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Chapter 1 x Executive Summary
<br />1-14
<br />Table 1-4 Daily Transbay Ridership for all Alternatives
<br />Alternative Rail Bus Private
<br />Shuttles Transfers Total
<br />Base Year 2013 0 2,600 1,700 4,300 0
<br />Short-Term (2020) Alternatives
<br />Alternative 1: No Build 2020 0 4,300 5,900 10,200 0
<br />Alternative 2: Enhanced Bus on Highway Bridge 0 7,500 6,200 13,700 0
<br />Long-Term (2040) Alternatives
<br />Alternative 3: No Build 2040 0 3,400 5,200 8,600 0
<br />Alternative 4: Enhanced Bus on Highway Bridge with
<br />Reversible Express Lanes 0 14,900 5,400 20,300 0
<br />Alternative 5: Enhanced Bus on Highway Bridge with One
<br />Express Lane in Each Direction 0 15,800 5,500 21,300 0
<br />Alternative 6: Busway on Rail Bridge 0 14,000 4,600 18,600 0
<br />Alternative 7: Rail Shuttle on Rail Bridge 9,100 200 6,300 15,600 9,100
<br />Alternative 8: Rail Commuter Single-Track on Rail Bridge 8,400 200 6,900 15,500 8,400
<br />Alternative 9: Rail Commuter Double-Track on Rail Bridge 8,800 200 6,800 15,800 8,800
<br />Alternative 10: Combination Bus and Rail (Alternative 5
<br />and Alternative 9) 5,600 12,700 5,000 23,300 5,600
<br />Alternative 11: High-Employment (with Alternative 9) 20,300 100 6,600 27,000 20,300
<br />Source: Fehr and Peers
<br />An important consideration in the comparison of the bus and rail alternatives is the overall
<br />corridor travel demand throughput and the consequent levels of traffic congestion on the
<br />Dumbarton Highway Bridge and approaches. As previously mentioned, One Express Lane in Each
<br />Direction (Alternative 5) reduces the capacity of the Dumbarton Highway Bridge and approaches
<br />for automobile travel by converting general-purpose lanes to express lanes. As a result, for all
<br />traffic combined, congestion in terms of total vehicle-hours delay and per person minutes delay is
<br />substantially worse for this express lane alternative. Vehicle-hours of delay are also almost twice
<br />as high in the One Express Lane in each Direction Alternative compared to the Reversible Express
<br />Lanes Alternative (Alternative 4), and higher than the busway and rail alternatives, which use the
<br />Dumbarton Rail Bridge and preserve existing capacity on the Dumbarton Highway Bridge. Trends
<br />observed related to total vehicle-hours of delay are generally similar when examining per person
<br />minutes delay.
<br />In terms of transit ridership and overall corridor performance, the Busway Alternative
<br />(Alternative 6) offers the combined benefit of increasing corridor throughput through use of the
<br />Dumbarton Rail Bridge, avoiding exacerbation of traffic congestion by preserving existing
<br />Highway Bridge lanes, and providing direct single-seat service connections for major origin-
<br />destination pairs including Union City and Fremont BART, Altamont Commuter Express (ACE),
<br />Redwood City Caltrain, and the major Corridor employers such as Stanford, Facebook and Google.
<br />Adding a direct connection in the form of a new US 101 interchange at the Dumbarton ROW
<br />crossing and allowing private shuttles to use the Dumbarton Rail Bridge along with public
<br />Busway services would raise the transbay transit ridership level for the Busway to the highest
<br />among the single-mode alternatives.
<br />6.1.D. - Page 23
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