City Council Meeting
June 16, 2026
CITY OF RICHMOND
AUTOMATED TRANSIT NETWORK (ATN)
FEASIBILITY STUDY
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDYCITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Agenda
2 Project Team Introduction1
Project Background2
Proposed ATN Concept Alternatives3
Next Steps4
CITY OF
RICHMOND
AUTOMATED
TRANSIT
NETWORK
FEASIBILITY
STUDY
PROJECT
BACKGROUND
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Study Purpose and Objectives
Study Purpose
• Evaluate whether an Automated Transit Network
(ATN) system would effectively serve the mobility
needs of Richmond residents and workers.
• Assess potential benefits, demand,
implementation strategies and risks.
Objectives
• Identify possible routes and station locations
• Engage policymakers, key stakeholders, and members of the public over the course of the Project
• Incorporate equity considerations into decision-making and planning
• Evaluate options for partnering with the private sector to finance, build, operate, and maintain an ATN system
• Evaluate options to expand to cities outside of Richmond 4 Existing Transit Services and Key Destinations
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
What is an ATN?
Small, electric, self-driving cars: Travel limited to special roads made only for ATN vehicles.
Dedicated Guideways: These roads are separate from regular traffic and can be built above, below, or adjacent to existing streets Shorter Travel Times: The ATN cars take people straight to their station destination without stopping along the way. This system allows ATN cars to travel without delays from traffic or frequent stops.
There are no currently operating examples of a modern ATN system in the United States. Similar systems are being explored in Silicon Valley, East Contra Costa County, and elsewhere around the country.
5 Example ATN Vehicles
Sources: Glydways and Oceaneering
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Benefits
• Smaller, lighter vehicles allow for smaller guideways, reducing impact on adjacent roadways and land uses and reducing cost
• Lower operating cost since vehicles do not require a human driver • Sustainable, running on electric power with solar collection opportunities • Quality user experience with minimal dwell time and direct trip Drawbacks
• Requires grade-separation from other modes, reducing flexibility and increasing cost • Requires a large number of vehicles and larger stations to move a lot of people arriving at the same time
• Not proven in operation in the United States, resulting in uncertainty on costing and long-term financial sustainability
ATN Considerations
6 CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
City Transportation Goals and Priorities
Existing Conditions Analysis Summary
7 Increase local
transit ridership
and reduce
greenhouse gas
emissions and
Vehicle Miles
Traveled
Shorten gaps
between transit
services and
neighborhoods
Improve urban
fabric through
emphasis on
high-density,
mixed-use infill
development
Make
conditions for
all modes of
transportation
safer and more
attractive, and
increase the
walkability of
neighborhoods
Ensure
adequate bike
and pedestrian
connections to
new transit and
developments
Promote the
usage of
renewable
energy and
clean
technologies
Source: Richmond General Plan 2030
Highlights of City goals relevant to project
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
KEY TASKS AND TIMELINE
8 Community
Engagement
Round 1
Dec ‘25
Community
Engagement
Round 2
Fall ‘26
Fall ‘25
Existing
Conditions
Analysis
and
Develop
Evaluation
Framework
Develop
Potential
Alignments
and Station
Locations
Evaluate
Alternatives
Final Report
and
Presentation
to City
Council
Winter/
Spring ‘26
Summer
‘26 Fall ‘26
City Council
Presentation
Spring ‘26
We are here
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDYCITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
ATN Alternatives Development Approach
Alternative
Identification
Use market assessment findings + community input
Focus on connecting underserved areas (North Richmond, Iron Triangle, Marina Bay) to major hubs (BART/Amtrak, Richmond Parkway TC, Ferry Terminal)
Identify 3 candidate ATN configurations
Alternative
Definition
Define alignment, station locations, and transit connections Develop Cross-sections showing ATN integration
Identify Potential maintenance & storage sites
Evaluation
Develop cost estimates
Estimate potential ridership
Evaluate benefits and barriers to implementation
9 CITY OF
RICHMOND
AUTOMATED
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FEASIBILITY
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CITY OF
RICHMOND
AUTOMATED
TRANSIT
NETWORK
FEASIBILITY
STUDY
Proposed
ATN Concept
Alternatives
10 CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Concept Alternatives
11 • Alternative 1- Richmond Parkway
Transit Center to Point Richmond
• Alternative 2 – Richmond Parkway
Transit Center to Richmond Ferry
Terminal
• Alternative 3 - Richmond BART to El
Cerrito Plaza BART
Concept Alternatives
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Capital Cost Estimates
12 Planning-level conceptual capital cost estimates include:
Guideway infrastructure (at-grade or elevated)
Elevated crossings
ATN stations
Utilities
Maintenance & storage facility
Vehicles
System technology
Soft costs (design, permitting, inspections, and agency reviews) Cost estimates are high-level and approximate in nature and are not based on design. Costs likely to vary based on specific operator, technology, and public-private partnership terms.
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
13 Alternative 1 - Richmond Parkway Transit Center to Point Richmond • Provides connections to regional transit services at Richmond Parkway Transit Center
• Connects underserved areas along Richmond Parkway
• Improves connectivity to/from Hilltop Mall
• Fewer visual and circulation impacts compared to other alternatives • Richmond Parkway does not have existing transit service Strengths:
• Crossing I-580 to serve Point Richmond
• Requires several grade separated crossings along Richmond Pkwy, including large intersections, waterways, and railroad tracks • Does not directly connect to BART or ferry
Challenges:
Overview:
• 7.4-mile length
• 15 proposed ATN stations
• 6 potential spur connections
• Main corridor: Richmond Pkwy
Key major destinations:
• Richmond Parkway Transit Center
• Hilltop Mall
• Pinole Business Park
• Kaiser Medical Center
• Chevron Richmond Refinery
• Point Richmond
Alternative 1
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
14 Alternative 1 - Potential ATN Cross-Sections
Section B
Section C
Section A Richmond Pkwy, south of Hilltop Dr
Richmond Parkway, north of Parr Blvd
Richmond Parkway, north of Barrett Ave
Estimated Capital Cost
$1.4 Billion - $1.7 Billion
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
• Provides connections to regional transit services at Richmond Parkway Transit Center, Richmond BART, and Richmond Ferry Terminal
• Serves several key destinations along a direct, central corridor through Richmond
Strengths:
• Portions of this corridor front single-family homes with driveways and constrained ROW
• Alignment passes through City of San Pablo
• Duplicates existing transit services for some segments Challenges:
15 Overview:
• 7.3-mile length
• 18 proposed ATN stations
• 2 potential spur connections
• Main Corridors: San Pablo Ave,
23rd St
Key major destinations:
• Richmond Parkway Transit Center,
Richmond Ferry Terminal, Richmond
BART
• Educational Institutions: Contra Costa
College, Richmond High School
• Hilltop Mall
• Richmond Civic Center
• Kaiser Medical Center
• Marina Bay
Alternative 2 – Richmond Parkway Transit Center to Richmond Ferry Terminal Alternative 2
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
16 Alternative 2 – Potential ATN Cross-Sections
proposed
Section A
proposed
Section B
proposed
Section C
Estimated Capital Cost
$1.2 Billion - $1.4 Billion
San Pablo Ave, south of El Portal Dr
23rd St, south of Coalinga Ave
23rd St, north of Virginia Ave
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
• Provides connections to regional transit at Richmond
BART and El Cerrito Plaza BART
• Connects destinations that lie between the two BART
stations, including the Richmond Annex
• Most of alignment next to railroad corridor, limiting conflicts
Advantages & Strengths:
• Visual impacts and narrow ROW with fronting single-
family residential homes in the southern portion of the alignment
• Crossings of major barriers (I-80, I-580, BART)
Challenges:
17 Overview:
• 3.7-mile length
• 8 proposed ATN stations
• 2 potential spur connections
• Main Corridor: Carlson Blvd
Key major destinations:
• Transit hubs: Richmond BART,
El Cerrito Plaza BART
• Richmond Field Station
• Richmond Civic Center
• Richmond Annex
Alternative 3 – Richmond BART to El Cerrito BART Plaza
Alternative 3
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
18 Alternative 3 - Potential ATN Cross-Sections
proposed
Section A
proposed
Section B
proposed
Section C
Estimated Capital Cost
$0.6 Billion - $0.7 Billion
Carlson Blvd, north of Cutting Blvd
Carlson Blvd, south of Bayview St
Carlson Blvd, south of Sutter Ave
CITY OF
RICHMOND
AUTOMATED
TRANSIT
NETWORK
FEASIBILITY
STUDY
CITY OF
RICHMOND
AUTOMATED
TRANSIT
NETWORK
FEASIBILITY
STUDY
Next Steps
19 CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Evaluation Criteria
20 Project-Specific Goal Metric
Goal 1: Provide alternatives to auto use, thereby
reducing congestion, vehicle miles traveled (VMT),
and greenhouse gas emissions (GHG)
Anticipated ridership (quantitative)
Goal 2: Close existing transit gaps to connect to
regional transit services and key destinations
Numbers of existing residents within ¼ mile of proposed stations who would newly gain a direct transit trip to a major transit hub or key destination (school or commercial hub) (quantitative) Goal 3: Improve mobility for transit-dependent and
historically disadvantaged populations
Number of existing zero-car households, low-income, POC, youth, and people with disabilities within ¼ mile of proposed stations (quantitative)
Goal 4: Enhance connectivity to regional transit
services
Number of existing transit hubs along proposed alignment (quantitative) Goal 5: Support the City’s housing and economic
development goals by promoting redevelopment in
designated areas
Acreage that lies within ¼ mile of proposed stations and is currently zoned for higher density land use or in a Priority Development Area (quantitative)
Goal 6: Provide an interconnected multimodal
network
Connectivity of proposed stations to existing and planned bicycle facilities and trails (qualitative) Goal 7: Create a financially sustainable
transportation network
Capital cost and operating cost ranges (quantitative)
Goal 8: Minimize environmental impacts and
barriers to implementation
Potential community impacts and environmental risk factors (qualitative)
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Next Steps
• Define desired service characteristics and needs
• Estimate ridership potential for alignment alternatives • Evaluate alternatives
• Community engagement round 2
21 CITY OF
RICHMOND
AUTOMATED
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FEASIBILITY
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Thank you!
Questions?
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
23 Alternative 1 Cost Estimate Assumptions
Planning-level conceptual capital cost
estimates for:
~3.7 miles of fully separated at-grade
guideway
~7.8 miles of elevated aerial guideway,
including spurs
4 large stations
12 small stations
One maintenance & storage facility
System technology infrastructure
Soft costs (design, permitting, inspections,
and agency reviews)
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
24 Alternative 2 Cost Estimate Assumptions
Planning-level conceptual capital cost
estimates for:
~8.2 miles of elevated aerial guideway,
including spurs
5 large stations
13 small stations
One maintenance & storage facility
System technology infrastructure
Soft costs (design, permitting, inspections,
and agency reviews)
CITY OF RICHMOND AUTOMATED TRANSIT NETWORK
FEASIBILITY STUDY
Alternative 3 Cost Estimate Assumptions
25 Planning-level conceptual capital cost
estimates for:
~1.7 miles of fully separated at-grade
guideway
~3.4 miles of elevated aerial guideway,
including spurs
2 large stations
6 small stations
One maintenance & storage facility
System technology infrastructure
Soft costs (design, permitting, inspections,
and agency reviews)