 |
 |
 |
|||||||||||||||||||||||||||||||||||||||||||
|
|||||||||||||||||||||||||||||||||||||||||||||
 |
 |
 |
|
 |
|
 |
|
 |
|
 |
|
 |
|
 |
|
FAQs by Topic
Alignment
Current and Future Systems Design
Environmental
Fares
Ridership Forecasting and Modeling
Implementation and Ongoing Operations Issues
Parking
Pedestrian / Bicycle Impacts
Project Funding and Costs
Project Purpose and Need
Safety and Security
Station Locations and Logistics
Traffic
Alignment
Why build BRT? Doesn't it just parallel BART?
The BRT route parallels BART in some locations-as do other bus routes. East Bay geography and the existing layout of major roadways contribute to this fact. Long streets converge in major origin-destination areas like downtown Oakland, Berkeley and San Leandro.
However, the East Bay BRT Project and BART largely serves very different types of trips. Whereas BART has one and one-half to two miles or more between stations (outside of downtown business districts), BRT will have stations every one-third to at most one-half miles. Unlike BART, station access will be almost entirely by walking and by transferring from other bus routes. Most trips on BRT will be local, relatively short, and to desirable areas near BRT. This is how the current service in the corridor, the 1R Rapid, operates.
BRT is intended to make transit travel faster, more reliable and more attractive. Increasing congestion is causing bus delays and unreliable travel times. Dedicated lanes, prominent stations with convenient boarding of buses will attract more riders. Because buses would be operating in a lighter traffic lane, operating costs per passenger are also projected to decrease. More people will use all forms of transit-BRT, BART and other buses combined.
The 2005 regional profile of commuters produced by the Metropolitan Transportation Commission stated that 67% of people still drive alone to work. Transit carried only 13%. BRT gives residents another option for their travel needs, and it will help to reduce the number of folks who commute by car.
Do we know where the BRT route will go?
North to south, the route is planned to connect downtown Berkeley and the Berkeley BART Station with the south side of the UC-Berkeley campus, then follow Telegraph Avenue to downtown Oakland. From there, the route will follow 11th and 12th Streets to International Boulevard and proceed through East Oakland. At the city limit with San Leandro, it continues along East 14th Street to either (1) Bayfair Mall and Bayfair BART or (2) downtown San Leandro, along Davis Street to San Leandro BART.
Current and Future Systems Design
How has AC Transit considered Design Elements as part of the BRT project?
Project Aesthetics
AC Transit has not yet made commitments to aesthetic design-related project elements. During public presentations, AC Transit has tried to foster discussion by showing pictures of what other transit systems have used for shelters and station amenities and prepared computer simulations of possible stations. However, these are in no way the only options for consideration. Each city has a well-defined process for aesthetic design selection which will be the guiding force in the determination of the architectural treatment of shelters and other amenities. AC Transit will look to each city partner for guidance in determining the design elements of stations, to ensure that the station fits in well with the local context, supports adjacent uses and doesn't seem out of place.
Station Design—Efficient and Easy Boarding
Stations and platforms will be designed to ensure efficient and speedy boarding of both patrons and patrons bicycles:
- Patrons—Platforms will be at the same height as buses, so bus kneeling will not be necessary and patrons can just walk on without a step up. Level-boarding provides a great benefit to the disabled community whose riding experience will no longer be hampered by the extension of a lift or ramp for boarding.
- Patrons with Bicycles—AC Transit is investigating ways to increase the ability of their buses to carry bicycles. In one option, AC Transit would install bicycle racks on the front of coaches that can accommodate up to 3 bicycles at one time. Additionally, AC Transit is committed to studying the placement of bicycle racks on the interior of BRT vehicles.
- Fare Collection—The East Bay BRT Project will use an off-bus fare collection strategy, meaning that patrons will pay for their ride BEFORE getting on the bus. Patrons only need to hang on to their receipt in case a fare inspector boards the bus. TransLink cards will be warmly welcomed on the BRT system and there will be TransLink readers at each door.
Station Design—Intuitive System Use
Lets face it, rail systems are easy and intuitive for new passengers to use. This is because they operate along a pre-determined and dedicated path, have fewer stations and easily recognized locations for boarding. We MUST make it easy and understandable for the over 25,000 (by the year 2025) new users to the BRT system. This can be accomplished by using easy-to-read maps, way-finding signage (signage to direct patrons to local destinations), and real-time transit arrival signage. Each of these tools will be used in the development of the BRT project. Additionally, AC Transit will be reaching out to the disabled community for guidance and insight into how to design amenities for persons with disabilities. Stay tuned!
Station Design—Integration with Future BRT Projects
AC Transit is investigating future BRT projects along several high-ridership corridors in the service area. Most transit lines intersect at transit centers and seamless integration of lines with BRT will occur at these locations. The BRT project will ensure a design-for-the-future approach to station design at these key locations. This could include longer platforms, larger waiting areas (for larger groups of patrons), and leaving room for additional amenities (seating, bicycle racks, etc). The District is committed to the future of these projects and will design them that way.
Station Design—Integration with Existing Local Services
A part of the success of the BRT project will be determined by how well AC Transit is able to ease transfers between local services and the BRT. The preliminary list of station locations was selected to integrate well with existing services because of their proximity to connecting transit corridors. In addition to locating stations adjacent to transit lines, stations are placed strategically to be close to high use locations (hospitals, schools, shopping, etc).
Environment
Does BRT harm the environment?
There have been no significant negative impacts identified on the natural or socio-economic (e.g., business and residential) environment because of the BRT Project. BRT would result in some worsening of traffic conditions along its alignment and remove some parking (of which some would be replaced). These impacts are not harmful to the non-transportation environment and reflect the basic tradeoff of the Project: substantially better transit service with a consequent limited loss of existing auto capacity and access.
By many measures BRT will benefit the environment: 1. By reducing pollutant emissions; 2. By reducing transportation energy use; and 3. It will provide cities opportunities to expand jobs and housing through smart growth standards and transit oriented development projects.
Fares
How will I pay for my trip on BRT?
BRT will have self-service, proof-of-payment fare collection. Ticket vending machines will be located on BRT station platforms, and various tickets (single or multiple, regular or discount) can be purchased. Upon boarding, passengers must be able to show fare inspectors proof of payment or they will be subject to fine. Passes will still be an acceptable form of payment. TransLink will be accepted on BRT.
Will fares be raised to pay for BRT?
BRT fares will be the same as for other local service at the time that BRT revenue operations begin. There is no intention of raising fares on other routes to pay for BRT.
Ridership Forecasting and Modeling
How many passengers will BRT carry?
On the typical weekday in 2025 (the forecast year for evaluating benefits and impacts of projects with Federal Transit Agency funding), BRT service is expected to carry up to 49,000 riders.
Implementation and On-Going Operations Issues
Will I be able to transfer from a regular route to BRT? From BRT
to a regular route?
Yes. There will be no restrictions on transfers between BRT and regular buses.
When will BRT start service?
Construction could be fully complete, from downtown Berkeley through San Leandro, in 2015; segments of the alignment could open as finished before that date (e.g., by 2013).
Won't BRT suffer from bus bunching like other buses?
No. By providing dedicated bus lanes and transit priority at traffic signals, buses will be able to run on very predictable-and reliable-schedules.
Will local service be cut to operate BRT?
No reduction of bus service in the BRT corridor is proposed. Also, AC Transit has no intention of reducing the level of other District services to fund BRT operations.
Will local service be increased to meet BRT?
Certain routes will likely be modified to provide better connections to BRT. If a connecting route becomes overly congested, for instance, more buses would be added.
Will buses be speeding down the dedicated lanes?
Buses will be subject to the same speed limits as posted for existing traffic.
What kind of buses will be used? What kind of fuel?
The prototype bus assumed in project studies is the Van Hool 60-foot articulated bus, which is currently used on Route 1R. Should AC Transit acquire newer articulated buses by other manufacturers before or after service begins, they could be assigned to BRT service. One thing will be constant; all buses on the BRT route will be low floor.
The current buses are referred to as clean diesel buses and emissions are quite low. However, AC Transit will continue to evaluate vehicles that use alternative fuels, hybrid diesel-electric, Internal Combustion Engine (ICE) and hydrogen fuel cells.
Delivery trucks are a key component of my business and double park
along Telegraph and/or International. Will they be able to continue that?
As part of the ongoing parking evaluations for the project, including mitigation for loss of access, AC Transit is coordinating with cities to identify where loading zones could be removed, and ensure replacement and/or expanded loading zones are provided. In many locations that will be the appropriate solution: designating additional spaces for loading and other special access so there are fewer reasons to double park.
If the Bus Rapid Transit Project is built, who would pay for any work needed on the street?
AC Transit will fully pay for the re-pavement of the bus lanes as part of the BRT implementation. 2. The on-going maintenance of the bus lane could potentially be funded by AC Transit using federal and/or state transportation funding which in some cases is designated specifically for maintenance of "fixed guideways" such as dedicated bus lanes. Each city would be responsible for the on-going maintenance for the rest of the roadway not included in the bus lanes. This is a significant benefit for Cities approving dedicated bus lanes because the city's obligation for on-going road repair would be less than half of what it is today and would remain so as long as the dedicated lanes exist.
Parking
Will BRT remove on-street parking spaces?
Yes, where parking would be displaced at BRT stations and where left-turn lanes are added. The draft environmental document (Chapter 3, Transportation Analysis, Section 3.4 Parking, beginning page 3-95) discusses in detail the reasons why parking is lost, where it is lost, and when and where replacement parking would be provided. Parking is proposed to be replaced, either by constructing or funding the construction of new spaces or by converting currently unrestricted spaces to time-restricted spaces. The objective is to ensure at least 15 percent of spaces are unoccupied and continually available for new users during normal business hours.
Pedestrian / Bicycle Impacts
Will I have to cross the street to catch the bus? Is that safe?
BRT stations will be located in the street median along most of the BRT route. Other stations will be located at the curb on roadway segments through Berkeley's Southside, Oakland's Eastlake, and downtown San Leandro.
For those stations that are at the curb, passengers will catch the bus as they do now. For median BRT stations, passengers on either side of the street will only have to cross one lane of auto traffic to reach the bus. Median stations will be located next to the crosswalk and access to that station will be made by using that crosswalk. In some locations a new crosswalk will be built to allow individuals the safest, most direct access to and from stations. In all cases, crosswalks will be improved with clearly marking, and with active or passive warning signs and signals. An additional benefit to BRT is that median stations will also provide a safe refuge for individuals crossing the street but not able to make the full crossing in the allotted time or for other reasons.
Implementing BRT is expected to have a traffic-calming effect in many areas. Traffic speeds are likely to be reduced somewhat along the BRT route (by removing one traffic lane in each direction). Crossing one traffic lane rather than two in each direction will also be safer as pedestrians will need to worry less about vehicles in another lane passing by stopped vehicles and drivers not being able to see them.
Will I be able to cross the street at non-station intersections?
Existing crosswalks at stations and between stations will be retained in almost every case. In only a few instances will existing crossings be removed or moved. In fact, the BRT design proposes improvements to existing crosswalks and new crosswalks where high pedestrian activity warrants such enhancements to operate in the safest environment.
Project Funding and Costs
How much funding is there for BRT? Is the District confident that
the unfounded amount can be raised?
After final route alignment selection, and sufficient negotiation with city partners the BRT project will cost under $250 Million dollars, which is compliant with the Federally mandated maximum limit for Small Starts funding. For capital elements of the project, AC Transit current has funding commitments of just over $100 million available for the BRT Project. The project is also competitive for an additional $75 million in federal Small Starts funding from the Federal Transit Agency (FTA). Finally, AC Transit has tentative commitments of local and state funding for the remaining $75 million needed for project completion.
AC Transit continues to explore additional funding and is confident that it can be obtained.
Project Purpose and Need
Will people actually use this service instead of their cars? Why?
By 2025, up to 49,000 passengers are forecast to board BRT buses each weekday. Adding BRT service to the AC Transit route system will generate up to 9,300 new transit riders, nearly all of them currently traveling by auto.
People will ride BRT for several reasons. It will be faster and more reliable than the service it will replace; it is more frequent and convenient; it is safer and more secure; and it will offer a better riding experience overall. Continued jobs and housing growth, which contribute to increasing congestion if individuals chose to drive to work and home, will also help to encourage transit use. As congestion increases, transit and BRT offers the only reasonable, environmentally friendly means for expanding mobility options along many parts of the project corridor.
Why not just build light rail? What makes BRT better?
Various service types were evaluated for the project corridor, light rail included. Light rail would have been a suitable service type for the Project; however, it would have cost at least two and probably three or more times that of BRT. Additionally, the impacts would have been greater, including impacts to sidewalks and adjacent properties, because of the additional space required for light rail and because rail is far less flexible than bus when moving along streets with tight turns and narrow widths. Finally, light rail would also require development of major support facilities, such as a vehicle storage yard and maintenance facility.
For the International/Telegraph corridor, BRT is the best option because of cost, its flexibility, and its schedule for implementation.
Safety and Security
Will emergency vehicles (ambulance, police, fire) be delayed in
responding to problems because of BRT?
Emergency vehicles will be allowed to use the BRT lanes whenever necessary to avoid traffic delays and bottlenecks, as they arise. Emergency vehicles simply drive into and out of the BRT lane, crossing over a low curb or rumble strip that separates bus lanes traffic lanes. As currently done, BRT bus operators would be instructed to yield to emergency vehicles at all times.
Can BRT vehicles be used to evacuate people during disasters?
This would be determined as part of a disaster relief plan. Buses offer a high-capacity way to move people during, or in advance of, potential disasters and are not dependent on separate power sources. Buses offer the ultimate in flexibility when it comes to mass-transportation needs for disaster relief.
Many pedestrian crossings will be similar to those on the street today, using crosswalks at traffic signal controlled intersections and pedestrian striped at non-traffic signal crossings. At non-traffic signal crossings, the BRT project, as appropriate, will add signs and warning features (lights) to alert motorists of pedestrians that will greatly increase the safety of those crossing.
How will the dedicated lanes be enforced and what is the role of law enforcement on the BRT system?
AC Transit currently has a contract with the Alameda County Sheriffs Department to provide safety and security for the bus system. Generally, the Sheriff's deputies would be responsible for the enforcement of lane restrictions, ensuring security at BRT stations as well as conducting or supporting fare inspection. The number of Sheriff's deputies on patrol would likely be increased from today's level. The deputies on patrol could also assist other agencies engaged in emergency response just as they do today. The additional deputies patrolling the BRT corridor could permit additional flexibility for each city's deployment of their own police officers.
Will there be a barrier between the traffic lane and the bus lanes?
In between stations there will not be a barrier between the traffic lane and the bus lanes. AC Transit has committed to design the system to accommodate emergency vehicles at all times and as such bus and traffic lanes would be differentiated by either a low mountable curb or a rumble strip will be placed between the lanes that will remind motorists of the division. Only directly before and after BRT stations would there be a need for barriers between traffic lanes and bus lanes. These divisions would help channel traffic safely past a BRT station and protect pedestrians crossing the street at the station or waiting for a bus at the station. Under certain circumstances where the roadway is wide enough, AC Transit may include a landscaped median between the bus lane and traffic lane to enhance the aesthetics of an area. However, this would only be done at the request of the cities and communities.
Will I get a ticket if I drive in the bus lanes?
One of the greatest tools that the BRT system has to ensure on-time performance and general system stability is the bus lanes where buses will have priority. As a general rule, only buses and emergency vehicles would be allowed to use the dedicated bus lanes. Alameda County Sheriffs deputies will be patrolling the route and will issue citations for drivers who violate this rule. However, whenever there is an incident in the single traffic lane (accident, road work, deliveries) other vehicles will be able to use the bus lanes to bypass the obstruction. Drivers would need to yield to oncoming buses when using the bus-lane and then return to the traffic lane as soon as it is safe to do so. Drivers could be allowed to use the lanes as long as it does not impede the movement of the bus or threaten the safety of other motorists, bus patrons or pedestrians.
Station Locations and Logistics
Where will stations be located? How were the locations determined?
BRT Stations are located generally at intersections where traffic signals control vehicle movement, although there are some exceptions. The number and spacing varies but stations are located to serve the highest possible number of passengers; offer convenient transfers to/from other transit services (bus and rail); and compliment with surrounding land uses. In some cases stations are intended to provide focal points for redevelopment or transit oriented development.
Station locations are not yet fixed. During the next phase of the project the locations will be reviewed by AC Transit along with local cities and neighborhoods to choose the best placement for each station.
Traffic
Will BRT mean that I have a longer drive along Telegraph and/or
International?
It could. BRT requires a transitway for safe and efficient operations. This means that the length of time driving along the route is expected to increase due to congestion and delay when a traffic lane in each direction is converted to BRT. However, this condition will not occur during all hours but primarily only during commute travel times-rush hour and peak shopping times.