SaveMuni’s Critique of MTC’s Core Capacity Study

The Core Capacity Transit Study was conducted under MTC auspices. The main purpose of the Study was to identify potential travel improvements on the Bay Bridge and in the San Francisco transit corridors leading to the Bridge.

BART is projected to run out of transbay carrying capacity between 2025 and 2030. There is talk of getting another transbay subaqueous rail system into commercial operation by 2040. Unless the Bay Area transportation development is radically speeded up, make that 2065 or later. So what happens during the intervening 40 to 50 years? There is as yet still no credible answer to that question.

See the rest of SaveMuni’s Response to the the Core Capacity Study.

Getting it Right in the Southeast Bay

Excerpts from BATWG’s August 31, 2017 letter to the San Joaquin Regional Rail Commission:

“…BATWG has long advocated a major upgrade to the ACE service between Stockton and San Jose.  For this reason we support the SJRRC’s decision to examine ways of accomplishing this objective. “However, in our view, the ACE Forward DEIR fails to adequately address this vital issue. Here five ways of bringing ACE up to its full potential:

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Through-routing Transbay Buses

As currently planned all of AC Transit’s transbay buses are scheduled to terminate at San Francisco’s new Transbay Transit Center. Why? Is that the only possibility? This is causing a horrendous bus storage problem. Storing buses in downtown San Francisco is expensive. So why not “thru-route” some of the AC bus lines; that is, combine some of them with a corresponding Muni, SanTrans or Golden Gate line? This would both reduce the need for downtown storage and provide new transit connections for riders. The idea is not new. In fact it’s been talked about at MTC for over 40 years.

Improving the AC Transit Transbay Bus Operations

To attract the needed 60,000 to 100,000 riders a day, AC Transit’s transbay bus service would have to get better all along parts of all lines, some of which run to as much as 30 miles from start to finish. To make the transbay bus service attractive to people who can afford to drive and park would require at least the following:

A relatively small number of high frequency transbay “trunk lines” say, 6 to 8, instead of today’s 29 separate lines emanating from 29 separate parts of the East Bay.

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