Transcript
Page 1: East Bay Bus Rapid Transit

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presented topresented to

Policy Steering CommitteePolicy Steering Committee

presented bypresented by

AC TransitAC Transit

May 15, 2009May 15, 2009

East Bay Bus Rapid TransitEast Bay Bus Rapid Transit

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PurposePurpose

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• Understand two BRT operating plans Understand two BRT operating plans considered in DEIS/DEIRconsidered in DEIS/DEIR

• Explain reasoning for staff-preferred Explain reasoning for staff-preferred operating planoperating plan

• Provide information to PSC members for Provide information to PSC members for future decisionfuture decision

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1) Separate 1) Separate BRT and Local ServicesBRT and Local Services– Two separate bus services in corridorTwo separate bus services in corridor

– BRT in bus-only lanes with wide station spacingBRT in bus-only lanes with wide station spacing

• 35 stations, average ½ mile (6 blocks)35 stations, average ½ mile (6 blocks)

– Local service in mixed-flow traffic with narrow stop spacingLocal service in mixed-flow traffic with narrow stop spacing

• 105 stops, average 900 feet (2 blocks)105 stops, average 900 feet (2 blocks)

2) All-in-One (Combined BRT and Local Services)2) All-in-One (Combined BRT and Local Services)– A single bus service in the corridorA single bus service in the corridor

– All buses in bus-only lanesAll buses in bus-only lanes

– Intermediate station spacingIntermediate station spacing

• 49 stations, average 1/349 stations, average 1/3rdrd mile (4 blocks) mile (4 blocks)

Two BRT Operating ScenariosTwo BRT Operating Scenarios

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Key Issues for ComparisonKey Issues for Comparison

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• Transit travel timeTransit travel time

• Transit ridershipTransit ridership

• Auto travelAuto travel

• Energy and greenhouse gasesEnergy and greenhouse gases

• Capital costCapital cost

• Operating costOperating cost

• Bicycle environmentBicycle environment

• Traffic impactTraffic impact

• Parking impactParking impact

• Walk accessWalk access

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Comparison SummaryComparison Summary

Separate BRT Separate BRT and Localand Local

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All-in-OneAll-in-One

Operating CostOperating Cost +

Capital CostCapital Cost +

Energy, Greenhouse GasesEnergy, Greenhouse Gases +

Traffic ImpactsTraffic Impacts +Parking ImpactsParking Impacts

Bicycle EnvironmentBicycle Environment +

similar

Auto TravelAuto Travel +

Transit RidershipTransit Ridership +

Average Transit Travel TimeAverage Transit Travel Time +

Walk AccessWalk Access +

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Effect on Travel Time*Effect on Travel Time*Downtown Berkeley to Bay Fair BARTDowntown Berkeley to Bay Fair BART

• ““Separate” has fast BRT and a slow local busSeparate” has fast BRT and a slow local bus– BRT: 59 minuteBRT: 59 minute

– Local: 109 minLocal: 109 min

– Average: 76 minAverage: 76 min

• ““All-in-One” on average faster than SeparateAll-in-One” on average faster than Separate– BRT: 66 minBRT: 66 min

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** Year 2025, PM peakYear 2025, PM peak

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Transit RidershipTransit RidershipYear 2025Year 2025

Separate Separate BRT and BRT and

LocalLocal

77

All-in-OneAll-in-One

New Transit Trips*New Transit Trips* 9,300

Corridor Transit BoardingsCorridor Transit Boardings 43,700

** Increase over No-BuildIncrease over No-Build

No-BuildNo-Build

28,100 49,200

5,300

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Auto TravelAuto TravelYear 2025Year 2025

Separate Separate BRT and BRT and

LocalLocal

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All-in-OneAll-in-One

Reduction in Daily Auto TripsReduction in Daily Auto Trips 5,300 9,300

Reduction in Daily Auto VMT*Reduction in Daily Auto VMT* 11,800 20,700

* Vehicle Miles Travelled* Vehicle Miles Travelled

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Energy and Greenhouse GasesEnergy and Greenhouse GasesYear 2025Year 2025

Separate Separate BRT and BRT and

LocalLocal

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All-in-OneAll-in-One

Reduction in Annual Energy Reduction in Annual Energy UsageUsage

210,000 gallons*

50,000 gallons*

Reduction in Annual GHGsReduction in Annual GHGs 1,900 tons**120 tons**

** Annual Gasoline and gasoline equivalentsAnnual Gasoline and gasoline equivalents

**** Annual COAnnual CO22 and CO and CO22 equivalents equivalents

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Capital and Operating CostCapital and Operating CostService Frequency (Weekday, Minutes Between Buses)Service Frequency (Weekday, Minutes Between Buses)

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1R1R

PeakPeak

12

ExistingExisting

11 15

MiddayMidday

12

20

EveningEvening

20

OwlOwl

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BRTBRT 7.5

11 15

7.5

15 20 60

Separate BRT and LocalSeparate BRT and Local

20

BRTBRT 5 5 10 60

All-in-OneAll-in-One

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Capital and Operating CostCapital and Operating Cost$ millions$ millions

Separate Separate BRT and BRT and

LocalLocal

1111

All-in-OneAll-in-One

Annual Operating Cost*Annual Operating Cost* $25.6

Capital CostCapital Cost $215

No-BuildNo-Build

$235

$26.9$21.5

Annual Operating Cost Annual Operating Cost Net of Fare Revenue*Net of Fare Revenue*

$15.4$18.2$15.0

** Estimate for year 2025 costs in 2008 dollars.Estimate for year 2025 costs in 2008 dollars.

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Bicycle EnvironmentBicycle Environment

• All-in-One provides better bicycle environmentAll-in-One provides better bicycle environment

– Lower auto VMTLower auto VMT

– All buses operate in median bus lanesAll buses operate in median bus lanes

• No interference between buses and bicyclesNo interference between buses and bicycles

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Traffic ImpactsTraffic Impacts

• All-in-One has less impact on trafficAll-in-One has less impact on traffic

– Lower auto VMTLower auto VMT

– All buses operate in median bus lanesAll buses operate in median bus lanes

• No interference between buses and autosNo interference between buses and autos

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Parking ImpactsParking Impacts

• Two scenarios roughly equalTwo scenarios roughly equal

• ““Separate” requires both BRT Stations and Local Separate” requires both BRT Stations and Local Stops between StationsStops between Stations

– Parking Loss at StationsParking Loss at Stations

– Parking restrictions remain in place at local bus stopsParking restrictions remain in place at local bus stops

• ““All-in-One” has two effects on parkingAll-in-One” has two effects on parking

– More parking loss due to more BRT stationsMore parking loss due to more BRT stations

– Some parking spaces recovered at former local bus stopsSome parking spaces recovered at former local bus stops

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Effect on Walk DistanceEffect on Walk Distance

• Some local bus stops removed with All-in-OneSome local bus stops removed with All-in-One

• 80% of riders unaffected80% of riders unaffected– They walk to the same station as todayThey walk to the same station as today

• 20% of riders would need to go to a different station20% of riders would need to go to a different station– Some passengers have no increase in walk distanceSome passengers have no increase in walk distance

– Some passengers walk further but, the walk distance is on average one additional blockSome passengers walk further but, the walk distance is on average one additional block

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Effect on Walk DistanceEffect on Walk Distance

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Existing Conditions

Bus stop every 1/6th mile (900 feet)

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Effect on Walk DistanceEffect on Walk Distance

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All-in-OneAll-in-One

BRT station every 1/3BRT station every 1/3rdrd mile mile

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Effect on Walk DistanceEffect on Walk Distance

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Effect on Walk DistanceEffect on Walk Distance

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Comparison SummaryComparison Summary

Separate BRT Separate BRT and Localand Local

2020

All-in-OneAll-in-One

Operating CostOperating Cost +

Capital CostCapital Cost +

Energy, Greenhouse GasesEnergy, Greenhouse Gases +

Traffic ImpactsTraffic Impacts +Parking ImpactsParking Impacts

Bicycle EnvironmentBicycle Environment +

similar

Auto TravelAuto Travel +

Transit RidershipTransit Ridership +

Average Transit Travel TimeAverage Transit Travel Time +

Walk AccessWalk Access +


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