The proposal will result in a 10-12% reduction on vehicles during the peak hours, but a 4.7% increase midday and 5.2% increase Sunday. The presentation says the operating hours are equivalent. The maximum vehicle requirement is 308 buses during the afternoon peak hours.
Highlights pulled from the COA presentation and memo to the Transit Planning and Operations Committee:
Routes 23, 25, 26, 55, 57, 60, 64, 66, 79, 71, 72, 73, and 77 will have improved frequency. Routes 27, 46, 54, 63, and 82 will see improved midday frequency. 65 will have reduced frequency.
10- Cut service to airport employee lot
22- Cut service between Menlo Park and Palo Alto
23- Service between De Anza College and East San Jose via Alum Rock east of downtown SJ, and improve frequency to every 12 minutes
26- Operate short line service on the eastern portion
27- Cut service west of Good Samaritan Hospital
31- Cut service north of Eastridge
33- Cut service between McCarthy Ranch and Baypointe
35- Cut service between Palo Alto Caltrain and Stanford Shopping Center
52- Reroute to cover San Antonio Shopping Center and use the current 23 alignment to Foothill College
53- Cut service south of De Anza (according to maps)
54- Cut service south of De Anza
55- Change routing to interline with 54, cut service south of De Anza
57- Adding short runs between Bowers and West Valley College
60- Adding short runs between Santa Clara Caltrain and Winchester LRT
61- New route to using 62 alignment along Bascom and use 36 alignment to East San Jose, to be interlined with current route 62.
63- Cut service south of Coleman, end at Almaden LRT
64- Reroute eastern portion to run on McKee
65- Cut service between Fruitdale light rail and Downtown San Jose, as well as south of Hwy 85
77- Cut service north of Great Mall
81-Operate between Downtown SJ and Vallco only, eastern portion to be replaced by line 64
82- Cut service north of Downtown San Jose
101, 104, 122, 140, and 305 will be eliminated
103, 321, and 330 service reduced
180- increase service to every 15 minutes midday (appears to discontinue Milpitas-Downtown SJ segment during peak hours due to reduced peak vehicle requirements)
181 (new) - direct peak hour service between Fremont BART and Downtown San Jose, 15 minute frequency
168 (new) - Gilroy-Downtown San Jose Express via 101, 85, and 87, 30 minute frequency during peak hours
The goal of the re-arranged service to BART is to meet every BART train.
Community routes (that will be operated by VTA drivers in-house using shuttle buses)
11- New route serving Downtown San Jose, Japantown, and the Market Center on Coleman
13- Convert from regular bus, replacement 63 south of Coleman
All bus routes that serves locally in Gilroy and Morgan Hill will be converted to shuttle buses.
42- (new) Replace route 72 south of Monterey and Senter
43- (new) Alum Rock LRT-Eastridge, in service only when 522 is not running
45- (new) Replace current 64 between Penitencia Creek and Alum Rock LRT
88- Convert and serve between California Ave and San Antonio Shopping Center
All contracted light rail shuttles will be brought in-house
Routes that would be discontinued: 36, 37, 38, 39, 44, 58, 59, 67, 76, and 85
58- Service to Alviso will be covered by River Oaks Shuttle
36- Eastern portion would be replaced by 61
Overall, the biggest losers are Los Altos, Saratoga, Monte Sereno, Almaden (San Jose), and foothills of Evergreen (San Jose). The biggest winner is Downtown San Jose with the new express service to Gilroy and Fremont (direct) even though it will lose 65 and 85.
The Santa Clara Street corridor will have on average 6 minute headway for local service with 22 and enhanced 23. VTA plans to provide rapid service (523) for the 23 corridor in the future, providing a higher level of rapid bus service between Downtown San Jose and Alum rock Light rail. How would this arrangement interface with Downtown-East Valley project? Is light rail no longer preferred or even viable on the Santa Clara Street corridor?