San Franciscans for Sensible Transit

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"The future of MUNI BRT Greay Blvd."

"The future of MUNI's BRT Geary Blvd."

Comparison:

PROJECTS HYRID - COST: $300 – 350 million SENSIBLE BUILD - COST: $50 – 60 million
Gough – Masonic No construction, exclusive bus lanes next to parking or curb Same – no opposition has been raised for this segment
Masonic – Palm/Arguello Red lanes exclusive 24-hour for MUNI buses on side-lanes between Masonic and Palm moving to center median between Stanyan and Palm Shared lanes – RED LANES are inappropriate because of their impacts on all other traffic and are opposed
Palm/Arguello – 27th Avenue and 33rd Avenue • Major construction ripping out Geary median and all trees and plantings through 27th Avenue • 24-hour MUNI buses exclusively on one-way east/west center lanes, no bus passing • Transit construction will last two to three years, three to four months for each three-block segment but with utility work and other multi-agency problems, with paving as well, this becomes a five to six-year project during which all traffic in the Richmond will be disrupted and much of it will be in residential neighborhoods • One service only all buses • Cutting 15 stops to achieve faster service • Reduced left turns off Geary • Pavement rehabilitation/repaving • No significant construction (which accounts for the five to seven times difference in cost of the alternatives) • Possible exclusive lane use for commute hours • No significant construction, no disruption • Local and rapid service • Some bus stop cuts possible • No reduction of left turns • Same overdue repaving (actually held up by SFMTA for this project) will be finished more quickly
Transit Effectiveness Project and related improvements More buses, better traffic light synchronization and bus controls, more frequent service, improved bus stops Same
Business disruption • Improve transit performance • Make this a “key link” in rapid transit network • Improve conditions and access for pedestrians • Enhance transit access • Same but without losing two classes of service • No Build is the format Gough to Masonic • More safe because no center stations requiring crossing • Same transit access
Safety and protection • Limited because of use of center median area • No protection from veering truck traffic • More frequent street crossing • More exposure to weather elements • Bicycles will be exposed to greater risk because of congested lanes • Unchanged • Protection provided by buses themselves and parked vehicles • Only one street crossing per day • Protection from buildings
Impact on elderly and disabled • Fewer stops mean longer walks making it more difficult and uncomfortable for those for whom walking is difficult • With two classes of service, no change of distance to stops • Convenience maintained
Time saved for riders • Approximately 50% of riders board between 33rd Avenue and Gough but it is not known where they get off and that means that the collective time saved cannot be calculated • With reduction of stops the total travel time may increase when including the walking time required for the riders to board • Same • Same except for those who ride local buses and their times will not increase
Transit time • According to a model used by planners there could be five minutes saved for the portion of the project from 33rd Avenue to Palm/Arguello but it is theoretical and compares current traffic to a hypothetical 2020 and 2030 • With only one service all riders must travel together increasing the loads for all buses during commute hours. The slowest loading bus will hold up all buses behind it putting into question how transit times will be affected. • Transit times have improved over the last five years and those improvements can be maintained by keeping local and rapid services • Transit times are reduced by cutting stops and stops cut for rapid service do not need to cause the inconvenience which will result with a one-service transit system • Whatever transit time may be saved for the segment from 33rd Avenue to Palm/Arguello will be the same for both Hybrid and No Build
Future impact • Once center lanes are in place, the boulevard cannot be re-created • One-third of the transportation space will have been lost to other forms of transit • MUNI buses compete for transit customers and will be more inflexible and polluting than the driverless electric shared-ride vehicles of the future • Improvements can be tested for efficiency and effect • Greater flexibility, less congestion • If the results are insufficient, plans can be made for the center lane system • As driverless, shared, electric propulsion transit vehicles multiply they will share the space with more polluting MUNI buses which will be less and less competitive and more easily removed

 

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San Franciscans for Sensible Transit,      P.O. Box 590263,     SF,      C.A.,  94159
phone: 415-562-5327          fax: 415-666-3451        Email
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