SANTA MARIA REGIONAL TRANSIT
BUS RAPID TRANSIT STUDY, PHASE 1
DRAFT
March 12, 2024
Prepared for:
CITY OF SANTA MARIA
Gamaliel Anguiano, Transit Manager
1303 Fairway Drive
Santa Maria, CA 93455M
Prepared by:
PSOMAS
Michael Dour, Senior Transportation Planner
1410 Rocky Ridge Drive, Suite 300
Roseville, CA 95661
Project No. 6SAN100801
Draft - March 12, 2024 i
TABLE OF CONTENTS
1. Introduction
2. Existing Conditions
2.1 Transit Overview
2.2. Demographic Overview
2.3 Land Use and Development Overview
2.4 Regulatory Environment and Planning Overview
2.5 Existing Roadway & Traffic Conditions
3. BRT Overview
3.1 Running Way
3.2. Advance Traffic Signal Operations
3.3 Stations
3.4 Service/Operations
3.5 Route Structure
3.6 Fare Collection
3.7 Vehicles
3.8 Incremental Approach to BRT
4. BRT Opportunities and Challenges
4.1 BRT Options for North, Central and South Areas
4.2 BRT Candidate Routes
4.3 BRT Features – Opportunities and Constraints
5. Next Steps
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TABLES
Table 1-1 BRT Features
Table 2-1 Annual Fixed Route Ridership 2019-2023
Table 2-2 Fixed Route Description & Ridership (FY 2022-23) Table 3-1 Stages of BRT Development
Table 4-1 North Area Opportunities & Constraints
Table 4-2 North Area Opportunities & Constraints
Table 4-3 North Area Opportunities & Constraints
Table 4-4 BRT Features Opportunities and Constraints
FIGURES
Figure 2-1 Vicinity Map
Figure 2-2 SMRT Regional Routes
Figure 2-3 SMRT Local Transit Routes
Figure 2-4 Residential Density (Persons per Square Mile) Figure 2-5 Annual Median Income
Figure 2-6 Percent of Renters Experiencing Rent Burden Figure 2-7 Zoning Map with Clusters of Major Development Figure 2-8 Potential "High Quality Transit Corridor"
Figure 2-9 N. Broadway Cross-section
Figure 2-10 S. Broadway Cross-section
Figure 2-11 Betteravia Road Cross-section
Figure 2-12 S. Miller Street Cross-section Adjacent to Santa Maria Transit Center Figure 4-1 North Area Options
Figure 4-2 Central Area Options
Figure 4-3 South Area Options
Figure 4-4 BRT Route A
Figure 4-5 BRT Route B
APPENDICES
Appendix A Summary of Federal Regulatory Environment
Appendix B Summary of State Regulatory Environment and Plans Appendix C Summary of Regional Plans
Appendix D Summary of Local Plans
Appendix E Major Developments January 2024
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1. Introduction
Santa Maria Regional Transit (SMRT) has been exploring opportunities to make transit more comfortable, convenient and accessible to the community for many years. This includes recent changes to the local fixed route system that have generated significant ridership gains the past two years. The City also knows that high quality transit supported by first mile/last mile mobility can be a catalyst for smart infill growth. Bus Rapid Transit (BRT) has been discussed as a possible transit solution in the region since as early as 2011. To further enhance SMRT’s services and opportunities for infill growth along the Broadway (State Route 135) corridor, the City has undertaken this study to evaluate the opportunities and constraints to BRT in Santa Maria.
BRT is a high-quality bus-based transit system that delivers fast and efficient service that may include dedicated lanes, busways, traffic signal priority, off-board fare collection, elevated platforms and enhanced stations. Since BRT contains features similar to a light rail or subway system, it is often considered more reliable, convenient and faster than regular bus services. With the right features, BRT is able to avoid the delays that can slow regular bus services, like being stuck in traffic and queuing to pay on board.
Table 1-1 BRT Features
BRT Features
Frequent Service (buses typically arriving every 15 minutes) Limited stops (spacing typically one stop per mile)
Stops centered around activity areas
Transit Vehicle Prioritization
Faster boarding through bus and station design and prepaid fares System imaging or branding
BRT represents a way to improve mobility at relatively low cost through incremental investment with a combination of bus infrastructure, equipment, operational improvements, and technology.
Many of Santa Maria’s roadways, including State Route 135/Broadway as the City’s primary north-south corridor, were developed in the 1960’s and 1970’s as suburban, auto‐centric business strips with lower density buildings in a sea of parking. Santa Maria has recently fostered a variety of higher density and mixed-use infill projects, but the auto‐centric character of Broadway and other primary roads remains largely unchanged. These roads are often characterized by heavy traffic volumes, numerous driveways, high crash rates, and the lack of pedestrian and bicycle accommodations. The City of Santa Maria faces challenges in transforming its auto-centric arterial and commercial corridors into a multi-modal transportation route that addresses transit riders' needs while creating more equitable and accessible neighborhoods.
Reasons for Implementing BRT: Advanced planning for BRT service provides an opportunity to influence smart transportation choices and transit-oriented development decisions for decades to come. To this end, the City is considering the implementation of a BRT system along one or more of its major arterials, with the Broadway (SR 135) Corridor being the most likely
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candidate. This BRT system, if implemented, will provide a sustainable alternative to vehicular travel, assist in reducing traffic congestion and vehicle miles traveled, reduce emissions, improve air quality and improve transit riders' experience, and induce economic development. This study will evaluate the opportunities and constraints to transforming the community with a multi‐modal BRT route that can fulfill Santa Maria’s infill growth aspirations.
Study Contents. This study includes:
Existing Conditions – This section documents the regulatory and physical setting pertinent to BRT.
BRT Overview – This section discusses the design and operational features of BRT and their relation to transit in Santa Maria.
Opportunities & Challenges – This section describes the key opportunities and challenges for BRT in Santa Maria
Next Steps – This section discusses the next steps that are needed to implement a BRT system in Santa Maria
2. Existing Conditions
Santa Maria, located on the Central Coast of California, is the most populous city in Santa Barbara County. It is located in northwestern Santa Barbara County and borders San Luis Obispo County along the Santa Maria River in the north. The Santa Maria Urbanized Area consists mostly of the City of Santa Maria proper, as well as Orcutt to the south and some portions of unincorporated Santa Barbara County including Tanglewood to the west. The Santa Maria Valley is known for its agriculture, wineries and barbeque origin.
Figure
2-1
Vicinity
Map
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2.1 Transit Overview
The City of Santa Maria operates fixed route and ADA paratransit bus service known as Santa Maria Regional Transit (SMRT). SMRT fixed route services include 13 local fixed routes and two regional routes. SMRT’s regional fixed route includes service to New Cuyama, Lompoc, Vandenberg, Los Alamos, Buellton, Solvang, Santa Ynez and the Chumash reservation as shown in Figure 2-2.
Figure 2-2: SMRT Regional Routes
SMRT’s local service area includes the City of Santa Maria and the unincorporated communities of Orcutt and Tanglewood as shown in Figure 2-3. ADA door-to-door paratransit service is provided within ¾-mile of the local fixed routes. ADA paratransit service is not provided for the regional service.
SMRT tracks ridership across its system. As shown in Table 2-1, overall ridership fell significantly at the beginning of the COVID-19 pandemic. Since then, fixed route ridership has steadily returned and is now greater than before the pandemic:
Table 2-1 – Annual Fixed Route Ridership 2019-2023
Fiscal Year Ridership
2018/19 To be provided
2019/2020 To be provided
2020/21 225,773
2021/22 351,526
2022/23 413,280
1 COVID-19 Pandemic shutdown begins mid-March 2020
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Figure 2-3 - SMRT Local Transit Routes
Source: City of Santa Maria
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SMRT also tracks ridership by route. SMRT underwent a comprehensive update to fixed route services in January 2022. Table 2-2 shows ridership in FY 2022/23, the first full year of ridership numbers available for existing routes.
Table 2-2 – Fixed Route Description & Ridership (FY 2022/231) Route # Route Name Hours of Operation Frequency Stop Locations Ridership 1 Transit Center to
Preisker Park via
N. Broadway
6:30 AM – 8:30 PM
(weekday);
8:45 AM – 6:15 PM
(weekend)
45 minutes Transit Center,
Broadway/Alvin,
Taylor/Broadway, Hidden
Pines @ Preisker Park
63,075
2 Transit Center to
PVH School via
Western Ave.,
Donovan Rd.
6:30 AM – 8:19 PM
(weekday);
8:30 AM – 6:19 PM
(weekend)
60 minutes Transit Center, Western/Alvin,
Donovan/Miller, PVH School2,
Suey Crossing/Merrill Gardens
74,351
3 Transit Center to
Marian Hospital
to PVH School
via E. Main, Suey
Ln.
6:30 AM – 7:45 PM
(weekday);
8:45 AM – 6:20 PM
(weekend)
45 minutes Transit Center, Main/College,
Church/Palisade (Marian
Hosp), PVH School, Suey
Crossing/Merrill Gardens
26,695
4 Transit Center to
SMH School to
VTC via Cook St.,
Thornburg St.,
Betteravia Rd.
6:30 AM – 7:56 PM
(weekday);
8:45 AM – 6:26 PM
(weekend)
45 minutes Transit Center, Morrison/S.
Thornburg, S.
Thornburg/Carmen, A/McCoy,
Santa Maria Airport
23,592
5 Transit Center to
Gov’t Cntr to
Evergreen
Shopping Center
via Miller St,
S.M. Way
6:30 AM – 7:57 PM
(weekday);
8:45 AM – 6:27 PM
(weekend)
45 minutes Transit Center, Miller/Daniel,
Lakeview/Orcutt,
Miller/Betteravia
20,913
6. Orcutt to
Crossroads Shop
Cntr. Via Clark
Ave., Foster Rd.,
S. Bradley Dr.
6:45 AM – 8:08 PM
(weekday);
9:00 AM – 5:53 PM
(weekend)
45 minutes Bradley @ Crossroads
Shopping Center,
S. Bradely/E. Foster, Oak
Knolls Shopping Center,
Clark/Pacific, Foster @ Youth
Center
19,653
7 A.H. College,
Crossroads
Shopping Center
via Boone St.,
Bradley Rd.
6:30 AM – 8:36 PM
(weekday);
8:45 AM – 6:21 PM
(weekend)
45 minutes Transit Center, Bradley/Allan
Hancock College,
Bradley/Crossroads
(Walmart), McCoy/Albertsons
32,410
8 Tanglewood to
Crossroads
Shopping Center
via McCoy Ln.
6:30 AM – 8:30 PM
(weekday); 8:45 AM
– 6:15 PM
(weekend)
45 minutes Sandalwood/Black,
McCoy/Skyway,
Bradley/Crossroads
(Walmart), McCoy/Broadway
8,707
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Route # Route Name Hours of Operation Frequency Stop Locations Ridership 9 Transit Center to
PVH via Alvin
Ave.
6:30 AM – 7:55 PM
(weekday);
8:45 AM – 6:25 PM
(weekend)
45 minutes Transit Center, Alvin/Railroad,
Alvin/Bradley, PVH School2,
Suey Crossing/Merrill Gardens
42,516
11 Transit Center to
Gov’t Center via
S. Broadway
6:30 AM – 7:56 PM
(weekday);
8:45 AM – 6:26 PM
(weekend)
45 minutes Transit Center,
Broadway/Morrison (SMHS),
Bradley/Crossroads,
Broadway/Stowell
56,702
12X Broadway/Orcut
t Express
6:45 AM – 5:41 PM
(weekday)
60 minutes Transit Center,
Broadway/Stowell,
McCoy/Broadway, Santa
Maria Airport, Orcutt/Foster,
Clark/Orcutt (Delta HS),
Foster/Bradley (Righetti HS)
14,164
13X3 Transit Center to
PVH School via
N. Broadway
6:45 AM – 5:38 PM
(weekday)
60 minutes Transit Center,
Broadway/Tunnel,
Donovan/Miller, PVH School2,
Broadway/Orchard
-
204 Regional Route
20 Weekday
(Santa Maria,
Los Alamos,
Buellton,
Solvang, Santa
Ynez)
6:00 AM – 6:00 PM
(weekday); 8:45 AM
– 6:15 PM
(weekend)
150
minutes
Transit Center, College/Park,
Los Alamos Ferrini Park,
Buellton Albertson’s Center,
Solvang Park, Chumash,
Buellton/Freer/SR246
2,530
305 Regional Route
30 Weekday
(Santa Maria,
Vandenberg SFB,
Lompoc)
5:45 AM – 7:09 PM
(weekday)
30-120
minutes
S.M. Transit Center,
Broadway/Stowell, County
Gov’t Center,
McCoy/Broadway,
McCoy/Skyway, Santa Maria
Airport, Foster, VSFB Main
Gate, Vandeburg Village, AHC
Lompoc, Denmat Lompoc,
Mission Plaza Lompoc,
Lompoc Transit Center
27,972
TOTAL: 413,280
1 SMRT completed a comprehensive update to fixed route services in January 2022 so only a single fiscal year’s ridership data is shown.
2 PVH School served during morning and afternoon hours during academic school year only 3 Route 13X was initiated after June 30, 2023
4 Regional Route 20 was formerly known as Route 200. The Santa Ynez stop was added in FY23 5 Regional Route 30 was formerly known as Route 100 in FY23
Other transit services available in Santa Maria include the Guadalupe Flyer (operated by SMOOTH on behalf of the City of Guadalupe), the Clean Air Express (operated by Santa Barbara County Association of Governments (SBCAG) with service to Santa Maria, Buellton and Goleta), and San Luis Obispo Regional Transit Authority (SLORTA) Route 10 with service to Santa Maria – San Luis Obispo.
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2.2 Demographic Overview
The following demographic information is provided to help understand demographic characteristics that may affect transit ridership.
2.2.1 Population Density
Focusing transit services in areas with higher population density areas has the potential to increase ridership and provide the greatest transit benefit to the community. As seen in Figure 2- 4, population densities are greatest in the area close to the Broadway/Main Street intersection.
2.2.2 Income & Rent Burden
Households with lower incomes can experience rent burden and other fiscal challenges that may make them more dependent on transit and other lower cost transportation choices. As noted in the Socio-Economic Existing Conditions Report prepared by Raimi and Associates for the General Plan Update, the median household income in Santa Maria in 2018 was $59,000, compared with a median household income of $71,000 in Santa Barbara County.
Household income in Santa Maria varies significantly within the city. Figure 2-5, prepared by Raimi & Associates, provides a map of income levels by census tract. The tract shows that lower income households are located in the Broadway/Main area and in the vicinity of E. Battles Rd area east of Broadway, an area characterized by higher density apartment sites.
As can be seen in Figure 2-6, most Santa Maria renters with annual incomes of less than $75,000 experience rent burden, meaning that more than 30% of their income is allocated to housing.
There are some areas where household incomes above $75,000 also experience rent burden, likely due to higher rental rates experienced by some census tracts.
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Figure 2-4 – Residential Density (Persons per Square Mile)
Source: 2020 Census Demographic Data Map Viewer
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Figure 2-5 – Annual Median Income
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Figure 2-6 – Percent of Renters Experiencing Rent Burden
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2.3 Land Use and Development Overview
Land use patterns may indicate areas where there are potential transit users as well as areas with potential travel destinations. Land use patterns for Santa Maria are identified in the General Plan Land Use Element, which was adopted in 1991 and amended in 2011, and the City Zoning Ordinance Map that substantially corresponds to the land uses contained in the General Plan. It should be noted that the City is undergoing a comprehensive General Plan Update at this time.
The land use and zoning patterns include:
Commercial and mixed use development focused along Broadway, Main Street, Betteravia Road and S. Bradley Road.
Higher density residential land uses around the Broadway/Main Street (Town Center), Broadway/Battles Road and Broadway/Betteravia Road areas. Single family residential land uses spread throughout the City with large neighborhoods in the northwest, northeast and south areas.
Industrial land uses to the west and southwest near the airport. Public facility land uses are spread throughout the City, but with a concentration near College Drive at Battles Road and Stowell Road, including Hancock College and other civic uses.
Figure 2-7 is the latest version of the Zoning Map from January 2019 showing the above- described land use patterns.
The City of Santa Maria Community Development Department tracks major development projects through a semi-annual report. The most recent report from January 2024 identifies 46 major development projects (Appendix E). These include Residential, Commercial, Industrial and Mixed Use Projects that are located throughout the City. Of note for BRT purposes, there are projects clustered in the following areas:
Broadway/Preisker - five commercial and industrial projects. Broadway/Main Street - eight residential and mixed use projects. Broadway/Stowell - three high density residential apartment projects. Santa Maria Way/S. Miller Road - two high density residential and mixed use projects totaling 518 units.
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Figure 2-7 Zoning Map
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2.4 Regulatory Environment and Planning Overview
The transportation regulatory environment includes Federal and State regulations applicable to BRT. The planning environment includes State, Regional and Local transportation plans. During preparation of this report, Psomas reviewed the following federal, state, regional and local plans and regulations:
Federal
FTA Technical Assistance Guides for BRT
State
Climate Action Plan for Transportation Infrastructure (CAPTI 2021) Caltrans System Investment Strategy (CSIS)
CARB Innovative Clean Transit (ICT) Rulemaking
Caltrans Director’s Policy DP-27-R1 & Deputy Directive DD-98-R1 Caltrans District 05 State Route 135 Transportation Concept Report (TCR), 2016
Regional
Connected 2050 Regional Transportation Plan (RTP)/, Santa Barbara County Association of Governments (SBCAG), August 2021
Central Coast Network Integration Study, SBCAG, July 2021 Clean Air Express Short Range Transit Plan, SBCAG, July 2021 San Luis Obispo County Highway 101 Bus Rapid Transit Applications Study, San Luis Obispo Council of Governments (SLOCOG), June 2013
Local
General Plan (2011)
Short Range Transit Plan (SRTP) for Santa Maria Area Transit (2020) Active Transportation Plan (2021)
Downtown Multimodal Streetscape Concept Plan (2019)
A detailed summary of these documents is provided in Appendix A. The review finds substantial support for BRT and high-quality transit at all levels. Particular attention is called out to these major findings:
The CAPTI 2021 and CSIS indicate a strong preference for alternative modes, including transit, within disadvantaged communities.
The Caltrans Director’s Policy DP-27-R1 & Deputy Directive DD-98-R1 recognize and support BRT on the state highway system.
SBCAG Connected 2050 supports enhanced transit and transit-oriented development. The 2011 General Plan Circulation Element identifies a Potential “High Quality Transit” Corridor with the purpose of coordinating future land use/transportation planning for the City (see Figure 2-8). This corridor encompasses an area north-south a distance of 8 miles from the Broadway/U.S. 101 intersection to the Orcutt Expressway/S.R. 1 intersection, and east-west a distance of 1 mile from U.S. 101/Bradley to 1-2 blocks west
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of Broadway/Orcutt Expressway except at Main Street the east-west corridor is about 2 miles wide.
It should also be noted that the City has started pursuing BRT improvements by obtaining Regional Early Action Planning (REAP 2.0) funding for a BRT stop on Broadway (SR-135) at the southwest corner with Main Street.
Figure 2-8 Potential High Quality Transit Corridor
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2.5 Existing Roadway & Traffic Conditions
2.5.1 Roadway Cross-Sections
Psomas has developed cross-sections for N. Broadway, S. Broadway, Betteravia Road, and S.
Miller Street as candidate streets for BRT:
N. Broadway - This section of N. Broadway is south of
Donovan Road. The cross-section consists of 2 travel
lanes in each direction, a center left turn lane, and 7’ sidewalks. On-street parking and bike lanes are not
provided along this section of N. Broadway, and the
Santa Maria Active Transportation Plan does not
propose bicycle improvements or any additional
pedestrian improvements for this location.
Figure 2-9 N. Broadway Cross-section
S. Broadway - This section of N. Broadway is south of
Stowell Road. The cross-section consists of 3 travel lanes in each direction, left turn pockets at signalized intersections, a center median, 5’ bike lanes, and 5’ sidewalks. On-street parking is not provided. The Santa Maria Active
Transportation Plan does not propose any further bicycle improvements or pedestrian improvements in this location.
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Figure 2-10 S. Broadway Cross-section
Betteravia Road - This section is of Betteravia
Road, west of S. College Drive. The cross-section
consists of 3 travel lanes in each direction, left and
right turn pockets at signalized intersections, a center median, 6’ bike lanes, and 5’ sidewalks. On-street
parking is not provided. The Santa Maria Active
Transportation Plan does not propose any further
bicycle improvements or pedestrian improvements in
this location.
Figure 2-11 Betteravia Cross-section
S. Miller Street – The section of S. Miller Street is
adjacent to the Santa Maria Transit Center. The cross-
section consists of 1 travel lane in each direction (19’ wide), a center left turn lane (14’), 5’ bike lanes, and 5-6’ sidewalks. On-street parking is not provided. The Santa Maria Active Transportation Plan notes some
consideration for buffered bike lanes in this area but
otherwise does not propose any further bicycle or
pedestrian improvements. Given the width of the travel
lanes and center left turn lane, there may be an
opportunity to install bus turnouts that are convenient to the transit center.
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Figure 2-12 S. Miller Street adjacent to Santa Maria Transit Center
2.5.2 Traffic Conditions
Understanding existing traffic conditions will assist the City when considering opportunities and constraints to BRT, since BRT service may include transit vehicle prioritization via efforts such as exclusive or semi-exclusive right-of-way; advanced signal timing; and/or queue jumps. The traffic signals on Broadway (SR 135) are operated and maintained by Caltrans. Any modifications to traffic signal operations on SR 135 will require Caltrans approval.
The Santa Maria General Plan Update Transportation and Mobility Report includes maps that show traffic volume, peak hour Level of Service (LOS) for various street segments, and peak hour LOS at intersections (see Appendix D). LOS is a term that is used to define how well traffic flows through a given intersection or street segment, with LOS A being best conditions or free flow, while LOS F signifies significant congestion.
The maps show that most street segments operated at LOS A and most intersections operate at LOS B or C. However, there are several “hot spots” where peak hour LOS is degraded:
Segments
Orcutt Expressway (SR 135), N. of Foster Road at LOS E Orcutt Expressway (SR 135), N. of Lakeview Road at LOS F Orcutt Expressway (SR 135), N. of Miller Street at LOS E Orcutt Expressway (SR 135), S. of Miller Street at LOS E Orcutt Expressway (SR 135), N. of Santa Maria Way at LOS E Orcutt Expressway (SR 135), S. of Miller Street at LOS E Broadway (SR 135), N. of Stowell Road at LOS E
Broadway (SR 135), S. of Stowell Road at LOS E
Main Street (SR 166), US 101 SB Off-Ramp at LOS E
Betteravia Drive, E. of Bradley Drive at LOS D
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Intersections
Various intersections at US 101 interchanges
Miller Street at E. Betteravia Road – LOS D
S. College Drive at E. Betteravia Road – LOS D
S. Blosser Road at W. Stowell Road – LOS D
Miller Street at E. Stowell Road – LOS D
3. BRT Overview
BRT is defined by the Federal Transit Administration (FTA) as a rapid mode of transportation that can provide the quality of efficient rail service but with the flexibility and lower cost of buses. Conventional bus services are often incrementally developed into BRT. BRT represents a way to improve mobility at relatively low cost through incremental investment in a combination of bus infrastructure, equipment, operational improvements, and technology.
The design and service considerations for BRT include:
Running Way
Stations
Operations/Service
Route Structure
Fare Collection
Vehicles
Technology
These are discussed further in Section 3.1-3.8 and summarized in Table 3-1.
3.1 Running Way
The running way is the street upon which BRT service is provided. Running way characteristics can include:
Shared lanes in mixed traffic with some preferential treatments at traffic signals Semi-exclusive lanes (i.e. shared with bicycles, turn lanes, high occupancy vehicles) Dedicated BRT lanes, either center running with stations in the road median or side(curb) running with stations adjacent to the sidewalk; distinctive pavement. Queue jump lanes provide preference to buses at intersections. These can consist of an additional travel lane on the approach to a signalized intersection that is restricted to transit vehicles only. Another option may be a right turn pocket that allows for use by through transit vehicles.
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3.2 Advance Traffic Signal Operations
BRT may utilize a variety of advance traffic signal features and operations to improve transit reliability, efficiency, and mobility. These options are typically selected in consideration of the running way type and traffic characteristics along the BRT line and may include:
Traffic Signal Preemption interrupts normal signal operations to give the highest priority classes of vehicles a green light through the signal, outside the normal sequence of signal operations. Preemption is most typically used for emergency vehicles, but may be used for BRT vehicles.
Transit Signal Priority reduces transit vehicle delay at traffic signals by altering signal timing to extend or shorten signal phases to the benefit of an approaching transit vehicle.
Prioritization differs from preemption in that signal sequencing is not altered, just the timing within the normal signal sequence.
3.3 Stations
BRT stations can vary from standard bus stations by the quality, type and quantity of improvements. Typical improvements for BRT stations may include:
Platforms level with bus doors for level boarding and alighting “Branded” appearance, consistent with buses and marketing materials High quality design (i.e. enhanced shelter materials, landscaping and amenities) Additional seating
Electronic fare vending machines
Passenger information signs including real time bus arrival information Bike racks and/or lockers
Park-n-ride lots at key nodes
3.4 Service/Operations
BRT often has the following service characteristics:
Frequent all day service
Short headways (15 minutes or better)
Greater spacing between stops (typically 1-mile)
3.5 Route Structure
BRT routes typically often has the following service characteristics:
Simple route layout
Convenient transfers
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Stations centered around existing or planned major activity centers and high density housing
3.6 Fare Collection
BRT relies upon fast and convenient service. Pre-paid, off-vehicle fares contribute to fast boarding. Electronic smart card payment systems can also increase boarding speed.
3.7 Vehicles
BRT systems design their buses to provide fast boarding and alighting with high quality amenities including:
Front and rear doors for boarding and alighting - high ridership systems may also use longer “articulated” buses
Doors level with station platforms
High capacity seating
Pleasant and quiet interiors
Passenger amenities such as USB ports and wifi
“Branded” exteriors consistent with marketing materials and stations
Vehicle design should be evaluated in consideration of fleet resiliency. Similar to other vehicles, buses require regular service and repairs. When a bus is being serviced, a spare must be used. If an agency configures its BRT buses differently than its regular route buses, then the agency may end up needing a higher spare ratio (to have spare buses for both BRT and regular routes).
Without the higher spare ratio, then a regular bus may need to be used on the BRT route, and this could result in rider confusion and/or slower boarding and alighting. Alternatively, if all regular route buses are compatible with the BRT route and exteriors are not fully “branded”, then a lower spare ratio may be achieved while meeting the primary goals for BRT.
As noted in Section 2.4 and Appendix B, the CARB ICT requires that SMRT and other transit agencies begin buying zero emission vehicles in 2026 in order to achieve a full transition to zero- emission technologies by 2040. SMRT’s zero emission bus transition plan may need to be updated to consider the needs of BRT routes.
3.8 Incremental Approach to BRT
As noted in the publication Caltrans – Bus Rapid Transit: A Handbook for Partners, BRT systems are often developed in an incremental fashion. Often this will start within increasing service on existing high ridership routes for an initial BRT stage and then incrementally increasing services and amenities until full BRT Operation is reached. Table 3-1, which is from the Caltrans handbook. notes how the various services and amenities of BRT systems may be developed over time.
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Table 3-1 Stages of BRT Development
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4. BRT Opportunities and Challenges
BRT systems typically build upon transit routes that have existing high ridership and the potential for ridership growth. As shown in Table 2-2, routes 1, 2, 9 and 11 are the highest ridership routes in Santa Maria. Routes 1 and 11 travel north-south primarily on Broadway, while routes 2 and 9 run roughly east-west in the north end of the City. All four routes connect to the Santa Maria Transit Center.
In consultation with SMRT staff, this plan focuses on a north-south study corridor for BRT primarily along Broadway. This is consistent with the General Plan’s High Quality Transit corridor map (Figure 2-8) and reflective of the north-south orientation of the Santa Maria urbanized area.
Within this north-south framework, there are several key decisions that would need to be made for BRT. These include:
At the north end, how will BRT buses turn around to return to Broadway? Should the route deviate from Broadway to the Santa Maria Transit Center located on S.
Miller Street?
Should the route deviate from Broadway to the commercial centers at Betteravia/S.
Bradley?
This report does not include travel demand forecasting, route modeling and run cuts, or other technical analysis that would be provided in future Phase 2 analysis. However, this report does identify some of the opportunities and challenges associated with each of the BRT solutions.
4.1 BRT Options for North, Central and South Areas
North Area BRT Options
Figure 4-1 shows the north end of the potential BRT route and identifies several opportunities for turnarounds. Two of these opportunities are modeled on existing transit routes. The 3rd turnaround is located upon the large undeveloped parcel at the southwest corner of Broadway/Preisker that is identified as a Transit Oriented Development (TOD) candidate site.
The 4th turnaround option is associated with the park-n-ride lot that is being planned with the preliminary design phase of the US101/SR135 (Broadway) Interchange Improvement project.
The planned park-and-ride would include an enhanced parking facility proposed for recreational use and with connectivity to the levee trail system.
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Figure 4-1 – North Area Options
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Table 4-1 – North Area Opportunities & Challenges
Turnaround Option Opportunity Challenge
W. Donovan Loop BRT use of existing bus stops
Shortest available turnaround (currently)
Connection to census tract experiencing moderately
low annual median income
Adjacency to census tract experiencing moderate-high
rent burden
Serves a greater number of residential units
Disconnected to hotels
Disconnected to Preisker Park and north neighborhoods Preisker Park Loop BRT use of existing bus stops
Connection to Preisker Park
Connection to census tract experiencing moderately
low annual median income
Service to hotels
Longer turnaround route increases route time and
operating cost
Future Park-n-ride
Loop
Connection to hotels and TOD site
Potential for convenient turnaround
Design and timing of P-N-R lot to be determined
TOD Opportunity
Loop
Potential for convenient turnaround
Potential for Transit-Oriented-Development
Existing zoning (PD/C2, PD/R-1,PD/ RMHP) may not be
conducive to TOD use
Privately owned - ultimate use and timing of development not known
Central Area BRT Options
Figure 4-2 shows two route options between Donovan Road and Betteravia. One option is directly along Broadway. The other option diverts from Broadway to the Santa Maria Transit Center using E. Cook Street to S. Miller and returning to Broadway via E. Stowell. A future extension of E. Jones Street may also facilitate a return to Broadway.
To maintain operational efficiency for the BRT route, it is recommended that southbound and northbound BRT stops are created on the west and east sides of S. Miller Street adjacent to the Transit Center. Transit users transferring to/from BRT would walk from the stops on S. Miller into the transit center. The Phase 2 BRT study and/or the Transit Center improvement project would evaluate the improvements needed to install new BRT stops on S. Miller.
Table 4-2 – Central Area Opportunities & Challenges
Route Option Opportunity Challenge
Broadway Only Most Direct route
Access to Town Center, Santa Maria H.S.
and Stowell TOD site
Adjacency to census tracts with very low
annual median income and experiencing
high and moderate-high rent burden
Access to Hancock College and Blosser Ranch
not provided; consider autonomous shuttle,
feeder bus and micro-mobility for access
Santa Maria Transit Center via
S. Miller Street
Connection to Transit Center may facilitate
easier transfers to feeder buses
Access to Town Center, Santa Maria H.S.
and Stowell TOD site
Adjacency to census tracts with very low
annual median income and experiencing
high and moderate-high rent burden
Slightly longer route may extend route time
and operating cost
Access to Hancock College and Blosser Ranch
not provided; consider autonomous shuttle,
feeder bus and micro-mobility for access
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Figure 4-2 – Central Area Options
South Area BRT Options
Figure 4-3 shows the south end of the potential BRT route and identifies two opportunities for turnarounds, one along Betteravia to McCoy and another along S. Miller and Santa Maria Way.
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Figure 4-3 – South Area Options
Table 4-3 –South Area Opportunities & Challenges
Turnaround Option Opportunity Challenge
Betteravia/McCoy Loop Connection to Key Employment Center with future TOD opportunity
Use of existing bus stops, including S.
Bradley Transfer Point
Adjacency to census tract with low annual
median income
Adjacency to census tract experiencing
moderate-high rent burden
Disconnected to hotels
Disconnected to Preisker Park and north
neighborhoods
Slightly longer route may extend route time
and operating cost
Santa Maria Way Loop Shortest/quickest return to Broadway BRT short-term use of existing bus stops
Adjacency to census tract experiencing
moderate-high rent burden
Service to northern end of TOD opportunity
site with upcoming high density residential
development
Disconnected to S. Bradley employment area
Lack of connection to S. Bradley Transfer
Point may make transfers to other feeder
routes more challenging
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4.2 BRT Candidate Routes
As can be seen above, due to the grid street layout in Santa Maria there are a number of routing permutations available for BRT. When taken as a whole, Psomas has developed two likely candidates for future consideration. Option A has a more limited geographic extent, but is the shortest possible route which could prove easier and less costly to operate. Option B provides greater geographic coverage but as a longer route that may be more costly to operate.
Route A
Route A runs north-south along Broadway from Taylor Street to Santa Maria Way. This route does not deviate from Broadway except to perform a looped turnaround at the north end (using Taylor Street, Railroad Avenue and Donovan Road) and at the south end (using McCoy Lane, S Miller Street and Santa Maria Way). Key characteristics include:
Route A covers most of existing Routes 1 and 11.
Seven (7) total stops are anticipated.
Three (3) stops located in the highest residential density areas. Three (3) stops in the lower median income and higher rent burden areas at Broadway/Alvin, Broadway/Main and Broadway/Battles.
Stops in proximity to all four (4) of the Major Development clusters. Direct service is not provided to the Santa Maria Transit Center, Betteravia/S. Bradley commercial center, Blosser Ranch Specific Plan, Hancock College or the Orcutt community, and consideration would have to be provided for feeder bus routes, autonomous shuttle(s) or micro-mobility.
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Figure 4-4 – BRT Route A
31 March 12, 2024
Route B
Route B runs north-south along Broadway from Hidden Pines Way to McCoy Lane. This route deviates from Broadway to facilitate a direct connection to the Santa Maria Transit Center on S.
Miller Street. This route uses Hidden Pines Way, Railroad Avenue and Taylor Street to facilitate a turn-around on the north end. This route also deviates from S. Broadway along Betteravia Road to reach the transfer point on S. Bradley Road and then use McCoy Lane to return to Broadway.
Key characteristics include:
Route B covers most of existing Routes 1 and 11 and some of Route 5 and 6. Eight (8) total stops are anticipated.
Two (2) stops located in the highest residential density areas. Three (3) stops in the lower median income and higher rent burden areas at Broadway/Alvin, Broadway/Main and Broadway/Battles.
Stops directly to three (3) of the Major Development clusters, and a stop in relative proximity to the Santa Maria Way Major Development Cluster. Direct service is provided to the Santa Maria Transit Center facilitating enhanced connections to feeder routes.
Direct service is provided to the Betteravia/S. Bradley commercial center and nearby transfer point.
Direct service is not provided to the Blosser Ranch Specific Plan, Hancock College or the Orcutt community, and consideration would have to be provided for feeder bus routes, autonomous shuttle(s) or micro-mobility.
4.3 BRT Features - Opportunities and Challenges
Chapter 3 identified a number of features common to BRT service. Table 4-4 evaluates these features in context of Santa Maria and the potential route options:
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Figure 4-5 – BRT Route B
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Table 4-4 BRT Features Opportunities and Challenges
BRT Feature Opportunities Challenges
Running Way Shared Lanes Current SMRT routes share lanes BRT Convenience is not optimized Semi-exclusive
Lanes
Existing right turn pockets may provide
opportunities for BRT in combination with
traffic signal prioritization
Where bike lanes are currently
provided, width is not sufficient for
shared BRT
HOV lanes are not present
Dedicated BRT
Lanes
Some segments of Broadway and
Betteravia have 3 lanes in each direction
providing an opportunity to create a
dedicated BRT lane
Effect on traffic operations would have
to be evaluated and reviewed with
Caltrans and Santa Maria traffic
engineers
Queue Jump
Lanes
Right turn pockets are available at some
intersections to facilitate queue jumps
Effect on traffic operations would have
to be evaluated and reviewed with
Caltrans and Santa Maria traffic
engineers
Advance Traffic
Signal Operations
Traffic Signal
Preemption
Opticom or other preemption equipment
currently used by emergency responders
at traffic lights may be available
Effect on traffic operations, including
signal timing, would have to be
evaluated and reviewed with Caltrans
and Santa Maria traffic engineers
Evaluation of required on-board
equipment would be needed
Traffic Signal
Priority
Traffic signal prioritization for BRT may
enhance route timing while minimizing
effect upon traffic signal operations
Effect on traffic operations, including
signal timing, would have to be
evaluated and reviewed with Caltrans
and Santa Maria traffic engineers
Evaluation of required traffic signal
capabilities and on-board equipment
would be needed
BRT Stations Existing stations may be upgraded over
time to facilitate BRT service
Upcoming development projects may
offer an opportunity to reserve right-of-
way and facilitate station construction
Surveying and design of up to 8 stations
required to evaluate station needs
Limited right-of-way may prove
challenging to accommodate queueing
areas for multiple buses, provide park-
n-ride opportunities and facilitate other
amenities
Service/Operations Frequent service will enhance reliability and customer satisfaction
Funding required to acquire additional
buses and pay for more frequent
service
Existing routes will have to be re-
designed as BRT feeder routes, or
alternatively micromobility (i.e. bike/
scooter share) or autonomous vehicles
may be used as BRT feeder systems
Route Structure Option A provides the most straight
forward route but may not facilitate
transfers as conveniently
Option B is a straight forward route that
appears to offer the best transfer
opportunities and ties into most major
development clusters and supporting
demographic areas (i.e. high density and
low income areas)
Option C offers more geographic
coverage but would increase costs due
to the length of the route.
Vehicles and Fare
Collection
Raised platforms facilitate level boarding
Front and rear (dual) boarding and
alighting increases customer convenience
Branded buses reinforce positive aspects
of BRT service such as shorter headways
and increase convenience
ADA ramps may be required to support
level boarding at stations
Rear door boarding may require
additional fare readers
Branded buses may require additional
spare buses to avoid confusion that
could result if mixing branded and non-
branded fleet vehicles
Cost of articulated buses may not be
supported until ridership increases
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Caltrans Coordination - Future BRT routes are anticipated to be primarily located on SR135 (Broadway). Caltrans Director’s Policy and Deputy Directives are very supportive of BRT, but BRT operations have the potential to influence overall operations on SR 135 and present corresponding challenges. It is very important to engage Caltrans District 5 leadership about BRT, including queue jumps and traffic signal operations.
5. Next Steps
BRT presents a new and dynamic approach to transit in Santa Maria. BRT has the potential to provide fast and efficient service for transit users in Santa Maria by providing more frequent service and reduced delays through traffic signal priority, off-board fare collection, elevated platforms and enhanced stations. This has the potential to increase ridership on Santa Maria Transit and improve overall customer satisfaction.
BRT also provides an opportunity to influence smart transportation choices and transit-oriented development. Many state grant programs, housing incentives and zoning incentives encourage Transit Oriented Development in proximity to BRT. Since the comprehensive General Plan Update is currently underway, it is recommended that the City consider:
▶ Include transit supportive land use goals and policies in the General Plan. ▶ Consider higher density and mixed use land use designations and zoning in areas are potential Transit Oriented Development sites and potential BRT stops. ▶ As part of the development review process, reserve right-of-way for potential BRT stops.
Additional study is recommended to further evaluate the potential for BRT in Santa Maria. This would typically happen in two stages:
1) Preliminary Design/Environmental Review and
2) Final Design/Implementation.
Potential components of these next phases are identified below:
Preliminary Design/Environmental Review
▶ Public Participation including Key Stakeholder Engagement with Caltrans and others ▶ Travel Demand Modeling/Traffic Counts
▶ Screening Criteria for Corridor Evaluation
▶ Technology Assessment
▶ Corridor Selection and Refinement
▶ Right-of-way Analysis at Key Stops
▶ Conceptual Plans
▶ Environmental Review
▶ BRT Business Plan with Planning Level Cost Estimates for operations, maintenance and capital outlay to confirm economic viability
▶ Implementation Plan
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Final Design & Implementation
▶ Plans, Specifications & Estimates
▶ Right-of-way Acquisition
▶ Permitting
▶ Grant Funding
▶ Construction of BRT improvements
▶ Bus Acquisitions in consideration of the CARB ICT