Council hears draft short-range transit plan: recommends service increases, EV buses and microtransit pilot

SAN LUIS OBISPO — City transit staff presented an administrative draft of the short-range transit plan to the City Council on Feb. 25, outlining recommended service changes, capital needs and program updates to guide operations over the next five years.

Mobility Services Business Manager Alex Fuchs summarized the recommendations, which include restoring two “tripper” runs that existed before the pandemic, increasing frequency on some of the system’s busiest routes (notably Route 4A/4B), converting Routes 2A/2B from a 90‑minute cycle to a 45‑minute frequency (achieved by doubling the runs), operating the B routes on weekends, establishing a new Route 5 to serve Avila Ranch in a later year, and launching a two‑year microtransit pilot focused on late‑evening service (roughly 10 p.m.–midnight). Fuchs said the plan is intended as a five‑year business and operational strategy and that staff would return April 15 with a final plan for adoption.

Fuchs said the proposals do not include service along Phillips or Pepper streets — an earlier mapping error that staff corrected during the presentation. The plan estimates that fully implementing the recommendations could increase annual ridership by about 33 percent while increasing operating costs by roughly 31 percent compared with current service; staff cautioned the projections depend on future funding availability and grant awards.

Capital and operational details: The plan anticipates placing six additional vehicles into service, hiring up to about 15 transit employees (drivers, dispatch, supervisors and maintenance), and investing in charging infrastructure to support expanded electric‑bus operations. Fuchs said the city already has two electric buses in service and two single‑port chargers on site and is procuring six additional dual‑port chargers. The vehicle procurement and depot upgrades are staged to match delivery: the new electric buses have an estimated build schedule that could see production begin in March, potentially enabling earlier delivery than originally expected.

On charging, Fuchs said charging time depends on charger and bus battery configurations; newer dual‑port chargers could bring a bus from roughly 20 percent to full in about four hours if charged with a dedicated station; concurrent charging of two buses could take longer. Fuchs said depot upgrades include submissions to PG&E for any necessary behind‑the‑meter upgrades.

On routing and schedule tradeoffs, Fuchs acknowledged that trying to serve additional new areas on a single route can worsen on‑time performance. Routes 2A/2B currently have among the system’s lowest on‑time performances (roughly 40–50 percent on some runs), so the plan proposes making 2A/2B more frequent and keeping the new Avila Ranch service as a separate route to avoid further degrading on‑time performance.

Funding and timing: The plan relies on a combination of formula transit funds, existing reserves and pursuit of discretionary grants. Fuchs presented a seven‑year operating and capital forecast showing a declining balance over time that staff said could be addressed through future grant opportunities or route reorganizations in later years.

Public input and committee process: The plan update reflects 18 months of study that included onboard rider surveys, stakeholder interviews, three community workshops, and repeated review by the Mass Transportation Committee (MTC) and the regional transit advisory committee. The plan reflected suggestions from the MTC that align some service changes with Cal Poly’s shift to a semester system; staff noted Cal Poly’s full “year‑round” change has shifted timing several times and that the city will remain flexible to align services when Cal Poly confirms its calendar.

Council and public reaction: Councilmembers emphasized frequency and weekend service as top priorities. Vice Mayor Shorzman and others asked whether Avila Ranch service could be accelerated; Fuchs said the proposed Route 5 is slated for a later year but could be moved sooner if development and demand warrant it. Councilmembers and members of the public also recommended paying attention to stop locations and pedestrian access, bilingual rider information and outreach, more frequent weekend service and flexibility to adjust routes after pilots.

Speakers from the public included Rachel Whalen of the San Luis Obispo Chamber of Commerce, who said the chamber supports the plan and encouraged identifying a major transit stop that could anchor smart growth; Louise Justice, a resident, who urged better scheduling and faster weekend roll‑out for B routes and more maintenance on older buses; and Annie Seacrest, sustainability manager for the County Department of Airports, who endorsed exploring a microtransit option for nighttime airport connections.

No formal council vote was taken to adopt the plan at this meeting; the council provided feedback and direction and staff said they will return with a final plan and recommended adoption on April 15. Staff also proposed bringing a resolution at that time to formalize fares and the K–12 pass program if council supports it.

Why it matters: The plan sets a five‑year operational and capital framework for the city’s publicly contracted transit services, with direct implications for service frequency, late‑night mobility, greenhouse‑gas reductions from electric buses and capital investments such as chargers and a potential consolidated transit center at Higuera and Toro streets.

What’s next: Staff will revise the draft following tonight’s feedback, continue outreach and return on April 15 with a final plan and associated fare recommendations, including the proposal to formalize the K–12 discounted pass and to expand the downtown access pass geographic boundary if council directs.