Eastern Contra Costa Transit Authority. Adopted February Title VI Program

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1 Eastern Contra Costa Transit Authority Adopted February 2018 Title VI Program

2 Introduction Eastern Contra Costa Transit Authority s (ECCTA) Title VI program provides policy, procedure, and data analysis to comply with guidelines issued by the Federal Transit Administration (FTA) of the United States Department of Transportation (USDOT) to implement Title VI of the 1964 Civil Rights Act. The intent of Title VI is to assure that no person shall, on the grounds of race, color, or national origin, be excluded from participation in, be denied the benefits of, or be subject to discrimination under any program or activity receiving Federal financial assistance. Since 1972, the FTA has required applicants for, and recipients of, Federal assistance to provide assessments of compliance as part of the grant approval process. The FTA has the responsibility to ensure that federally supported transit services are distributed in a manner consistent with Title VI, including Environmental Justice and access for individuals who have Limited English Proficiency (LEP). This program conforms to the FTA Title VI Circular B, effective October As a recipient of Federal financial assistance, ECCTA s Title VI Program contains information on the following topics, as per Appendix A of Circular B: General Requirements (All transit providers) Title VI Notice to the Public, including a list of locations where the notice is posted Title VI Complaint Procedures and Form List of Title VI Investigations, Complaints, and Lawsuits Public Participation Plan, as well as outreach efforts made since the last Program submission Language Assistance Plan Board Resolution Additional Requirements (transit providers with 50 or more fixed route vehicles) Service Standards and Policies Demographic and Service Profile Demographic Ridership and Travel Patterns Monitoring Program Results Public Engagement for Policy Development Service or Fare Equity Analyses 1

3 Title VI Notice to the Public Title VI Statement of Policy Eastern Contra Costa Transit Authority (ECCTA), a federal grant recipient, is required by the Federal Transit Administration (FTA) to conform to Title VI of the Civil Rights Act of 1964 and its amendments. Title VI of the Civil Rights Act of 1964 requires that no person in the United States, shall, on the grounds of race, color or national origin, be excluded from, be denied the benefits of, or be subjected to discrimination, under any program or activity receiving federal financial assistance. Presidential Executive Order addresses environmental justice in minority and low-income populations. Presidential Executive Order addresses services to those individuals with Limited English Proficiency. The rights of women, the elderly and the disabled are protected under related statutes. These Presidential Executive Orders and related statutes fall under the umbrella of Title VI. ECCTA is committed to enforcing the provisions of Title VI and protecting the rights and opportunities of all persons associated with ECCTA or affected by its programs. ECCTA s commitment includes vigorously enforcing all applicable laws and regulations that affect ECCTA and those organizations, both public and private, which participate and benefit through ECCTA s programs. ECCTA will take positive and realistic affirmative steps to ensure that all persons and/or firms wishing to participate in ECCTA s programs are given an equal and equitable chance to participate. ECCTA s subrecipients and contractors are required to prevent discrimination and ensure nondiscrimination in all of their programs, activities, and services. ECCTA s Office of Civil Rights is responsible for providing leadership, direction and policy to ensure compliance with Title VI of the 1964 Civil Rights Act. Any person(s) or firm(s) who feel that they have been discriminated against is encouraged to report such violations to the ECCTA s Office of Civil Rights: Office of Civil Rights Eastern Contra Costa Transit Authority 801 Wilbur Avenue Antioch, CA (925) (925) (fax) CivilRights@eccta.org For more information on Title VI, please call (925) or CivilRights@eccta.org. 2

4 Título VI declaración de política Eastern Contra Costa Transit Authority (ECCTA), un receptor de fondos federales, es necesaria por la Administración Federal de tránsito (FTA) de conformidad con el título VI de la ley de derechos civiles de 1964 y sus modificaciones. Título VI de la ley de derechos civiles de 1964 requiere que ninguna persona en los Estadoes Unidos, deberán ser excluidos por motivos de raza, color u origen nacional, de, ser negado los beneficios de o ser objeto de discriminación, bajo cualquier programa o actividad recibiendo asistencia financiera federal. Presidencial orden ejecutiva direcciones de justicia ambiental en minoría y poblaciones de bajos ingresos orden ejecutiva presidencial enfrenta servicios a aquellas personas con dominio limitado del inglés. Los derechos de las mujeres, los ancianos y los discapacitados están protegidos bajo los estatutos relacionados. Estos decretos presidenciales y los estatutos relacionados caen bajo el paraguas del título VI. ECCTA se compromete a hacer cumplir las disposiciones del título VI y la protección de los programas. El compromiso de ECCTA incluye aplicar vigorosamente todas las leyes y regulaciones que afectan a ECCTA y las organizaciones, públicas y privadas, que participen y se beneficien a través de programas de ECCTA. ECCTA tomará medidas afirmativas positivas y realistas para garantizar que todas las personas o empresas que deseen participar en los programas de ECCTA tengan una oportunidad igual y equitativa para participar. Sub-receptores de ECCTA y los contratistas están obligados a impedir la discriminación y garantizar la no discriminación en todos sus programas, actividades, y servicios. Oficina de los derechos civiles de ECCTA es responsable de proporcionar liderazgo, dirección y política para asegurar el cumplimiento con el título VI de la ley de derechos civiles de Cualquier persona o insolvencia que siente que ha sido disciminados es anima a reporter violaciones a la oficina de derechos civiles de la ECCTA: Oficina de derechos civiles Eastern Contra Costa Transit Authority 801 Wilbur Avenue Antioch, CA (fax) CivilRights@eccta.org Para mas informacion concerniente al Titulo VI, favor de llamar al (925) o tambien escribir ai CivilRights@eccta.org. 3

5 List of Notice Placement ECCTA currently has its Title VI Notice placed at the following locations: In the lobby of its main office, located at 801 Wilbur Avenue, Antioch, CA On each of its Fixed Route and Paratransit buses On its website, located by following this link: 4

6 Title VI Complaint Procedures and Form This document outlines the Title VI complaint procedures related to providing programs, services, and benefits. It does not deny the complainant the right to file formal complaints with the California Department of Transportation, the Secretary of the U.S. Department of Transportation, Equal Employment Opportunity Commission (EEOC), Federal Highway Administration (FHWA), Federal Transit Administration (FTA), or to seek private counsel for complaints alleging discrimination, intimidation, or retaliation of any kind that is prohibited by law. Title VI of the Civil Rights Act of 1964 requires that no person in the United States shall, on the grounds of race, color or national origin, be excluded from, be denied the benefits of, or be subjected to discrimination under any program or activity receiving federal financial assistance. 1. Any person who believes that they have been subjected to discrimination may file a written complaint with Eastern Contra Costa Transit Authority s Office of Civil Rights. Federal and State law requires complaints be filed within one-hundred eighty (180) calendar days of the last alleged incident. Complainants have the right to complain directly to the appropriate federal agency, however they must do so within one-hundred eighty (180) calendar days of the last alleged incident. 2. The complainant may download the complaint form from our website ( or request the complaint form from the Office of Civil Rights (OCR). The complainant may also submit a written statement that contains all of the information identified in Section 3 (a) through (f). 3. The complaint will include the following information: a. Name, address, and telephone number of the complainant. b. The basis of the complaint i.e., race, color, national origin, sex, elderly or disabled. c. The date or dates on which the alleged discriminatory event or events occurred. d. The nature of the incident that led the complainant to feel discrimination was a factor. e. Names, addresses, and telephone numbers of persons who may have knowledge of the event. f. Other agencies or courts where complaint may have been filed and a contact name. g. Complainant's signature and date. h. If the complainant is unable to write a complaint, OCR staff will assist the complainant. If requested by complainant, OCR will provide a language or sign interpreter. 5

7 i. The complaint may be sent or faxed to the following address: Office of Civil Rights Eastern Contra Costa Transit Authority 801 Wilbur Avenue Antioch, CA (925) (925) (fax) Or ed to 4. OCR will begin an investigation within fifteen (15) working days of receipt of a complaint. 5. OCR will contact the complainant in writing no later than thirty (30) working days after receipt of complaint for additional information, if needed to investigate the complaint. If the complainant fails to provide the requested information in a timely basis, OCR may administratively close the complaint. 6. OCR will complete the investigation within ninety (90) days of receipt of the complaint. A written investigation report will be prepared by the investigator. The report shall include a summary description of the incident, findings, and recommendations for disposition. 7. The Department Manager of OCR will review the report. A closing letter and exit interview will be provided to the complainant. The respondent will also receive a copy of the closing letter. Each will have five (5) working days from receipt of the report to respond. If either party responds negatively or has additional information to provide, an informal meeting will be arranged by the Department Manager of OCR. If neither party responds, the complaint will be closed. 8. The investigation report with recommendations and corrective actions taken will be forwarded to the appropriate federal agency, the complainant, and the respondent. 9. OCR will advise complainants of their appeal rights to the appropriate federal agency. 6

8 Eastern Contra Costa Transit Authority Title VI Complaint Form Title VI of the Civil Rights Act of 1946 states, No person in the United States shall, on the ground of race, color or national origin, be excluded from participation in, be denied the benefits of, or be subjected to discrimination under any program or activity receiving federal financial assistance. Two Executive Orders extend Title VI protections to Environmental Justice, which also protects persons of low income and persons of Limited English Proficiency (LEP). Please provide the following information in order to process your complaint. Assistance is available upon request. Complete this form and mail or deliver to: Eastern Contra Costa Transit Authority 801 Wilbur Avenue Antioch, CA Alternatively, it can be faxed to (925) or ed to Complainant s Name: Address: City: State: Zip Code: Telephone No.: (Home): (Business): Person discriminated against (if other than complainant) Name: Address: City: State: Zip Code: What was the discrimination based on? (Check all that apply): Race National Origin Color Date of incident resulting in discrimination: Describe the discrimination in as much detail as possible. What happened and who was responsible? For additional space, attach additional sheets of paper or use the back of this form. 7

9 Eastern Contra Costa Transit Authority Title VI Complaint Form (Continued) Did you file this complaint with another federal, state, or local agency, or with a federal or state court? (Check appropriate space) Yes No If the answer is yes, check each agency that your complaint was filed with: Federal Agency Federal Court State Agency State Court Local Agency Other Provide the contact person information for the agency (or agencies) you filed the complaint with: Name: Address: City: State: Zip Code: Date Filed: Sign the complaint in the space below. Attach any documents you believe support your complaint. (Signature) (Date) 8

10 Título VI denuncia procedimientos Este documento describe los procedimientos de queja de título VI relacionados con la prestación de programas, servicios y beneficios. No niega al querellante el derecho a presentar una denuncia formal con el Departamento de transporte de California, el Secretario del Departamento de transporte, Comisión igualdad de oportunidad de empleo (EEOC), la Administración Federal de carreteras (FHWA), la Administración Federal de tránsito (FTA), o a buscar a Consejo privado para quejas por discriminación, intimidación o represalias de ningún tipo que está prohibido por ley. Título VI de la ley de derechos civiles de 1964 requiere que ninguna persona en los Estados Unidos, por motivos de raza, color u origen nacional, excluirán de, ser negada los beneficios de o ser objeto de discriminación bajo cualquier programa o actividad recibiendo asistencia financiera federal. 1. Cualquier persona que cree que han sido sometidos a discriminación puede presentar una queja por escrito con Eastern Contra Costa Transit Authority oficina de derechos civiles. Ley Federal y estatal requiere quejas presentarse dentro ciento ochenta 180 días calendario después del último presunto incidente. 2. El demandante podrá descargar la queja forma aquí o solicitar el formulario de quejas de la oficina de derechos civiles (OCR). El demandante también puede presentar una declaración escrita que contiene toda la información identificada en la sección 3 (a) (f). 3. La denuncia incluirá la siguiente información: a. Nombre, dirección y número telefónico del denunciante. b. El fundamento de la queja, es decir, raza, color, origen nacional, sexo, ancianos o discapacitados. c. La fecha o fechas en que ocurrieron el presunto evento discriminatoria o eventos. d. La naturaleza del incidente que llevó al demandante a sentir la discriminación fue un factor. e. Nombres, direcciones y números telefónicos de personas que pudieran tener conocimiento del evento. f. Otros organismos o tribunales donde denuncia ha sido presentada y un nombre de contacto. g. Fecha y firma del denunciante. h. Si el denunciante es incapaz de escribir una queja, OCR personal ayudará al demandante. Si se solicita por parte querellante, OCR proveerá un intérprete de lenguaje o signo. 9

11 i. La queja puede ser enviada o por fax a la siguiente dirección: Oficina de derechos civiles Eastern Contra Costa Transit Authority 801 Wilbur Avenue Antioch, CA (fax) La queja puede ser enviada por correo electrónico: CivilRights@eccta.org 4. Querellantes tienen el drecho a reclamar directamente a la agencia federal apropiada sin embargo, deberán hacerlo dentro ciento ochenta 180 días calendario después del último presunto incidente. 5. OCR comenzará una investigación dentro de quince 15 días de la recepción de una queja. OCR contactará al demandante por escrito no más tarde de treinta 30 días laborables después del recibo de la queja para obtener información adicional, si es necesario para investigar la denuncia. Si el demandante no proporcionar la información solicitada en forma oportuna, OCR puede cerrar administrativamente la queja. 6. OCR completará la investigación dentro de los noventa 90 días de la recepción de la queja. Se preparará un informe de investigación escrito por el investigador. El informe deberá incluir una breve descripción del incidente, conclusiones y recomendaciones para la disposición. 7. El Gerente de Departamento de OCR revisará el informe. Una carta de cierre y salida entrevista voluntad proporcionarse al demandante. El demandado también recibirá una copia de la carta de cierre. Cada uno tendrá cinco 5 días hábiles desde la recepción del informe para responder. Si cualquiera de las partes responde negativamente o tiene información adicional para proveer, organizarán una reunión informal por el Gerente de Departamento de OCR. Si ninguna de las partes responde, la queja será cerrada. El reporte de investigación con recomendaciones y acciones correctivas tomadas será remitido a la agencia federal apropiada, el demandante y el demandado. 8. OCR asesorará a los denunciantes de sus derechos de apelación a la agencia federal apropiada. 10

12 Eastern Contra Costa Transit Authority Título VI Formulario de Queja Título VI de la Lay de Derechos Civiles de 1964 declara, Ninguna persona en los Estados Unidos será objeto de discriminación for razones de raza, color, el origen de nacionalidad, sea excluido de la participación, negarle los beneficios de, o ser sujeto a discriminación bajo ninún programa o actividad que recibe asistencia financiera federal. Dos Ordenes Ejecutivas extienden la protección del Título VI a la justicia ambiental, la cual también protégé a personas de bajos ingresos y personas con conocimien tos limitados de Inglés. Favor de proveer la siguiente información a fin de procesar su queja. Hay asistencia disponible en caso de ser necesario. Complete éste formulario y envíelo o entrégelo personalmente en la officina de: Eastern Contra Costa Transit Authority 801 Wilbur Avenue Antioch, CA Tabién tiene la alternative de mandarlo for Fax (925) o bién, por correo electrónico a CivilRights@eccta.org. Nombre del Demandante: Dirección: Ciudad: Estado: Zona Postal: Número Telefónico (Casa): (Trabajo): Persona discriminada (si es diferente del demandante) Nombre: Dirección: Ciudad: Estado: Zona Postal: Razón por la cual fué discriminado? (Marque todas las que apliquen): Raza Origen de Nacionalidad Color Fecha del incidente de discriminación: Describa la discriminación con el mayor detalle posible. Que pasó y quién fué responsable? Para espacio adicional, adjunte ojas adicionales de papel o sino, escriba al reverse de éste formulario. 11

13 Eastern Contra Costa Transit Authority Título VI Formulario de Queja (Seguido) Presentó usted ésta queja ante otra agencia federal, estatal,o local, o ante alguna corte federal o estatal? (Marque el espacio correspondiente) Si No Si la respuesta es sí, marquee cada agencia con la que se presentó su reclamo: Agencia Federal Corte Federal Agencia Estatal Corte Estatal Agencia Local Otra Favor de proveer información de la persona de la agencia (o agencias) donde presentó su queja: Nombre: Dirección: Ciudad: Estado: Zona Postal: Fecha de la enuncia: Firme la denuncia en el espacio de abajo. Adjute cualquier document que usted considere importante para su queja. (Firma) (Fecha) 12

14 Complaint Procedures All complaints received by ECCTA are entered into an internal web-based software program, and are investigated as thoroughly as possible. Each complaint, when closed, is circulated to ECCTA management and ECCTA s Title VI Officer. All complaints, once entered, remain recorded within the web-based software program indefinitely for future review. ECCTA s Title VI Officer reviews each closed complaint and determines if any one complaint could constitute a Title VI complaint or violation. Additionally, complaints that may not singularly, prima facie, be a Title VI complaint are kept on record and reviewed annually in an effort to identify any potential discriminatory patterns that may, in aggregate, constitute a potential Title VI problem. ECCTA staff have been directed to inform ECCTA s Title VI Officer or, in their absence, ECCTA s Chief Operating Officer, if a customer specifically requests to file a Title VI complaint. Upon such a request, ECCTA s Title VI Officer or Chief Operating Officer will provide the customer with the Title VI complaint form contained within this program. Once the form has been completed in its entirety, the form is placed within a Title VI Complaint binder. The complaint is then investigated in accordance to the procedures set forth in this program. 13

15 List of Transit-Related Title VI Investigations, Complaints, and Lawsuits ECCTA has had no Title VI investigations, complaints, or lawsuits since its last Title VI submission in

16 Public Participation Plan The purpose of ECCTA s Public Participation Plan is multi-faceted. It seeks to: Inform the public about transportation issues and the planning process. Establish the process whereby the public can express concerns, desires, and values. Reach a wide range of residents and increase the participation of under-represented populations. Ensure ECCTA s programs and activities reflect community values. Improve service based on public input. To accomplish these goals, ECCTA employs numerous outreach tools. These include: 1.) Radio, Television, and Newspaper: Publicizing public participation opportunities and outreach information through newspapers that serve English, Spanish, and other language specific audiences can help spread the word about these events. 2.) Web Resources: ECCTA posts notices and announcements on the agency s website and can send information via to customers over an notification system. Due to the popularity, and ease of use, social media is also utilized to make use of its quick and widespread reach. 3.) On-Board Resources: Riders and community members can also access information about public participation methods or service through plans at BART stations, libraries, senior centers, colleges, work programs, and dialysis centers. There are also printed materials available on buses and schedule distribution locations which convey information about any service, fare, or other planning efforts. 4.) Customer Service: The public can call into the call center to receive information about our agency, as well as give comments and input. The customer service center number is always provided on ECCTA materials. Staff at the call center have access to telephone translation services covering the full range of languages. Any customers who are on hold on any ECCTA phone are exposed to a talk on hold feature, which informs callers about planning and other changes that require community input. 5.) Print Materials: In addition to on-board printed information, ECCTA publicizes public participation and outreach information via print materials, such as newsletters, flyers, and other direct mail materials. Critical information that appears on these materials are translated into languages identified as spoken or written by a target population. If all information cannot be translated, notices describe where to obtain the translated information. 6.) Surveys: ECCTA currently conducts a statistically-valid on-board survey of passengers every five years, with issue-specific surveys being used under appropriate circumstances. Surveys include 15

17 adequate and appropriate translations and can be conducted either in-person, over-thetelephone, online, or a combination of the three. 7.) Interviews: In certain contexts, staff will interview specific stakeholders to collect information or gain insight on their prospective. 8.) Community Based Organizations: Community Based Organizations (CBOs) play an important role in public participation. ECCTA works with a variety of CBOs, including ethnic centers, churches and faith-based organizations, geographic-specific organizations such as tenant associations, neighborhood and community groups, civic groups, business organizations, education facilities, service providers for youth, families, disabled individuals, recreation facilities, senior organizations, and many others. Staff works closely with the CBOs to conduct outreach. Below is a list of some of the CBOs ECCTA works with: Organization Address City Title VI/Environmental Justice Group La Clinica 215 Pacific Avenue Bay Point Low income, minority Antioch Senior Center 415 W. 2 nd Street Antioch Low income, minority Brentwood Senior Center 193 Griffith Lane Brentwood Low income Alive 625 W. 4 th Street Antioch Low income, disabled, minority Commercial Support 2505 W. 10 th Street Antioch Low income, minority Bedford Center 1811 C Street Antioch Low income, minority Contra Costa ARC 3640 Lone Tree Way Antioch Low income, minority Spanish Mom s 2929 Loveridge Road Pittsburg Low income, minority Villa Serena 101 Leland Road Pittsburg Low income, minority English Learning Advisory Committee 2929 Loveridge Road Pittsburg Low income, minority 9.) Public Meetings: Public meetings allow ECCTA to give and receive information to a broad segment of the community. Such meetings are widely advertised and open to all community members and can range from open houses to public hearings. a. Public Hearings: A public hearing must be held whenever a major service change will be enacted. Notices shall be posted in the newspaper and all other sources of information at least twentyone (21) days prior to the hearing. All notices shall include a description of the matter(s) to be considered. The notices shall also state where and when the hearings shall take place, as well as options to view the information for the public that cannot attend the hearing. 16

18 Summary of Outreach Should a specific group(s) or neighborhood(s) be impacted by a proposed change, ECCTA shall use their best efforts to publish information targeting the impacted group(s) or neighborhood(s), including options such as drop mailings, notice in a group or neighborhood specific newspaper, or bill drops. At a public hearing, ECCTA shall afford any interested party the opportunity to present statements, both written and oral. Limitations may be established on the length of the presentation in order for all community members to be heard. The hearing shall be conducted according to the technical rules of evidence. Such hearings shall be conducted by the staff and reordered in its entirety. Announcements will be made regarding the location, date and time in which the final decision will be made before the conclusion of the public hearing. Since its last Title VI submission, ECCTA has planned for a system redesign that will be enacted following the opening of the Pittsburg City Center and Antioch ebart stations, currently planned for May CDM Smith, a consultant firm based in Walnut Creek, CA, was hired to perform the service equity analysis and the requisite public hearings. The analysis can be found in Appendix A. 17

19 Language Assistance Plan Per Title VI of the Civil Rights Act of 1964, the U.S. Department of Transportation (DOT) implementing regulations, and Executive Order Improving Access to Services for Persons with Limited English Proficiency (65 FR 50121, Aug. 11, 2000), ECCTA is federally mandated to develop and implement a Language Assistance Plan, by which Limited English Proficiency (LEP) persons can meaningfully access translations of written and oral information. As ECCTA is a FTA recipient receiving federal financial assistance, ECCTA must take reasonable steps to ensure meaningful access to the benefits, services, information, and other important portions of their programs and activities for LEP persons. Four-Factor Analysis In compliance with Circular B guidance, ECCTA conducted a four-factor analysis to determine the specific language services that are appropriate to provide to persons within its service area. Factor 1: The number or proportion of LEP persons eligible to be served or likely to be encountered by the program or recipient To determine the number of LEP persons eligible to be served or likely to be encountered by ECCTA, ECCTA first determined what census tracks fell within its service area 1. Taking data about these census tracts from the U.S. Census Bureau s American Community Survey (ACS) 2, ECCTA was able to determine that the estimated total population within its service area was 283,796. Following the Census classification, and the formal definition of LEP persons as established by the FTA, ECCTA then focused on the number of persons who, speaking any language other than English, spoke English less than very well within its service area. This total came to be 67,177 persons. ECCTA then examined the language groups themselves in order to better ascertain the extent of language assistance that might be needed. Spanish LEP speakers accounted for approximately forty-four percent of the total LEP population (29,557 persons). The next two largest percentages of LEP speakers of the total LEP population were those speakers speaking Tagalog 3 at approximately six percent (3,847 persons), and Chinese at approximately three percent (1,844 persons). All other language groups had less than 1,000 speakers within the census tracts in which ECCTA operates. 1 The census tracts within ECCTA s service area are: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , U.S. Census, American FactFinder, table B16001, Language Spoken at Home by Ability to Speak English for the Population 5 Years and Over 3 For the purposes of this analysis, and following the example of the U.S. Census, Tagalog and Filipino were considered as one language under the Tagalog classification. 18

20 Given that the census tracts within ECCTA s service area are primarily populated, it was assumed that all of these LEP persons would be eligible to be served by, or otherwise encounter, ECCTA either via ECCTA s fixed route or Paratransit services. Factor 2: The frequency with which LEP persons come into contact with the program To determine the frequency these LEP populations come into contact with our services, ECCTA looked at the most recent fixed route ridership survey, which was performed in 2014, and the amount of active eligible Paratransit riders that had indicated a preferred language other than English. ECCTA focused on the aforementioned three languages (Spanish, Tagalog, and Chinese), as they would be the most likely language groups that would require language assistance. Fixed Route According to the ridership survey performed in 2014, weighted responses indicated that approximately 313 boardings were by LEP passengers who spoke Spanish. Nine boardings were by LEP passengers who spoke Tagalog. No responses indicated that any boardings were by LEP passengers who spoke Chinese. Out of the weighted total of 15,825 boardings, this meant that approximately two percent of those boardings were by Spanish LEP speakers (317 boardings) and less than one percent (0.06%) were by Tagalog LEP speakers (10 boardings). Paratransit When applying for eligibility to use ECCTA s Paratransit service, applicants are offered the option to indicate a primary language if other than English. While this does not mean that the applicant is an LEP individual, it is assumed that an LEP person would indicate their primary language on the eligibility application as other than English. This language is then noted in ECCTA s scheduling software to indicate that this person may need translation services when being contacted about a Paratransit ride. ECCTA looked at all the active eligible user of its Paratransit services and found that 138 riders had indicated that their primary language was Spanish, that 44 riders had indicated that Tagalog was their primary language, and that seven riders had indicated that Chinese was their primary language. Of a total of 2,306 eligible riders, approximately six percent had Spanish as their primary language (138 riders), approximately two percent had Tagalog as their primary language (46 riders), and approximately 0.6% had Chinese as their primary language (14 riders). Factor 3: The nature and importance of the program, activity, or service provided by the program to people s lives. Transit services operated by ECCTA continue to play a vital role in the lives of many residents of the service area. These services serve major local commercial, employment, and civic areas throughout Eastern Contra Costa County and include connections to the Bay Area Rapid Transit (BART), Central Contra Costa Transit Authority, and Western Contra Costa Transit Authority service areas that, in turn, reach most major job centers in the Bay Area. As such, for ECCTA riders, the importance of ECCTA s services are paramount. 19

21 Factor 4: The resources available to the recipient for LEP outreach, as well as the costs associated with that outreach. ECCTA currently provides resources to each LEP group while maintaining cost efficiency for taxpayers. Resources may include, but are not limited to: Bilingual or multi-lingual staff members. Professional translation services (can be implemented quickly with minimal cost). On-call translation services, such as LanguageLine, which can be implemented quickly. Ongoing input by various community organizations that regularly interact with LEP populations. Documents, brochures, and other media of less-essential importance shall be translated into the LEP language groups upon. Multi-lingual services and resources offered and utilized by ECCTA upon request. Information displays at community events where it is likely that significant numbers of LEP persons will attend shall be staffed by at least one person fluent in the identified languages, if feasible. Oral translation services shall be provided upon request. Pictographs shall be provided whenever possible to instruct and depict necessary information and procedures. Any other translation request, provided it does not create an undue financial or administrative burden. For languages that have been identified by the Four Factor Analysis as having LEP speakers that make up ten (10) percent of the total population of its service area in Factor 1, ECCTA will implement the following, in addition to the above: Translation of vital documents including, but not limited to, Title VI Notice to Beneficiaries, Title VI Complaint Form, Title VI Complaint Procedures, and Paratransit applications. Instructional and informational rider materials and passenger notices on vehicles and brochures. Translated service alerts. The availability of language assistance for LEP persons shall be posted in the following locations: Transit vehicles Transit website at Public meeting agendas created by ECCTA Final Results The Four-Factor Analysis performed by ECCTA identified the top three LEP language groups spoken with ECCTA s service area: Spanish, Tagalog, and Chinese. Spanish: Approximately 29,557 persons, or 10.4%, within the population of ECCTA s service area are Spanish LEP speakers, an amount that meets the ten (10) percent threshold. As such, ECCTA will 20

22 continue to provide the language assistance as outlined above for languages that meet that system-wide threshold. Tagalog: Tagalog LEP speakers make up approximately 1.36% of the total population within ECCTA s service area (3,847 persons). Additionally, when looking at the frequency with which Tagalog LEP speakers interact with ECCTA (0.06% for fixed route and 2% for Paratransit, for an overall total of 56 riders), ECCTA has determined that translation of vital documents and other services as outlined above are not warranted at this time. However, as the ACS is a 5-year estimate, the actual numbers may differ. Additionally, ECCTA s ridership survey was performed in 2014 and ridership statistics may have changed in the time between 2014 and now. It is possible that the next ridership survey, currently scheduled for 2019, will provide results that will change this determination and, as such, ECCTA will be monitoring the results of that survey to determine if offering translation of vital documents and other services as outlined above has become necessary. Chinese: Chinese LEP speakers total make up less than approximately 1% of the entire service area population. Additionally, given the frequency with which Chinese LEP speakers interact with ECCTA (0% for fixed route and 0.3% for Paratransit, for an overall total of 14 riders), ECCTA has determined that additional translation services are not warranted at this time. However, as the ACS is a 5-year estimate, the actual numbers may differ. Additionally, ECCTA s ridership survey was performed in 2014 and ridership statistics may have changed in the time between 2014 and now. It is possible that the next ridership survey, currently scheduled for 2019, will provide results that will change this determination and, as such, ECCTA will be monitoring the results of that survey to determine if offering the translation of vital documents and other services has become necessary. ECCTA will continue monitoring and evaluating the effectiveness of its LEP Plan by: Regularly analyzing Census data as it becomes available to monitor demographic trends regarding LEP persons. Engage with community organizations serving LEP populations to jointly engage in outreach efforts. Monitoring instances on vehicles, at the transit counter, and through the customer comment phone and system to determine which LEP populations are most frequently interacting with transit services. Update the Language Assistance Plan every three years in accordance with FTA regulations. All Language Assistance Plan changes are subject to approval by the ECCTA Board of Directors. The Language Assistance Plan shall be made available to the public at the following locations: ECCTA Administration office at 801 Wilbur Avenue, Antioch, CA Online at 21

23 Non-Elected Transit-Related Boards and Committees ECCTA currently has no boards or committees that are non-elected. Sub-Recipients ECCTA has no sub-recipients. Facility Equity Analysis ECCTA has built no new facilities that would require a facility equity analysis. 22

24 System-wide Service Standards and Policies Service Standards Vehicle Headways All established routes shall operate on a minimum headway of one hour with the following exceptions: Commuter service: o Limited stop o Service that is limited to peak periods Routes that do not meet the current productivity guidelines. Routes that have more than 1.5 miles between stops due to ADA bus stop accessibility standards. Transit Amenities The distribution of transit amenities including benches, shelters, and trash cans should be no less than 2.65 amenities per directional route mile. The exceptions are commuter service routes and routes that have more than 1.5 miles between stops. Service Availability 75% (39) of all census tracts shall have fixed route service that operates on a minimum of one hour headways. 85% (44) of all census tracts shall have at least commuter service. 50% (26) of all census tracts shall have fixed route service that operates on a minimum of thirty minute headways during peak periods. 50% (26) of all census tracts shall have fixed route service with at least one hour headways on weekends/holidays. Vehicle Assignments All revenue vehicles are assigned to routes on a rotating basis. Most routes are interlined so buses assigned to a block will be used on all routes. Buses are not assigned to a particular route therefore buses are evenly distributed throughout the entire service area on a random basis. 90% of all route blocks shall include at least two different routes. Transit Security All revenue vehicles are equipped with video surveillance and DriveCam systems. Additionally, all are equipped with GPS and an emergency alarm notification system. ECCTA s dispatch office monitors vehicle location/status and is able to deploy local police forces to a specific location if necessary. 23

25 Public Comment on Fare Increases or Major Service Changes ECCTA is committed to meeting the public transit needs of East County residents. To ensure this, ECCTA will provide an opportunity for a public hearing prior to making a final decision on any increase to the basic fare structure or any major service change. A major service change is defined as any of the following: A 25% or greater increase or decrease in the hours of operation on any single route. A 25% decrease in route miles on any single route. A 15 minute or greater decrease in service frequency. Elimination of any regular days of service. At the hearing, ECCTA will afford the opportunity for interested persons or agencies to be heard with respect to the social, economic or environmental aspects of the proposed changes. Interested parties may submit evidence or recommendations with respect to proposed changes orally or in writing. All comments shall be fully considered by the Board of Directors in their decision making process. If comments are received that are contrary to the proposed change, an analysis of the decision shall be documented and made available for public view. 24

26 Productivity Guidelines Established in July Service Evaluation Standards Red Flags 4 Current Level 5 Passenger per hour (all fixed routes) Less than Passenger per hour (established fixed route) 6 Less than 10 Route 200: 9.3 Route 201: 12.2 Route 300: 20.5 Route 379: 23.4 Route 380: 16.5 Route 383: 9.4 Route 385: 9.5 Route 386: 5.1 Route 387: 17.1 Route 388: 13.5 Route 389: 12.2 Route 390: 22.3 Route 391: 16.7 Route 392: 13.9 Route 393: 14.6 Route 394: 12.4 Route 395: 10.1 Passenger per hour (new fixed route) 7 Less than 7.0 Route 381: Passenger per hour (Paratransit Less than all routes) Miles between Preventable Accidents (fixed route) Less than 100, ,104 Miles between Preventable Accidents (Paratransit) Less than 100, ,331 Miles between Road calls (fixed route) Less than 20,000 23,897 Miles between Road calls (Paratransit) Less than 30, ,672 Fare Box recovery (fixed route) Less than 14.0% 15% Fare Box recovery (Paratransit) Less than 10.0% 8% ADA Ride Refusals Greater than 1 per month 0 Vehicle load factor (per peak period trip) 9 Less than 10%, more than 150% Route 200: 48.6% Route 201: 41.7% Route 300: 106.7% 4 If an evaluation standard falls below this level, a plan for improvement will be developed and presented to the ECCTA Board of Directors. 5 All figures are from ECCTA Q1, FY Established routes are defined as those routes that have been in operation 12 months or longer. 7 New routes are defined as those routes that have been in operation 11 months or shorter. 8 Route 381 began in at the very end of ECCTA Q1, before data could be gathered for passengers per hour. As such, this data is data from November 2017, ECCTA Q2. 9 These values represent the average vehicle load factor of each route. No single route had a load factor higher than the 150% threshold. The highest single route load factor was Route 300, with a single load factor of 120%. 25

27 Route 379: 20.8% Route 380: 62.5% Route 381: 9.7% Route 383: 25.0% Route 385: 44.4% Route 386: 9.7% Route 387: 52.8% Route 388: 41.7% Route 389: 30.9% Route 390: 69.4% Route 391: 52.8% Route 392: 50.0% Route 393: 76.4% Route 394: 41.7% Route 395: 13.9% On-time performance Less than 90% 82.92% Late trip (late 6 15 minutes) Greater than 6% 14.10% Early Trips (depart before scheduled time) Greater than 1% 1.31% Customer Complaints (fixed route) More than.048%.030% Customer Complaints (Paratransit) More than.371%.575% Paratransit Late trips (late 15+ minutes) More than 7% 25% Customer Calls received vs. recorded Less than 10% 99.82% Preventive Maintenance Inspections Less than 95% 100% Operator Uniform Infractions More than 1 per month 0 Operating Air Conditioners in More than 1 inoperable per buses month Lost Calls More than 18% 0.18% Average time for Abandoned Calls More than Lift/Ramp Availability More than 1 per month This number represents the amount of repair orders opened during ECCTA Q1, FY This number represents the amount of repair orders opened during ECCTA Q1, FY

28 Service Standards Monitoring In compliance with FTA Circular B, as a transit agency that operators 50 or more fixed route vehicles and operates within an Urbanized Area (UZA) of 200,000 or more people, ECCTA monitors the performance of its transit system as it compares to its service standards not less than every three years. The results of that monitoring, as of the end of ECCTA s first quarter in FY 2018, are found below. On-Time Performance (by individual route) 12 Route Minority Transit Route? On-Time Performance 200 YES 85.43% 201 YES 88.69% 300 YES 89.21% 379 YES 86.96% 380 YES 83.31% 381 YES 94.39% 383 YES 72.61% 385 YES 80.52% 386 NO 79.37% 387 YES 84.25% 388 YES 80.42% 389 YES 88.19% 390 YES 81.64% 391 YES 77.94% 392* YES 82.95% 393* YES 85.78% 394* YES 75.34% 395* NO Systemwide 88.51% 82.92% 12 Routes marked with * are routes that operate only on the weekends and holidays. 27

29 Late Trip Performance (by individual route) 13 Route Minority Transit Route? Late Trip Performance 200 YES 10.77% 201 YES 8.53% 300 YES 8.84% 379 YES 4.35% 380 YES 14.08% 381 YES 5.14% 383 YES 24.02% 385 YES 15.79% 386 NO 20.24% 387 YES 12.38% 388 YES 16.54% 389 YES 10.35% 390 YES 15.30% 391 YES 18.78% 392* YES 11.64% 393* YES 11.00% 394* YES 19.65% 395* NO Systemwide 9.46% 14.10% 13 Routes marked with * are routes that operate only on the weekends and holidays. 28

30 Conclusions Due to changing demographics and traffic patterns in the service area, ECCTA has been aware of the decline of service standards, particularly in the area of on-time performance and late trip performance, for some time. ECCTA devised solutions for these deficiencies and, in the interest of efficiency, plans to introduce them at the same time as the system redesign, which is set to coincide with the opening of the ebart station in Antioch. This opening was originally set to be in September 2017, but has since been pushed back until May Despite this setback, ECCTA still plans to wait until the opening of the ebart station in Antioch before implementing its solutions to its decline in service standards. Should more delays occur with the station opening, ECCTA will re-evaluate its implementation plans. 29

31 Disparate Impact and Disproportionate Burden Policy The FTA Title VI Circular B requires public transit agencies, such as ECCTA, to develop a Disparate Impact and Disproportionate Burden policy for use in the assessment of proposed major service changes or fare changes. The purpose of this policy is to help agencies define and identify any disparate impacts or disproportionate burdens that may be imposed upon populations belonging to a protected class or who would be considered low income. 14 A finding of a disparate impact or disproportionate burden would indicate to ECCTA that it may need to take additional steps before implementing any major service change or fare change to avoid, minimize, or mitigate creating that disparate impact or disproportionate burden. A fare change is any change, increase or decrease, to ECCTA s current fare structure. A major service change is defined as any of the following: A 25% or greater increase or decrease in the hours of operation on any single route. A 25% decrease in route miles on any single route. A 15 minute or greater decrease in service frequency. Elimination of any regular days of service. Some exceptions exist to this major service change definition: Standard seasonal variations in service. Experimental, promotional, or emergency service changes which do not last longer than six months. Changes to a route with productivity that is fifty (50) percent or below ECCTA s standards in a typical service day, unless service on that route is eliminated completely on any such day, with productivity being determined by the number of passengers carried per revenue hour or per trip. Restoration of service previously eliminated due to budget constraints, provided the service runs of the same route as it had prior to its elimination and that minor deviations do not exceed the requirements of exceptions one (1) through three (3). In assessing disparate impact and disproportionate burden, ECCTA determines adverse impact based on a threshold that compares benefits and adverse impacts between protected and non-protected populations. In determining whether a disparate impact and/or disproportionate burden exists, ECCTA uses the following criteria: For service decreases, a disparate impact or disproportionate burden will be considered to exist when the protected population impacted by the service decrease is greater than ten (10) percentage points above the percentage of the protected population system-wide. 14 ECCTA defines low-income as 200% of the federal poverty level for a family of four, as determined by the U.S. Department of Health and Human Services. 30

32 For service increases, a disparate impact or disproportionate burden will be considered to exist when the protected population impacted by the increase is less than ten (10) percentage points below the percentage of the protected population system-wide. For fare changes, a fare equity analysis will be performed, comparing the percent change in average fare by fare media for protected and non-protected riders. Should the difference between the protected and non-protected riders be greater than ten (10) percent, a disparate impact or disproportionate burden will be considered to exist. The following is an example of ECCTA s disparate impact or disproportionate burden analysis: In this example 71.6 percent of the population that would be impacted by two service decreases are classified as minority, while 37.3 percent of the population are classified as low-income. The systemwide average of minority populations is 68.2 percent, while the system-wide average of low-income populations is 31.8 percent. Average Riders Percent Minority Average Minority Riders Line A (route eliminated) % 560 Line B (frequency reduced) % 694 Total % 1254 Percent Low-Income Average Low-Income Riders 40% % % 653 System-wide Average 68.2% 31.8% Difference 3.4% 5.5% Greater than 10%? NO NO In this example, no disparate impact or disproportionate burden is considered to exist, as neither of the differences between the system-wide percentages and the protected class percentages equals more than ten (10) percent. If a disparate impact and/or a disproportionate burden are found when considering a fare change or a major service change, ECCTA will take steps to avoid, minimize, or mitigate these impacts. If, however, ECCTA is unable to reduce these impacts in any way, pursuant to FTA Circular B, ECCTA will be able to show that it has substantial legitimate justification for the proposed change and that there are no alternatives serving the same legitimate objectives that would have less of an impact on the protected classes involved. Service or Fare Equity Analyses Since its last Title VI submission, ECCTA has implemented a fare increase to its Day Pass to allow for use, via the Clipper Card, across multiple transit agencies. ECCTA also plans to make some adjustments to 31

33 some of its routes when the opening of the Pittsburg Center and Antioch ebart stations occurs in May Service Equity Analysis Please see Appendix A for the service equity analysis details of planned route changes to occur once the ebart stations open in May 2018, performed by CMS Smith. Fare Equity Analysis Clipper Card Day Pass Increase: Please see Appendix B for the fare equity analysis performed by CMS Smith to allow for consistent day pass usage across multiple transit agencies. Route 300 Fare Decrease: ECCTA defines an express route as any route that have five or more miles of closed door fixed route service. A higher fare charge of $2.50 General Public ($1.25 Senior/Disabled) is charged for this more direct service. Currently, the Route 300 is defined as an express route. However, when the ebart stations open, changes to Route 300 will cause it to be defined as a local route. Local routes have a cheaper, $2.00 General Public ($0.85 Senior/Disabled) fare charge. While only the route classification is changing, and not the fare cost of local routes, and a fare equity analysis would not necessarily be required, ECCTA performed a fare equity analysis in an effort to ensure no disparate impact or disproportionate burden would be adversely created. The planned fare reduction applies only to cash fare media and therefore, only cash riders of the Route 300 were looked at for the fare equity analysis. According to the ridership survey performed in 2014, approximately 55.58% of all Route 300 riders paid with cash. Assuming a similar percentage is at work today, as of the end of the first quarter of ECCTA FY , the Route 300 had a total ridership of 351,131. If 55.58% of those riders paid cash, that would mean that 195,159 riders paid cash. The 2014 ridership survey also identified that approximately 66.72% of cash fares were paid by members of a minority class and 34.68% were paid by low income riders. These percentages were broken down further into riders who paid the General Public cash fare (61.24% minority, 33.42% low income) and riders who paid the Senior/Disabled cash fare (5.48% minority and 1.26% low income). These percentages were used to calculate the following numbers from the total ridership and then used in the fare equity analysis: Route 300 Minority Riders Non Minority Non Low Income Low Income Riders Riders Riders General Public 130,210 64,949 67, ,478 Senior/Disabled 5, ,377 1, ,948 Route 300 Cash Fare Ridership 32

34 To determine whether a disparate impact will be created by this fare decrease, ECCTA took the ridership totals above for Minority and Non-Minority Riders and multiplied it by the total fare amount decrease for each cash fare type: General Public (GP) and Senior/Disabled (S/D). This resulted in the average fare change for minority and non-minority riders. ECCTA then took this average fare change and divided it by the total ridership. This produced the average fare decrease amount. ECCTA divided the average fare decrease amount by the total average fare decrease amount for both minority and non-minority riders to reach the average percent change of the fare decrease. ECCTA then found the difference between this percent change for each cash fare type and the percent change for minority and non-minority riders. This result was then compared with ECCTA s disparate impact criteria, which state that a disparate impact will be determined to exist should the difference be ten (10) percent or greater. The same steps were followed to determine whether a disproportionate burden will be created by this fare decrease, using the Low Income and Non-Low Income total ridership numbers. The end result was then compared with ECCTA s disproportionate burden criteria, which states that a disproportionate burden will be determined to exist should the difference be ten (10) percent or greater. Both analyses resulted in no findings of a disparate impact or disproportionate burden. The numerical analysis and its results can be found on the next page. 33

35 Cash Ridership Information - Route 300 Fare Decrease Information - Route 300 GP S/D Current GP Future GP Change % Change Minority 130,210 5,936 $ 2.50 $ 2.00 $ (0.50) -80% Non-Minority 64, ,377 Current S/D Future S/D Change % Change Low Income 67,681 1,365 $ 1.25 $ 0.85 $ (0.40) -68% Non-Low Income 127, ,948 Average Fare Change - Route 300 Minority Average Fare Change - Route 300 Low Income GP S/D GP S/D Minority $ (65,105.00) $ (2,374.40) Low Income $ (33,840.50) $ (546.00) Non-Minority $ (32,474.50) $ (40,950.80) Non-Low Income $ (63,739.00) $ (42,779.20) Average Fare Decrease Average Fare Decrease GP S/D GP S/D Minority $ (0.50) $ (0.40) Low Income $ (0.50) $ (0.40) Non-Minority $ (0.50) $ (0.40) Non-Low Income $ (0.50) $ (0.40) % Change % Change GP S/D GP S/D Minority 50.00% 50.00% Low Income 50.00% 50.00% Non-Minority 50.00% 50.00% Non-Low Income 50.00% 50.00% GP S/D GP S/D % Difference % Difference 0% 0% 0% 0% Disparate Impact? NO NO Disproportionate Burden? NO NO 34

36 Demographic and Service Profile Graphic depictions, via Remix Title VI software, of the demographics of ECCTA s service area, with overlays pertaining to minority, poverty, and LEP populations within ECCTA s service area can be found on pages 34 through

37 ECCTA S Service Area System Map 36

38 ECCTA S Service Area Demographics Minority 37

39 ECCTA S Service Area Demographics Poverty 38

40 ECCTA S Service Area Demographics Limited English Proficiency 39

41 Appendix A 40

42 Tri Delta System Redesign Service Change Report Draft May 2016 Tri Delta Transit 801 Wilbur Avenue Antioch, CA Prepared by: 41

43 42

44 Tri Delta Transit Bus Route Evaluation and Redesign Service Change Report DATE: May 12, Introduction This report summarizes the analysis of the Tri Delta Transit system and presents the proposed plan for the redesign of the system to improve effectiveness, increase ridership and coordinate with the planned opening of the ebart extension to the Antioch ebart Station. Based on the analysis of the existing transit system conducted as part of this project, it was concluded that Tri Delta Transit operates a very efficient bus system. Examination of the bus schedule block sheets, for example, revealed that buses are operated with a minimum of waste in terms of layover and deadhead time. The area where improvement appears most warranted is in the effectiveness of the system. Ridership could potentially improve if the following adjustments were made: Routes that are more direct: Many of the present routes are circuitous, which increases travel time for riders and is difficult to understand. Routes that are more coordinated: Though routes converge at several locations in the system (mainly Pittsburg/Bay Point BART, Pittsburg Park-and-Ride, Hillcrest Park-and-Ride, and Brentwood Park-and-Ride), there is generally not much coordination of schedules at these points. Long waits at these transfer points add overall travel time for riders and discourage prospective new riders from using the service (see chart in Appendix A). An additional incentive in seeking a more effective system is the initiation of ebart service in the next couple of years. ebart will use diesel multiple unit (DMU) rail vehicles to extend BART operation from the present BART terminal at Pittsburg/Bay Point station further east to Pittsburg and Antioch. The initial increment of ebart will serve new stations called Pittsburg Center (near Railroad and Bliss avenues) and Antioch (at the current Hillcrest Park-and-Ride facility). While the majority of trips on Tri Delta Transit buses today do not involve a transfer to BART, this is likely to change once ebart is initiated. ebart will make travel faster along the Highway 4 corridor, even for local riders not travelling any further west than Pittsburg/Bay Point Station. If well-coordinated, it is likely to attract more people to use Tri Delta Transit buses than use them today. Tri Delta Transit Bus System Design 43

45 2. Formulate Route and Service Levels New Network Structure To improve system effectiveness, several network alternatives were examined for restructuring the system. One was to organize the routes into a grid configuration, with lines running consistently east-west and north-south where possible (see Figure 2 in Appendix B). This was intended to make the route structure faster and less confusing. However, given the layout of the service area s street system and the location of major trip attractors, the grid design was not a workable option. To maintain straight lines, it resulted in routes that missed many destinations, and it shifted service to some streets with very little demand. Another difficulty in implementing a grid is that current Tri Delta Transit service frequencies are low, in the range of 30 to 60 minutes on most routes. To be effective, a grid system requires routes with high frequencies of 15 minutes or less in order to ensure convenient transfers wherever two routes cross. Such frequencies are beyond the budgetary capabilities of Tri Delta Transit at this time. A second approach examined was a hub-and-spoke network. In this configuration, routes are designed to converge on a small number of focal points in the service area (see Figure 3 in Appendix B). Schedules of these routes are coordinated so that buses arrived at the focal point at approximately the same time. After a period of eight minutes, the buses are scheduled to leave the focal point simultaneously. This method of scheduling, called timed transfers or pulse scheduling, gives passengers ample opportunity to transfer, without undue delay to through passengers. The hub-and-spoke network created by the project team for the Tri Delta Transit system realigned routes to offer less circuitous service while ensuring that streets currently served would be served in the new scheme. Because the Hillcrest Park-and-Ride facility (the future Antioch ebart station) is served by so many Tri Delta Transit routes today, it was chosen as the main focal point of the system. Since ensuring timed transfers at more than one point on a bus route cannot be guaranteed, other focal points in the network (Pittsburg/Bay Point BART, Pittsburg Center ebart, and Brentwood Park-and-Ride) would not necessarily have timed meets. The system that was developed achieved the objectives of direct, simplified routings, as well as coordinated transfers for both buses and ebart. Unfortunately, it proved too expensive for Tri Delta Transit to operate with its current sources of revenues. Depending upon the frequencies assumed, the system was estimated to cost at least 50% more to operate than the current system. In spite of its advantages, it is simply unaffordable at the present time. Another solution had to be found. The project team therefore shifted its efforts to modifying the existing Tri Delta Transit bus system, rather than totally transforming it. Modifying the Existing System Since the current Tri Delta Transit network already focuses many of its routes on the future Antioch ebart station, the Consultant Team sought ways to improve transfers there. Essentially, the task was to form a hub-and-spoke network without necessarily simplifying the existing route alignments. Tri Delta Transit Bus System Design 44

46 Again, two objectives were sought: (1) to eliminate the long transfer times between buses on different routes, and (2) to ensure seamless transfers between buses and ebart. The alignments of the routes were left substantially as they are, with a few minor modifications suggested by both Tri Delta Transit staff and the consultant team (see Figures 4 and 5 in Appendix B). Span of service and headways for each route were also left about the same as today. However, the schedules themselves were extensively revamped to allow timed meets at Antioch Station. The end product is a service plan that can be implemented quickly when ebart service begins in the near future. Routing Changes Wherever possible, the existing Tri Delta Transit route structure has been left intact. A few modifications have been devised to save operating costs and avoid unnecessary duplication with ebart rail service. Others are intended to enhance service. These modifications can be summarized as follows: Cost-Saving Changes Route Terminate at Antioch ebart: Route 300 is recommended to change its western terminus from the Pittsburg/Bay Point BART station to the Antioch ebart station. This will eliminate unproductive mileage on Highway 4, which is often congested anyway, and avoids unnecessarily paralleling ebart. Additionally, the unproductive midday trips between 9:00 a.m. and 4:00 p.m. will be eliminated. Route 386 Eliminate: The single AM and PM trips to Discovery Bay were designed primarily for transporting school children. Unfortunately, an average of only seven passenger trips a day is made on this service. It is therefore recommended to be curtailed, with its resources shifted to more productive service elsewhere. Routes 390 and 391 Terminate at Pittsburg Center ebart: Rather than operating as far west at the Pittsburg/Bay Point BART Station, both Route 390 and 391 are recommended to terminate at the new Pittsburg Center ebart station. This would save operating hours, eliminate duplication of service, and avoid congestion on Highway 4. Route 393 Divide into Two Separate Routes: To avoid unproductive service along Highway 4, weekend Route 393 would be split into east and west halves. The east half, with the working designation 393A, would operate between the Brentwood Park-and-Ride and the Antioch ebart station. The west half, with the working designation 393B, would operate between the Pittsburg/Bay Point BART station and Somersville Towne Center. Service Enhancements Route 380 Terminate at Antioch ebart: Terminating Route 380 at Antioch ebart allows ample time for it to be scheduled for the timed transfer there. This would be difficult to do if the line had to continue on to Tri Delta Transit s headquarters. The latter destination would be served by a proposed realignment of Route 383, described below. Route Divide into Two Separate Routes: Route 383 would be transformed from a loop route to two separate linear routes. Much of the patronage of this line has been from Tri Delta Transit Bus System Design 45

47 students, and a confusing pattern of service has prevailed. Seven trips are operated around the loop throughout the day in the counter-clockwise direction. In the morning, a single trip is operated in the clockwise direction; additionally, two trips deviate from the normal route in order to serve particular schools. The new pattern would split off the portion of the route serving Deer Valley and Lone Tree roads and extend it south to the Brentwood Park-and- Ride lot. It has been given the working designation Route 383A. The rest of the route, serving 18 th, Cypress and O Hara, has been designated for the time being as Route 383B. At its south end, it would terminate by looping clockwise on Lone Tree, Adams, Grant and O Hara streets. At its north end, it would serve the Antioch ebart station, then continue north along Hillcrest, 18 th, Cavallo and Wilbur, terminating at Tri Delta Transit s headquarters. Route 387 Extend to Antioch ebart: Route 387 would no longer terminate at Tri Delta Transit headquarters on Wilbur Avenue (which would be served instead by 383B, described above). To improve connectivity, it would be extended to the Antioch ebart station, where timed transfers could take place with many other bus routes in the system, as well as with ebart itself. Route 398 New: The working designation 398 has been assigned to a new route requested by City of Pittsburg staff. It would operate between Pittsburg Marina and Los Medanos College, via Railroad Avenue and E. Leland Road. It would thus serve the new Pittsburg Center ebart station en route. Route 399 New: The working designation 399 has been assigned to a new route offering limited service to the proposed new campus of Los Medanos College that would be located off Marsh Creek Road. This route would operate along Vineyards Parkway, Balfour Road and Walnut Boulevard to the Brentwood Park-and-Ride facility. Scheduling Changes The major modification to Tri Delta Transit bus service would not be to its routing patterns but rather how it is scheduled. The Antioch ebart Station (currently known as the Hillcrest Park-and- Ride) would become the major timepoint transfer hub of the system. Nine weekday routes and all four weekend routes already converge on this point. Many of the routing changes mentioned above are based on strengthening this hub. The missing factor is convenient schedules. At the present time, bus-to-bus transfers here are a hit-or-miss proposition. Some trips of some routes mesh well, while others miss connections by just a few minutes. In still other cases, there is no coordination at all (see Figure 1 in Appendix A). To ensure convenient transfers, schedules of most of the routes serving this point have been modified to arrive and leave within the same 8-minute window. Hourly routes would arrive in Antioch Station at 20 minutes past the hour and depart at 28 minutes past. Half-hourly routes would have an additional meet arriving at 50 minutes past the hour and departing at 58 minutes past. This eight-minute window gives passengers ample opportunity to walk from one bus to Tri Delta Transit Bus System Design 46

48 another along the bus platform, or to walk between the bus platform and the ebart platform in the median of Highway 4. A window that is longer than 8 minutes would be tedious to through bus passengers not wishing to make a transfer. A shorter window may not allow sufficient time for passengers walking between the bus platform and the ebart platform in the median of Highway 4, especially if they have to pause in the ebart station to purchase a ticket. The following ten weekday bus routes would serve Antioch ebart in the modified system plan: 300, 379, 380, 383A, 383B, 385, 387, 388, 390 and 391. On weekends, four of the five proposed modified routes would serve this station: 392, 393A, 394, and 395. Of the ten weekday bus lines converging on the Antioch ebart station, only one would not have its schedule timed with this pattern: Route 300, which operates express trips to and from the Brentwood Park-and-Ride during peak hours. Since its primary function is to provide a quick connection to ebart, it would arrive at Antioch at 5 and 35 minutes past the hour and depart at 13 and 43 minutes past the hour. This would allow it to make connections with ebart trains but not with other buses. This scheduling pattern would provide evenly spaced service along Main Street and Brentwood Boulevard, alternating with Route 391, which also serves these streets. It must be pointed out that the exact schedule for ebart is not known at this time, only its headways (15 minutes on weekdays and 20 minutes on weekends). Once the arrival and departure times of ebart are set, the arrival and departure times for the connecting bus meets can be adjusted slightly earlier or later to ensure a convenient bus-to-rail transfer. It is recommended that the staffs of Tri Delta Transit and BART work out the scheduling details well in advance of the initiation of ebart service to ensure workable transfers. Route Identification One matter of particular interest to Tri Delta Transit is the possible renumbering of its routes. The objectives of renumbering would be to emphasize to the riding public that routes have changed, as well as to simplify the current three-digit numbering system. Local and National Precedents Of the Bay Area transit operators, only two make extensive use of three-digit route numbers: Tri Delta Transit and SamTrans. County Connection uses three digits mostly for weekend and school service, AC Transit uses three-digit routes only in South County, while VTA and Golden Gate Transit have just a few such routes. All the other operators have routes numbered with one or two digits, with a few special lines designated by letters. Given that the other three-digit operations are relatively distant from Tri Delta Transit, sticking with three digit route numbers make its routes distinctive. It also helps avoid misunderstandings with passengers transferring between Tri Delta Transit and the nearby routes of The County Connection, for example. This distinction falls apart on weekends, when both Tri Delta Transit and County Connection use routes designated with three digits. However, there is no overlap of numbers between the two systems, so each three-digit number refers to a distinct route. Tri Delta Transit Bus System Design 47

49 Other route designations can be used, of course, besides numbers. Letters are occasionally employed to designate routes, but in most instances, they distinguish certain special lines from the rest of the system. A good example in the Bay Area is San Francisco Muni s light rail, streetcar and cable car lines, all of which are lettered, while its bus lines are numbered. Letters are also commonly combined with numbers to designate a special class or variation of service, such as Muni s lines 38R (Geary Rapid), 38AX (Geary Outer Richmond Express), and 38BX (Geary Inner Richmond Express). There are only a few letter-only Bay Area bus routes, such as DB, KX and U operating in south San Mateo County. Transit systems in some other places employ color (such as Boston s or Los Angeles Orange Line, etc.), but, like letters, these seem to be reserved for distinguishing rail or BRT lines from the regular bus services in those systems. Some very small bus systems elsewhere in the US that operate just two or three short bus routes use color to distinguish their services. Throughout most of the country, however, numbers rather than letters or colors predominate. Additional Considerations There are a couple of alternatives for Tri Delta Transit to consider in designating routes in its modified system plan. One is just to retain the three-digit number system it already has, which is distinctive in the Bay Area. New routes mentioned above could be assigned numbers in the following manner: 383A = Retains 383 number 383B = Becomes A = Retains 393 number 393B = Becomes = Becomes = Becomes 384 The other advantage of retaining current numbers for most routes is that it conveys to passengers the notion that the routes themselves (other than the six listed above) have not been substantially altered. Should the hub-and-spoke or another radical change be proposed sometime in the future, then an entirely new route designation system could be rolled out with that change. Alternatively, the route designations could be shortened to two-digit numbers by dropping the first digit. To avoid duplication with County Connection s two-digit routes, Tri Delta Transit s routes numbered 200, 201, and 300 could be renumbered in the 70-series, those in the 390-series could be renumbered in the 60-series, and the new routes in Pittsburg and the proposed Los Medanos campus could be assigned numbers in the 80-seiries, as follows: 200 = Becomes = Becomes = Becomes 78 Tri Delta Transit Bus System Design 48

50 379 = Becomes = Becomes A = Becomes B = Becomes = Becomes = Becomes = Becomes = Becomes = Becomes = Becomes = Becomes A = Becomes B = Becomes = Becomes = Becomes = Becomes = Becomes 84 Avoiding numbers in the 90s will circumvent the potential passenger misunderstanding that might occur if a route like 393, for example, were renumbered to 93; it could get confused with County Connection s 93X express. A final idea to be considered would be to add the letter A after the route number of any route heading toward the Antioch ebart station, whether that route is designated with two or three digits. This device would emphasize that the route is serving the central hub of the system. However, this concept would introduce an asymmetrical element in that the A would not be used on routes heading away from Antioch; otherwise, it would counter the implication that the buses are headed in the direction of the hub. Another potential drawback is that a letter after a route number customarily indicates a variation of that route, as with the Muni examples on Route 38. This device may be more confusing than the benefit derived from emphasizing the hub. Regardless of which route designation system is used, a comment should be added here about Tri Delta Transit s weekend services. The operation of two distinctly different route configurations in the same service area can be puzzling to prospective riders and must confound even veteran riders on occasion. It is suggested that the Tri Delta Transit schedule book include separate route maps for weekday and weekend service, rather than combining both on the same map. This will go a long way in distinguishing the two networks for riders. Tri Delta Transit Bus System Design 49

51 3. Timetable Production It was agreed between the staffs of Tri Delta Transit and the consultant team that the original work scope for Task 10--involving building specific timetables and creating camera-ready art--was not practical. This is because the new schedules for Tri Delta Transit buses, as described above, would be dependent upon the schedules of ebart trains, and these will not be known for some time. Instead, a set of blocking sheets was created for all the routes in the modified system, based on the hypothetical arrival and departure times in a 15-minute ebart headway on weekdays and a 20- minute headway on weekends. Bus headways and spans of service would be similar to those of existing routes today. The blocking sheets appear in Appendix C. (All blocking sheets are identified with their existing route numbers or, where new or split routes are involved, with the working numbers temporarily assigned to these routes.) They can be used as surrogates for timetables, as they show the arrival and departure times from the terminals of each route, based on the running times reflected in current schedules. For the weekdays, there are 71 blocks involving revenue hours of service, using 55 AM pullouts. For Saturdays, there are 13 blocks and revenue hours, and for Sundays 12 blocks and revenue hours. Annually, the modified system would have 150,344 revenue hours of service (not including deadheading). This is about 1% more hours than currently operated. Tri Delta Transit Bus System Design 50

52 Appendix A: Transfer Analysis at Existing Hillcrest Park-and-Ride Our analysis of schedules for a five-hour period at the Hillcrest Park-and-Ride on a weekday morning (7:00 AM 11:59 PM) indicated that some 445 transfer opportunities are possible. Unfortunately, only about a quarter of them are convenient (i.e., involving no more than a tenminute wait). Since the headways on many Tri Delta Transit routes are 30 minutes to an hour, the inconvenience to existing riders is often excessive. Figure 1 shows with arrows which transfers can be made within a ten-minute window. Those without arrows connecting them are considered inconvenient to passengers. Figure 1: Transfer Analysis Tri Delta Transit Bus System Design 51

53 Appendix B: Proposals for Revised System Configurations Figure 2: Grid Concept Figure 3: Hub-and-Spoke Concept Figure 4: Proposed Modified Service Alternative Weekdays Figure 5: Proposed Modified Service Alternative Weekends Tri Delta Transit Bus System Design 52

54 Figure 2 Tri Delta Transit Bus System Design 53

55 Figure 3 Tri Delta Transit Bus System Design 54

56 Figure 4 Tri Delta Transit Bus System Design 55

57 Figure 5 Tri Delta Transit Bus System Design 56

58 Appendix C: Blocking Sheets Tri Delta Transit Bus System Design 57

59 Proposed Weekday Schedule RT 200 WESTBOUND EASTBOUND BLOCK Pittsburg / Bay Point BART Martinez BLOCK Martinez Pittsburg / Bay Point BART :44 AM 7:33 AM :41 AM 8:17 AM :44 AM 8:33 AM :58 AM 10:34 AM :59 AM 9:48 AM :02 AM 11:38 AM :11 AM 10:52 AM :02 PM 12:38 PM :11 AM 11:52 AM :02 PM 1:46 PM :11 PM 12:52 PM :02 PM 2:44 PM :11 PM 1:52 PM :00 PM 3:42 PM :11 PM 2:52 PM :07 PM 4:49 PM :03 PM 3:52 PM :14 PM 5:56 PM :01 PM 4:50 PM RT 201 WESTBOUND EASTBOUND BLOCK Pittsburg / Bay Point BART Concord BART BLOCK Concord BART Pittsburg / Bay Point BART :10 AM 7:10 AM :12 AM 7:44 AM :40 AM 7:40 AM :40 AM 8:12 AM :03 AM 8:03 AM :05 AM 8:37 AM :33 AM 8:33 AM :03 AM 9:35 AM :13 AM 9:01 AM :03 AM 10:35 AM :10 AM 9:58 AM :05 PM 12:37 PM :12 AM 12:00 PM :03 PM 1:35 PM :10 PM 12:58 PM :10 PM 2:54 PM :10 PM 1:58 PM :03 PM 3:37 PM :10 PM 2:58 PM :33 PM 4:12 PM :40 PM 3:28 PM :03 PM 4:40 PM :10 PM 3:58 PM :33 PM 5:10 PM :40 PM 4:28 PM :03 PM 5:40 PM :10 PM 4:58 PM :05 PM 6:42 PM :10 PM 5:58 PM :03 PM 7:35 PM :10 PM 6:58 PM Tri Delta Transit Bus System Design 58

60 RT 300 WESTBOUND BLOCK Brentwood P&R Antioch ebart EASTBOUND BLOCK Antioch ebart Brentwood P&R :31 AM 5:05 AM :13 AM 5:49 AM :01 AM 5:35 AM :43 AM 6:19 AM :31 AM 6:05 AM :13 AM 6:49 AM :01 AM 6:35 AM :43 AM 7:19 AM :31 AM 7:05 AM :13 AM 7:49 AM :01 AM 7:35 AM :43 AM 8:19 AM :31 AM 8:05 AM :13 AM 8:49 AM :06 AM 8:35 AM :43 AM 9:19 AM :36 AM 9:05 AM :13 AM 9:49 AM :07 PM 4:35 PM :13 PM 4:49 PM :37 PM 5:05 PM :43 PM 5:19 PM :07 PM 5:35 PM :13 PM 5:49 PM :37 PM 6:05 PM :43 PM 6:19 PM :07 PM 6:35 PM :13 PM 6:49 PM :37 PM 7:05 PM :43 PM 7:19 PM :07 PM 7:35 PM :13 PM 7:49 PM :37 PM 8:05 PM :43 PM 8:19 PM :07 PM 8:35 PM :13 PM 8:49 PM :37 PM 9:05 PM :43 PM 9:19 PM :13 PM 9:49 PM RT 379 WESTBOUND BLOCK Kaiser Antioch ebart EASTBOUND Block Antioch ebart Kaiser :29 PM 3:50 PM :28 AM 7:47 AM Tri Delta Transit Bus System Design 59

61 RT 380 WESTBOUND Block Antioch ebart Pittsburg/Bay Point BART EASTBOUND Block Pittsburg/Bay Point BART Antioch ebart :28 AM 5:25 AM :03 AM 6:50 AM :28 AM 6:25 AM :42 AM 7:50 AM :58 AM 6:55 AM :12 AM 8:20 AM :28 AM 7:25 AM :42 AM 8:50 AM :58 AM 7:55 AM :12 AM 9:20 AM :28 AM 8:25 AM :42 AM 9:50 AM :58 AM 8:55 AM :12 AM 10:20 AM :28 AM 9:25 AM :42 AM 10:50 AM :58 AM 10:00 AM :42 AM 11:20 AM :28 AM 10:30 AM :12 AM 11:50 AM :58 AM 11:00 AM :12 AM 12:20 PM :58 AM 12:00 PM :12 AM 1:20 PM :58 AM 1:00 PM :12 PM 2:20 PM :58 AM 2:00 PM :12 PM 3:20 PM :58 PM 3:00 PM :12 PM 4:20 PM :58 PM 3:59 PM :12 PM 5:20 PM :28 PM 4:29 PM :12 PM 6:20 PM :58 PM 5:03 PM :42 PM 6:50 PM :28 PM 5:39 PM :12 PM 7:20 PM :58 PM 6:00 PM :42 PM 7:50 PM :28 PM 6:30 PM :12 PM 8:20 PM :58 PM 7:00 PM :42 PM 8:50 PM :28 PM 7:30 PM :12 PM 9:20 PM :58 PM 8:00 PM :33 PM 10:20 PM :28 PM 8:30 PM :28 PM 9:11 PM :28 PM 10:11 PM Tri Delta Transit Bus System Design 60

62 RT 383A Westbound Block Antioch ebart Brentwood P&R Eastbound Block Brentwood P&R Antioch ebart 383A1 8:28 AM 9:12 AM 383A1 9:36 AM 10:20 AM 383A2 9:28 AM 10:12 AM 383A2 10:36 AM 11:20 AM 383A1 10:28 AM 11:12 AM 383A1 11:36 AM 12:20 PM 383A2 11:28 AM 12:12 PM 383A2 12:36 PM 1:20 PM 383A1 12:28 PM 1:12 PM 383A1 1:36 PM 2:20 PM 383A2 1:28 PM 2:12 PM 383A2 2:36 PM 3:20 PM 383A1 2:28 PM 3:12 PM 383A1 3:36 PM 4:20 PM 383A2 3:28 PM 4:12 PM 383A2 4:36 PM 5:20 PM 383A1 4:28 PM 5:12 PM 383A1 5:36 PM 6:20 PM RT 383B Westbound Block Lone Tree Way/ O'Hara Ave Antioch ebart Eastbound TriDelta Block TriDelta Antioch ebart Lone Tree Way/ O'Hara Ave 383B1 8:26 AM 9:20 AM 9:37 AM 383B1 9:41 AM 9:50 AM 10:52 AM 383B2 9:26 AM 10:20 AM 10:37 AM 383B2 10:41 AM 10:50 AM 11:52 AM 383B3 10:26 AM 11:20 AM 11:37 AM 383B3 11:41 AM 11:50 AM 12:52 PM 383B1 11:26 AM 12:20 PM 12:37 PM 383B1 12:41 PM 12:50 PM 1:52 PM 383B2 12:26 PM 1:20 PM 1:37 PM 383B2 1:41 PM 1:50 PM 2:52 PM 383B3 1:26 PM 2:20 PM 2:37 PM 383B3 2:41 PM 2:50 PM 3:52 PM 383B1 2:26 PM 3:20 PM 3:37 PM 383B1 3:41 PM 3:50 PM 4:52 PM 383B2 3:26 PM 4:20 PM 4:37 PM 383B2 4:41 PM 4:50 PM 5:52 PM 383B3 4:26 PM 5:20 PM 5:37 PM 383B3 5:41 PM 5:50 PM 6:52 PM Tri Delta Transit Bus System Design 61

63 RT 385 WESTBOUND Block Brentwood P&R Antioch ebart EASTBOUND Block Antioch ebart Brentwood P&R :31 AM 6:20 AM :28 AM 7:20 AM :31 AM 7:20 AM :28 AM 8:20 AM :31 AM 8:20 AM :28 AM 9:20 AM :31 AM 9:20 AM :28 AM 10:20 AM :31 AM 10:20 AM :28 AM 11:20 AM :31 AM 11:20 AM :28 AM 12:20 PM :31 AM 12:20 PM :28 PM 1:20 PM :31 PM 1:20 PM :28 PM 2:20 PM :31 PM 2:20 PM :28 PM 3:20 PM :31 PM 3:20 PM :28 PM 4:20 PM :31 PM 4:20 PM :28 PM 5:20 PM :31 PM 5:20 PM :28 PM 6:20 PM :31 PM 6:20 PM :28 PM 7:20 PM Tri Delta Transit Bus System Design 62

64 RT 387 WESTBOUND EASTBOUND BLOCK Antioch ebart Pittsburg / Bay Point BART Block Pittsburg / Bay Point BART Antioch ebart :58 AM 6:14 AM :40 AM 7:50 AM :28 AM 6:44 AM :10 AM 8:20 AM :58 AM 7:14 AM :40 AM 8:50 AM :28 AM 7:44 AM :10 AM 9:20 AM :58 AM 8:14 AM :40 AM 9:50 AM :58 AM 9:14 AM :40 AM 10:50 AM :58 AM 10:14 AM :40 AM 11:50 AM :58 AM 11:14 AM :40 AM 12:50 PM :58 AM 12:14 PM :40 PM 1:50 PM :58 AM 1:14 PM :40 PM 2:50 PM :58 PM 2:14 PM :40 PM 3:50 PM :58 PM 3:14 PM :40 PM 4:50 PM :58 PM 4:14 PM :10 PM 5:20 PM :58 PM 5:14 PM :40 PM 5:50 PM :28 PM 5:44 PM :10 PM 6:20 PM :58 PM 6:14 PM :40 PM 6:50 PM :28 PM 6:44 PM :40 PM 7:50 PM :58 PM 7:14 PM :40 PM 8:50 PM :58 PM 8:14 PM :40 PM 9:50 PM :58 PM 9:14 PM Tri Delta Transit Bus System Design 63

65 RT 388 WESTBOUND EASTBOUND BLOCK Kaiser Antioch ebart (ARV) Antioch ebart (DPT) Pittsburg / Bay Point BART Block Pittsburg / Bay Point BART Antioch ebart (ARV) Antioch ebart (DPT) Kaiser :01 AM 5:20 AM 5:28 AM 6:50 AM :39 AM 6:50 AM 6:58 AM 7:21 AM :31 AM 5:50 AM 5:58 AM 7:25 AM :09 AM 7:20 AM 7:28 AM 7:51 AM :01 AM 6:20 AM 6:28 AM 8:02 AM :39 AM 7:50 AM 7:58 AM 8:21 AM :31 AM 6:50 AM 6:58 AM 8:20 AM :09 AM 8:20 AM 8:28 AM 8:51 AM :54 AM 7:20 AM 7:28 AM 9:02 AM :39 AM 8:50 AM 8:58 AM 9:21 AM :24 AM 7:50 AM 7:58 AM 9:32 AM :09 AM 9:20 AM 9:28 AM 9:51 AM :54 AM 8:20 AM 8:28 AM 10:02 AM :27 AM 9:50 AM 9:58 AM 10:22 AM :24 AM 8:50 AM 8:58 AM 10:32 AM :05 AM 10:20 AM 10:28 AM 10:52 AM :54 AM 9:20 AM 9:28 AM 11:02 AM :39 AM 10:50 AM 10:58 AM 11:21 AM :24 AM 9:50 AM 9:58 AM 11:32 AM :09 AM 11:20 AM 11:28 AM 11:52 AM :01 AM 10:20 AM 10:28 AM 12:02 PM :39 AM 11:50 AM 11:58 AM 12:22 PM :31 AM 10:50 AM 10:58 AM 12:32 PM :27 AM 12:50 PM 12:58 PM 1:22 PM :24 AM 11:50 AM 11:58 AM 1:25 PM :27 PM 1:50 PM 1:58 PM 2:22 PM :54 AM 12:20 PM 12:28 PM 1:55 PM :57 PM 2:20 PM 2:28 PM 2:52 PM :31 PM 12:50 PM 12:58 PM 2:25 PM :25 PM 2:50 PM 2:58 PM 3:22 PM :31 PM 1:50 PM 1:58 PM 3:25 PM :57 PM 3:20 PM 3:28 PM 3:52 PM :24 PM 2:50 PM 2:58 PM 4:25 PM :27 PM 3:50 PM 3:58 PM 4:22 PM :54 PM 3:20 PM 3:28 PM 4:55 PM :57 PM 4:20 PM 4:28 PM 4:52 PM :24 PM 3:50 PM 3:58 PM 5:25 PM :27 PM 4:50 PM 4:58 PM 5:22 PM :54 PM 4:20 PM 4:28 PM 6:02 PM :27 PM 5:50 PM 5:58 PM 6:22 PM :24 PM 4:50 PM 4:58 PM 6:32 PM :57 PM 6:20 PM 6:28 PM 6:52 PM :54 PM 5:20 PM 5:28 PM 7:02 PM :27 PM 6:50 PM 6:58 PM 7:22 PM :24 PM 5:50 PM 5:58 PM 7:32 PM :45 PM 7:50 PM 7:58 PM 8:21 PM :31 PM 6:50 PM 6:58 PM 8:25 PM :15 PM 9:20 PM 9:28 PM 9:51 PM :32 PM 7:50 PM 7:58 PM 9:06 PM :45 PM 9:50 PM 9:58 PM 10:21 PM :32 PM 10:50 PM 10:58 PM 12:06 AM Tri Delta Transit Bus System Design 64

66 RT 389 Loop Block Pittsburg / Bay Point BART Evora/Mota Pittsburg / Bay Point BART :40 AM 4:53 AM 5:25 AM :40 AM 5:53 AM 6:25 AM :40 AM 6:53 AM 7:25 AM :40 AM 8:53 AM 9:25 AM :40 AM 10:53 AM 11:25 AM :40 AM 11:53 AM 12:25 PM :40 PM 12:53 PM 1:25 PM :40 PM 1:53 PM 2:25 PM :40 PM 2:53 PM 3:25 PM :40 PM 3:53 PM 4:25 PM :40 PM 4:53 PM 5:25 PM :40 PM 5:53 PM 6:25 PM :40 PM 6:53 PM 7:25 PM :40 PM 7:53 PM 8:25 PM :40 PM 8:53 PM 9:25 PM RT 390 WESTBOUND Block Antioch ebart Pittsburg Center ebart EASTBOUND Block Pittsburg Center ebart Antioch ebart :28 AM 4:07 AM :43 AM 7:20 AM :58 AM 5:37 AM :13 PM 4:50 PM :28 AM 6:07 AM :43 PM 5:20 PM :58 AM 6:37 AM :13 PM 5:50 PM :28 AM 7:07 AM :43 PM 6:20 PM :58 AM 7:37 AM :13 PM 6:50 PM :28 AM 8:07 AM :43 PM 7:20 PM :13 PM 7:50 PM :43 PM 8:20 PM Tri Delta Transit Bus System Design 65

67 RT 391 WESTBOUND Block Brentwood P&R Antioch ebart (ARV) Antioch ebart (DPT) Pittsburg Center ebart EASTBOUND Block Pittsburg Center ebart Antioch ebart (ARV) Antioch ebart (DPT) Brentwood P&R :08 AM 4:50 AM 4:58 AM 5:27 AM :53 AM 6:20 AM 6:28 AM 7:08 AM :38 AM 5:20 AM 5:28 AM 5:57 AM :23 AM 6:50 AM 6:58 AM 7:38 AM :08 AM 5:50 AM 5:58 AM 6:27 AM :53 AM 7:20 AM 7:28 AM 8:08 AM :35 AM 6:20 AM 6:28 AM 6:57 AM :23 AM 7:50 AM 7:58 AM 8:38 AM :05 AM 6:50 AM 6:58 AM 7:34 AM :53 AM 8:20 AM 8:28 AM 9:08 AM :20 AM 7:20 AM 7:28 AM 7:59 AM :23 AM 8:50 AM 8:58 AM 9:38 AM :05 AM 7:50 AM 7:58 AM 8:29 AM :53 AM 9:20 AM 9:28 AM 10:08 AM :35 AM 8:20 AM 8:28 AM 8:59 AM :53 AM 10:20 AM 10:28 AM 11:08 AM :08 AM 8:50 AM 8:58 AM 9:35 AM :53 AM 11:20 AM 11:28 AM 12:08 PM :38 AM 9:20 AM 9:28 AM 10:05 AM :53 AM 12:20 PM 12:28 PM 1:08 PM :38 AM 10:20 AM 10:28 AM 11:05 AM :53 PM 1:20 PM 1:28 PM 2:08 PM :38 AM 11:20 AM 11:28 AM 12:05 PM :23 PM 1:50 PM 1:58 PM 2:38 PM :38 AM 12:20 PM 12:28 PM 1:05 PM :23 PM 2:50 PM 2:58 PM 3:38 PM :38 PM 1:20 PM 1:28 PM 2:05 PM :53 PM 3:20 PM 3:28 PM 4:08 PM :38 PM 2:20 PM 2:28 PM 3:06 PM :21 PM 3:50 PM 3:58 PM 4:46 PM :38 PM 3:20 PM 3:28 PM 4:05 PM :51 PM 4:20 PM 4:28 PM 5:13 PM :30 PM 4:20 PM 4:28 PM 4:59 PM :21 PM 4:50 PM 4:58 PM 5:43 PM :00 PM 4:50 PM 4:58 PM 5:29 PM :51 PM 5:20 PM 5:28 PM 6:13 PM :30 PM 5:20 PM 5:28 PM 5:57 PM :21 PM 5:50 PM 5:58 PM 6:43 PM :08 PM 5:50 PM 5:58 PM 6:27 PM :51 PM 6:20 PM 6:28 PM 7:13 PM :38 PM 6:20 PM 6:28 PM 6:57 PM :21 PM 6:50 PM 6:58 PM 7:43 PM :08 PM 6:50 PM 6:58 PM 7:27 PM :51 PM 7:20 PM 7:28 PM 8:08 PM :08 PM 7:50 PM 7:58 PM 8:24 PM :28 PM 7:50 PM 7:58 PM 8:38 PM :12 PM 8:50 PM 8:58 PM 9:24 PM :28 PM 8:50 PM 8:58 PM 9:38 PM :12 PM 9:50 PM 9:58 PM 10:24 PM :28 PM 9:50 PM 9:58 PM 10:38 PM :12 PM 10:50 PM 10:58 PM 11:24 PM :28 PM 10:50 PM 10:58 PM 11:38 PM :12 PM 11:50 PM 11:58 PM 12:24 AM :28 PM 11:50 PM 11:58 PM 12:38 AM Tri Delta Transit Bus System Design 66

68 RT 398 WESTBOUND EASTBOUND Block Marina Los Medanos Block Los Medanos Marina :00 AM 8:25 AM :05 AM 8:30 AM :30 AM 8:55 AM :35 AM 9:00 AM :00 AM 9:25 AM :05 AM 9:30 AM :30 AM 9:55 AM :35 AM 10:00 AM :00 AM 10:25 AM :05 AM 10:30 AM :30 AM 10:55 AM :35 AM 11:00 AM :00 AM 11:25 AM :05 AM 11:30 AM :30 AM 11:55 AM :35 AM 12:00 PM :00 PM 12:25 PM :05 PM 12:30 PM :30 PM 12:55 PM :35 PM 1:00 PM :00 PM 1:25 PM :05 PM 1:30 PM :30 PM 1:55 PM :35 PM 2:00 PM :00 PM 2:25 PM :05 PM 2:30 PM :30 PM 2:55 PM :35 PM 3:00 PM :00 PM 3:25 PM :05 PM 3:30 PM :30 PM 3:55 PM :35 PM 4:00 PM :00 PM 4:25 PM :05 PM 4:30 PM :30 PM 4:55 PM :35 PM 5:00 PM :00 PM 5:25 PM :05 PM 5:30 PM :30 PM 5:55 PM :35 PM 6:00 PM :00 PM 6:25 PM RT 399 WESTBOUND Block Brentwood P&R EASTBOUND Los Medanos Block Los Medanos Brentwood P&R :08 AM 8:50 AM :18 PM 2:00 PM :08 PM 12:50 PM :18 PM 7:00 PM Tri Delta Transit Bus System Design 67

69 Proposed Weekend Schedule - Saturday WESTBOUND BLOCK Antioch ebart Pittsburg/ Bay Point BART RT 392 EASTBOUND BLOCK Pittsburg/ Bay Point BART Antioch ebart :00 AM 7:00 AM :08 AM 9:11 AM :00 AM 8:00 AM :08 AM 10:11 AM :00 AM 9:00 AM :08 AM 11:11 AM :00 AM 10:00 AM :08 AM 12:11 PM :00 AM 11:00 AM :08 AM 1:11 PM :00 AM 12:00 PM :08 PM 2:11 PM :00 AM 1:00 PM :08 PM 3:11 PM :00 PM 2:00 PM :08 PM 4:11 PM :00 PM 3:00 PM :08 PM 5:11 PM :00 PM 4:00 PM :08 PM 6:11 PM :00 PM 5:00 PM :08 PM 7:11 PM :00 PM 6:00 PM :08 PM 8:11 PM :00 PM 7:00 PM :08 PM 9:11 PM :00 PM 8:00 PM :08 PM 10:11 PM :00 PM 9:00 PM :08 PM 11:11 PM :00 PM 10:00 PM :08 PM 12:11 AM :00 PM 11:00 PM :08 PM 1:11 AM Tri Delta Transit Bus System Design 68

70 WESTBOUND BLOCK Brentwood P&R Antioch ebart RT 393A EASTBOUND BLOCK Antioch ebart Brentwood P&R :09 AM 5:52 AM :00 AM 6:43 AM :09 AM 6:52 AM :00 AM 7:43 AM :09 AM 7:52 AM :00 AM 8:43 AM :09 AM 8:52 AM :00 AM 9:43 AM :09 AM 9:52 AM :00 AM 10:43 AM :09 AM 10:52 AM :00 AM 11:43 AM :09 AM 11:52 AM :00 PM 12:43 PM :09 PM 12:52 PM :00 PM 1:43 PM :09 PM 1:52 PM :00 PM 2:43 PM :09 PM 2:52 PM :00 PM 3:43 PM :09 PM 3:52 PM :00 PM 4:43 PM :09 PM 4:52 PM :00 PM 5:43 PM :09 PM 5:52 PM :00 PM 6:43 PM :09 PM 6:52 PM :00 PM 7:43 PM :09 PM 7:52 PM :00 PM 8:43 PM :09 PM 8:52 PM :00 PM 9:43 PM :00 PM 10:43 PM WESTBOUND RT 393B EASTBOUND BLOCK Kaiser/Somersville Twn Ctr Pittsburg/ Bay Point BART Mariner's Cove & Pacifica BLOCK Mariner's Cove & Pacifica Pittsburg/ Bay Point BART Delta Fair Blvd & Somersvill Rd :38 AM 6:00 AM 6:42 AM :50 AM 7:33 AM 7:55 AM :38 AM 7:00 AM 7:42 AM :50 AM 8:33 AM 8:55 AM :38 AM 8:00 AM 8:42 AM :50 AM 9:33 AM 9:55 AM :38 AM 9:00 AM 9:42 AM :50 AM 10:33 AM 10:55 AM :38 AM 10:00 AM 10:42 AM :50 AM 11:33 AM 11:55 AM :38 AM 11:00 AM 11:42 AM :50 AM 12:33 PM 12:55 PM :38 AM 12:00 PM 12:42 PM :50 PM 1:33 PM 1:55 PM :38 PM 1:00 PM 1:42 PM :50 PM 2:33 PM 2:55 PM :38 PM 2:00 PM 2:42 PM :50 PM 3:33 PM 3:55 PM :38 PM 3:00 PM 3:42 PM :50 PM 4:33 PM 4:55 PM :38 PM 4:00 PM 4:42 PM :50 PM 5:33 PM 5:55 PM :38 PM 5:00 PM 5:42 PM :50 PM 6:33 PM 6:55 PM :38 PM 6:00 PM 6:42 PM :50 PM 7:33 PM 7:55 PM :38 PM 7:00 PM 7:42 PM :50 PM 8:33 PM 8:55 PM :38 PM 8:00 PM 8:42 PM :50 PM 9:33 PM 9:55 PM :38 PM 9:00 PM 9:42 PM :50 PM 10:33 PM 10:55 PM Tri Delta Transit Bus System Design 69

71 WESTBOUND RT 394 EASTBOUND BLOCK Antioch ebart Pittsburg/ Bay Point BART BLOCK Pittsburg/ Bay Point BART Antioch ebart :00 AM 7:40 AM :01 AM 7:52 AM :00 AM 8:40 AM :01 AM 8:52 AM :00 AM 9:40 AM :01 AM 9:52 AM :00 AM 10:40 AM :01 AM 10:52 AM :00 AM 11:40 AM :01 AM 11:52 AM :00 PM 12:40 PM :01 PM 12:52 PM :00 PM 1:40 PM :01 PM 1:52 PM :00 PM 2:40 PM :01 PM 2:52 PM :00 PM 3:40 PM :01 PM 3:52 PM :00 PM 4:40 PM :01 PM 4:52 PM :00 PM 5:40 PM :01 PM 5:52 PM :00 PM 6:40 PM :01 PM 6:52 PM :00 PM 7:40 PM :01 PM 7:52 PM :00 PM 8:40 PM :01 PM 8:52 PM :00 PM 9:40 PM :01 PM 9:52 PM :00 PM 10:40 PM :01 PM 10:52 PM :00 PM 11:40 PM :01 PM 11:52 PM SOUTHBOUND RT 395 NORTHBOUND BLOCK Antioch ebart Sand Creek Rd/ Shady Willow Lane BLOCK Sand Creek Rd/ Shady Willow Lane Antioch ebart :00 AM 9:14 AM :14 AM 9:28 AM :00 AM 10:14 AM :14 AM 10:28 AM :00 AM 11:14 AM :14 AM 11:28 AM :00 PM 12:14 PM :14 PM 12:28 PM :00 PM 1:14 PM :14 PM 1:28 PM :00 PM 2:14 PM :14 PM 2:28 PM :00 PM 3:14 PM :14 PM 3:28 PM :00 PM 4:14 PM :14 PM 4:28 PM :00 PM 5:14 PM :14 PM 5:28 PM :00 PM 6:14 PM :14 PM 6:28 PM :00 PM 7:14 PM :14 PM 7:28 PM Tri Delta Transit Bus System Design 70

72 Proposed Weekend Schedule Sunday RT 392 WESTBOUND EASTBOUND BLOCK Antioch ebart Pittsburg/ Bay Point BART BLOCK Pittsburg/ Bay Point BART Antioch ebart :00 AM 7:59 AM :00 AM 9:58 AM :00 AM 8:59 AM :00 AM 10:58 AM :00 AM 9:59 AM :00 AM 11:58 AM :00 AM 10:59 AM :00 AM 12:58 PM :00 AM 11:59 AM :00 PM 1:58 PM :00 AM 12:59 PM :00 PM 2:58 PM :00 PM 1:59 PM :00 PM 3:58 PM :00 PM 2:59 PM :00 PM 4:58 PM :00 PM 3:59 PM :00 PM 5:58 PM :00 PM 4:59 PM :00 PM 6:58 PM :00 PM 5:59 PM :00 PM 7:58 PM :00 PM 6:59 PM :00 PM 8:58 PM :00 PM 7:59 PM :00 PM 9:58 PM :00 PM 8:59 PM :00 PM 10:58 PM :00 PM 9:59 PM :00 PM 11:58 PM :00 PM 10:59 PM :00 PM 12:58 AM :00 PM 11:59 PM :00 AM 1:58 AM Tri Delta Transit Bus System Design 71

73 BLOCK WESTBOUND Brentwood P&R Antioch ebart RT 393A EASTBOUND Antioch BLOCK ebart Brentwood P&R :05 AM 6:52 AM :00 AM 7:50 AM :05 AM 7:52 AM :00 AM 8:50 AM :05 AM 8:52 AM :00 AM 9:50 AM :05 AM 9:52 AM :00 AM 10:50 AM :05 AM 10:52 AM :00 AM 11:50 AM :05 AM 11:52 AM :00 PM 12:50 PM :05 PM 12:52 PM :00 PM 1:50 PM :05 PM 1:52 PM :00 PM 2:50 PM :05 PM 2:52 PM :00 PM 3:50 PM :05 PM 3:52 PM :00 PM 4:50 PM :05 PM 4:52 PM :00 PM 5:50 PM :05 PM 5:52 PM :00 PM 6:50 PM :05 PM 6:52 PM :00 PM 7:50 PM :05 PM 7:52 PM :00 PM 8:50 PM :05 PM 8:52 PM :00 PM 9:50 PM :05 PM 9:52 PM :00 PM 10:50 PM :00 PM 11:50 PM :00 AM 12:50 AM :00 AM 1:50 AM BLOCK WESTBOUND Kaiser/Somersville Twn Ctr Pittsburg/ Bay Point BART RT 393B Mariner's Cove & Pacifica EASTBOUND BLOCK Mariner's Cove & Pacifica Pittsburg/ Bay Point BART Delta Fair Blvd & Somersvill Rd :40 AM 8:00 AM 8:44 AM :55 AM 8:13 AM 9:01 AM :40 AM 9:00 AM 9:44 AM :52 AM 9:10 AM 9:58 AM :40 AM 10:00 AM 10:44 AM :52 AM 10:10 AM 10:58 AM :40 AM 11:00 AM 11:44 AM :52 AM 11:10 AM 11:58 AM :40 AM 12:00 PM 12:44 PM :52 AM 12:10 PM 12:58 PM :40 PM 1:00 PM 1:44 PM :52 PM 1:10 PM 1:58 PM :40 PM 2:00 PM 2:44 PM :52 PM 2:10 PM 2:58 PM :40 PM 3:00 PM 3:44 PM :52 PM 3:10 PM 3:58 PM :40 PM 4:00 PM 4:44 PM :52 PM 4:10 PM 4:58 PM :40 PM 5:00 PM 5:44 PM :52 PM 5:10 PM 5:58 PM :40 PM 6:00 PM 6:44 PM :52 PM 6:10 PM 6:58 PM :40 PM 7:00 PM 7:44 PM :52 PM 7:10 PM 7:58 PM :40 PM 8:00 PM 8:44 PM :52 PM 8:10 PM 8:58 PM :40 PM 9:00 PM 9:44 PM :22 PM 9:40 PM 10:28 PM :00 AM 12:00 AM 12:00 AM :00 AM 11:10 PM 11:58 PM Tri Delta Transit Bus System Design 72

74 WESTBOUND RT 394 EASTBOUND BLOCK Antioch ebart Pittsburg/ Bay Point BART BLOCK Pittsburg/ Bay Point BART Antioch ebart :00 AM 7:36 AM :57 AM 7:52 AM :00 AM 8:36 AM :57 AM 8:52 AM :00 AM 9:36 AM :57 AM 9:52 AM :00 AM 10:36 AM :57 AM 10:52 AM :00 AM 11:36 AM :57 AM 11:52 AM :00 PM 12:36 PM :57 AM 12:52 PM :00 PM 1:36 PM :57 PM 1:52 PM :00 PM 2:36 PM :57 PM 2:52 PM :00 PM 3:36 PM :57 PM 3:52 PM :00 PM 4:36 PM :57 PM 4:52 PM :00 PM 5:36 PM :57 PM 5:52 PM :00 PM 6:36 PM :57 PM 6:52 PM :00 PM 7:36 PM :57 PM 7:52 PM :00 PM 8:36 PM :57 PM 8:52 PM :00 PM 9:36 PM :57 PM 9:52 PM :00 PM 10:36 PM :57 PM 10:52 PM :00 PM 11:36 PM :57 PM 11:52 PM SOUTHBOUND RT 395 NORTHBOUND BLOCK Antioch ebart Sand Creek Rd/ Shady Willow Lane BLOCK Sand Creek Rd/ Shady Willow Lane Antioch ebart :00 AM 9:14 AM :14 AM 9:28 AM :00 AM 10:14 AM :14 AM 10:28 AM :00 AM 11:14 AM :14 AM 11:28 AM :00 PM 12:14 PM :14 PM 12:28 PM :00 PM 1:14 PM :14 PM 1:28 PM :00 PM 2:14 PM :14 PM 2:28 PM :00 PM 3:14 PM :14 PM 3:28 PM :00 PM 4:14 PM :14 PM 4:28 PM :00 PM 5:14 PM :14 PM 5:28 PM :00 PM 6:14 PM :14 PM 6:28 PM :00 PM 7:14 PM :14 PM 7:28 PM Tri Delta Transit Bus System Design 73

75 Tri Delta Transit Bus Route Evaluation and Redesign Title VI Service Change Equity Analysis DATE: May 12, Background and Purpose The purpose of the Tri Delta Transit Title VI Fare Equity Analysis is to evaluate changes to the network to improve effectiveness, increase ridership and coordinate with the planned opening of the ebart extension, including two news stations at Pittsburg Center and Antioch. Routes were modified to become more direct and more coordinated scheduling specific transfer points This analysis is undertaken in connection with Title VI of the Civil Rights Act of 1964, which prohibits discrimination on the basis of race, color, or national origin. While low-income riders are not a protected class under Title VI, the Federal Transit Administration (FTA) also requires recipients to evaluate proposed service and fare changes to determine whether low-income riders will bear a disproportionate burden of the changes. Accordingly, the FTA has adopted regulations and reporting compliance requirements for agencies that receive federal financial assistance to ensure that the programs and activities of each respective agency comply with the requirements of Title VI. The purpose of this study is to analyze the effect of the service changes based on the FTA s Title VI requirements and guidelines, including but not limited to, FTA Circular B (Circular), which requires an analysis of impacts of service changes on minority and low-income riders. This report determines if the service changes would have a disparate impact on minority riders or place a disproportionate burden on low-income riders based on Tri Delta Transit s Disparate Impact and Disproportionate Burden Policy. Proposed Service Changes As part of the Tri Delta Transit Bus Route Evaluation and Redesign, several changes in routing and scheduling are proposed. This also includes one discontinued route, two routes that are split into two separate routes, and two brand new routes. While developing the proposed service changes care was taken to consider how the changes may impact low-income and minority access and service for these riders. Table 1 describes the changes proposed for Tri Delta Transit routes. Tri Delta Transit Bus System Design 74

76 Table 1: Summary of Changes Route Change Service Increase or Decrease Description 200 No change No change Alignment Adjustment, Schedule Change Decrease End route at Antioch ebart Station; reduce trips per day 379 No change Alignment Adjustment, Schedule Change Decrease End route at Antioch ebart Station; reduce trips per day 383 Alignment Adjustment, Route divided into two separate routes; increase trips Increase Schedule Change per day 385 Schedule Change Increase Schedule changes for improved transfers, increase trips per day 386 Discontinue Service Decrease Route discontinued due to low ridership (average 7 per day) 387 Alignment Adjustment, Extend route to Antioch ebart Station; increase trips Increase Schedule Change per day 388 Schedule Change Increase Schedule changes for improved transfers, increase trips per day 389 No change Alignment Adjustment Decrease End route at Pittsburg Center ebart Station 391 Alignment Adjustment, End route at Pittsburg Center ebart Station; increase Decrease Schedule Change trips per day 392 Schedule Change Increase Schedule changes for improved transfers, increase trips per day 393 Alignment Adjustment, Schedule Change Decrease Route divided into two separate routes 394 Schedule Change Increase Schedule changes for improved transfers, increase trips per day 395 No change New Service Increase New Pittsburg circulator route between Pittsburg Marina and Los Medanos College. 399 New Service Increase New route serving the proposed new campus of Los Medanos College located in Brentwood near Marsh Creek Road. *Note: Service Increase or Decrease is based on existing and proposed revenue miles. Title VI Disparate Impact and Disproportionate Burden Policy The Disparate Impact and Disproportionate Burden Policy was developed pursuant to the Federal Transit Administration (FTA) Title VI Circular B, following a public participation process, and adopted by the ECCTA Board of Directors on April 22, The purpose of the Disparate Impact and Disproportionate Burden Policy is to define when impacts of a Major Service Change or a fare change result in disparate impacts or disproportionate burdens on protected populations or riders, defined as minority or low-income populations or riders. A finding of disproportionate impacts would determine whether Tri Delta Transit may need to take additional steps to avoid, minimize or mitigate impacts. Tri Delta Transit Bus System Design 75

77 The policy defines a disparate impact as a neutral policy or practice that disproportionately and adversely affects members of a group identified by race, color, or national origin. Further the policy defines a disproportionate burden as a neutral policy or practice that disproportionately and adversely affects low-income populations. Threshold for Disparate Impact and Disproportionate Burden The policy provides a process and threshold for determining if a disparate impact or disproportionate burden has resulted in a service change. In assessing disparate impact and disproportionate burden, Tri Delta Transit determines adverse impact based on a threshold that compares benefits and adverse impacts between protected and non-protected populations. The following definitions apply to determine if a disparate impact or disproportionate burden may exist. 1. For adverse effects or service decreases, a disparate impact or disproportionate burden will occur when the protected population impacted by service decreases is greater than 10 percentage points above the percentage of the protected population systemwide. 2. For benefits or service increases, a disparate impact or disproportionate burden will occur when the protected population impacted by service benefits is less than 10 percentage points below the percentage of the protected population systemwide. Major Service Change Policy The following defines a Major Service Change or Fare Change, with exceptions also noted. 1. A transit route is added or eliminated; or 2. A reduction or increase of 25 percent or more in total vehicle revenue miles in service on any specific route over a one month period; or 3. A change in the routing of a bus route, when it is in service that alters 40 percent or more of the route s path. Exceptions to the "Major Service Change include the following. Standard seasonal variations in service. Experimental or emergency service changes may be instituted for six months or less without an equity analysis being completed. An equity analysis will be completed prior to continuation of service beyond the experimental period if the change(s) meet the definition of a Major Service Change. Changes to a route with productivity that is 50 percent or below 15 passengers per revenue hour (Tri Delta Transit standard) in a typical service day are not considered major, unless service on that route is eliminated completely on any such day. Productivity refers to the number of passengers carried per revenue hour or per trip. Productivity standards are provided in Tri Delta Transit s Triennial Title VI Report. Restoration of service previously eliminated due to budget constraints, provided the service runs on the same route as it had prior to its elimination, subject to minor deviations that do not exceed the requirements of (1), (2), or (3) above. Tri Delta Transit Bus System Design 76

78 Finding of Major Service Change Analysis Each of the routes with proposed changes for the Tri Delta Transit System Redesign were evaluated to determine if the change should be considered a major service change. Changes that are considered a major service change as shown in Table 2 will be evaluated in this Title VI service change equity analysis. Two factors were used to determine if a route change is considered major, including revenue miles and route alterations. A major service change exists if (1) a route is added or eliminated; (2) revenue miles change by more than 25 percent; or (3) if a routes path is altered more than 40 percent then the change is considered a major service change. For the routes that were divided the new divided routes combined revenue miles and pathway were used for comparison to the original route. Table 2: Major Service Change Evaluation Existing Proposed Major Service Change Evaluation Route Daily One-Way Daily One-Way Revenue Major Revenue Trip Revenue Trip Miles Route Service Miles Length Miles Length Difference Alteration Change % 0% No % 0% No % -47% Yes % 0% No % -7% No % 7% Yes % 0% Yes % -100% Yes % 12% Yes % 0% No % 0% No % -23% No % -17% No % 0% No % -13% No % 0% Yes % 0% No % 100% Yes % 100% Yes Notes: 1. Route 383 compared to proposed Routes 383A and 383B, which are the new names of the divided route. 2. Route 393 compared to proposed Routes 393A and 393B, which are the new names of the divided route. 3. One-way trip length is an average of inbound and outbound service, which may have minor variations. 4. Daily revenue miles is equal to one way trip length multiplied by the number of daily trips. 5. Threshold for a Major Service Change is 25% for change in revenue miles or 40% for route alteration. Based on this evaluation the following routes will be analyzed for Title VI impacts for service increases and service decreases: Major Service Change Routes Service Increase o Route 383 Tri Delta Transit Bus System Design 77

79 o Route 385 o Route 387 o Route 394 o Route 398 o Route 399 Major Service Change Routes Service Decrease o Route 300 o Route Service Area Demographics The service area demographics describe the proportion of minority and low-income populations using ACS Census block group population data. The On-Board Survey estimates the minority and low-income population of riders using the system. The ACS Census block group population data estimates the minority and low-income population within the service area; the service area includes block groups adjacent to bus stations. Each Census block group within the study area was analyzed to determine if the percentage of minority and low-income populations exceed the systemwide average based on the definitions and thresholds described below (see Figure 1 and Figure 2). Minority Definition Consistent with federal guidelines, minority populations are defined as American Indian and Alaska Native, Asian, Black or African American, Hispanic or Latino, Native Hawaiian or Other Pacific Islander. Low-income Definition Tri Delta Transit defines the low-income populations as those who are at or below 200 percent of the poverty level established for households by the Department of Health and Human Services (HHS) poverty guidelines. Tri Delta Transit s definition is more inclusive of low-income populations than the HHS guidelines to account for the higher living costs in the Bay Area compared to most of the rest of the United States. This definition takes into account both the household size and household income of survey respondents. The combinations of household size and income that are defined as lowincome shown in Table 1. Tri Delta Transit Bus System Design 78

80 Table 1: 2013 Federal* Poverty Guidelines Persons in family/household Poverty Guideline (Federal) 200% (Tri Delta Transit Service Area) 1 $11,490 $22,980 2 $15,510 $31,020 3 $19,530 $39,060 4 $23,550 $47,100 5 $27,570 $55,140 6 $31,590 $63,180 7 $35,610 $71,220 8 $39,630 $79,260 *For the 48 Contiguous States and the District of Columbia Source: U.S. Department of Health & Human Services Based on the ACS Census block group data the service area minority population is 62.2 Percent and the low-income population is 32.3 percent. Tri Delta Transit Bus System Design 79

81 Isleton Birds Landing Sac ram o ent er Riv Collinsville Honker Bay 160 West Pittsburg iver uin R oaq J n Sa Bay Point Bethel Island Pittsburg 4 Oakley 4 Concord Antioch Knightsen Black Diamond Mines Regional Preserve Brentwood Clayton Discovery Bay 4 Mt. Diabo Mt Di Mt abo b State Park Legend Byron Percent Minority 0 to 20% Alamo 20.1% to 40% 40.1% to 60% Diablo Round Valley Regional Preserve 60.1% to 80% Danville 80.1% to 100% MILES NORTH San Ramon Figure 1 Percent Minority by Block Group 80

82 Isleton Birds Landing Sac ram o ent er Riv Collinsville Honker Bay 160 West Pittsburg iver uin R oaq J n Sa Bay Point Bethel Island Pittsburg 4 Oakley 4 Concord Antioch Knightsen Black Diamond Mines Regional Preserve Brentwood Clayton Discovery Bay 4 Mt. Diabo Mt Di Mt abo b State Park Legend Byron Percent Low Income 0 to 20% Alamo 20.1% to 40% 40.1% to 60% Diablo Round Valley Regional Preserve 60.1% to 80% Danville 80.1% to 100% MILES NORTH San Ramon Figure 2 Percent Low Income by Block Group 81

83 3. Title VI Fare Equity Analysis Methodology The Disparate Impact and Disproportionate Burden Policy describes the approach to analyzing service decreases and increases. The policy states the following: For adverse effects or service decreases, a disparate impact or disproportionate burden will occur when the protected population impacted by service decreases is greater than 10 percentage points above the percentage of the non-protected population systemwide. For benefits or service increases, a disparate impact or disproportionate burden will occur when the protected population impacted by service benefits is less than 10 percentage points below the percentage of the protected population systemwide. The following steps will be taken to determine if there is a disparate impact or disproportionate burden: 1. Using ACS Census data, determine the percentage of minority and low-income populations for each route with proposed major service changes and the systemwide average. This is calculated using a one-quarter mile buffer around each bus stops. 2. Calculate the difference in service using the number of weekly trips to each stop location along each route. 3. Calculate the change borne by low-income and minority populations. Calculate the percent difference between existing and proposed service by population for protected population for each of the following: o Individual routes with major service changes; o All routes with major service decreases; and o All routes with major service increases. 4. Compare the change borne by low-income and minority populations to the protected population in the service area. o If the protected population impacted by service decreases is greater than 10 percentage points above the percentage of the protected population determine if there is a disparate impact or disproportionate burden; or o If the protected population impacted by service increases is less than 10 percentage points below the percentage of the non-protected population determine if there is a disparate impact or disproportionate burden. Tri Delta Transit Bus System Design 82

84 Data and Analysis Step 1: Using ACS Census data, determine the percentage of minority and low income populations for each route with proposed major service changes and the systemwide average. Table 4 shows the population and percentage of minority and low income populations for each route with proposed major service changes. The population is calculated using a one-quarter-mile buffer around stop locations. Table 5 shows the population and percentage of minority and low income populations for Tri Delta Transit s service area. Table 4: Minority and Low Income by Routes with Service Decreases Existing Proposed Route Population Low Income Percent Minority Percent Population Low Income Percent Minority Percent Service Decreases 300 6, % 62.3% 4, % 57.5% 386 4, % 46.8% Service Increases , % 61.1% 41, % 61.1% , % 52.8% 20, % 52.8% , % 79.6% 36,592 54% 78% , % 74.8% 36,669 47% 75% , % 86.1% , % 45.7% Source: US American Community Survey, , Tables B03002, C17002, B Table 5: Minority and Low Income by Service Area Low Income Minority Population Percent Percent Service Area 302, % 62.2% Tri Delta Transit Bus System Design 83

85 Step 2: Calculate the difference in service using the number of weekly trips to each stop location along each route. Service to stops along each route is used to determine how service is impacted. For example, the number of trips along route 300 is decreasing from 68 to 39 one-way trips for each weekday. The number of weekly trips is used to capture the differences between weekend and weekday service; to calculate weekly trips weekday trips are multiplied by five and weekend trips are multiplied by two. The weekly trips are then multiplied by the population living within a quarter-mile of the stops to determine the number of trips by population, which will be compared between existing and proposed service. Table 6 shows the population, weekly trips and trips by population. Table 6: Weekly Trips by Population Existing Proposed Route Population Weekly Trips Weekly Trips by Population Population Weekly Trips Weekly Trips by Population Service Decreases 300 6, ,059,720 4, , , , Service Increases , ,153,160 41, ,693, , ,074,700 20, ,697, , ,836,000 36, ,135, , ,583,625 36, ,867, , ,988, , ,880 Tri Delta Transit Bus System Design 84

86 Step 3: Calculate the change borne by low-income and minority populations. To calculate the change borne by low income and minority populations the difference between existing and proposed service is compared. This is done by dividing the total difference in low income weekly trips by the total difference in weekly trips for the entire population to get the percentage of low income population affected by the service changes. This process is repeated for minority populations. Table 7 shows the change borne by low income and minority populations for each route as well as for all routes with major service decreases and all routes with major service increases. For low income populations the results show that 37.5 percent are impacted by service decreases and 42.3 percent will benefit from service increases. For minority populations the results show that 65.6 percent are impacted by service decreases and 71.4 percent will benefit from service increases. Table 7: Percent Borne by Low Income and Minority Populations Difference in Weekly Trips Weekly Trips by Population Weekly Trips by Low Income Population Weekly Trips by Minority Population Percent Borne by Protected Populations Low Income Population Minority Population Route Service Decreases 300-1,127, , , % 66.3% ,000-11,366-20, % 46.8% Total for Service Decreases -1,170, , , % 65.6% Service Increases 383 2,540, ,918 1,552, % 61.1% , , , % 52.8% 387 2,299,440 1,174,978 1,690, % 73.5% 394 1,283, , , % 74.8% 398 1,988, ,066 1,711, % 86.1% ,880 7,315 11, % 45.7% Total for Service Increases 8,759,765 3,707,475 6,254, % 71.4% Tri Delta Transit Bus System Design 85

87 Step 4: Compare the change borne by low-income and minority populations to the protected population in the service area. This step compares the change borne by low income and minority populations with the percentage of these protected groups in the service area. The Tri Delta Transit Disparate Impact and Disproportionate Burden Policy defines a threshold for this difference for major service changes. Service Decreases For service decreases, the percent difference for low income and minority populations is less than the 10 percent threshold. While low income and minority populations are more impacted by service decreases compared to the service area minority population, the percent difference is less than 10 percent points. Service Increases For service increases, the percent difference for low income and minority populations is less than the 10 percent threshold. Low income and minority populations impacted by service increases is higher compared to the service area minority population. Therefore, on average benefits impact protected groups more than non-protected groups. Table 7: Service Percent Difference Comparison Percent Difference Impact Disparate Impact or Disproportionate Burden Service Decreases If the protected population impacted by service decreases is greater than 10 percentage points above the percentage of the protected population determine if there is a disparate impact or disproportionate burden Low Income Service Area Low Income Difference for Low Income 37.5% 32.3% 5.2% Change impacts low income populations more than systemwide averages, but under the 10% threshold Minority 65.6% Change impacts minority Service Area Minority 62.2% populations more than systemwide averages, but under Difference for Minority 3.4% the 10% threshold Service Increases No (percent difference less than 10% threshold) No (percent difference less than 10% threshold) If the protected population impacted by service increases is less than 10 percentage points below the percentage of the nonprotected population determine if there is a disparate impact or disproportionate burden Low Income Service Area Low Income Difference for Low Income 42.3% 32.3% 10.0% Change benefits low income populations more than systemwide averages Minority 71.4% Change benefits minority Service Area Minority 62.2% populations more than Difference for Minority 9.2% systemwide averages No (percent difference greater than -10% threshold) No (percent difference greater than -10% threshold) Tri Delta Transit Bus System Design 86

88 Equity Considerations of Proposed Changes The findings presented in this section are consistent with the requirements of the Circular and Tri Delta Transit s Disparate Impact and Disproportionate Burden Policy. The findings from the Fare Analysis indicate the increase will not result in a disparate impact to minority riders nor will it disproportionately burden low income riders. Analysis of Service Decreases Care was taken in considering service changes to evaluate impacts to low income and minority populations. The anticipated adverse effects of each route with major service changes is detailed below. Route 300: Route 300 is recommended to change its western terminus from the Pittsburg/Bay Point BART station to the Antioch ebart station. This will eliminate unproductive mileage on Highway 4, which is often congested anyway, and avoids unnecessarily paralleling ebart. The unproductive midday trips between 9:00 a.m. and 4:00 p.m. will be eliminated. However, local service on Route 391 serves a similar route between Brentwood and the Antioch ebart station with hour headways during the day. Adverse effects are minimal due to only one stop being eliminated at the Pittsburg/Bay Point BART station and service being provided by an alternate route during the day, when service on the 300 is eliminated. Route 386: This route currently provides one morning and one afternoon trip each day to Discovery Bay and is designed primarily for transporting school children. Unfortunately, an average of only seven passenger trips a day is made on this service. This service will be eliminated due to the low number of riders. Additionally, the percent minority and lowincome population served by stops on this route is below the service area average, meaning this route does is not one that specifically serves a high percentage of protected populations. Analysis of Service Increases For major service changes that were service increases, benefits were evaluated to consider how they impact low income and minority populations. Route 383: This route will be transformed from a loop route to two separate linear routes, for planning purposes the two new routes are called 383A and 383B. Because there are few variations to stops, the population served will remain about the same, however, the modified schedule will add additional trips with all day bidirectional service. No adverse effects are anticipated. Route 385: This route s alignment will stay the same. However, six additional trips will be added to the schedule in order to make timed transfers at the Antioch ebart Station. The population served will remain about the same, however, the modified schedule will add Tri Delta Transit Bus System Design 87

89 additional trips with all day bidirectional service. Improved service will equally benefit protected populations. No adverse effects are anticipated. Route 387: This route will no longer terminate at Tri Delta Transit headquarters on Wilbur Avenue (which will be served instead by 383B, described above). To improve connectivity it will be extended to the Antioch ebart station, where timed transfers can take place with other bus routes, as well as with ebart itself. Improved service will equally benefit protected populations. No adverse effects are anticipated. Route 394: This route s alignment will stay the same. However, seven additional trips will be added to the schedule in order to make timed transfers at the Antioch ebart Station. The population served will remain the same, however, the modified schedule will add additional trips. Improved service will equally benefit protected populations. No adverse effects are anticipated. Route 398: This new route will operate between Pittsburg Marina and Los Medanos College, via Railroad Avenue and E. Leland Road. It will serve the new Pittsburg Center ebart station en route. Improved service will equally benefit protected populations, in fact the population served by this new route has more than average low income and minority populations. No adverse effects are anticipated. Route 399: This new route will provide limited service to the proposed new campus of Los Medanos College that would be located off Marsh Creek Road. This route would operate along Vineyards Parkway, Balfour Road and Walnut Boulevard to the Brentwood Park-and- Ride facility. The population served has fewer than average low income and minority populations, but will serve Los Medanos College, a regional destination. No adverse effects are anticipated. Findings Analysis of service increases and decreases show no or minimal adverse effects, the percent difference for low income and minority populations does not extend beyond the 10 percent threshold. The finding is made that minority populations will not experience a disparate impact and low-income populations will not experience a disproportionate burden with the new service. Tri Delta Transit Bus System Design 88

90 4. Public Engagement The public outreach program included a questionnaire, intercept events and participation at popular community events. The questionnaire was advertised through the intercept events (see Table 8), a custom banner on the Tri Delta Transit website, social media posts and targeted outreach to community groups. Members of the public were also incentivized to take the survey by receiving a free 24-hour General Day Pass. To promote and distribute the questionnaire the following outreach channels: Tri Delta Transit website Intercept events at BART stations, Park and Ride locations and Los Medanos Community College Social media communications via Facebook and Twitter Flyers posted at community centers and schools Flyers posted at and near transit hubs Community events at Los Medanos Community College (e.g., Inter-Collegiate Club Event) Follow-up phone calls to leverage partnerships with community-based organizations, schools and local businesses Table 8: Outreach Intercept Events Intercept Location Date Time Audience Hillcrest Park & Ride March 15, :30am-11:00am Park and ride midmorning station commuters Los Medanos Community College: Inter Collegiate Club Event Pittsburg Center Park & Ride station on Bliss road March 15, :00pm-5:00pm Transit riders (general) March 18, :30am-10:00am Park and ride midmorning commuters Pittsburg BART March 18, :30pm-1:00pm BART riders (general) Los Medanos Community College Hillcrest Park & Ride station March 18, :30pm- 4:30pm Transit riders (general) March 15, :30am-11:00am Park and ride midmorning commuters A total of 205 questionnaires were collected through the outreach effort. Approximately 147 surveys were collected through the online platform and 58 surveys were collected during community outreach and intercept events. Tri Delta Transit Bus System Design 89

91 A majority of respondents were either favorable of service changes or did not comment on the changes. Many of the comments came from low-income or minority populations. Responses from individuals with low-incomes were high with 45 percent of respondent s household income less than $30,000. Responses from minority populations was also high with 56 percent of respondents race/ethnicity indicated as Black/African American, American Indian, Asian, Hispanic/Latino, or other. A sample of the most relevant and frequent comments about the service changes are provided below (see Table 9). Table 9: Comments on Service Changes Route Comments 300 A majority of participants (51%) indicated that they did not have any comments on the proposed changes to these routes. Many respondents (18%) had positive reactions to the proposed changes, indicating that they were favorable for riders. Some respondents (14%) had specific concerns over the proposed changes to Route 300. o Chief among the concerns over Route 300 was the desire for the route to extend to Discovery Bay. A few participants felt that Route 300 should continue on to the Pittsburg BART station. o Some respondents also indicated that the route should remain as it is because many of its current users rely on its current route. Riders were concerned that the changes would require more transfers for people not using ebart, like those traveling on to Brentwood. There were also some concerns that the bus may be a more economical option for riders versus ebart. A few respondents (3%) specifically mentioned the timing of bus service, suggesting that buses should run more frequently and with extended weekend service. Some respondents (6%) had specific concerns over proposed change to Route 380. o Many were concerned that changes would negatively affect their ability to travel to destinations in Martinez, Dallas Ranch, and Tri-Delta Transit offices. There were also several comments about the length of this route and the time it takes to travel the distance. 383 Over 61% of participants indicated that they did not have any comments on the proposed change to Route 383. Several participants (22%) responded positively to the proposed change, indicating that it would improve bus travel. Some respondents (7%) thought that the proposed change was favorable as long as it did not negatively impact riders. Concerns included equal accessibility to places the route currently serves and numbering conventions for the route that make bus destinations clear to avoid confusion. 390 and 391 A majority of participants (65%) indicated that they did not have any comments on the proposed changes to these routes. Some respondents (11%) responded positively to the proposed changes, indicating that they would be an improvement. A few participants (3%) were concerned with the route change impacts on wait time and transfers. 393 Roughly 70% of participants indicated that they did not have any comments on the proposed changes to Route 393. Tri Delta Transit Bus System Design 90

92 New Los Medanos Campus Route Several respondents (12%) responded positively to this proposed change, indicating that this would improve rider experience. Several respondents (12%) expressed concern over the proposed change to Route 393. o Some people were particularly concerned that dividing the route would create problems with connections and impact service on the weekends and the frequency of bus service. A majority of respondents (65%) had no comments on the new proposed route. Of those who did comment, many (19%) supported the creation of the proposed new route noting that it would be a great way accommodate students traveling to campus. Some respondents (5%) had some issues with the proposed route. Some felt that the route should connect to the Antioch BART station; others noted that this proposed route could also be updated to include service to Heritage High School, and that it could be more useful if it also connected the Los Medanos campuses. 386 The vast majority of respondents (73%) did not have any comments on the proposed change. About 8% of participants indicated that they did not know that this route existed. Some commented that maybe low ridership was due to lack of knowledge about the route. Many (13%) thought that ending this route was a good idea and an effective way to allocate resources to other, more popular routes. A few respondents (4%) expressed concern over access to Discovery Bay if this route is eliminated. o Some suggested that this route could be changed to better serve the people that need it or that another route could be changed to serve the areas that were previously being served by Route 386. Tri Delta Transit Bus System Design 91

93 Appendix B 92

94 Tri Delta Transit Title VI Fare Equity Analysis DATE: July 6, Background The purpose of the Tri Delta Transit Title VI Fare Equity Analysis is to evaluate a proposed fare change for day passes at Tri Delta Transit. The reason for the change is to provide a consistent fare amongst four east bay transit operators, including Tri Delta Transit, CCCTA, Westcat, and LAVTA. The consistent fare for day passes will allow riders to use multiple transit operators on the same day pass, when using the Clipper Card. The following changes will apply to day passes: The existing 24-hour pass will change to a day pass that is only valid for the day it is purchased; Costs of single-ride fares of Tri Delta Transit, CCCTA, Westcat, and LAVTA will accumulate automatically until they reach the cost of a day pass; and The price of the 24-hour/day pass will increase from $3.35 to $3.75 for the general public and $1.35 to $1.75 for senior/disabled riders. All other fares will remain the same. This analysis is undertaken in connection with Title VI of the Civil Rights Act of 1964, which prohibits discrimination on the basis of race, color, or national origin. While low-income riders are not a protected class under Title VI, the Federal Transit Administration (FTA), also requires recipients to evaluate proposed service and fare changes to determine whether low-income riders will bear a disproportionate burden of the changes. Accordingly, the FTA has adopted regulations and reporting compliance requirements for agencies that receive federal financial assistance to ensure that the programs and activities of each respective agency comply with the requirements of Title VI. The purpose of this study is to analyze the effect of the fare increase based on the FTA s Title VI requirements and guidelines, including but not limited to, FTA Circular B (Circular), which requires an analysis of impacts of the new fares on minority and low-income riders. This report determines if the new service and new fare would have a disparate impact on minority riders or place a disproportionate burden on low-income riders based on Tri Delta Transit s Disparate Impact and Disproportionate Burden Policy. Disparate Impact and Disproportionate Burden Policy The Disparate Impact and Disproportionate Burden Policy was developed pursuant to the Circular, following a public participation process, and adopted by the ECCTA Board of Directors on April 22, Tri-Delta Transit Bus System Design 93

95 Purpose of the Disparate Impact and Disproportionate Burden Policy The Federal Transit Administration (FTA) Title VI Circular B requires Tri Delta Transit to develop a Disparate Impact and Disproportionate Burden Policy for use in the assessment of proposed Major Service Changes or fare changes. The purpose of the Disparate Impact and Disproportionate Burden Policy is to define when impacts of a Major Service Change or a fare change result in disparate impacts or disproportionate burdens on protected populations or riders, defined as minority or low-income populations or riders. A finding of disproportionate impacts would determine whether Tri Delta Transit may need to take additional steps to avoid, minimize or mitigate impacts. Definition of Disparate Impact and Disproportionate Burden A Disparate Impact refers to a neutral policy or practice that disproportionately and adversely affects members of a group identified by race, color, or national origin. A Disproportionate Burden refers to a neutral policy or practice that disproportionately and adversely affects low-income populations. Service Area Demographics The service area demographics describe the proportion of minority and low-income populations using the 2014 Tri Delta Transit On-Board Survey and ACS Census tract population data. The On-Board Survey estimates the minority and low-income population of riders using the system. The ACS Census tract population data estimates the minority and low-income population within the service area; the service area includes census tracts adjacent to bus stations. Each Census tract within the study area was analyzed to determine if the percentage of minority and low-income populations exceed the systemwide average based on the definitions and thresholds described below (see Figure 1 and Figure 2). Minority Definition Consistent with federal guidelines, minority populations are defined as American Indian and Alaska Native, Asian, Black or African American, Hispanic or Latino, Native Hawaiian or Other Pacific Islander. Low-income Definition Tri Delta Transit defines the low-income populations as those who are at or below 200 percent of the poverty level established for households by the Department of Health and Human Services (HHS) poverty guidelines. Tri Delta Transit s definition is more inclusive of low-income populations than the HHS guidelines to account for the higher living costs in the Bay Area compared to most of the rest of the United States. This definition takes into account both the household size and household income of survey respondents. The combinations of household size and income that are defined as lowincome shown in Table 1. Tri-Delta Transit Bus System Design 94

96 Table 1: 2012 Federal* Poverty Guidelines Persons in family/household Poverty Guideline (Federal) 200% (Tri Delta Transit Service Area) 1 $11,170 $22,340 2 $15,130 $30,260 3 $19,090 $38,180 4 $23,050 $46,100 5 $27,010 $54,020 6 $30,970 $61,940 7 $34,930 $69,860 8 $38,890 $77,780 *For the 48 Contiguous States and the District of Columbia Source: U.S. Department of Health & Human Services Based on the ACS Census tract data the service area minority population is 62.5% and the low-income population is 31.2%. On-Board Survey Ridership Demographics The 2014 Tri Delta On-Board Survey was conducted to gather accurate travel data from transit riders to update the regional travel demand model. In addition to gathering travel behavior, the demographics of riders were also collected including race and income. Approximately 1,300 surveys were conducted across all time periods (4 AM to 12 AM) and for both weekday and weekend days. Based on the survey results and the definitions outlined above the on-board minority population is 78.6% and the on-board low-income population is 60.6% (see Table 2). Table 2: On-Board Survey Low-income and Minority Populations Survey Percent Minority % Non-Minority % Low Income % Non-Low Income % Race Question Responses Income Question Responses Source: 2014 Tri Delta Transit On-Board Survey Data for this Title VI Fare Equity Analysis will use ridership data from the on-board survey. FTA requires ridership data be used for Fare equity analyses. Tri-Delta Transit Bus System Design 95

97 Figure 1: Percent Minority by Census Tract Tri-Delta Transit Bus System Design 96

98 Isleton TRI-DELTA TRANSIT SYSTEM REDESIGN Birds Landing Collinsville Sacramento River Honker Bay 160 West Pittsburg Bay Point Pittsburg San Joaquin quinri River Bethel Island 4 4 Oakley Concord Antioch Knightsen Clayton Black Diamond Mines Regional Preserve Brentwood Discovery Bay 4 Mt. Diabo State Park Byron Alamo Legend Percent Minority Diablo Below 62.5%! Bus Stops (Existing) Round Valley Regional Preserve Danville 62.5% and above * *Predominately minority per Tri-Delta service area 1/4 Mile Buffer MILES NORTH San Ramon Figure 1 Percent Minority by Block Group 97