MemorandumCosts.pdf · 2014. 11. 20. · Concept 6: 2020 Hybrid B (50 stops / 12 minutes) Concept 8: 2020 Hybrid A (76 stops / 10 minutes) Concept 9: 2020 Hybrid B (50 stops / 7.5

Memorandum

N:\PLANNING AND RESEARCH\1. SAMTRANS\ECR BRT PHASING PLAN\DELIVERABLES\COSTS\140926 ECR BRT - CAPITAL COST MEMO.DOCX

Page 1 of 26 Arup | F0.3

To Barrow Emerson, SamTrans

Melissa Reggiardo, SamTrans

Date

9/13/2014

Copies Reference number

From Corey Wong, Arup

Wira Ramanto, Arup

Steve Crosley, Fehr & Peers

File reference

Subject ECR BRT Phasing Plan – Capital Costs

1 Introduction

This memo presents the estimated capital costs for the various service concepts proposed in previous memos. This memo builds on findings for each service concept from the August 31, 2014 Operating Plan Memo – Draft v1, in particular the peak vehicle requirements.

This memo will first present the capital costs associated with different service concepts. Capital costs will largely consist of implementation of fixed infrastructure elements including physical enhancements such as bus lanes, transit signal priority, enhanced bus stops, and new vehicles. Operating costs will be developed in a separate memo.

2 Capital Costs

The capital cost estimates presented in this memo are rough order-of-magnitude estimates that are based on broad assumptions for future fixed infrastructure implementation. The cost estimates are intended to identify relative cost differences between service concepts, as well as to establish a baseline to identify future funding sources and availability. More detailed cost estimates should be conducted once additional details are finalized for these service concepts – particularly for Concept 10 – 2040 Full Bus Rapid Transit (BRT).

2.1 Level of Accuracy

The Arup Estimate Classification Matrix presented below explains the hierarchy of cost estimating based on the design and scope development. Given different levels of available information, El Camino Real (ECR) estimates are classified in different levels, with various levels of accuracy. This estimate is classified as a Level 5 within the Arup Cost Estimate Classification Matrix and was generated by means of widely used and accepted estimating practices. The estimate is based on program requirements for each option and includes all construction costs associated with that option. All estimates are based on the same methodology, algorithm, and have been generated considering the assumptions and exclusions noted in the following sections.

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Table 1: Types of Capital Cost Estimates and Associated Level of Accuracy

2.2 Basis for Estimate

This section identifies key assumptions and exclusions within the cost build-up.

2.2.1 Assumptions

The following assumptions are applicable to each of the cost estimates:

Table 2: Key Cost Assumptions

# Category Assumption

1 Year of Estimate Costs are reported in Quarter 3 (Q3) 2014 dollars.

No allowance has been included for inflation.

2 Unit Costs and

Escalation

Unit costs were derived from similar projects, including previous cost

estimates developed by Arup from the Van Ness BRT Environmental

Review as well as the El Camino Real BRT Corridor (from the Santa

Clara Valley Transportation Authority (VTA) BRT Strategic Plan).

Unit costs were then escalated to Q3 2014 dollars using the

Engineering News Record’s Construction Cost Index.

Additional costs were supplemented from relevant vendors.

Appendix C depicts the assumptions used to escalate individual unit

costs to Q3 2014 dollars.

3 Scope of Contingency Contingency does not cover changes in scope.

4 Ground Conditions

The estimate assumes normal ground conditions.

No allowances have been included for rock excavation, ground

decontamination, or discovery of archaeological artefacts and their

consequential effect on the project.

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2.2.2 Exclusions

The following are excluded from the cost estimates:

Costs or impacts of latent environmental issues that result in litigations or development delays;

Right-of-way acquisitions;

Planning and enquiry costs including legal expenses and fees;

Financing charges;

Cost escalation beyond the date of this estimate; and

Tree removal or scope done by an arborist or landscape architect.

2.3 Capital Cost Elements

Capital costs are divided into two types:

Direct Costs – These costs include labour, equipment, and material necessary for the contractor to place a permanent unit of work in the field; and

Other Costs – Other costs include indirect costs related to workforce mobilization, contingency, soft costs, overhead, as well as profit.

These cost elements are described below.

2.3.1 Direct Cost Elements

Direct costs include costs to build and implement fixed infrastructure and to procure new vehicles. Table 3 presents the direct cost elements for each service concept.

Table 3: Direct Capital Cost Elements by Service Concept

Category Service Concept Direct Cost Elements

ECR Only Concept 1: 2020 Base Case No capital improvements assumed

Rapid +

ECR

Overlay

Concept 2: 2020 Full Rapid

Enhanced stations

Real-time passenger information

New, additional vehicles

Transit signal priority (TSP)

Concept 3: 2020 Truncated Rapid (Daly City-

Redwood City)

Concept 4: 2020 Truncated Rapid (San Bruno-

Redwood City)

Concept 7: 2020 Peak Rapid

Hybrid Only

Concept 5: 2020 Hybrid A (76 stops / 12

minutes)

Enhanced stations



TSP

Concept 6: 2020 Hybrid B (50 stops / 12

minutes)

Concept 8: 2020 Hybrid A (76 stops / 10

minutes)

Concept 9: 2020 Hybrid B (50 stops / 7.5

minutes)

BRT + ECR

Overlay Concept 10: 2040 Full BRT

Enhanced stations


Ticket vending machines (TVM)


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Category Service Concept Direct Cost Elements

Pavement improvements to existing lanes

(for mixed flow operation)

Bus lanes (center or side running)

TSP

Queue jump lanes

2.3.2 Other Cost Elements

All non-direct cost elements are categorized as “other” costs. These costs include indirect costs, soft costs, contingency, overhead and profit, etc. These costs are estimated to be some percent of total direct costs. Table 4 presents the “other” cost elements that are uniformly applied to each service concept.

Table 4: “Other” Cost Elements Common to All Service Concepts

Other Cost

Type Description Assumption Source

Indirect Costs

Indirect costs are estimated as a percentage of Direct

Costs.

Indirect costs represent likely costs related to placement of

a permanent unit of work such as site management,

mobilization, demobilization, temporary facilities, and

other miscellaneous costs.

15% of

Direct Costs

Van Ness

BRT

Maintenance

of Traffic

(MOT)

MOT costs are typically considered indirect costs, but are

identified separately.

MOT costs are estimated as a percentage of Direct Costs

and represent costs to maintain and control traffic around

work areas.

MOT costs include costs related to hiring of control

officers to direct traffic as well as temporary signage and

barriers.

Construction Cost = Direct + Indirect + MOT

4% of Direct

Costs

Van Ness

BRT

Overhead and

Profit

Overhead and profit represent the mark-up on construction

costs to account for operating the business, employee

fringe benefits as well as profit.

Overhead and profit are both estimated as a percentage of

the Construction Cost.

Construction Price = Construction Cost + Overhead +

Profit

10% of

Construction

Cost

Van Ness

BRT

Contingency

Contingency is intended to cover the likely variability in

construction costs related to the defined construction

activities.

Contingency is estimated as a percentage of the

Construction Price.

Contingency excludes changes in scope.

25% of

Construction

Price

Van Ness

BRT

Soft Costs

Soft costs represent likely costs for design, engineering,

survey, site investigation, geotechnical, owners’

construction management, permits, fees, and inspections.

Soft costs are estimated as a percentage of the Construction

Price.

Project Price = Construction Price + Contingency + Soft

Costs

30% of

Construction

Price +

Contingency

Van Ness

BRT

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3 Costs for 2020 Rapid Service Options

Rapid service concepts include all concepts in which 2020 Rapid service is paired with an ECR service providing local access – this includes:

Concept 2: 2020 Full Rapid

Concept 3: 2020 Truncated Rapid (Daly City-Redwood City)

Concept 4: 2020 Truncated Rapid (San Bruno-Redwood City)

Concept 7: 2020 Peak Rapid

For these concepts, Rapid service operates exclusively in mixed flow lanes, thus no bus lanes would be proposed. Fixed infrastructure for this family of concepts would be proposed to improve passenger amenities and improve operating speeds and reliability. This infrastructure enhancements would include:

Stops

o Enhanced Stops – The number of enhanced stops would vary by service concept as outlined in the Operating Plan Memo (between 46 and 74 stops). Each enhanced stop would cost $62,660 and would include the following enhancements: one three-seat bench, 66 ft

2 canopy structure, removal and replacement of concrete platform,

display cases, windscreens, lighting, signage, electrical and PG&E service. Costs and quantities have been adjusted downward from proposed BRT stops included in the San Francisco County Transportation Authority (SFCTA)’s Van Ness BRT. It noted that ECR enhanced stops would be less robust and about one-third the size of the Van Ness BRT stops.

o Real-Time Passenger Information – Real-time arrival displays and underlying infrastructure would be implemented at all enhanced stops (thus between 46 and 74 stops, depending on the service concept). Costs include those for the displays themselves as well as related system costs. Costs and quantities are based on discussions with an industry vendor (Luminator Technology Group).

New Additional Vehicles – The number of additional vehicles would vary by service concept as outlined in the Operating Plan Memo (thus between 10-17 additional vehicles). It is assumed that two vehicle types would be available – either a 60 ft. diesel or diesel-hybrid low floor bus. These buses would be equipped with a fare box (assumed to cost $15,000), and Computer Aided Dispatch (CAD) / Automatic Vehicle Location (AVL) System (about $30,000). Collectively, a single bus would cost between $543,000 for a diesel vehicle to $770,000 for the diesel-hybrid (based on discussions with New Flyer). Vehicle costs would also include fire suppression, methane detection, cameras, destination signs, and Americans with Disabilities Act (ADA) equipment. For this estimate, it is assumed that diesel-hybrid vehicles would be procured.

TSP at Intersections – TSP would be implemented at up to 120 signalized intersections, depending on the service concept (with truncated concepts requiring fewer TSP enabled signals). Cost would include installation, system costs and a 25% contingency. All-in TSP costs would include equipment costs ($4,500/intersection), installation costs ($1,500/intersection), and an all-encompassing systems integration and implementation cost

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of $445,500 – these are based on Caltrans estimates and exclude costs for TSP equipment and implementation aboard buses.

1

TSP on Vehicles – TSP would be implemented on all buses operating Rapid service (whether new or existing – thus a total of between 10-17 vehicles). TSP costs for equipment and installation would be $5,000 per vehicle, based on a Caltrans estimate.

A summary of the estimated costs for one Rapid Option (Concept 2 – Full Rapid) is shown in Table 5 as an example, with

1 For the purposes of this estimate, it is assumed that TSP costs are based on the costs for a distributed TSP system

(whereby TSP equipment is placed aboard each bus and installed in signal cabinets), which is marginally more

expensive than a centralized TSP system to provide a more conservative estimate. Please refer to the appendices for

details on cost elements included in distributed and centralized systems.

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Table 6 showing capital costs for all four Rapid service concepts. Overall, total costs range from $26-$42 million, or a cost of $1.6-$1.7 million per mile. Concepts operating Rapid service along the entirety of the corridor generate the highest costs as these require more additional vehicles than truncated concepts.

2

Table 5: Capital Cost Estimate for Concept 2 – 2020 Full Rapid

Note: Final costs are rounded up to the nearest thousand.

2 Please refer to Appendix A for the cost summary for individual service concepts and to Appendix B for a detailed

breakdown of how individual cost elements (for instance the station or the real-time passenger information) have been

built up.

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Table 6: Capital Cost Estimates for 2020 Rapid Service Concepts

# Service Concept Length

Enhanced

Stops

(Both

Directions)

Stops with

Minor

Improve-

ments

(Both

Directions)

Total

Vehicles

Providing

Rapid

Service

Diesel

Vehicles

Diesel-

Hybrid

Vehicles

Inter-

sections Total Cost

Cost /

Mile

2 Concept 2: 2020

Full Rapid 25.66 74 0 17 0 17 120 $41,975,000 $1,635,800

3

Concept 3: 2020

Truncated Rapid

(DC-RC)

20.81 64 0 14 0 14 102 $35,249,000 $1,693,800

4

Concept 4:

2020Truncated

Rapid (SB-RC)

14.86 46 0 10 0 10 77 $25,545,000 $1,719,000

7 Concept 7: 2020

Peak Rapid 25.66 74 0 17 0 17 120 $41,975,000 $1,635,800


4 Costs for 2020 Hybrid Service Options

Hybrid service concepts include the following:

Concept 5: 2020 Hybrid A (76 Stops - 12 Min)

Concept 6: 2020 Hybrid B (50 Stops - 12 Min)

Concept 8: 2020 Hybrid A (76 Stops - 10 Min)

Concept 9: 2020 Hybrid B (50 Stops - 7.5 Min)

Hybrid service would operate exclusively in mixed flow lanes, thus no bus lanes would be implemented (thus no capital improvements to the existing roadway would be proposed). Fixed infrastructure enhancements would be made to improve passenger amenities, operating speeds, and reliability. This infrastructure enhancements would include:

Stops

o Enhanced Stops – The number of enhanced stops would be the same for each Hybrid concept – 74 stops in total. These 74 stops represent the highest demand stops along the corridor and match those stops featured in the Full Rapid concept. Each enhanced stop would cost $62,660 and would include the following enhancements: one three-seat bench, 66 ft

2 canopy structure, removal and

replacement of concrete platform, display cases, windscreens, lighting, signage, electrical and PG&E service. Costs and quantities have been adjusted downward from proposed BRT stops included in the San Francisco County Transportation Authority (SFCTA)’s Van Ness BRT. It noted that ECR enhanced stops would be less robust and about one-third the size of the Van Ness BRT stops.

o Stops with Minor Improvements – Hybrid Concepts 5 and 8 serve a total of 152 stops along the corridor. Minor improvements would be made at all non-enhanced stops – thus 78 stops. Hybrid Concepts 6 and 9 serve a total of 100 stops along the corridor. Minor improvements would be made at all non-enhanced stops – thus 26 stops. Improvements would be less robust than those at enhanced stops and would

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include a three-person bench, a 32 ft2 canopy structure, and signage. The average

cost for minor improvements would be about $11,500 per stop.

o Real-Time Passenger Information – Real-time arrival displays and underlying infrastructure would be implemented at all enhanced stops (thus 74 stops). Costs would include the displays themselves and related system costs. These costs and quantities are based on discussions with an industry vendor (Luminator Technology Group).

New Additional Vehicles – The number of additional vehicles would vary by service concept as outlined in the Operating Plan Memo (thus between 1-15 additional vehicles). It is assumed that two vehicle types would be available – either a 60 ft. diesel or diesel-hybrid low floor bus. These buses would be equipped with a fare box (assumed to cost $15,000), and CAD/AVL System (about $30,000). Collectively, a single bus would cost between $543,000 for a diesel vehicle to $770,000 for the diesel-hybrid (based on discussions with New Flyer). Vehicle costs would also include fire suppression, methane detection, cameras, destination signs, and Americans with Disabilities Act (ADA) equipment. For this estimate, it is assumed that diesel-hybrid vehicles would be procured.

TSP at Intersections – TSP would be implemented at up to 120 signalized intersections, depending on the service concept (with truncated concepts requiring fewer TSP enabled signals). Cost would include installation, system costs and a 25% contingency. All-in TSP costs would include equipment costs ($4,500/intersection), installation costs ($1,500/intersection), and an all-encompassing systems integration and implementation cost of $445,500 – these are based on Caltrans estimates and exclude costs for TSP equipment and implementation aboard buses.

3

TSP on Vehicles – TSP would be implemented on all buses operating Hybrid service (whether new or existing – thus a total of between 23-37 vehicles). TSP costs for equipment and installation would be $5,000 per vehicle, based on a Caltrans estimate.

A summary of the estimated costs for one Hybrid Concept (Concept 5 – 2020 Hybrid A (76 Stops - 12 Min)) is shown in Table 7 as an example, with Table 8 showing capital costs for all four Hybrid service concepts. Overall, Hybrid concepts would cost $16-$40 million overall, equating to a cost per mile of $642,000-$1.54 million. Those concepts with more frequent service generate higher peak vehicle requirements, which would increase the total capital cost of the concept (i.e., such as Concepts 8 and 9, with 10- and 7.5-minute headways, respectively).

4




details on cost elements included in distributed and centralized systems. 4 Please refer to Appendix A for the cost summary for individual service concepts and to Appendix B for a detailed


built up.

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Table 7: Capital Cost Estimate for Concept 5 – 2020 Hybrid A (76 Stops – 12 Min)


Table 8: Capital Cost Estimates for 2020 Hybrid Service Concepts

# Service Concept Length

Enhanced

Stops

(Both

Directions)

Stops with

Minor

Improve-

ments

(Both

Directions)

Total

Vehicles

Providing

Rapid

Service

Diesel

Vehicles

Diesel-

Hybrid

Vehicles

Inter-

sections Total Cost

Cost /

Mile

5

Concept 5: 2020

Hybrid A (76

Stops - 12 Min)

25.66 74 78 25 0 3 120 $21,025,000 $819,400

6

Concept 6: 2020

Hybrid B (50

Stops - 12 Min)

25.66 74 26 23 0 1 120 $16,464,000 $641,600

8

Concept 8: 2020

Hybrid A (76

Stops - 10 Min)

25.66 74 78 30 0 8 120 $29,268,000

$1,140,600

9

Concept 9: 2020

Hybrid B (50

Stops - 7.5 Min)

25.66 74 26 37 0 15 120 $39,544,000 $1,541,100


5 Costs for 2040 BRT Service Options

The full BRT concept assumes that vehicles would operate in dedicated bus lanes for 10.9 miles and in mixed flow traffic lanes for 14.76 miles. More robust enhancements would be implemented at stations and along the corridor to significantly improve the passenger experience and improve travel speeds and reliability. Infrastructure would include:

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Runningway

o Mixed Flow Enhancements – Vehicles would operate in a combination of bus lanes (either center-running or side-running) and in mixed flow lanes (outside bus lanes). Road improvements for mixed flow operation would be limited to restriping and signage enhancements (for instance restriping and signage to indicate bus lane transition areas and prohibited entry to bus lanes by normal vehicles). Per mile improvements would cost $77,000/mile.

o Dedicated Bus Lanes – The BRT would operate in 10.9 miles of dedicated bus lanes (in three distinct segments along the corridor). At this time, no recommendation has been made on whether buses should operate in median or side lanes. Median bus lanes would cost about $4.2 million/mile and include costs associated with pavement improvements, excavating a 4 ft. wide median each way, striping, signage, and concrete curb replacement. Side lanes would cost about $3.9 million/mile and include costs associated with pavement improvements, striping, signage, and concrete curb replacement. Per mile costs are based on the VTA El Camino BRT costs (from the VTA BRT Strategic Plan). For this estimate, it is assumed that all bus lanes would be median bus lanes.

o Queue Jump Lanes – Queue jump lanes allow vehicles to bypass queues at intersections and to either enter the intersection prior to other traffic lanes. For this estimate, queue jump lanes are assumed to be 180-feet long and would be placed at the start of bus lane segments to facilitate faster and more efficient access. Six (6) queue jump lanes would be installed, at a cost of $63,000 per location (based on the VTA BRT Strategic Plan). Queue jump lane cost would include costs for pavement improvements, excavation of a 12 ft. wide curb each way, striping, signage, and concrete curb replacement.

o Drainage and Utility Relocation - 5% drainage system relocation and 10% public utilities relocation have been included in the cost of bus lanes, mixed flow lanes and queue jump lanes.

Stations

o Enhanced Stations – A total of 74 enhanced 60-ft. long BRT stations would be proposed. These stations would have significantly more robust amenities than enhanced stops proposed for the 2020 Rapid or Hybrid concepts. Each BRT station would include three three-seat seating, a 360 ft

2 canopy structure, removal and

replacement of concrete platform, display cases, windscreens, lighting, signage, other finishes, electrical broadband, and PG&E service. Each enhanced station would cost $211,000 each (based on the VTA BRT Strategic Plan costs).

o TVMs – Each station would include one TVM, which would cost $96,000 each (based on the VTA BRT Strategic Plan). TVMs would allow for off-boarding fare payment to reduce dwell time and increase total corridor travel speeds.

o Real-Time Passenger Information – Real-time arrival displays and underlying infrastructure would be implemented at all BRT stations. Costs include those for the displays themselves as well as related system costs. Costs and quantities are based on discussions with an industry vendor (Luminator Technology Group).

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New Additional Vehicles – Fourteen (14) additional vehicles would be required for 2040 Full BRT service as outlined in the Operating Plan Memo. It is assumed that two vehicle types would be available – either a 60 ft. diesel or diesel-hybrid low floor bus. These buses would be equipped with a fare box (assumed to cost $15,000), and CAD/AVL System (about $30,000). Collectively, a single bus would cost between $543,000 for a diesel vehicle to $770,000 for the diesel-hybrid (based on discussions with New Flyer). Vehicle costs would also include fire suppression, methane detection, cameras, destination signs, and Americans with Disabilities Act (ADA) equipment. For this estimate, it is assumed that diesel-hybrid vehicles would be procured.

TSP at Intersections – TSP would be implemented at up to 120 signalized intersections, depending on the service concept (with truncated concepts requiring fewer TSP enabled signals). Cost would include installation, system costs and a 25% contingency. All-in TSP costs would include equipment costs ($4,500/intersection), installation costs ($1,500/intersection), and an all-encompassing systems integration and implementation cost of $445,500 – these are based on Caltrans estimates and exclude costs for TSP equipment and implementation aboard buses.

5

TSP on Vehicles – TSP would be implemented on all buses operating BRT service (whether new or existing – thus a total of 14 vehicles). TSP costs for equipment and installation would be $5,000 per vehicle, based on a Caltrans estimate.

A summary of the estimated costs for Concept 10 – 2040 Full BRT is shown in Table 9. Overall, the 2040 Full BRT concept would cost about $176.9 million or $6.9 million per mile.

6 For

comparison, the Van Ness BRT in San Francisco is estimated to cost about $125 million for a 2.28 mile corridor (equating to nearly $55.0 million per mile) with dual dedicated bus lanes along the length of the corridor.

7 Also, VTA’s El Camino BRT is expected to cost between $200-$240

million over a 20-plus-mile corridor with segments of dedicated bus lanes – equating to about $10.0 million per mile.

8




details on cost elements included in distributed and centralized systems. 6 Please refer to Appendix A for the cost summary for individual service concepts and to Appendix B for a detailed


built up. 7 Source for Van Ness BRT: http://www.sfcta.org/van-ness-avenue-bus-rapid-transit-about

8 Source for El Camino BRT: http://www.vta.org/sfc/servlet.shepherd/document/download/069A0000001Otb0IAC

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Table 9: Capital Cost Estimate for Concept 10 – 2040 Full BRT


6 Summary

Table 10 below summarizes total capital costs and costs per mile for all ECR service concepts, while Error! Reference source not found. depicts this information graphically for all 2020 concepts. Key findings are as follows:

Rapid concepts that operate along the entire corridor with overlay ECR service generate the largest capital costs for 2020 concepts, at about $42.0 million, equating to about $1.64 million per mile. Truncated Rapid concepts with overlay ECR service are less costly from $25.6-$35.3 million, but equate to a similar per mile cost of $1.7 million.

Hybrid concepts at 12-minute headways generate the lowest total capital costs and are the most efficient in terms of capital cost per mile. Concepts 5 and 6 both would cost $16.5-$21.0 million to build, equating to a per mile cost of $642,000-$819,000. Hybrid concepts at more frequent headways would generate higher capital costs - $29.3- $39.5 million or $1.1-$1.5 million per mile.

The 2040 BRT concept would generate the largest capital costs and the highest costs per mile, due to the implementation of over 10 miles of dedicated bus lanes. The BRT concept would cost $176.9 million with a per mile cost of $6.9 million.

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Table 10: Capital Cost and Cost per Mile for ECR Service Concepts

# Concept Capital Cost Cost per Mile

1 Concept 1: 2020 Base Case - -

2 Concept 2: 2020 Full Rapid $41,975,000 $1,635,800

3 Concept 3: 2020 Truncated Rapid (DC-RC) $35,249,000 $1,693,800

4 Concept 4: 2020 Truncated Rapid (SB-RC) $25,545,000 $1,719,000

5 Concept 5: 2020 Hybrid A (76 Stops - 12 Min) $21,025,000 $819,400

6 Concept 6: 2020 Hybrid B (50 Stops - 12 Min) $16,464,000 $641,600

7 Concept 7: 2020 Peak Rapid $41,975,000 $1,635,800

8 Concept 8: 2020 Hybrid A (76 Stops - 10 Min) $29,268,000 $1,140,600

9 Concept 9: 2020 Hybrid B (50 Stops - 7.5 Min) $39,544,000 $1,541,100

10 Concept 10: 2040 Full BRT $176,850,000 $6,892,000

Figure 1: Capital Costs and Cost per Mile for 2020 Service Concepts

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7 Appendix A – Service Concept Cost Summaries

This appendix contains cost summaries for the proposed service concepts. Note that no capital costs are expected for Concept 1 – 2020 Base Case and that the final cost per concept is rounded to the nearest thousand.

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8 Appendix B – Detailed Cost Summary

This appendix contains detailed cost summaries for the Rapid, Hybrid, and BRT concepts.

8.1 Rapid Concept

The following table presents the detailed cost summary for a typical Rapid concept (Concept 2 – 2020 Full Rapid):

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8.2 Hybrid Concept

The following table presents the detailed cost summary for a typical Hybrid concept (Concept 5 – 2020 Hybrid (76 Stops – 12 Min):

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8.3 BRT Concept

The following table presents the detailed cost summary for Concept 10 – 2040 Full BRT:

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9 Appendix C – Cost Escalation and Assumptions for Individual Cost Elements

This appendix presents the various sources for cost elements and details how unit costs were escalated to Q3 2014 dollars.

9.1 Stations and TVMs

9.2 Transit Signal Priority (TSP)

9.2.1 Distributed Transit Signal Priority (TSP)

The TSP cost estimates included in the main text assume a distributed system with the following: (i) vehicle-related costs (i.e., $4,000/vehicle equipment costs and $1,000/vehicle installation costs; (ii) intersection equipment costs ($4,500/intersection) and installation costs ($1,500/intersection) are specifically called out as concepts differ in the number of intersections to be upgraded; and (iii) an all-encompassing systems integration and installation cost of $445,500. These costs are based on

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Caltrans estimates. Note that in the table below, the number of vehicles and intersections (and thus the associated costs) has been left blank as these quantities differ by service concept.

Source: Caltrans, 2014.

9.2.2 Centralized Transit Signal Priority (TSP)

TSP costs for this estimate are based on distributed TSP. Centralized TSP cost estimates are included for information only.

Source: Caltrans, 2014.

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9.3 Real-Time Passenger Information Systems

9.4 Vehicles

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9.5 Bus Lanes

Documents

MemorandumCosts.pdf · 2014. 11. 20. · Concept 6: 2020 Hybrid B (50 stops / 12 minutes) Concept 8: 2020 Hybrid A (76 stops / 10 minutes) Concept 9: 2020 Hybrid B (50 stops / 7.5