operation of 20trains per hour per direction at this terminal. This mayincrease to 25 trains per hour depending on variations in theamount of coupling at Duboce Portal. 25 trains per hour perdirection can be operated if there are no malfunctions ofvehicles or control, and represents the maximum capacity of thecurrent layout, equipment, and operating methods.

Future schedules for the year 2007 will require a maximum of 30trains per peak hour per demand which is beyond the capacity of

the present track layout with the current vehicles, signalsystem, and operating methods.

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JOB 17892-001SEPT 4. 1987

ALTERNATIVE 1

NO-ACTION

Alternative 2 - Transportation Systems Management

"The Transportation System Management (TSM) alternative is alow cost approach to addressing transportation problems in thecorridor. It also provides a baseline against which all of themajor investment alternatives are measured. The TSMalternative represents the best that can be done for mobilitywith existing infrastructure -- that is. without constructionof a new transit guideway. Generally, the TSM alternativeemphasizes upgrades in transit service through operational andsmall physical improvements."*

The TSM alternative would include the following modificationsto the existing train control system and to the light railvehicles (LRV) to increase speed and reliability, and to reducethe time to reverse the trains:

1. Modify the service brake circuit to compensate for profilegrades

.

2. Train-line the reversing function for all cars in a trainset to speed up turnaround time.

3. Revise the speed profiles to increase speed at 23 locations.

4. Add one new speed code to increase overall speed.

The track layout and operating plan as described in Alternative1 will also apply to this TSM alternative.

Alternative 3 - Embarcadero Surface Alignment

The Embarcadero surface alternative would begin at the SpearStreet shaft and proceeds northeast in twin tunnels beneathMarket Street, generally over the BART Tunnels, to SteuartStreet. These tunnels curve to the right under Justin HermanPlaza to a ventilation structure under The Embarcadero roadwayand clear of the Plaza. The main tracks continue southeasterlyin subway open cut structure, then curve to the right under TheEmbarcadero elevated freeway near the Mission Streetintersection. Between Mission and Howard Streets, the trackswould ascend to a surface alignment in the median of TheEmbarcadero roadway at Howard Street. The surface tracks wouldcontinue southeast in The Embarcadero median through reversecurves to the north line of Folsom Street. A center track forturning a four-car train would be provided in this block. Thetracks continue in The Embarcadero median across Folsom Street.Harrison Street, and to the north side of realigned BryantStreet. In the last block the main tracks spread toaccommodate a #5 Crossover Complex and two center tracks.

(Section 2.4 (b) of UMTA's draft "Procedures and TechnicalMethods for Transit Protect Planning" dated September 1986)

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JOB 17892-001SEPT 4. 1987

The Embarcadero median with Muni tracks is proposed to beclosed to cross traffic at Howard and Harrison streets. AtFolsom Street, eastbound traffic can turn left onto thenorthbound lanes of The Embarcadero.

The mainline tracks would be spaced to accommodate a futurecenter platform station between Folsom and Harrison streets. Afuture metro southern extension would connect with theturnaround tracks at the north side of realigned Bryant Street.

Operationally, the existing automatic train control systemwould be extended through the new subway to the new portal nearHoward Street. All trains would be manually operated on thesurface with train separation controlled by wayside signals.All track switches would be power operated and remotelycontrolled by a local supervisor and/or central control. Thecenter track near Folsom and the two middle tracks near BryantStreet would be signalled to turn back trains in regularservice. The existing layout at Embarcadero Station would besignalled to turnback trains under non-regular conditions.

The proposed year 2007 operating plan for this alternative isdescribed by Metro Line in the following paragraphs. This planis based on the current vehicles, signal system, and operatingrules. Projected ridership increases would require theoperation of 30 trains per peak hour per direction in thesubway.

J-Line: Two-car trains would operate at 10 minute peakheadway from the westerly neighborhoods toDuboce Portal without coupling to other lines,continue in the Market Street subway toEmbarcadero Station, then turn back at thecenter track between Harrison and FolsomStreets

.

K. L.M-Lines: Two-car trains would operate at peak headways

of 5 minutes (L) and 10 minutes (K, M) in thewesterly neighborhoods, then couple at WestPortal into four-car trains at peak headways of

5 minutes. These four-car trains would operatethrough the Market Street subway, continue onto the proposed Folsom Street station, andwould then turned back on one of the middletracks between Harrison and Bryant Streets.

N-Line: Two-car trains would operate at 5 minute peakheadway from the westerly neighborhoods to theDuboce Portal without coupling to other lines,continue through the Market Street subway andthe proposed Folsom Street station. This line

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JOB 17892-001SEPT 4. 1987

could then continue on the surface to allstations on the future Metro southernextension, and would be turned back at theextension terminal.

The number of trains per peak hour are summarized below:

Embarcadero Station Folsom Station Extension TerminalLines Hdwy Trains/Hr Hdwy Trains/Hr Hdwy Trains/Hr

J 10 6

K.L.M 5 12 5 12

N 5 12 5 12 5 11

Total 30 24 12

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JOB 17892-001SEPT 4. 1987

BEGIN525 + 04

HYATT REGENCY

MARKET ST.

SOUTHERN PACIFIC,TRANSPORTATION

COMPANY

JUSTIN HERMANPLAZA

UNDERGROUNDTUNNEL

UNDERGROUNDCUT AND COVER

U-WALLSTRUCTURE

SURFACE

ALTERNATIVE 3

EMBARCADERO SURFACE ALIGNMENT

Alternative 4 - Embarcadero Underground Alignment

The Embarcadero Underground alternative would have a tunnelsection similar to Alternative 3 from the existing Spear Streetshaft to a ventilation structure under the Embarcadero roadwayclear of Justin Herman Plaza. The main tracks would continuesoutheasterly in a subway open cut structure then curve to theright under The Embarcadero elevated freeway and close to thewesterly property line of the Embarcadero between Mission andHoward Streets. The main tracks spread for a center turnbacktrack with access from both ends followed by a second centertrack with access only from the north. The main tracks thenascend to the median of the realigned Embarcadero Parkway southof Folsom Street. One main track would continue on the surfaceacross Folsom Street and 330 feet beyond for temporary storageof a 4-car disabled train.

Operationally, the existing automatic train control systemwould be extended through the new subway to the new portal nearFolsom Street. Surface operation on the tail track would beunder manual control. All track switches would be poweroperated and remotely controlled by a local supervisor and/orcentral control. Both center pockets would be signalled toturnback trains in regular service.

As in Alternative 3. existing Embarcadero Station would besignalled to turnback under non-regular conditions.

The proposed year 2007 operating plan would be similar toAlternative 3 except all J trains (6 per peak hour) and all K,L. M trains (12 per peak hour) would be turned on the twounderground pocket tracks. As in Alternative 3, all N trains(12 per peak hour) could serve the future Folsom Street stationand the Metro southern extension.

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JOB 17892-001SEPT 4, 1987

MARKET ST.

BEGIN

-

524 + 04

U.S. FEDERAI

.

RESERVE

SOUTHERN PACIFICTRANSPORTATION

COMPANY

JUSTIN HERMANPLAZA

BUSTURNAROUND

UNDERGROUNDTUNNEL

UNDERGROUNDCUT AND COVER

U-WALLSTRUCTURE

SURFACE

ALTERNATIVE 4

EMBARCADERO UNDERGROUND ALIGNMENT

SECTION 7 - OTHER PROPOSED TRANSPORTATION PROJECTS

o Muni Metro Southern Extension

This project will extend the Muni Metro light railsystem from the proposed Muni Metro Turnaround southto a terminus in China Basin near the proposed MissionBay area. The proposed project includes the followingelements

:

(1) An at-grade, double-track exclusive transitway tothe Southern Pacific Railroad Depot (China Basin)within the Mission Bay area, along an alignmentgenerally following King, the Embarcaderoroadway, and Steuart Street, to a subway portalsouth of the Muni Metro Turnaround. The specificlocation of the portal will be determined by thealignment of the Muni Metro Turnaround projectand by the extension alignment along theEmbarcadero

.

(2) A new intermodal station at the SP depotpermitting cross-platform transfers. A minimumof three additional at-grade stations with sideplatforms enroute.

(3) A junction with the proposed F-line in thevicinity of Folsom Street and the Embarcadero.

The Metro Extension will provide improved, directtransit service between the City's neighborhoods anddowntown area, and three areas of substantial proposednew development: Rincon Hill; South Beach; andMission Bay. Direct service between BART and thesethree areas as well as a direct Muni rail connectionto the SP Depot will be established. Finally, withthe E-Line connection, the Extension will link theentire northeast waterfront area with the Mission Baydevelopment

.

o The Embarcadero Parkway

San Francisco is implementing a $132 million 1-280Interstate Transfer Program under the Federal HighwayAct (Title 23), approved by the Department ofTransportation in 1983. The Program is designed toprovide a variety of transit and highway improvementsto address the problems created by the withdrawal of a

portion of Interstate Route 280 in San Francisco.

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JOB 17892-001SEPT 4. 1987

Interstate Route 280 was originally planned to linkwith the Embarcadero Freeway waterfront route and theBay Bridge. In 1974 the China Basin segment of thefreeway was constructed, but the originally planned1.4 mile connection to the Embarcadero freeway was notbuilt because of opposition to a waterfront freeway.

In 1973 an amendment to the Federal Highway Act. Title23. authorized withdrawal of unconstructed segments ofthe Interstate system and substitution of thesesegments for other highway or transit projects. Thisamendment is the basis for developing the 1-280Transfer Concept Program.

The Embarcadero Parkway is the result of continuingstudy by various City departments of the sevenprojects which evolved from the 1-280 Transfer Concept

The project involves:

(1) Reconstruction and beautif ication of the roadwayalong the Embarcadero between North Point andSecond Streets. The new Parkway will containfour lanes of traffic with left turn lanes atvarious street intersections. The MunicipalRailway will operate in a street right-of-way.

(2) Construction of a boulevard along the presentalignment of King Street to connect theEmbarcadero to the 1-280 terminus near SixthStreet. The new boulevard will provide six lanesof traffic and Muni Metro operation in the median

(3) Modification of the existing 1-280 stub end andramps in the vicinity of Fourth and Berry Streetsand the construction of new ramps to connect withthe new King Boulevard.

o Muni F-Line Extension

The proposed F-Embarcadero streetcar line involves theconstruction of track and power distributionfacilities for an at-grade double track streetcar linerunning in the median of the Embarcadero Roadway. Thestreetcar line would provide service betweenFishermen's Wharf (perhaps Fort Mason in the GoldenGate National Recreation Area) and the existing F-Lineservice on Market Street. A loop terminal could beconstructed west of the Fort Mason tunnel that couldprovide service to the neighboring Marina District.

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JOB 17892-001SEPT 4, 1987

The project includes a rail connection in a vicinityof the Ferry Building with the existing F-MarketStreetcar Line and a rail connection in the vicinityof the Folsom-Embarcadero intersection with theproposed Muni Metro Extension. Several alignments andlocations for these connections have been studied aspart of the preliminary engineering associated withpreparation of the 1-280 EIR.

The E-Line is proposed to be operated with a fleet of15 PCC streetcars similar to the F Market Line.

SECTION 8 - PRELIMINARY SUMMARY OF POTENTIALENVIRONMENTAL IMPACTS

The following list of potential environmental impacts resultingfrom the build alternatives will be evaluated in the Draft EISalong with other reguired evaluations. These issues will beanalyzed as well as others identified during the scopingprocess

.

o Noise/vibration and dust impacts during construction

o Disruption of motor vehicle and pedestrian accessduring construction and need for temporary reroutingof traffic

o Potential for movement of BART tunnels duringconstruction and the potential for settling ofadjacent buildings

o Potential disturbance of buried archaeologicalresources that may be in the area

o Possible impacts to City plans and policies includingthe Redevelopment Plan

o Potential impacts to proposed new waterfront parklandalong the Embarcadero (surface alternative)

o Possible displacement of existing buildings within theproposed alignment (surface alternative)

o Change to motor vehicle and pedestrian circulationpatterns due to MUNI operations (surface alternative)

o Possible noise increase due to MUNI operations alongEmbarcadero (surface alternative)

o Potential impacts to Embarcadero freeway structures

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JOB 17892-001SEPT 4. 1987

Several other transportation projects are planned within, oradjacent to. the project area. While the proposed MUNI Metroextension to the CALTRAIN Station at Fourth and TownsendStreets is considered a secondary impact, other relatedprojects such as the Embarcadero Parkway Project from KingStreet to North Point Street, the proposed MUNI F-Lineextension northward to Fisherman's Wharf, and construction ofnew on and off ramps to the 1-280 freeway, while not dependenton the turnaround project will be implemented within the sametime frame and therefore the cumulative effects of theseprojects will be addressed.

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JOB 17892-001SEPT 4. 1987