Friday Questions: More Service?

We’ve been getting great feedback on the questions and answers we’ve posted the last three Fridays. Including some more questions. We’ve answered several below and plan to have more for you next week. If you have a question, please post it in the comments to this post, email it to or connect with us @WakeTransit on Twitter.


1) For those trips other than non-peak, what would be hours of service?, More buses?

Figure 3: Service Types Table on page 11 of the Expanded Transit Choices report provides details about span of service for all types of transit modes proposed in this plan.

Figure 3 from page 11 of the Expanded Choice Report
Figure 3: Service Types Table

While specific start and end times will not be proposed in the Wake Transit Investment Strategy, the plan proposes 6 hours of weekday peak service for every route regardless of technology (approximately 3 hours in the AM and 3 hours in the PM). The weekday base period will last roughly 9 hours for every route except 60-minute routes (8 hours), and evening span ranging from 2-5 hours. With the exception of peak-only routes the span of service for most routes in the system will range from 18-20 hours a day, a significant increase from present.

Under this plan Saturday spans will largely mirror weekday service (18-20 hours for most routes) and Sundays will be slightly less (17-18 hour). In both cases, every route will have Saturday and Sunday service, a major change to present services, and routes will run much more frequently and longer during the day.

2) Why does rail stop at 440?

Rail service stops at I-440 primarily because the plan was unable to identify enough revenue resources to pay for infrastructure and service investements during the 10-year plan horizon. This is part of the reason why the rail segment north from downtown Raleigh to I-440 will only operate at 30 minute headways rather than 15 minutes as proposed for the segment between downtown Raleigh and the Research Triangle Park. A future plan update may identify the need to extend the rail line beyond I-440 to the north, improve headways to 15 minutes or both.

3) As BRT routes circular (GORaleigh 12) or out and back style?

It is preferred that major transit corridors follow a linear path with bi-directional service. This is the preferred alternative for all corridors with major investment. The only exception may be the end of the line where a terminus point for the route is needed.

4) How will downtown Raleigh be impacted with future expansion of bus service?

Several questions this week are related to bus service in Raleigh. Remember, the name of the current service recently changed to GoRaleigh.

Downtown Raleigh will have an increase in bus service in all scenarios; however, some routes may route through the urban core in lieu of using a centralized transit hub such as the current Moore Square. The final details associated with routing in the urban cores of Raleigh and Cary will be defined once a final alternative is selected.

5) Why is the S. Saunders BRT only in the coverage alternative? Why does the Capital BRT stop so soon outside downtown?

The segment added along Wilmington and South Saunders Streets between downtown Raleigh and Garner is added to the coverage scenario and not the ridership scenario because investment in this corridor won’t yield high ridership results but will help improve travel time and reliability for local and express bus services from the rest of Wake County and which will benefit from being trunked along this corridor. The Wilmington / South Saunders BRT corridor would likely yield similar results under the BRT – Ridership scenario but due to resource prioritization constraints there isn’t revenue available to implement this particular project within the 10-year plan horizon.