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Have you ever looked at a bus timetable and thought, “Geez, that looks complicated”? You’re not wrong. A bus schedule contains a lot of information. But every line, timepoint, and column is carefully designed to help you plan your trip by time and location. Here’s a look at what goes into building one. 

Creating a bus schedule is about far more than timing how long it takes to drive a route. Yes, driving the route provides a baseline. But that’s just the beginning. Schedulers also have to add time spent at bus stops (how long it takes for passengers to board/disembark), figuring that some stops will be busier than others, and at different times of the day. And don’t forget red lights, left turns, and stop signs!  

Then there’s traffic congestion, which can vary throughout the day both in location and direction. For example, during the morning rush hour, traffic backs up going westbound on Ygnacio Valley Road, but in the evening, it backs up going eastbound, and not always on the same stretch of road. There’s also heavier traffic in both directions around lunchtime, but not in all the same places as during rush hour. And don’t forget about schools! Traffic backs up at the beginning and end of the school day because of parents dropping off their kids, and kids using the crosswalk (which means longer and more frequent red lights). And of course, everything changes when school is out for the summer or on spring break (and not every school has the same schedule!). Add holiday shoppers (traffic around Sunvalley Shopping Center, for example), road construction, weather, and weekend traffic patterns, and the variables multiply quickly. 

The reality is that travel times are never exactly the same twice. For that reason, schedulers have to add additional time, or “padding” to account for this. Padding is extra time built into a schedule that helps even out the variations in traffic or other delays that the bus might experience along its route. 

County Connection’s individual bus routes all come together to form a regional network, so we also need to plan our schedules to accommodate transfers between different routes, not to mention BART.  It’s common for us to “pulse” at our major terminals, meaning several buses arrive and depart around the same time to make transfers easier. But synchronizing routes can be challenging when some take longer to operate or run more frequently than others.  

And last but certainly not least, we have to think of our bus operators. The bus is their workplace, their office, so to speak, but it doesn’t include a restroom or a lunchroom. So, we have to build time into our schedules for our operators to take their breaks and to access the restroom. And the time it takes to walk from the bus stop to the restroom can vary a lot – looking at you, Dublin/Pleasanton BART station!

You can think of a bus schedule as a giant algebra equation with a million variables, where solving for X means the bus arrives on time. Yet it’s something we do for each of our 53 routes, updated four times a year! If we’ve done our job right — if all those variables have been factored in and the math adds up — then your trip should feel predictable, reliable, and maybe even a little bit easy. You just show up, check the time, and go. Behind the scenes, we’ll keep solving for X so you can focus on getting where you need to be. 

Andrew Smith is the Director of Planning & Marketing. Do you have question about County Connection? About our buses? About our routes and service? Email asmith@cccta.org and your question might be included in a future issue of our monthly newsletter, Headways.

County Connection has completed a major Transit Corridor Study focused on one clear goal: making bus service faster, more reliable, and easier to use along some of our busiest corridors. The study examined four key streets in central Contra Costa County: 

• Clayton Road (Routes 10, 15, 310, 315): Served by County Connection’s second-highest ridership route. 
• Monument Boulevard (Routes 14, 16, 314): High transit propensity, serving an Equity Priority Community and an SB 535 Disadvantaged Community. 
• Treat Boulevard (Routes 7, 11, 14, 15, 311): Serves multiple schools and retail destinations. 
• Ygnacio Valley Road (Routes 1, 92X, 93X, 301): A congested corridor with healthcare, employment, retail, and some high-density housing, offering strong potential for transit development. 

As traffic congestion has increased in recent years, buses have experienced longer and less predictable travel times. Riders told us they feel the impact: missed connections, inconsistent arrival times, and frustration when trips take longer than expected. This study was designed to understand exactly where delays occur — and identify practical, cost-effective solutions to fix them. 

What information did our survey find? 

The analysis showed that each corridor faces different challenges. Ygnacio Valley Road experiences the longest delays per trip because of heavy congestion and long waits at intersections. Treat Boulevard and Monument Boulevard have the highest overall passenger delay, meaning the greatest number of riders are affected by slowdowns. Clayton Road experiences steady, moderate delays, especially near major intersections. 

One important takeaway is that transit challenges are not the same everywhere. Each corridor needs targeted improvements based on how and where delays occur. 

Just as importantly, riders shared that reliability matters as much as speed. In our survey of more than 330 community members, people consistently emphasized the importance of dependable schedules, smooth BART connections, and safer, more accessible bus stops. Faster trips are important — but predictable service and a comfortable waiting environment matter just as much. 

What will make the biggest difference? 

The study found that traffic signals are one of the biggest causes of delay — and one of the biggest opportunities for improvement. 

When buses stop at multiple red lights or get caught in long lines at intersections, travel times quickly add up. Adjusting signal timing, coordinating signals along entire corridors, and adding Transit Signal Priority (which allows buses to communicate with traffic signals to extend the green or shorten the red) can significantly reduce those delays. In some locations, adding short “queue jump” lanes (which let buses jump ahead of cars at traffic signals) or part-time bus-only lanes can help buses move ahead of traffic. These types of improvements consistently showed the strongest benefits in our analysis. 

If fully implemented, the recommended improvements could reduce travel times by approximately 1½ to 4 minutes per trip on Clayton Road, Monument Boulevard, and Treat Boulevard — and up to 6 minutes per trip on Ygnacio Valley Road. While that may not sound dramatic at first, those minutes add up quickly across thousands of riders every day. More importantly, they create more reliable schedules and fewer missed connections. 

Changes will happen in phases 

The study outlines a clear roadmap for moving forward. The greatest improvements occur when strategies are combined. Updating signals, improving bus stop spacing, and adding targeted bus priority improvements work together to create meaningful, systemwide benefits. This phased approach allows County Connection to begin with high-impact, cost-effective strategies while planning for larger investments over time.  

For many customers, small improvements in reliability can make the difference between catching a train on time or missing it. Over time, faster and more dependable service can also encourage more people to choose transit.  

What happens next? 

With the study complete, County Connection will begin working with local cities and partner agencies to refine designs, coordinate with planned roadway projects, and pursue funding for implementation. Signal-focused improvements will likely move forward first because they offer strong benefits relative to cost. 

By combining technical analysis with rider feedback, County Connection is focused on delivering faster trips, more reliable schedules, safer stops, and stronger connections to BART and the broader community. As projects advance, County Connection will continue communicating with riders and the community to share updates and next steps. 

Do you have questions or thoughts on this article you’d like to share? Email planning@cccta.org and we’ll be glad provide a response or hear what you have to say.

Have you ever wondered what actually powers a County Connection bus? Our fleet includes 125 buses: Eight of them are fully electric, while the remaining 117 run on diesel fuel—specifically, renewable diesel. If you’ve never heard of renewable diesel, don’t worry, we’ll break it down for you (and explain why renewable diesel is a big step towards a zero-emission fleet). 

Unlike traditional diesel, which is made from petroleum, renewable diesel is made from natural, renewable sources like oils and fats from plants and animals. In the fuel industry, these materials are sometimes called feedstocks. The important thing to know is this: renewable diesel can replace regular diesel one-for-one, with no engine modifications required. That’s a big advantage. Other alternatives, like biodiesel, are typically sold as a 20% blend with regular diesel  – any more than that requires significant and often pricy engine modifications due to corrosion.  

Beyond where it comes from, renewable diesel has another major benefit—it burns much cleaner and has a far smaller ecological footprint! When taking into account the total lifecycle emissions resulting from the manufacture, transportation, and use of each fuel, renewable diesel generates about 65% fewer greenhouse gas (GHG) emissions than regular diesel. That’s a significant reduction in climate-impacting pollution. 

And greenhouse gases aren’t the only concern. Bus exhaust also contains tiny particles, called particulate matter, which can affect air quality and human health. Renewable diesel helps here, too, producing 35–40% fewer particulate emissions than traditional diesel. As a bonus, its clean-burning nature is why you’ll barely notice any exhaust smell—and why County Connection buses’ tailpipes are so clean, even after years of use.  

We believe the future of transportation is electric, however, unlike personal vehicles such as bicycles, automobiles, and pickup trucks, the technology is still evolving for large commercial vehicles like transit buses (perhaps a topic for a future Ask Andy?). County Connection’s use of renewable diesel represents a positive interim step while we move towards an electrified future. Until that day comes, renewable diesel is helping us drive cleaner, right now. And remember, any time you take the bus instead of a car, you’re helping the environment no matter what fuel is being used. 

Andrew Smith is the Director of Planning & Marketing. Do you have question about County Connection? About our buses? About our routes and service? Email asmith@cccta.org and your question might be included in a future issue of our monthly newsletter, Headways.

We are often asked why we don’t use our shorter buses systemwide during the quieter periods of the day, or on routes with lower ridership, to save money or fuel. The answer is more complex than it might seem! 

With very few exceptions, every route has at least one or two times a day when the bus is full, leaving room only for people to stand. On some routes this may be during the traditional morning or evening commute period, while on other routes it may be when a nearby school starts or ends its day.  As much as possible, we use buses large enough to provide a seat for every passenger during these busy periods. 

For us to swap out one sized bus for another, we would need to take the first bus and its operator out of service to drive back to our facility in North Concord, check out a new bus, and drive that one back to its route. This can be very time-consuming. In addition to the extra time and mileage for the coach exchange, we would need to send out another bus and driver to cover the route during the switch.  And remember that this would need to be done multiple times each day for most routes, and we would need to buy a lot more buses! 

The good news is that it costs us almost the same to operate a bus regardless of its length. Transit buses are generally available in four different lengths: 30, 35, and 40-foot standard buses, and 60-foot articulated buses (the ones that bend in the middle like an accordion). Two-thirds of County Connection’s fleet of 125 buses are 40-footers, with the rest being 30 or 35 feet long and used on routes with narrow streets and sharp curves. 

 Every bus needs a driver, and every bus has the same engine, two doors, and six wheels. The purchase price is also very similar, with a 40-foot bus costing only 6% more than a 30-foot bus, and fuel mileage is almost identical regardless of the length of bus. Don’t forget too that the more people who ride the bus, the fewer cars on the road and less fuel used. In short, keeping standard-sized buses on the road ensures consistent service and efficiency throughout the day. So next time, take the bus! 

Andrew Smith is the Director of Planning & Marketing. Do you have question about County Connection? About our buses? About our routes and service? Email asmith@cccta.org and your question might be included in a future issue of our monthly newsletter, Headways.