AC TRANSIT DISTRICT GM Memo No. 09-217d Board of Directors ...

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GM Memo No. 09-217d Meeting Date: November 18, 2009 Page 12 of 16 Staff is in discussions with the city about the future potential to reallocate revenues used to fund the West Berkeley Shuttle to help support continued service to the west side. Line 51 As identified in the Line 51 Service and Reliability Report (51 Report), Line 51 is AC Transit’s highest ridership line (18,747 passengers per day), has the highest number of trips (205) of any single line, and currently has the highest productivity ratio (56.15 passengers per platform hour) of all lines operated by the District. However, the line suffers from crippling on-time performance issues that result in serious reliability issues and an inefficient operations profile. Of the six (6) corridor segments along the line, none were rated above Level of Service (LOS) D (“Irregular headways, with some bunching”), with a preponderance of occurrences of LOS E (“Frequent bunching”). The 51 Report provides a series of recommendations for changes to various aspects of the line, including: bus stops, route alignment, fare payment, scheduling, line management techniques, etc. The original SAP included the recommendations chapter of the 51 Report for discussion during the public process, but only one recommendation from the 51 Report was proposed for immediate implementation, splitting the line at Rockridge BART. One of the main tenets of the SAP process was to ensure that District services would be operated well, and that requires some hard decisions on legacy lines. The Line 51 Report states that the portion of the line between Berkeley Amtrak and College/Manila alone represents 51% of the delay northbound, and 45% of the delay southbound. This segment represents 39% of the mileage of the entire line. Given the analysis provided, the RevSAP includes the following final recommendation for service along the Broadway/College/University corridor: 1. Short Term – Continue with proposed split of the Line at the Rockridge BART station. The 51 Report estimates that as much as 13% of the ridership will be affected by this proposal and potentially required to transfer at the Rockridge BART station. 2. Medium Term – Implement the recommendations identified within the 51 Report. Staff proposes to return to the Board in January 2010 with a final version of the report outlining a plan for implementation of all recommendations. 3. Long Term – Implementation of an enhanced bus system as envisioned in the AC Transit Strategic Vision. Line NL The SAP proposal for the Line NL was not changed as part of the restoration process. The re-introduction of Line 58L will provide much needed direct service from the Laurel neighborhood, connecting that part of MacArthur Blvd directly with downtown Oakland. However, staff has concerns about peak load capacity of the NL, particularly in the
GM Memo No. 09-217d Meeting Date: November 18, 2009 Page 13 of 16 afternoon/evening rush. Additionally, during the comment period, the District received requests for service in the Grand Lake/Lakeshore area, previously supplied by Line 13. A review of ridership statistics shows that of the riders who use the NL for Transbay service: • Eastbound approximately 85% disembark from the line by the MacArthur and Lakeshore stop eastbound, and • Westbound approximately 90% of the riders going to the Transbay Terminal begin boarding at Lake Park/Lakeshore. Recommendations for the line include: 1. Short Term – Given these statistics, as well as public comments related to the discontinuation of the Line 13, staff proposes the creation of a new Transbay Line (BA) that will provide peak-only service to the Crocker Highlands area of Oakland, and operate along Grand Avenue on similar routing to the Line NL. 2. Medium Term – Implement the recommendations identified in the 51 Report. Staff proposes to return to the Board in January 2010 with a final version of the report outlining a plan for implementation of all recommendations. 3. Long Term – The MacArthur/Airport corridor is one of the 4 corridors within the District proposed for conversion to Bus Rapid Transit. The District should continue to support the implementation of enhanced bus opportunities, including Bus Rapid Transit, along this corridor. Cedar Street Agreement On June 19, 1991 the District entered into a settlement agreement with the Cedar Street Neighborhood Association (CSNA) regarding service along Cedar Street. The agreement stipulates the types of vehicles, number of trips, as well as hours per day that District buses may traverse Cedar Street. Specifically: • Vehicles – The agreement allows for the operation of “standard diesel” buses in the peak periods, and “vans” during midday. This terminology has come to mean that peak service could be operated by use of 40 foot buses, and midday service by 30 foot buses. Since the initiation of the Line 19, AC Transit only programs 30 foot buses for service along Cedar Street. • Service (weekday) – Service from 6am to 10am may range in trips from 22 to 30. Service from 10am to 4pm carries no trip number specification, but it must be operated in “vans”. Service from 4pm to 7pm may range in trips from 20 to 26, and under no circumstance shall the total number of daily trips exceed 48 • Service (weekend) – No hours delineations, just vehicle type requirements. It is relevant to note that the Transit Streets Map adopted with City of Berkeley’s General Plan identifies Cedar Street as a “secondary route”. Secondary routes “are routes that are necessary to provide convenient access to other areas of the city and supplement primary routes.”
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AC TRANSIT DISTRICT GM Memo No. 09-217d Board of Directors ...

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