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grade-separated bus ways. This kind of bus way tends to have thegreatest ridership, as demonstrated by the bus ways in Pittsburgh, theOttawa Transitway, and the El Monte Bus way in Los Angeles. Avariation on grade-separation is operation of extensive express busservices over high occupancy vehicle (HOV) lanes along freeways.Numerous examples exist in the Bay area including Tri Delta TransitRoute 300; the Vallejo Baylink express buses along I-80 serving the ElCerrito Del Norte BART station and supplementing the Baylink ferries;the Golden Gate Transit commuter bus network serving Sonoma andMarin County commuters to downtown San Francisco; AC Transittransbay buses; Samtrans express buses operating along U.S. 101;and a number of other operations. Numerous examples also exist inother U.S. cities, the most prominent in New York City and New Jersey(e.g., the Lincoln Tunnel bus lanes into the Port Authority BusTerminal); the Shirley Highway from Virginia into Washington, D.C.;the Houston Transit ways serving buses to downtown Houston andvery large volumes of carpools and vanpools; HOV lanes/bus ways inDenver; and other U.S. cities.One drawback of HOV lanes along freeways for transit service is thatmidday transit volumes will be relatively low, mainly because freewaysare not located optimally for transit-oriented, walk able development,and such “all day” destinations favorable to transit are often wellbeyond walking distance from freeway alignments even in cases wheretransit stations are provided.BRT Options for Eastern Contra Costa CountyDetermining what BRT options may be feasible in the Tri Delta Transitservice area first requires understanding the context of local transittravel patterns. According to the analysis in Table 4.1 developed fromon-board survey origin and destination data for “linked” transit trips,about 30% of Tri Delta Transit patrons stay within their immediatecommunity of origin, about 30% begin and end their trips at BART ortransfer between routes at BART, and the remaining 40% travelbetween communities within East County. These patterns, includingtrips to and from the Pittsburg/Bay Point BART station are showngraphically in Figure 4.19.Table 4.1 Estimated Weekday Transit Trip Origins & DestinationsFROM / TO Brentwood Oakley Antioch Pittsburg Bay Point BART Other TOTALBrentwood 263 56 78 78 11 56 17 559Oakley 70 112 48 34 0 31 0 295Antioch 95 48 1,190 405 119 309 214 2,380Pittsburg 133 40 226 479 133 293 67 1,371Bay Point 35 0 70 210 140 280 35 770BART 120 40 519 333 253 0 67 1,332Other 0 0 168 84 38 0 0 290TOTAL 716 296 2,299 1,623 694 969 400 6,99778
Figure 4.19 Tri Delta Transit Fixed Route Trip PatternsAs expected Tri Delta Transit trip patterns between communitiesmostly occur along Highway 4. The vast majority of transit tripsbetween communities and to/from Pittsburg/Bay Point BART occuralong this corridor, primarily on surface streets that parallel Highway 4.Patronage estimates of 10,000 total boardings, and 5,000-6,000 netnew transit boardings, for the proposed 9-mile eBART/BART railextension along Highway 4 to Hillcrest Avenue in Antioch also appearto be plausible, considering current bus volumes.However, total bus patronage volumes between Antioch andBrentwood are only one-eighth of the transit traffic between BART andAntioch, and between Antioch and Brentwood, only one-quarter theBART-Antioch travel volume. Based on this, the most productiveapplication of BRT concepts appears to be generally east of Antioch,particularly in 2008 after Highway 4 bypass opens.A first step towards BRT-type service would be to restructure Route300 to provide faster service between Brentwood, Hillcrest Park andRide, and Pittsburg/Bay Point BART once the Highway extension opens.Operation of Route 300 service via this new roadway is likely to reduceinbound travel times by 12-15 minutes, and 15-20 minutes outbound,particularly in the congested afternoon peak period. It appears possibleto provide 30-minute peak period frequencies between Brentwood andBay Point BART, with operating times of 40-45 minutes, and a similarlevel of service to Oakle y. Another possib ility would be for t he BARTBRT-type feeder routes serving Oakley an d Brentwood to skip(“leapf rog”) the Hillcrest Park & Ride Lot altoget her, serving thatlocation with a new route o r a peak period extension to BART of anexisting local route.Midday, evening and weeke nd service to both communiti es couldoperate on 60-minute headways, an d /or in a two way loop via theHighway 4 freeway, Main Street in Oakley, Brentwood Boulevard,Balfour Road returning to the Hillcrest Park and Ride lot via SR4.79
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Short Range Transit PlanFY 2007/08
Page 9 and 10:
List of TablesTable 1.1 ECCTA Servi
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Executive SummaryChapter One of thi
Page 13 and 14:
Introduction & OverviewCHAPTER1Purp
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Table 1.1 ECCTA Service Area Popula
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For purposes of discussions relativ
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Commute & Other Travel PatternsAs p
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This data is presented in Table 1.4
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• Marketing and Operations Commit
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Figure 1.2a. Tri Delta Transit Rout
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Route 200 -Martinez/Pittsburg links
Page 29 and 30:
ECCTA Dial-a-RideDial-a-Ride is the
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Fare StructureThe ECCTA Board of Di
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ModelYearNumberFixed RouteTable 1.7
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Goals, Objectives & StandardsBackgr
Page 37 and 38:
Table 2.2 Summary of ECCTA Objectiv
Page 39 and 40: CHAPTER3System & Service Evaluation
Page 41 and 42: DestinationsTotalBoardingsTotalRVHE
Page 43 and 44: In FY 2002-03, increases in unit op
Page 45: Individual Fixed Route PerformanceP
Page 49 and 50: The best performing local routes du
Page 51 and 52: Figure 3.7 DAR Total Boardings, FY
Page 53 and 54: Dial-A-Ride/Paratransit Trends by T
Page 55 and 56: City of Antioch. The farebox cost r
Page 57 and 58: DAR Evaluation SummaryTri Delta Tra
Page 59 and 60: The Brentwood park-ride lot is phys
Page 61 and 62: Each completed survey provides info
Page 63 and 64: Those aged 12 to 30 constitute 60%
Page 65 and 66: Most transit users (77%) ride the b
Page 67 and 68: Figure 3.21 shows in another way th
Page 69 and 70: MTC Sponsored Survey, February 2007
Page 71 and 72: the adopted productivity standard,
Page 73 and 74: Federal Title VI ProgramECCTA has e
Page 75 and 76: CHAPTER4Bus Rapid Transit (BRT) Opt
Page 77 and 78: While left-hand doors reduce EmX ve
Page 79 and 80: According to the FTA report “Las
Page 81 and 82: Figure 4.9 Typical MAX StationEach
Page 83 and 84: Figure 4.12 Orange Line BRT Vehicle
Page 85 and 86: The Bus way has suffered from many
Page 87 and 88: Figure 4.17 Pittsburgh South Bus wa
Page 89: Mixed traffic BRT routes with trans
Page 93 and 94: to the proposed Railroad Avenue and
Page 95 and 96: Figure 4.21 Elevated BRT Station Co
Page 97 and 98: CHAPTER5Operations Plan and BudgetT
Page 99 and 100: Transit ChallengesTri Delta Transit
Page 101 and 102: Another potential opportunity for i
Page 103 and 104: The orig inal eBART proposal would
Page 105 and 106: Based on the principles listed abov
Page 107 and 108: Future Tri Delta Transit route revi
Page 112 and 113: 100
Page 114 and 115: Table 6.1 ECCTA Planned CapitalPrio
Page 116 and 117: Capital Project DetailsFR Fleet Enh
Page 118 and 119: AppendixRESOLUTION #080123cBay Area
Page 120 and 121: Goals1. Everyone in the Bay Region
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