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1 presented to Policy Steering Committee presented by AC Transit May 15, 2009 East Bay Bus Rapid Transit.

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Presentation on theme: "1 presented to Policy Steering Committee presented by AC Transit May 15, 2009 East Bay Bus Rapid Transit."— Presentation transcript:

1 1 presented to Policy Steering Committee presented by AC Transit May 15, 2009 East Bay Bus Rapid Transit

2 2Purpose2 Understand two BRT operating plans considered in DEIS/DEIRUnderstand two BRT operating plans considered in DEIS/DEIR Explain reasoning for staff-preferred operating planExplain reasoning for staff-preferred operating plan Provide information to PSC members for future decisionProvide information to PSC members for future decision

3 3 1) Separate BRT and Local Services –Two separate bus services in corridor –BRT 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 spacing 105 stops, average 900 feet (2 blocks)105 stops, average 900 feet (2 blocks) 2) All-in-One (Combined BRT and Local Services) –A single bus service in the corridor –All buses in bus-only lanes –Intermediate station spacing 49 stations, average 1/3 rd mile (4 blocks)49 stations, average 1/3 rd mile (4 blocks) Two BRT Operating Scenarios 3

4 4 Key Issues for Comparison 4 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

5 5 Comparison Summary Separate BRT and Local 5 All-in-One Operating Cost + Capital Cost + Energy, Greenhouse Gases + Traffic Impacts + Parking Impacts Bicycle Environment + similar Auto Travel + Transit Ridership + Average Transit Travel Time + Walk Access +

6 6 Effect on Travel Time* Downtown Berkeley to Bay Fair BART “Separate” has fast BRT and a slow local bus“Separate” has fast BRT and a slow local bus –BRT: 59 minute –Local: 109 min –Average: 76 min “All-in-One” on average faster than Separate“All-in-One” on average faster than Separate –BRT: 66 min 6 *Year 2025, PM peak

7 7 Transit Ridership Year 2025 Separate BRT and Local 7 All-in-One New Transit Trips* 9,300 Corridor Transit Boardings 43,700 *Increase over No-Build No-Build 28,10049,200 5,300

8 8 Auto Travel Year 2025 Separate BRT and Local 8 All-in-One Reduction in Daily Auto Trips 5,300 9,300 Reduction in Daily Auto VMT* 11,800 20,700 * Vehicle Miles Travelled

9 9 Energy and Greenhouse Gases Year 2025 Separate BRT and Local 9 All-in-One Reduction in Annual Energy Usage 210,000 gallons* 50,000 gallons* Reduction in Annual GHGs 1,900 tons** 120 tons** *Annual Gasoline and gasoline equivalents **Annual CO 2 and CO 2 equivalents

10 10 Capital and Operating Cost Service Frequency (Weekday, Minutes Between Buses) 10 1R Peak 12 Existing 115 Midday Evening Owl 60 BRT Separate BRT and Local 20 BRT All-in-One

11 11 Capital and Operating Cost $ millions Separate BRT and Local 11 All-in-One Annual Operating Cost* $25.6 Capital Cost $215 No-Build $235 $26.9 $21.5 Annual Operating Cost Net of Fare Revenue* $15.4 $18.2 $15.0 *Estimate for year 2025 costs in 2008 dollars.

12 12 Bicycle Environment All-in-One provides better bicycle environmentAll-in-One provides better bicycle environment –Lower auto VMT –All buses operate in median bus lanes No interference between buses and bicyclesNo interference between buses and bicycles 12

13 13 Traffic Impacts All-in-One has less impact on trafficAll-in-One has less impact on traffic –Lower auto VMT –All buses operate in median bus lanes No interference between buses and autosNo interference between buses and autos 13

14 14 Parking Impacts Two scenarios roughly equalTwo scenarios roughly equal “Separate” requires both BRT Stations and Local Stops between Stations“Separate” requires both BRT Stations and Local Stops between Stations –Parking Loss at Stations –Parking restrictions remain in place at local bus stops “All-in-One” has two effects on parking“All-in-One” has two effects on parking –More parking loss due to more BRT stations –Some parking spaces recovered at former local bus stops 14

15 15 Effect 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 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 distance –Some passengers walk further but, the walk distance is on average one additional block 15

16 16 Effect on Walk Distance 16 Existing Conditions Bus stop every 1/6 th mile (900 feet)

17 17 Effect on Walk Distance 17 All-in-One BRT station every 1/3 rd mile

18 18 Effect on Walk Distance 18

19 19 Effect on Walk Distance 19

20 20 Comparison Summary Separate BRT and Local 20 All-in-One Operating Cost + Capital Cost + Energy, Greenhouse Gases + Traffic Impacts + Parking Impacts Bicycle Environment + similar Auto Travel + Transit Ridership + Average Transit Travel Time + Walk Access +


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