Category Archives: AC Transit
This is the first post in a two post series about maximizing mobility along the Eastshore Freeway Corridor in the Eastern San Francisco Bay Area. In this first post, I will concentrate on the infrastructure improvements that could alleviate congestion and lack of mobility in the area. In the second post I will focus on service improvements that will help achieve these goals.
The Eastshore Freeway Corridor in the Eastern San Francisco Bay Area is plagued by chronic congestion. Unlike most freeways, the I-80/580 Eastshore Freeway is congested for elongated periods – generally 11am to 8pm on weekdays and 9am to 8pm on weekends. Southbound is generally more congested than northbound, although northbound during the PM peak is the most severe congestion on the roadway. At 10 lanes wide, the Eastshore Freeway cannot feasibly be widened and the current approach to managing transportation in the corridor is not effective as evidenced by 9+ hours of congestion every day. The current drive to improve freeway congestion in the corridor is well-intentioned and will substantially reduce congestion for a very low cost using ITS (intelligent transportation systems). While this approach to improving mobility has its merits, the sheer density and demand in this corridor requires a big-picture, large investment focus in addition to intermediate steps such as the the current Integrated Corridor Mobility Project.
Based on the environmental documents for the I-80 Integrated Corridor Mobility Project, almost 30% of traffic along I-80 West in the AM peak is traveling to and from Emeryville and Berkeley. Most transit service currently serves the Downtown San Francisco and Downtown Oakland destinations along this corridor. Here I would like to present a radical re-imagining of mobility in the corridor to address this 30% (almost 80,000 AADT) of travelers whose origins and destinations lie within West Berkeley and Emeryville. This new look will address both local travelers and those entering the area from outside North Alameda County. First, local solutions.
Bounded by San Pablo Avenue and the Eastshore Freeway, this study area has existing, frequent, AC Transit bus transit service on San Pablo Avenue from north to south, and University Avenue fron east to west. In Emeryville, a municipally-operated shuttle, Emery-Go-Round, connects major employment destinations with MacArthur BART approximately 2 miles away. In addition, AC Transit operates routes 26 and 49, both of which pass through the area but run infrequently and do not directly serve high travel demand destinations. Amtrak operates the Capitol Corridor intercity train service that stops in West Berkeley and Emeryville, but peak frequency is one train per hour. Railroad right of way in the area is plentiful – existing condition is generally 3-4 tracks with between 10 and 30 lateral feet of additional right of way available.
To best provide local mobility along this corridor three solutions seem the most cost effective and realistic. First is constructing a true bus rapid transit line along San Pablo Avenue so AC Transit can provide more effective north-south service in the corridor. Current plans for a BRT corridor along International Boulevard in Oakland provide a great model for San Pablo – dedicated inner lanes over the corridor, signal prioritization and distinct, rail-like stations. Another shorter BRT corridor east-west along University Avenue would complement the San Pablo and Telegraph BRT services well, tying them together and connecting Downtown Berkeley and the dense University corridor to West Berkeley and Emeryville. Again, dedicated median lanes with rail-like stations would maximize ridership and transit effectiveness. The third and most significant proposed infrastructure investment in this study area is the implementation of a Bus Rapid Transit “Super-Loop” in the style of San Diego MTD’s SuperLoop service in La Jolla. Fully dedicated lanes and stations would begin at MacArthur BART and continue on a loop Emeryville, including a stop at the Watergate office tower complex. The short length of this corridor could allow for very frequent service, and prioritization would ensure speedy travel times. This type of transit service is exactly what sustains a transit oriented community, and it could help re-orient Emeryville towards transit instead of the current automobile-dependent model of its development.
Longer trips that begin outside the study area could also be greatly aided with the strategic addition of cost-effective infrastructure. Current express bus service generally caters to “traditional” commuters traveling to San Francisco in the AM peak and returning to the East Bay in the PM peak. AC Transit has, however, attempted to address the reverse commute to Emeryville and West Berkeley with the Z Transbay Line. This line is slow, runs infrequently and does not effectively serve many of the high travel demand destinations in the area. The BRT Super-Loop mentioned earlier would be key in a re-orientation of express bus service in the area. With HOV lane connections to the super loop from I-80 near Ashby Avenue and I-580 near MacArthur Boulevard, express bus service could rapidly and effectively serve travelers from as far away as Vallejo and Castro Valley. Current express bus services simply bypasses the area on the freeway – missing out on nearly 30% of the travel market that originates or is destined to West Berkeley and Emeryville. Some bus service that currently serves Downtown San Francisco from various East Bay destinations could be rerouted around the Super-Loop with a surprisingly small amount of delay (likely around 10 minutes), massively increasing viability of Transbay services that have seen a decline in ridership in recent years due to job fragmentation across the area.
A longer-term solution to mobility along the corridor lies in the vastly underused railway right-of-way currently used by Amtrak. The under construction eBART line in Eastern Contra Costa County and SPRINTER line in Northern San Diego County have set precedents for diesel multiple unit light rail service in California. As a first stage towards eventual electrification, DMU service could easily and cheaply be provided along the Amtrak right of way. Stations spaced between 0.75 and 1 mile apart along the corridor could support transit oriented development yet still allow for quick regional service. In fact, this DMU would be best utilized if it were extended outside the project area along the Amtrak right-of-way to Jack London Square or the Colosseum in Oakland, and to Richmond or further north in the other direction. Such a project would fulfill the requirements of the currently proposed wBART extension north of Richmond and also improve utilization of the existing corridor without requiring any new right-of-way. Even better, this line could connect to a future Transbay Tube, as suggested by Yonah Freemark over the the Transport Politic.
Many exciting options exist for serving this largely neglected portion of the Bay Area with transit. Improving mobility in the Eastshore Freeway Corridor is already underway with the ICM project, and it can only get better from here.
Airlines charge more for tickets when demand is highest, baseball tickets are more expensive when the Yankees come to town and even rail fares (Washington Metro) are higher during peak hours. By charging more, these entities are giving consumers an economic incentive to consume their goods and services when demand is lower, spreading out usage and improving overall efficiency of their operations. Why then does is terrify Bay Area drivers that the Bay Bridge is instituting a form of this very same system? My response would be: it must be because of the MTC’s half baked implementation of congestion tolls.
Starting at 5am on July 1st, tolls increased to six dollars during peak hours, 5am-10am and 3pm-7pm. At other times on weekdays the toll is four dollars and on weekends toll is four dollars. Fine. Great. Unfortunantely, by giving drivers specific times that the toll will increase and decrease, the new system creates new, perverse incentives to change the time you drive to 10am or 2:45pm. Plus, isn’t the idea of congestion pricing to reduce congestion? The Bay Bridge is not most congested on weekday rush hours. During that time over 100,000 people take transit either on the bridge itself on in the Transbay Tube, vastly reducing car volumes. No, the most terrible time to be on the Bay Bridge is the weekend, which this toll increase and “congestion” pricing doesn’t really address. Systems like the I-15 HOT Lane in Southern California are prime examples of how congestion pricing should really be done.
In the I-15 HOT Lane in Northern San Diego County, congestion is constantly monitored by a central computer. Roadbed loops detect vehicle speed and volume. With this data, the computer automatically sets tolls ranging from 1.50 to 9 dollars. This toll is linked to an algorithm that ensures that traffic in the facility is moving at at least 45 miles per hour. To keep traffic moving that fast, it raises tolls during peak demand, and therefore reduces congestion. Why not implement something similar for the Bay Bridge? Vehicles just end up waiting at the metering lights past the toll plaza anyway. If the Bay Area Toll Authority introduced true congestion tolls, traffic volumes would massively decrease, transit usage would go up, and toll revenue would skyrocket. No one loses in this situation. Transit riders continue with their status quo, but drivers suddenly no longer have to deal with traffic congestion. Yes, they may have to pay much more to cross the bridge, but hey, in Staten Island they pay 12 dollars to cross the Verranzo Narrows Bridge. So quit complaining. Time in this case is money.
The system would work like this. MTC/BATA would have a website with minute to minute updates on the current toll. Your family is going to see a movie in San Francisco and you are debating driving or taking BART. You look on the website and see that the toll for the Bay Bridge is 15 dollars and decide to take BART. Those who MUST drive to the city get a freely-moving freeway and those who have alternatives, like this family, choose the most effecient alternative. Hell, some of this extra toll revenue could be funneled into lower prices for AC Transit Transbay Buses or BART Transbay Service, making transit truly competitive with driving.
Realigning the economic incentives of transportation to reflect land use and climate change concerns is good for all of society in the long run. Unfortunately, current trends in transportation have led to an archaic, perverse incentive system which inherently encourages inefficient, sprawling development, and transportation by the least efficient mode possible: the single occupancy automobile. Congestion pricing on a single bridge will not immedietely change these sad realities, but over time the equalization of prices in transportation could revolutionize American urban form and life for the better.
As a final note, I neglected posting to Wilshire/Vermont for about two weeks in order to become oriented with my new job as an Intern for the Transbay Transit Center Project. I hope you will forgive me. For the foreseeable future, posts will be up on Tuesdays and Thursdays each week. I can only manage two posts a week for now; when I get back to school it will again increase to three on Monday, Wednesday and Friday. Thanks for reading.
As I sat on my Transbay bus last evening, grinding slowly through traffic on the Bay Bridge and Eastshore Freeway, I couldn’t help but think that all of the talk about a second Transbay Tube is a bit silly. AC Transit already carries over 25,000 passengers over the Bay Bridge every day, and that’s with barely any bus improvements like proof of payment, exclusive lanes and increased service frequency. With a single exclusive bus lane on the Bay Bridge, AC Transit could literally triple its efficiency, allowing for twice as many Transbay runs with the same equipment and personnel.
From pure observation today, I’ve concluded these things: carpool lane violations are poorly enforced, infrastructure for buses on Bay Area freeways is hopelessly lacking and AC Transit’s service is very convenient and punctual. To address the first observation, it was plainly obvious, looking out the back window of my bus, that most drivers in the carpool lane on Interstate 80 around Emeryville had less than three people in their vehicles. The somewhat silly idea of carpool or HOV lanes is that they will move more quickly than general traffic because very few drivers have two other passengers with them in the car. Traffic in the carpool lane was also stopped, eliminating the incentive to carpool and carry more passengers. If the incentive is eliminated, the carpool requirement must be raised to more than three passengers, enforcement must be dramatically increased, and, even better, all carpool lanes should be converted to exclusive bus operation. Even an HOV freeway lane only has 12,000 person/hour capacity. A bus lane with frequent buses (~5 min headways, similar to AC Transit’s current operation) can carry 30,000+.
Put it this way: a new Transbay Tube would cost over five billion dollars and take at least 15 years. These bus improvements could be done tomorrow. Literally. All that is needed is a change of signage and a few extra bus drivers (just hire some unemployed truckers). They might even save money over AC Transit’s current Transbay service because of the reduced delay. The only losers here are drivers. They already use freeways for free (mostly), park for free, and pollute the air for free so why not cause them a little bit of pain for the greater good? Well I’m going to answer my own rhetorical question: you can’t make life worse for autos because of the lobbying power of both the automobile industry and the overwhelming majority of Americans who use the automobile as their main, or even sole, method of transportation.
Currently AC Transit Transbay Service fills a niche role, carrying mostly passengers who do not live near BART lines. The busiest lines for AC Transit are the P and V, which serve Piedmont and Montclair, and the O, OX and W, which serve Alameda. Both of these areas are poorly served by BART yet have a large amount of commuters to San Francisco. BART’s largely suburban-oriented lines and service have left large swathes of Berkeley and Oakland underserved, including, ironically, transbay bus stops right under BART tracks yet over a mile in any direction from a BART station. I find myself in this situation, living only a few blocks from BART yet being a mile from a station. I am the ideal passenger for AC Transit and if the bus were made even faster and more convenient than cars with dedicated infrastructure, more frequent service and increased hours of operation, people who live between BART stations, or miles away from BART, would have a viable alternative to driving to San Francisco.
One last word. With the construction of the new Transbay Transit Center, facilities and capacity for bus passengers in San Francisco will dramatically improve. To spend billions of dollars on one side of the bay for transit would be a travesty without matching the investment on the other side of the Bay Bridge.
AC Transit is a major bus operator in Alameda and Contra Costa Counties in California. It is now the largest bus-only transit agency in the United States, serving over 200,000 riders per day, many of whom are transit dependent. Despite these credentials, AC Transit is not often discussed in national transit circles like Seattle’s King Metro or WMATA’s Metro Bus because it is separate from BART, the rail transit agency serving the region. Nonetheless, AC Transit is an interesting and surprisingly large agency with a major Bus Rapid Transit project in planning. On March 30th, AC Transit cut service hours by around 10 percent to compensate for a loss of state funds and lower sales tax revenue. These service cuts were targeted, consolidating routes into loops and eliminating the least productive routes. Even after these cuts and a recent fare increase a further cut in service is scheduled for August.
Unlike the recent March service cut, which managed to increase efficiency without cutting major services, this new cut coming in August will be painful, affecting even the most used routes. Three different plans are on the table. One is cutting nearly all weekend service, another is eliminating service after 10PM and the third option is cutting all service by 10 percent. Some combination of these three options may also be adopted. On the map, I have highlighted routes likely to be deleted or reduced significantly based on ridership.
As seen on my map, these potential service cuts are massive. They will vastly reduce mobility for those in the East Bay who lack an automobile and aren’t near a BART station. AC Transit’s main corridors, which account for the highest ridership numbers, will mostly maintain their current level of service but most other service will but cut or dramatically scaled back. These feeder routes may not sustain much ridership, but they serve the people who need bus service the most, low income people in the Richmond-Berkeley-Oakland area who can’t afford to drive.
You’ll notice that Berkeley is one of the main cities in AC Transit’s service area. Being born in Berkeley and growing up there has helped me see the irony and hypocrisy of many of its residents. In Berkeley, a Toyota Prius is a must because it’s saving the environment, right? Not so. A Toyota Prius is like diet soda. Slightly better, but still bad. If residents of Berkeley want to tout their environmentalism and progressive ideals, they must advocate on behalf of AC Transit and save the agency with new revenue sources. Also, Berkeley’s City Council must approve of AC Transit’s plan to build a Bus Rapid Transit system on the route of the 1R route. This BRT line would improve service and cut costs because BRT lines offer more reliable service, therefore less service hours per rider.
Sadly many transit agencies in the United States are in dire financial situations like AC Transit. Priorities for transportation in America have been skewed for an entire generation and continue to be wildly biased toward the use of the automobile, a device whose use wastes energy and promotes growth patterns that are neither sustainable nor pleasant. Something needs to change, and soon.