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Transit

Alto DOT plans and oversees public transit across the United Islands of Alto. Transit in an archipelago is a different problem than transit on a mainland grid: the causeways are chokepoints, the islands have very different densities, and a missed connection can mean a long wait rather than a short one. Alto's network is built around that reality.

The Network​

ServiceWhat it isTypical span
Trunk routesHigh-frequency service on the primary corridors between downtown Alto, Cape Alto, and the causeway crossingsEarly morning to late evening, 7 days
Local routesNeighborhood coverage feeding the trunk routes and city centerWeekdays and Saturday
Island connectorsService to the outer island communities, timed to meet trunk routesLimited frequency, timed departures
Ferry connectionsWater connections where a causeway route is impracticalSeasonal and tide dependent
ParatransitOrigin-to-destination service for riders unable to use fixed-route transitMatches fixed-route span

Transit Priority​

Where transit shares a street with general traffic, DOT uses the tools available to keep buses moving:

  • Transit signal priority (TSP) at signalized intersections on trunk corridors, extending a green or shortening a red for an approaching bus that is behind schedule
  • Queue jumps at selected intersections, giving buses an early release ahead of the general traffic queue
  • Bus lanes on the highest-ridership segments, with enforcement by APD
  • Stop consolidation where stops are spaced closely enough that the time cost of stopping exceeds the walking cost of a slightly longer trip
  • Far-side stop placement at signalized intersections, which interacts better with signal timing than near-side placement

Signal-related transit priority is designed and operated by the Traffic Engineering Division; see Traffic Operations.

Stops and Shelters​

Transit stops are placed by DOT in coordination with the operating division. Stop design considers boarding area size, accessibility, shelter and seating where ridership warrants, lighting, and the sight lines between a waiting rider and an approaching bus.

Requests for a shelter at an existing stop are evaluated on boarding counts, exposure, available sidewalk width, and whether a shelter would obstruct pedestrian passage or driveway sight distance.

Accessibility​

All fixed-route vehicles are accessible. Stops are brought to accessible standards as streets are reconstructed and through a standalone stop-accessibility program. Where a stop cannot be made accessible because of grade or right-of-way constraints, it is documented and paratransit eligibility is extended for trips that would otherwise use it.

Accessible pedestrian signals at transit-heavy intersections are prioritized in the signal upgrade program.

Fares and Riding​

Fare policy, passes, and schedules are administered by the transit operating division. DOT's role is the infrastructure and the priority treatments — the street side of transit rather than the service side.

Planning​

Transit network changes are developed through the transportation planning process, with public input before adoption. Major restructures are reviewed by the Transportation Commission.

Service changes are considered against ridership, coverage obligations, connection reliability, and operating cost. A route that runs empty is not a free service — it is service that could have been frequency somewhere it would be used.

Contact​