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Silicon Valley Berryessa Extension Title VI Equity Analysis and Public Participation Report

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Silicon Valley Berryessa Extension Title VI Equity Analysis and Public Participation Report Silicon Valley Berryessa Extension Title VI Equity Analysis and Public Participation Report May 2019 Prepared jointly by: CDM Smith and the San Francisco Bay Area Rapid Transit District, Office of Civil Rights ADDENDUM: May 2019 Background The Silicon Valley Berryessa Extension (Project) Title VI Equity Analysis and Public Participation Report (Analysis) contained herein was prepared for Board approval in June 2018. In accordance with Federal Transit Administration (FTA) Title VI Circular 4702.1B (Circular), Title VI Requirements and Guidelines for Federal Administration Recipients (October 1, 2012), the analysis of the service and fare plan was prepared six months prior to revenue service date, however, the revenue service date changed several times due to construction delays. The current Project revenue service date is projected to be late 2019. BART staff has conferred with the FTA and although the Analysis was prepared based on an earlier revenue service date, the information contained is considered current and reflects the impacts on the proposed service. The following are some of the major changes that have occurred since the report was written. While these changes do not affect the results of the Analysis, they are still worth noting for informational purposes. Optimal Service Plan At the time the Analysis was written, the full fleet of revenue vehicles were not projected to be available for project opening. Accordingly, staff developed three weekday and two weekend service plan options as an interim service plan that was presented to the public for input. Additionally, the public was notified that once there were enough revenue vehicles, the goal was to implement the Optimal Service Plan (Optimal Service) that was the most stable operationally with the most optimal service to existing and future BART riders. This Optimal Service was displayed on a poster board at all of the Title VI outreach events. It is similar to the service plan that has been in effect at Warm Springs/South Fremont Station since September 2018. With the projected revenue service date of late 2019, the Optimal Service will likely be implemented. None of the weekday or weekend service options included in the Analysis were found to have an adverse impact on minority or low-income populations. Santa Clara Valley Transportation Authority (VTA) Express Bus Routes 180 & 181 The Analysis has a travel time assessment section which compares the percent change in travel times for protected riders to the percent change in travel time for non-protected riders. The travel time assessment used the travel times between the two new SVBX Stations and Fremont Station because at the time the Analysis was written, there was no comparable existing transit routes that served the Warm Springs/South Fremont Station. i Accordingly, the public transport alternatives connecting the Milpitas and Berryessa/North San José Station areas with the rest of the BART system in June 2018 included two express bus lines operated by VTA: Line 180 and 181. As of May 2019, these buses have since been rerouted. This change to the VTA bus lines 180 and 181, however, does not impact the travel time assessment because these travel times were compared to a comparable BART trip (also to Fremont Station) in the travel time comparison. Regardless of whether a passenger travels from, for example, Milpitas Station to Fremont Station or Milpitas Station to Warm Springs Station, the passenger will still have an overall time savings traveling on a BART train to a comparable VTA bus route. ii Table of Contents I. Title VI Equity Analysis Executive Summary 1 Section 1: Introduction 6 Section 2: Project Description 8 Section 3: Methodology 15 Section 4: Service Analysis Findings 25 Section 5: Fare Analysis Findings 32 II. Appendices Appendix A: Proposed Service Options Maps 39 Appendix B: Proposed Service Options Analysis 45 Appendix C: Travel Time Analysis Detail 55 III. Public Participation Report Silicon Valley Berryessa Extension Title VI Equity Analysis and Public Participation Report Executive Summary Per the Federal Transit Administration (FTA) Title VI Circular (Circular) 4702.1B, Title VI Requirements and Guidelines for Federal Transit Administration Recipients (October 1, 2012), the San Francisco Bay Area Rapid Transit District (District), as the operator, is required to conduct a Title VI Service and Fare Equity Analysis (Title VI Equity Analysis) for the Silicon Valley Berryessa Extension’s (Project or SVBX) proposed service and fare plan six months prior to revenue service. Accordingly, staff has completed this Title VI Equity Analysis for the Project’s service and fare plan, which evaluates whether the Project’s proposed service and fares will have a disparate impact on minority populations or a disproportionate burden on low-income populations based on the District’s Disparate Impact and Disproportionate Burden Policy (DI/DB Policy) adopted by the BART Board on July 11, 2013 and FTA-approved Title VI service and fare methodologies. Discussion: The Silicon Valley Rapid Transit (SVRT) project, Phase I and II, is a 16-mile, six-station extension of the existing BART system into Silicon Valley. This study focuses on Phase I, the Silicon Valley Berryessa Extension, which will add 10 miles of new track south of the existing Warm Springs/South Fremont Station into Santa Clara County. The project includes two new stations, one in Milpitas (Milpitas Station) and the second in the Berryessa District of San José (Berryessa/North San José Station). Currently, the Santa Clara County area south of the Warm Springs/South Fremont Station is not served by the BART fixed guideway system; therefore, the Project is a new service. Proposed Service and Fare Plans: Taking into account District-wide service needs and temporary car constraints, the District has analyzed the temporary service options described below. Maps of the service plan options are included in Appendix A. The Project stations will eventually be served by both the Green and Orange Lines for all hours during which those lines operate, once the new Fleet of the Future railcars are integrated into the BART system. Service options were presented to the BART Board for their initial input and consideration at the May 26, 2016 BART Board meeting, which was open to the public. The options were also presented to the public and community-based organizations for their feedback on these key service changes through an extensive and inclusive multilingual public outreach program. 1 | Page Three weekday options and two evening/weekend options were analyzed for the SVBX temporary service plan. An option from each service category, weekday and evening/weekend, will be selected to provide temporary service. The options are: Weekdays before 7PM: • Option 1: Extend the Daly City/San Francisco-Warm Springs/South Fremont (Green) Line to Milpitas and Berryessa/North San José Stations. Extend Richmond-Fremont (Orange) Line to Warm Springs/South Fremont. • Option 2: Extend the Richmond-Fremont (Orange) Line to Milpitas and Berryessa/North San José Stations. • Option 3: Passengers board a BART train shuttle at Berryessa/North San José Station or Milpitas Station to travel to Warm Springs/South Fremont Station and transfer to a Green Line train to travel elsewhere in the BART system. Evenings after 7PM and Sunday: • Option A: Extend the Richmond-Fremont (Orange) Line to Milpitas and Berryessa/North San José Stations. [Note Saturday only: Warm Springs/South Fremont-Daly City (Green) Line and Richmond-Daly City (Red) Line service from 9am – 7pm]. • Option B: Extend the Daly City/San Francisco-Warm Springs/South Fremont (Green) Line to Berryessa/North San José Station. Re-route the Richmond-Fremont (Orange) Line from Richmond to Dublin/Pleasanton Station (Purple) Line. [Note Saturday only: Additional Green Line (South Hayward-24th St./Mission) and Red Line (Richmond-Daly City) service from 9am – 7pm]. When additional new cars go into revenue service and alleviate car constraints, the Project stations will be served by both the Green and Orange Lines for all hours during which those lines operate. Regarding fares, staff proposes to apply BART’s existing distance-based fare structure to calculate fares for the Project. For example, in 2018, a rider using Clipper to take a one-way trip to Embarcadero Station from Warm Springs/South Fremont Station pays $6.75, while a Clipper trip to Embarcadero Station from Milpitas Station is proposed to cost $7.50 ($0.75 more), and from Berryessa/North San José Station, $7.75 ($1.00 more). The fare structure for the SVBX stations was determined by the 2001 Comprehensive Agreement with the Santa Clara Valley Transportation Authority (VTA), which states that the proposed fares for the SVBX stations must be consistent with those in effect in BART’s core system, and that VTA can request that BART establish a new fare surcharge on trips south of Warm Springs/South Fremont Station. VTA has not elected to implement this surcharge, so SVBX fares will be calculated using BART’s existing distance-based formula with no new surcharge on trips south of Warm Springs/South Fremont Station. 2 | Page Title VI Service Equity Analysis Findings: The Title VI Service Equity Analysis includes a demographic and travel time assessment of SVBX projected ridership compared to BART’s systemwide populations. Pursuant to the District’s DI/DB Policy, the determination is made as to whether adverse effects of a new service are disproportionately borne by protected populations. The demographic assessment evaluates whether the projected riders benefiting from the Project’s service are predominately minority or low-income when compared to BART’s five-county system- wide population, based on American Community Survey (ACS) 2015 five-year estimates data. The assessment also evaluates whether riders who may be adversely affected by a service option are disproportionately minority or low-income. Per the DI/DB Policy, adverse effects of a new service are borne disproportionately by protected riders when the difference between the new service’s protected ridership share and the overall system’s protected ridership share is equal to or greater than 10%.
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