View source for Van Ness Bus Rapid Transit

{{Good article}}
{{Short description|Bus rapid transit corridor in San Francisco, California}}
{{Use American English|date=April 2024}}
{{Use mdy dates|date=April 2024}}
{{Infobox rail line
| box_width        = 
| name             = Van Ness Bus Rapid Transit
| other_name       = Van Ness Improvement Project
| color            = {{rcr|MUNI}}
| image            = Southbound Muni route 49 bus at Fell Street, April 2022.JPG
| image_width      = 300px
| image_alt        = View of an urban arterial with a bus on the red center lanes
| caption          = A southbound Muni bus at Fell Street in April 2022
| type             = [[Bus rapid transit]]
| system           = [[San Francisco Municipal Railway]]
| status           = 
| locale           = [[San Francisco]], California, United States
| start            = Lombard Street
| end              = Mission Street
| stations         = 9
| routes           = [[San Francisco Municipal Railway|Muni]]: {{Muni route|30X}}, {{Muni route|47}}, {{Muni route|49}}, {{Muni route|76X}}, {{Muni route|79X}}, {{Muni route|90}}<br /> [[Golden Gate Transit]]: [[List of Golden Gate Transit routes#101|101]], [[List of Golden Gate Transit routes#130|130]], [[List of Golden Gate Transit routes#150|150]]
| daily_ridership  = 
| ridership2       = 
| open             = {{Start date|2022|04|01}}<ref name=april1>{{cite press release |url=https://www.sfmta.com/blog/brt-service-van-ness-begin-tomorrow |title=BRT Service on Van Ness to Begin Tomorrow |date=March 31, 2022 |publisher=San Francisco Municipal Transportation Agency}}</ref>
| owner            = [[San Francisco Municipal Transportation Agency]]
| linelength       = {{Convert|1.96|mi|abbr=out}}
| linenumber       = 
| electrification  = [[Overhead line#Parallel overhead lines|Parallel overhead lines]], [[600 V DC]]
| website          = {{URL|sfmta.com/VanNess}}
| map              = {{switcher
| {{maplink-road|from=Van Ness Bus Rapid Transit.map}} Van Ness Bus Rapid Transit highlighted in red <hr />
| Show interactive map
| {{Van Ness Bus Rapid Transit|inline=yes}}
| Show route diagram
}}
}}

'''Van Ness Bus Rapid Transit''' is a [[bus rapid transit]] (BRT) corridor on [[Van Ness Avenue]] in [[San Francisco]], [[California]], United States. The {{Convert|1.96|mi|abbr=out|adj=on}} line, which runs between [[Mission Street]] and [[Lombard Street (San Francisco)|Lombard Street]], has dedicated center [[bus lane]]s and nine stations. It was built as part of the $346 million '''Van Ness Improvement Project''', which also included utility replacement and pedestrian safety features. Van Ness Bus Rapid Transit is used by several [[San Francisco Municipal Railway]] (Muni) lines including the [[List of San Francisco Municipal Railway lines#49|49 Van Ness–Mission]], as well as three [[Golden Gate Transit]] routes.

Public transit on Van Ness Avenue began with [[streetcar]] service in 1915. It was replaced by [[trolleybus]]es in 1950–51, with diesel bus routes later added. Planning for a rail line on the corridor began in 1989 with the passage of a [[ballot measure]]. By 1995, it was to be the last of four major rail corridors constructed in the city. The planned mode was replaced with BRT in 2003, with studies and environmental analysis lasting the next decade. Construction began in June 2016; the planned completion in 2019 was delayed several times. The corridor opened to service on April&nbsp;1, 2022.

==Design==
[[File:Southbound Muni route 49 bus at Market Street, April 2022.JPG|thumb|left|The red center bus lanes and the southbound platform at Market Street|alt=Overhead view of an urban arterial with red center lanes and a bus platform, with a bus at the platform]]
The Van Ness BRT corridor is {{Convert|1.96|mi|km|abbr=out}} long, running north–south between Lombard Street and Mission Street.<ref name=deis_ch2/>{{rp|2{{hyphen}}9}} Van Ness Avenue has six travel lanes on this section&nbsp;– two general-purpose lanes in each direction, plus center-running red bus lanes. Nine stations are located along the corridor, each with [[side platforms]] on the right side of buses. A landscaped center median is located between the bus lanes except at stations. The northbound bus lane exits at Filbert Street, with a marked transition for buses to move to the curb lane.<ref>{{cite book |chapter-url=https://www.sfcta.org/sites/default/files/content/Planning/VanNess_BRT_EIR/FEIR-FEIS/Volume%20I/A_Van_Ness_BRT_Final_EIS_EIR_Appendix_A_Alignment_Plans.pdf |chapter=Appendix A: Alignment Plans: LPA Alternative |pages=A1-1 to A1-9 |title= Final Environmental Impact Statement / Environmental Impact Report: Van Ness Avenue Bus Rapid Transit Project |date=July 2013 |publisher=San Francisco County Transportation Authority |url=https://www.sfcta.org/projects/van-ness-improvement-project#panel-reports-documents}}</ref> The red lanes on Van Ness are poured red concrete, rather than paint or [[Thermoplastic road marking paint|thermoplastic markings]] applied over conventional pavement, for increased durability. A {{Convert|6|in|mm|adj=mid|-thick}} layer of [[reinforced concrete]] was poured as the foundation, followed by a curing compound. The red concrete was then poured, with [[dowel basket]]s to join adjacent slabs, then topped with a color hardener layer. The finished lane pavement has a compressive strength of {{Convert|8000|psi}}, 60% stronger than a typical roadway, extending its life.<ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2021/08/van_ness_summer_newsletter_2021.pdf |title=Red transit lanes unique in design |last=Rogozen |first=Nehama |date=Summer 2021 |issue=19 |work=Van Ness Improvement Project Newsletter |publisher=San Francisco Municipal Transportation Agency}}</ref>

===Services and stations===
All services using Van Ness BRT operate only part of their length on the BRT lanes; they operate in mixed traffic or on separately installed bus lanes off the Van Ness corridor. SFMTA normally operates two primary routes along the full length of the BRT corridor – 47&nbsp;Van Ness and 49&nbsp;Van Ness-Mission – with combined [[headway]]s as low as 3.5&nbsp;minutes; several other routes (including the [[30 Stockton#30X|30X&nbsp;Stockton Express]], 76X&nbsp;Marin Headlands, 79X Arena Express, and 90 San Bruno Owl) operate on part or all of the corridor at lower frequencies.<ref name=feas06/>{{rp|2{{hyphen}}17}} In April 2020, SFMTA suspended the 47&nbsp;Van Ness bus route due to the [[COVID-19 pandemic in California]], leaving only route 49 running the full length of Van Ness BRT.<ref>{{Cite press release |url=https://www.sfmta.com/blog/muni-prepares-deliver-essential-trips-only |title=Muni Prepares to Deliver Essential Trips Only |first=Bonnie Jean |last=von Krogh |date=April 6, 2020 |publisher=San Francisco Municipal Transportation Agency}}</ref> Golden Gate Transit (GGT) operates three routes along the Van Ness BRT corridor: 101, 130 (formerly 30), and 150 (formerly 70).<ref name=GGT-guide>{{cite web |url=https://www.goldengate.org/assets/1/6/transit_guide_dec2021.pdf |title=Golden Gate Transit Guide, Winter 2021/22 |date=December 12, 2021 |publisher=Golden Gate Bridge, Highway and Transportation District}}</ref>{{rp|13;32}} GGT buses use only the seven stops from Union to Eddy, as they run on Golden Gate Avenue and McAllister Street to reach downtown San Francisco.<ref name=GGT-guide/>{{rp|38}}<ref>{{cite web |url=https://www.goldengate.org/assets/1/6/bus-stop-list.pdf |title=Golden Gate Transit Bus Stop List |date=December 8, 2019 |publisher=Golden Gate Bridge, Highway and Transportation District}}</ref> 

The Van Ness BRT alignment has nine stations named after cross streets. Market Street station is located at [[Van Ness station]], providing transfer to [[Muni Metro]], while a transfer to the [[Geary Bus Rapid Transit|Geary BRT service]] is available at Geary–O'Farrell station.<ref name=feis_ch2/>{{rp|Fig.2{{hyphen}}2}}
{|class="wikitable sortable" style="font-size:100%;"
|-
! Street <!--For now, linking to the intersecting street article. If there is a station article, please link to that instead.--> !!class=unsortable| Image !!Routes !!class=unsortable| Muni connections
|-
! [[Union Street (San Francisco)|Union]]
| [[File:Northbound platform at Union VNBRT station, April 2022.JPG|frameless|100px|alt=A bus stop in the median of an urban arterial]]
| Muni: ''(30X)'', ''47'', 49, ''76X'', ''79X'', 90<br />GGT: 101, 130, 150
| {{rint|bus|trolley}} {{muni route|45}}
|-
! Vallejo
| [[File:Muni route 49 trolleybus at Vallejo station, July 2023.jpg|frameless|100px|alt=A bus stop with a trolleybus in the median of an urban arterial]]
| Muni: ''(30X)'', ''47'', 49, ''(76X)'', ''79X'', 90<br />GGT: 101, 130, 150
| —
|-
! [[Jackson Street (San Francisco)|Jackson]]
| [[File:Platforms at Jackson station (2), April 2022.JPG|frameless|100px|alt=A bus stop in the median of an urban arterial]]
| Muni: ''47'', 49, ''76X'', ''79X'', 90<br />GGT: 101, 130, 150
| {{rint|bus|1}} {{muni route|12}}, {{muni route|27}}
|-
! Sacramento
| [[File:Muni route 49 bus at Sacramento station, April 2022.JPG|frameless|100px|alt=A bus stop with bus in the median of an urban arterial]]
| Muni: ''47'', 49, ''76X'', ''79X'', 90<br />GGT: 101, 130, 150
| {{rint|sanfrancisco|cable}} {{muni route|C}}<br/>{{rint|bus|trolley}} {{muni route|1}}
|-
! Sutter
| [[File:GGT route 101 bus at Sutter station, April 2022.JPG|frameless|100px|alt=A bus stop with bus in the median of an urban arterial]]
| Muni: ''47'', 49, ''76X'', ''79X'', 90<br />GGT: 101, 130, 150
| —
|-
! [[Geary Boulevard|Geary]]–[[O'Farrell Street|O'Farrell]]
| [[File:Muni route 49 bus at Geary–O'Farrell station, April 2022.JPG|frameless|100px|alt=A bus stop with bus in the median of an urban arterial]]
| Muni: ''47'', 49, ''79X'', 90<br />GGT: 101, 130, 150
| {{rint|bus|1}} {{muni route|38}}, {{muni route|38R}} ([[Geary Bus Rapid Transit|Geary BRT]])
|-
! Eddy
| [[File:Southbound platform at Eddy station, April 2022.JPG|frameless|100px|alt=A bus stop in the median of an urban arterial]]
| Muni: ''47'', 49, ''79X'', 90
| {{rint|bus|trolley}} {{muni route|31}}
|-
! McAllister
| [[File:Northbound platform at McAllister station, April 2022.JPG|100px|alt=A bus stop in the median of an urban arterial]]
| Muni: ''47'', 49, ''79X'', 90
| {{rint|bus|trolley}} {{Muni route|5}}, {{Muni route|5R}}
|-
! [[Market Street (San Francisco)|Market]]<br />([[Van Ness station]])
| [[File:Muni route 49 bus arriving at Market Street stop, April 2022.JPG|frameless|100px|alt=A bus stop with bus in the median of an urban arterial]]
| Muni: ''47'', 49, ''79X'', 90
| {{rint|bus|trolley}} {{Muni route|6}}<br/>{{rint|bus|1}} {{Muni route|7}}, {{Muni route|9}}, {{Muni route|9R}}<br/>{{rint|sanfrancisco|muni}} {{rint|sanfrancisco|F}} {{rint|sanfrancisco|J}} {{rint|sanfrancisco|K}} {{rint|sanfrancisco|L}} {{rint|sanfrancisco|M}} {{rint|sanfrancisco|N}} {{rint|sanfrancisco|S}} 
|-
| colspan="4" | ''Muni routes 47, 76X, and 79X are suspended''. (Routes in parentheses pass the stop but do not serve it.)
|}

===Cost===
As rated in November 2014 by the [[Federal Transit Administration]] (FTA), the project was planned to cost $162.7&nbsp;million, with approximately $75&nbsp;million to be provided as federal funding under the Small Starts Project Development Program.<ref>{{cite web |url=https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/CA__San_Francisco_Van_Ness_Avenue_BRT_Profile_FY16.pdf |title=Van Ness Avenue BRT, San Francisco California |date=November 2014 |publisher=Federal Transit Administration, United States Department of Transportation}}</ref> In December 2016, the FTA awarded the $75&nbsp;million Small Starts grant.<ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Feds-award-millions-to-Van-Ness-Avenue-bus-10821230.php |title=Feds award millions to Van Ness Avenue bus improvement project |author=Johnson, Lizzie |date=December 27, 2016 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref> The entire Van Ness Improvement Project had a budget of $309&nbsp;million when construction began.<ref name=2021CivilGrandJury/>{{rp|25}} By 2022, the budget for only the transit improvements had grown to $169.6&nbsp;million, with a total project cost of $346 million.<ref>{{cite web |url=https://www.sfcta.org/projects/van-ness-improvement-project |title=Van Ness Improvement Project |publisher=San Francisco County Transportation Authority |archive-url=https://web.archive.org/web/20220330001759/https://www.sfcta.org/projects/van-ness-improvement-project |archive-date=March 30, 2022}}</ref><ref name=2021CivilGrandJury/>{{rp|7}} Part of the increased cost was covered by contingency funds in the original funding; the FTA also awarded an additional $21.9&nbsp;million to the project in 2021 using funds allotted from the [[American Rescue Plan]].<ref>{{cite press release |url=https://www.transit.dot.gov/about/news/us-transportation-secretary-buttigieg-announces-250-million-american-rescue-plan-funding |title=U.S. Transportation Secretary Buttigieg Announces $250 Million in American Rescue Plan Funding Allocations to Advance 22 Transit Projects in 13 States |date=June 11, 2021 |publisher=United States Federal Transit Administration}}</ref>

A 2021 [[Civil grand juries|civil grand jury]] report determined the planning process had failed to account for the location and future maintenance of underground utility lines; because existing water and sewer lines were buried under the center of Van Ness, they had to be relocated curbside to avoid future disruption of BRT service when these utilities required maintenance. The choice of center bus lanes, rather than side lanes, also required substantial reconfiguration and temporary de-energization of the [[trolleybus]] wires. The report found that the choice of center lanes increased the cost and complexity of the project, as well as the overall benefits.<ref name=2021CivilGrandJury>{{cite report |url=https://civilgrandjury.sfgov.org/2020_2021/2021%20CGJ%20Report_Van%20Ness%20Avenue%20-%20What%20Lies%20Beneath.pdf |title=Van Ness Avenue: What Lies Beneath |date=June 2021 |publisher=San Francisco Civil Grand Jury}}</ref>{{rp|7–9}} Although the general position of the existing utility lines was known as early as 2006, detailed survey maps and routing were not developed until after the project had started construction, and the task of determining exact utility routing fell on the construction contractor rather than SFMTA, exceeding the contractor's intended scope of responsibilities and causing project cost and schedule overruns.<ref name=2021CivilGrandJury/>{{rp|10–11}}

===Public art===
[[File:Jorge Pardo artwork at Geary–O'Farrell station, April 2022.jpg|thumb|right|Part of Pardo's artwork at  Geary–O'Farrell]]
In August 2013, a selection panel of the [[San Francisco Arts Commission]] (SFAC) recommended the proposal from Cuban-born artist [[Jorge Pardo (artist)|Jorge Pardo]] for consideration by the full SFAC over competing proposals from [[Norie Sato]] and [[Janet Zweig]] for a series of three sculptures that would be installed at the Market, Sutter and Union stations.<ref>{{cite report |url=https://sfgov.org/arts//ftp/meetingarchive/visual-arts/sfgov.org/arts/sites/sfgov.org.arts/files/migrated/FileCenter/Documents/sfac/Visual_Arts_Committee/August_21_2013/VN_BRT_Combined.pdf |title=Van Ness Avenue Bus Rapid Transit Public Art Project: Project Summary |date=August 21, 2013 |publisher=San Francisco Arts Commission}}</ref> Pardo presented a formal proposal in 2015, calling for a series of caged [[weathering steel]] sculptures, lit from within.<ref>{{cite web |url=https://sfgov.org/arts/sites/default/files/10-15_5-20_PardoVNBRTConcept.pdf |title=San Francisco Van Ness BRT Proposal |author=Pardo, Jorge |date=October 2015 |publisher=City and County of San Francisco}}</ref> According to Pardo, the three {{cvt|20|ft|m|adj=mid|-tall}} sculptures were intended to be "urban coastal redwood[s] ... made of steel, light and weather". The SFAC formally selected Pardo in September 2015.<ref>{{cite press release |url=https://www.sfartscommission.org/pubartcollection/news/2015/09/09/selected-artwork-proposal-for-the-van-ness-bus-rapid-transit-public-art-project/ |title=Selected Artwork Proposal for the Van Ness Bus Rapid Transit Public Art Project |date=September 9, 2015 |publisher=San Francisco Arts Commission |archive-date=September 20, 2015 |archive-url=https://web.archive.org/web/20150920233054/https://www.sfartscommission.org/pubartcollection/news/2015/09/09/selected-artwork-proposal-for-the-van-ness-bus-rapid-transit-public-art-project/ |url-status=dead}}</ref> By 2017, the proposed work and location had been consolidated to a single installation at the two McAllister station platforms; each platform would have thirteen steel-and-polycarbonate light sculptures, distinguished by a warm or cool palette.<ref>{{cite web |url=https://commissions.sfplanning.org/hpcpackets/2014-001204CWP_031517.pdf |title=Van Ness BRT Public Art Installation, Case No. 2014-001204CWP |date=March 8, 2017 |last1=Caltagirone |first1=Shelley |last2=Frye |first2=Tim |publisher=Architectural Review Committee of the Historic Preservation Commission, San Francisco Planning Department}}</ref> The Arts Commission authorized a budget of $815,000 for the work on October 2, 2017.<ref>{{cite web |url=https://sfgov.org/arts/meeting/full-commission-october-2-2017-minutes |title=Meeting of the Full Arts Commission |date=October 2, 2017 |publisher=San Francisco Arts Commission |quote=RESOLUTION NO. 1002-17-291: Motion to authorize the Director of Cultural Affairs to enter into contract with artist Jorge Pardo for an amount not to exceed $815,000 for the design development, construction documents, fabrication, transportation and consultation during installation, for the Van Ness Avenue Bus Rapid Transit Project}}</ref> This final design subsequently was moved to the Geary–O'Farrell station, with the cool palette on the southbound platform and the warm palette on the northbound platform.<ref>{{cite web |url=https://www.sfartscommission.org/content/van-ness-bus-rapid-transit-public-art |title=Van Ness Bus Rapid Transit Public Art |publisher=San Francisco Arts Commission |archive-url=https://web.archive.org/web/20220221195457/https://www.sfartscommission.org/content/van-ness-bus-rapid-transit-public-art |archive-date=February 21, 2022}}</ref><ref>{{cite web |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2019/02/van_ness_bac_19.02.21.pdf#page=6 |title=Van Ness Bus Rapid Transit: Public Art Project for Geary Boarding Platforms |date=February 21, 2019 |publisher=San Francisco Municipal Transportation Agency}}</ref>

===Criticism===
[[File:Van Ness BRT construction at McAllister Street, April 2019.JPG|thumb|left|Construction work in 2019, with trees removed and half the roadway closed|alt=An urban arterial with construction work occupying half the roadway]]
Some automobile drivers complained about possible changes in traffic patterns and loss of automobile parking along the corridor.<ref name="Lanes">{{Cite news |last=Tyler |first=Carolyn |date=November 19, 2014 |title=Concerns raised over BRT lanes on San Francisco's Van Ness Avenue |language=en |work=[[KGO-TV|ABC7 News]] |url=https://abc7news.com/san-francisco-van-ness-avenue-brt-lanes-bus-rapid-transit-project/401566/ |access-date=May 22, 2016}}</ref> Concerns that trees would be removed were met with plans to plant more trees on the route.<ref name="trolleypoles" /> Residents supportive of the project complained about continued delays in completing the project, and that the project took longer to complete than other similar projects in other cities because the SFMTA did not close the street to automobile traffic during construction.<ref name=SFC-1908/> Businesses along Van Ness complained of lost customers due to construction disruption and the delays in completion.<ref name=SFC-1908>{{cite news |url=https://www.sfchronicle.com/bayarea/article/City-says-it-s-back-on-track-with-long-delayed-14339907.php |title=City says it's back on track with long-delayed Van Ness transit project |author=Swan, Rachel |date=August 18, 2019 |newspaper=San Francisco Chronicle |archive-url=https://web.archive.org/web/20190818175303/https://www.sfchronicle.com/bayarea/article/City-says-it-s-back-on-track-with-long-delayed-14339907.php |archive-date=August 18, 2019}}</ref> Mayor Ed Lee announced a Construction Mitigation Program (CMP) in September 2017 to provide grants to businesses affected by transit construction, but the focus of that program primarily focused on Union Square businesses and [[Central Subway (San Francisco)|Central Subway]] construction. CMP funds were not available until November 2019, and were not opened for Van Ness businesses until September 2020.<ref name=Hoodline-2009>{{cite news |url=https://hoodline.com/2020/09/city-offers-grants-to-van-ness-businesses-impacted-by-construction-but-some-say-it-s-not-enough/ |title=City offers grants to Van Ness businesses impacted by construction, but some say it's not enough |author=Sisto, Carrie |date=September 25, 2020 |work=Hoodline |access-date=February 22, 2022}}</ref>

The project has been criticized for using {{convert|6|in|abbr=out|adj=on}} platforms, the standard sidewalk height, instead of {{convert|14|in|abbr=out|adj=on}} platforms that would match the level of the bus floor to allow for [[level boarding]].<ref name="levelboarding">{{Cite news |last=Cabanatuan |first=Michael |date=July 15, 2014 |title=Muni opposition hinders bus rapid transit |language=en-US |work=[[San Francisco Gate]] |url=https://www.sfgate.com/bayarea/article/Muni-opposition-to-level-boarding-hinders-bus-5623779.php |access-date=May 22, 2016}}</ref><ref>{{Cite web |date=September 8, 2021 |title=Xcelsior Trolley-Electric bus brochure |url=https://www.newflyer.com/site-content/uploads/2021/12/Xcelsior-Trolley-Brochure.pdf |website=[[New Flyer]]}}</ref> Field tests indicated that interference with wheel lug nuts would create a gap at least {{cvt|5|in}} wide between the edge of a 14-inch-high platform and the boarding doors, and bridge plates would be required at middle doors to meet [[Americans with Disabilities Act|ADA]] standards for level boarding; the added complexity could impact vehicle reliability. In addition, because the buses would also operate outside the Van Ness BRT corridor, they would continue to need to be equipped with boarding ramps at the front door for regular curbside service.<ref>{{cite report |url=https://www.sfcta.org/sites/default/files/content/Executive/Meetings/pnp/2014/07/capital_projects_update_van_ness_brt_ppc.pdf#page=3 |title=Major Capital Projects Update — Van Ness Avenue Bus Rapid Transit Project |last=Saage |first=Lee |date=July 9, 2014 |publisher=San Francisco County Transportation Agency}}</ref>
===Concrete poles===
[[File:Van Ness pole.jpg|thumb|right|upright|1914/1936 pole at Grove Street in 2018|alt=A square utility pole with an ornamental streetlight]]
The original concrete poles built to support the overhead electrical supply lines for the [[streetcar]]s in 1914 were moved onto the sidewalks in 1936 to accommodate the widening of Van Ness.<ref name=PoleReport09>{{cite report |url=https://www.sfcta.org/sites/default/files/content/Planning/VanNess_BRT_EIR/FEIR-FEIS/Tech%20Memos/Van%20Ness%20BRT%20OCS%20Poles-StreetlightsCER_October_2010.pdf |title=Van Ness Avenue Bus Rapid Transit (BRT) Overhead Contact System (OCS) Support Poles / Streetlights: Conceptual Engineering Report |date=October 2, 2009 |publisher=San Francisco County Transportation Authority |author=San Francisco Department of Public Works, Bureau of Engineering}}</ref>{{rp|1{{hyphen}}2}} Since then, the poles have deteriorated due to extra loads from additional wires (added for the electrical return path when the lines were converted to trolleybus service) and modified catenary geometry, exhibiting significant spalling and cracking. In some cases, Muni has supplemented the original concrete poles by moving wires onto adjacent, modern metal poles. By the mid-1980s, records show the city was concerned the original poles could not support their existing loads and starting in 1997, began replacing missing cast iron pole bases with fiberglass replicas.<ref name=PoleReport09/>{{rp|1{{hyphen}}3}} A 2009 evaluation of the original 1914/36 poles concluded they could not be rehabilitated and retrofitted for use on the modern BRT line because of their shape, height, and inadequate foundation.<ref name=PoleReport09/>{{rp|1{{hyphen}}4}}<ref name="trolleypoles">{{Cite news |last=Rodriguez |first=Joe Fitzgerald |date=January 15, 2016 |title=Trees, historic trolley poles to be removed for bus project |work=[[San Francisco Examiner]] |url=http://www.sfexaminer.com/trees-historic-trolley-polls-to-be-removed-for-bus-project/ |access-date=May 22, 2016}}</ref> A separate report determined the original trolley poles were not eligible for retention on a historical basis due to their loss of physical integrity.<ref name=JRP-HRIER/>{{rp|60}} 

The city's Historic Preservation Commission provided conditional approval to remove the original 1914/1936 trolley poles and streetlamps in November 2015, but preservationists were concerned over the loss of the Van Ness "Ribbon of Light" and three prominent organizations formed the "Coalition to Save the Historic Streetlamps of Van Ness Avenue" in 2016.<ref name="trolleypoles"/><ref>{{cite web |url=https://beyondchron.org/save-san-franciscos-ribbon-light/ |title=Save San Francisco's Ribbon of Light |author1=Brown, Darcy |author2=Buhler, Mike |author3=Warshell, Jim |date=September 19, 2016 |website=Beyond Chron |access-date=February 25, 2022}}</ref> The Board of Supervisors unanimously passed a resolution on September&nbsp;20, 2016, urging SFMTA to "make all efforts to preserve the historic character of the Van Ness Corridor".<ref name=SFPlanning-201612/> As a result, SFMTA approved the installation of 350 vintage-style light fixtures at a cost of $18,500 each, adding $6.5&nbsp;million to the project cost. Ironically, because the proposed fixtures are insufficiently faithful to the original design, the Historic Preservation Commission required that modern-style light poles be used in the Civic Center Historic District instead as "they don't create a lot of visual clutter".<ref name=retro /> As a compromise, four poles were retained and restored in front of [[San Francisco City Hall]] and [[War Memorial Opera House|War Memorial Plaza]].<ref name=SFPlanning-201612>{{cite web |url=https://commissions.sfplanning.org/hpcpackets/2014-001204CWP_011817.pdf |title=Alternative streetlight design for Van Ness Avenue |date=December 16, 2016 |author=Gabancho, Peter |publisher=Historic Preservation Commission}}</ref><ref>{{cite web |url=https://www.streetcar.org/van-ness-h-line-poles-becoming-history/ |title=Van Ness H-line Poles Becoming History |date=January 15, 2016 |author= |publisher=Market Street Railway |access-date=February 16, 2022}}</ref><ref name=retro>{{cite news |url=https://www.sfchronicle.com/bayarea/matier-ross/article/Retro-look-Van-Ness-streetlights-back-in-plan-12296373.php |title=Retro-look Van Ness streetlights back in plan, but purists take dim view |author1=Matier, Phil |author2=Ross, Andrew |date=October 22, 2017 |newspaper=San Francisco Chronicle |archive-url=https://web.archive.org/web/20180201164005/http://www.sfchronicle.com/bayarea/matier-ross/article/Retro-look-Van-Ness-streetlights-back-in-plan-12296373.php |archive-date=February 1, 2018}}</ref>

==History==
===Early streetcar and bus service===
[[File:Streetcar track construction on Van Ness Avenue, 1914.jpg|thumb|left|Van Ness Avenue streetcar line under construction in 1914|alt=Construction of streetcar tracks on an urban street]]
The [[San Francisco Municipal Railway]] was formed in 1909 and opened [[B Geary|its first line]] on Geary Boulevard in 1912. A [[bond issue]] to build routes serving the 1915 [[Panama–Pacific International Exposition]] was approved in 1913.<ref name=perles />{{rp|35}} Construction work started on a Van Ness Avenue line on April&nbsp;6, 1914; electrical and track work were completed by August&nbsp;15 of that year, earning the contractors a $15,000 bonus ({{inflation|US-GDP|15000|1914|fmt=eq|r=-4}}).<ref name=JRP-HRIER>{{cite report |url=https://www.sfcta.org/sites/default/files/content/Planning/VanNess_BRT_EIR/FEIR-FEIS/Tech%20Memos/Cultural%20Resources%20Reports/Historic%20Resources%20Evaluation%20and%20Inventory%20Report/Final_HRIER_Van_Ness_December%202009.pdf |title=Historic Resources Inventory and Evaluation Report, Van Ness Avenue Bus Rapid Transit (BRT) Project, San Francisco California |date=December 2009 |publisher=San Francisco County Transportation Authority |author=JRP Historical Consulting}}</ref>{{rp|22}} As completed, the line on Van Ness included 259 concrete poles to support the overhead electrical supply wires, and streetlights were added to the poles one year later.<ref name=PoleReport09/>{{rp|1{{hyphen}}2}} 

Streetcar service on Van Ness Avenue began on August&nbsp;15, 1914. The [[List of defunct San Francisco Municipal Railway lines#H Potrero|H&nbsp;Potrero]] ran the full length of Van Ness Avenue between Bay Street and Market Street, while the [[List of defunct San Francisco Municipal Railway lines#D Geary-Van Ness|D&nbsp;Geary–Van Ness]] ran on Van Ness Avenue north of Geary Street.<ref name=perles />{{rp|38}} Service on the [[List of defunct San Francisco Municipal Railway lines#F Stockton|F&nbsp;Stockton]] route, which used Van Ness Avenue between North Point Avenue and Chestnut Street, began on December&nbsp;29, 1914.<ref name=perles />{{rp|43}} Several other routes also ran on Van Ness for short periods: G Exposition and I&nbsp;Exposition in 1915, J&nbsp;Exposition in 1915–16, [[J&nbsp;Church]] in 1917–18, [[K&nbsp;Ingleside]] in 1918, and E&nbsp;Union Street and O&nbsp;Van Ness in 1932.<ref name=insidemuni>{{Inside Muni|pages=174–192, 203, 225, 232, 234, 239}}</ref>

Van Ness, famed as the widest street in the city and for its row of auto dealerships, also became busy with automobile traffic, as it became part of [[U.S. Route 101]] in 1926.<ref name=JRP-HRIER/>{{rp|23, 31}} In 1934, with the opening of the [[Golden Gate Bridge]] imminent, the [[San Francisco Board of Supervisors]] proposed to expand surface streets to facilitate automobile traffic, including widening Van Ness from Market to Bay.<ref>{{cite journal |url=https://books.google.com/books?id=I4EVAAAAIAAJ&pg=PA73 |title=Department of Public Works: Projects Contemplated |volume=29 |number=2 |date=January 8, 1934 |journal=Journal of Proceedings, Board of Supervisors, City and County of San Francisco |publisher=San Francisco Board of Supervisors |pages=71–73}}</ref>{{rp|73}} The widening of the roadway was carried out in 1936 by narrowing the sidewalks.<ref name=JRP-HRIER/>{{rp|29}} Soon after, the center-running streetcars on Van Ness were faulted for potentially holding up automobiles by their frequent stops.<ref name=Beach-Laubscher>{{cite web |url=https://www.streetcar.org/what-might-have-been/ |title=What might have been |author1=Beach, Cameron |author2=Laubscher, Rick |date=October 5, 2020 |publisher=Market Street Railway |access-date=February 16, 2022}}</ref> Streetcar service was discontinued on Van Ness&nbsp;— D and H in 1950, and F in 1951&nbsp;— and the overhead lines were reused for trolleybus service.<ref name=insidemuni /><ref name=perles>{{People's Railway}}</ref>{{rp|180}} A median with trees was built down the center of Van Ness.<ref name=JRP-HRIER/>{{rp|31}}

The 47&nbsp;Potrero (later 47&nbsp;Van Ness) trolleybus service that replaced the H Potrero became the primary transit service on Van Ness Avenue for the next several decades, with the 45&nbsp;Van Ness (the former D) supplementing it between Union Street and Sutter Street, and the [[30 Stockton]] (the former F) between North Point and Chestnut streets. Route 30X&nbsp;Freeway Express (now 30X&nbsp;Marina Express) began using Van Ness Avenue between Broadway and Chestnut Street in 1956. [[Golden Gate Transit]] bus service to San Francisco began in January 1972. Civic Center routes used Van Ness Avenue between Lombard Street and McAllister Street, while Financial District routes used it between Lombard Street and North Point Street.<ref>{{cite news |url=https://www.newspapers.com/clip/98784044/the-san-francisco-examiner/ |title=S.F. Stops Listed for New Marin Transit |newspaper=The San Francisco Examiner |date=December 23, 1971 |page=6 |via=Newspapers.com}}</ref>

Route 76&nbsp;Fort Cronkite (now 76X&nbsp;Marin Headlands Express) began intermittent service on Van Ness Avenue in 1976, while the 42&nbsp;Downtown Loop began operating along the full length of Van Ness Avenue on September&nbsp;10, 1980.<ref name=insidemuni /><ref name=chronology>{{Muni Chronology|pages=58, 67}}</ref> The 49&nbsp;Van Ness–Mission trolleybus route began operation on August 24, 1983.<ref name=1983Reroute>{{cite news |last1=Mitchell |first1=Dave |title=Muni to test-drive 16 routes — 3rd big change since 1979 |url=https://www.newspapers.com/clip/95147202/ |newspaper=San Francisco Examiner |via=Newspapers.com |date=August 17, 1983 |page=14}} {{free access}}</ref> Route 45 was rerouted off Van Ness Avenue on October&nbsp;1, 1988, becoming the 45&nbsp;Union/Stockton.<ref name=chronology /> The 47 and the western portion of the 42 were merged into the 47&nbsp;Van Ness on June&nbsp;9, 2001.<ref>{{cite news |url=https://www.sfgate.com/default/article/SAN-FRANCISCO-Revised-MUNI-routes-beginning-2912159.php |title=SAN FRANCISCO / Revised MUNI routes beginning tomorrow |date=June 8, 2001 |newspaper=SF Gate |access-date=March 31, 2022}}</ref>

===Bus rapid transit planning===
[[File:Four Corridor Plan -- Full Implementation (Downtown Detail).jpg|thumb|right|1995 Four Corridor Plan detail map of northeast San Francisco; three of the corridors meet at Market and Geary, while the fourth (purple) runs primarily north–south along Van Ness. Dashed lines indicate subway segments.|alt=A map of the northeast portion of San Francisco. Marked corridors are on Van Ness Avenue, Geary Street, Third Street, and Stockton Street plus Columbus Avenue.]]
The Proposition B sales tax expenditure plan, approved in 1989, included funding for "transit service improvements on Van Ness Avenue".<ref>{{cite web |url=https://sfpl.org/pdf/main/gic/elections/November7_1989short.pdf |title=San Francisco Voter Information Pamphlet |date=November 7, 1989 |page=34 |publisher=San Francisco Department of Elections |access-date=July 5, 2018 |archive-date=June 17, 2019 |archive-url=https://web.archive.org/web/20190617133330/https://sfpl.org/pdf/main/gic/elections/November7_1989short.pdf |url-status=dead }}</ref> The transit expansion part of the expenditure plan formed the basis of the 1995 Four Corridor Plan by the [[San Francisco County Transportation Authority]] (SFCTA), which planned for rail expansions along four priority corridors including Van Ness.<ref name=4Corridor>{{cite book |url=https://archive.org/details/fourcorridorplan95sanf|title=Four Corridor Plan |date=June 1995 |via=Internet Archive 2018 |publisher=San Francisco County Transportation Authority}}</ref> The other three corridors included the Bayshore Corridor, which was implemented as the [[T Third Street]] Muni line; a proposed rail line along [[Geary Boulevard]], which ultimately became the [[Geary Bus Rapid Transit]] project; and a third corridor to North Beach, implemented as the [[Central Subway (San Francisco)|Central Subway]] project. The Van Ness corridor was to be the last of the four corridors, beyond the twenty year planning timeline of Proposition B.<ref>{{cite news |last1=Rodriguez |first1=Joe Fitzgerald |title=Planning new transit '90s style |url=https://www.newspapers.com/clip/95146428/ |newspaper=San Francisco Examiner |via=Newspapers.com |date=October 26, 2015 |page=A8}} {{free access}}</ref> Under the Four Corridor plan, a rail line was to be built along Van Ness Avenue and [[Mission Street (San Francisco)|Mission Street]] from [[Aquatic Park Historic District|Aquatic Park]] to [[16th Street Mission station]], with a subway section between Market and Pacific streets.<ref name=4Corridor/>{{rp|10}}

In 2003, with Proposition B expiring in 2010, Proposition K was passed to provide additional sales tax funds. Its specified expenditure plan included BRT on the Geary and Van Ness corridors; these were identified as part of the New Expenditure Plan in the SFCTA Countywide Transportation Plan of 2004.<ref>{{cite web |url=https://sfpl.org/pdf/main/gic/elections/November4_2003.pdf |title=San Francisco Voter Information Pamphlet |date=November 4, 2003 |publisher=San Francisco Department of Elections |access-date=July 5, 2018 |archive-date=June 17, 2019 |archive-url=https://web.archive.org/web/20190617131802/https://sfpl.org/pdf/main/gic/elections/November4_2003.pdf |url-status=dead }}</ref><ref name=04-cwtp>{{cite report |url=https://www.sfcta.org/sites/default/files/2019-04/plan.pages.lo_.pdf |title=San Francisco Countywide Transportation Plan |date=July 2004 |publisher=San Francisco County Transportation Authority}}</ref>{{rp|67;113}} Collectively, the Geary and Van Ness corridors had more than 200,000 automobile-based person-trips per day, with BRT implementation anticipated to remove approximately 4,500 vehicles at peak periods.<ref name=04-cwtp/>{{rp|72}} For Van Ness, the project was planned to include [[transit signal priority]].<ref name=04-cwtp/>{{rp|109}} The SFCTA began to formally plan the project in 2004, with revenue service then planned for 2012.<ref>{{cite news|url=https://sf.streetsblog.org/2011/12/02/whats-the-hold-up-for-van-ness-brt/|title=What's the Hold Up for Van Ness BRT?|first=Aaron|last=Bialick|date=December 2, 2011|access-date=July 5, 2018|work=Streetsblog SF}}</ref> A feasibility study was completed in 2006.<ref name=feas06>{{cite report |url=https://www.sfcta.org/sites/default/files/2019-02/Van%20Ness%20BRTFeasibilityStudy_Dec_2006.pdf |title=Van Ness Avenue Bus Rapid Transit (BRT) Feasibility Study |date=December 2006 |publisher=San Francisco County Transportation Authority}}</ref> The proposed projects on Van Ness and Geary were anticipated to have short construction times (between 18 and 24 months) and lower costs than rail lines.<ref>{{cite news |url=https://www.sfgate.com/opinion/editorials/article/Let-the-buses-roll-in-San-Francisco-2622393.php |title=Editorial: Let the buses roll in San Francisco |date=January 21, 2007 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref>

[[File:Van Ness Improvement Project - Alternative 3.png|thumb|left|The selected Alternative 3 (median lanes with side platforms)|alt=A cross section diagram of a street. From left to right are a sidewalk, a parking lane, two general travel lanes, a bus platform, two bus lanes, a bus platform, two general travel lanes, and a sidewalk.]]
The feasibility study was followed by a Technical Memorandum in 2008 and the Draft Environmental Impact Statement/Environmental Impact Report (DEIS) in 2011.<ref name=TechMemo>{{cite report |url=https://www.sfcta.org/sites/default/files/content/Planning/VanNess_BRT_EIR/FEIR-FEIS/Tech%20Memos/VNBRT_Design_Criteria_Memo_03-05-2008.pdf |title=Van Ness Avenue Bus Rapid Transit Technical Memorandum: BRT Design Criteria |date=March 2008 |author=Parsons Transportation Group |publisher=San Francisco County Transportation Authority}}</ref><ref name=deis_ch2>{{cite report |url=https://archive.org/details/vannessavenuebus2011vasq |chapter-url=https://archive.org/details/vannessavenuebus2011vasq/page/n57/mode/2up |chapter=2: Project Alternatives |title=Draft Environmental Impact Statement / Environmental Impact Report: Van Ness Avenue Bus Rapid Transit Project |publisher=San Francisco County Transportation Authority |date=October 2011}}</ref><ref name=feis_ch2 /> The DEIS identified three possible designs: curb lanes, median lanes with side platforms, and median lanes with a center [[island platform]]s.<ref name=feis_ch2>{{cite book |url=https://www.sfcta.org/sites/default/files/2019-02/Van_Ness_BRT_Final_EIS_EIR_Volume_I.pdf |title=Final Environmental Impact Statement/Environmental Impact Report: Van Ness Avenue Bus Rapid Transit Project |publisher=San Francisco County Transportation Authority |date=July 2013 |chapter=Chapter 2: Project Alternatives |pages=2-1–2-3}}</ref> The proposed service was estimated to reduce overall travel time by one-third and increase ridership by approximately the same proportion.<ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Proposed-Van-Ness-rapid-bus-touted-for-speed-2324261.php |title=Proposed Van Ness rapid bus touted for speed, reliability |date=November 7, 2011 |author1=Cabanatuan, Michael |author2=Wildermuth, John |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref>

Alternative 3 – center median lanes with side platforms was identified as the locally-preferred option in 2013 and selected for implementation.<ref name=feis_ch10>{{cite report |url=https://www.sfcta.org/projects/van-ness-improvement-project#panel-reports-documents |title=Final Environmental Impact Statement / Environmental Impact Report: Van Ness Avenue Bus Rapid Transit Project |publisher=San Francisco County Transportation Authority |chapter-url=https://www.sfcta.org/sites/default/files/content/Planning/VanNess_BRT_EIR/FEIR-FEIS/Volume%20I/10_Van_Ness_BRT_Final_EIS_EIR_Chapter_10_Alternatives_Analysis_and_LPA.pdf |chapter=10: Alternatives Analysis and the Locally Preferred Option |date=July 2013}}</ref>{{rp|10{{hyphen}}27}} The analysis showed that dedicated center lanes for BRT coupled with restricted left turns provided the greatest reduction in travel time compared with existing conditions, with up to 930 passengers per hour per lane with BRT versus 680 via private automobile.<ref name=feis_ch10/>{{rp|10{{hyphen}}5,15}} Alternative 4 (center platforms), which was not chosen, had carried an additional risk for vehicle procurement. Buses with doors on both sides would be needed, which would be a custom order as no trolleybus was available in North America with dual-sided boarding.<ref name=feis_ch10/>{{rp|10{{hyphen}}26}}

The Final Environmental Impact Statement was released in July 2013, and approved by the SFCTA and SFMTA that September.<ref name=no9 /> Changes from the DEIS included several platform locations and elimination of most left turns on Van Ness.<ref name=feis_ch2 /> Both agencies also approved the addition of an optional southbound platform at Vallejo Street (the northbound platform was already added in the LPA).<ref name=no9 /> The [[Federal Transit Administration]] approved the FEIS in December 2013.<ref name=no9/> The "lengthy planning, review, and public-participation process" in 2014 was faulted for causing delays in BRT implementation, as opposition to the removal of an automobile lane and impacts to parking were not offset by a local working example demonstrating its benefits.<ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Why-bus-rapid-transit-has-stalled-in-Bay-Area-5461409.php |title=Why bus rapid transit has stalled in Bay Area |author=Cabanatuan, Michael |date=May 7, 2014 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref> In addition, local opposition to the Van Ness BRT project included public hearings over median changes and tree removal, despite promises to replace 200 mature trees with 400 saplings.<ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Neighbors-speak-up-to-save-Van-Ness-Avenue-trees-6463370.php |title=Neighbors speak up to save Van Ness Avenue trees |author=Tucker, Jill |date=August 24, 2015 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref> Addenda regarding parking loss and street tree removal were published in 2014 and 2016.<ref name=no9>{{cite web |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2020/02/2-18-20_item_10.3_contract_modification_-_van_ness_brt.pdf |title=Calendar Item No 10.3 |page=5 |date=February 10, 2020 |publisher=San Francisco Municipal Transportation Agency}}</ref> By 2015, the new BRT service was scheduled to open in early 2019.<ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Bay-Area-transit-projects-shift-What-it-means-6597101.php?t=f86d8a6c1e |title=Transit project changes: What it means for your Bay Area commute |author=Cabanatuan, Michael |date=October 30, 2015 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref>

===Construction and opening===
The first phase of construction involved the removal and replacement of underground water and sewer lines, some of which dated back to the 19th century. Half of the road width was closed at a time, with construction proceeding south simultaneously from Lombard Street and Sutter Street. This first phase was originally expected to last two years; BRT construction in the second phase was to last one year, while operator training, tree planting, and sidewalk work would last two months.<ref name=VNIP-Spring2016>{{cite news |url=https://www.sfmta.com/sites/default/files/projects/2016/VN_Newsltr_2016-02_FINAL.pdf |title=Constructing Your New Avenue |author=Cronin, Sean |date=Spring 2016 |issue=2 |work=Van Ness Improvement Project Newsletter |publisher=San Francisco Municipal Transportation Agency}}</ref>
[[File:Red lane construction for Van Ness BRT, April 2021.jpg|thumb|right|Red concrete being smoothed in 2021|alt=Construction workers smoothing red concrete on an urban street]]
Nine bus stops were eliminated on June 4, 2016, to speed up buses during construction and match the BRT stop spacing.<ref>{{cite press release |url=https://www.sfmta.com/blog/first-step-van-ness-brt-consolidating-bus-stops-save-travel-time |title=First Step for Van Ness BRT: Consolidating Bus Stops to Save Travel Time |date=May 20, 2016 |publisher=San Francisco Municipal Transportation Agency}}</ref> General traffic was reduced from three lanes per direction to two in October 2016, and most left turns were eliminated in November.<ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Upgrades-to-Van-Ness-Polk-streets-will-require-9697623.php |title=Upgrades to Van Ness, Polk streets will require patience |author=Cabanatuan, Michael |date=October 4, 2016 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref><ref>{{cite news |url=https://www.sfgate.com/bayarea/article/Left-turns-whittled-down-on-SF-s-Van-Ness-Avenue-10613651.php |title=Left turns whittled down on SF's Van Ness Avenue |author=Cabanatuan, Michael |date=November 14, 2016 |newspaper=San Francisco Chronicle |access-date=February 21, 2022}}</ref> The one-way Franklin and Gough streets to the west received traffic signal upgrades to accommodate traffic diverted from Van Ness.<ref>{{cite magazine |url=https://www.sfmta.com/sites/default/files/projects/2017/VN_Newsltr_17.02_170502.pdf |magazine=Van Ness Improvement Project |date=Spring 2017 |issue=5 |title=You Asked! |page=2 |publisher=San Francisco Municipal Transportation Agency}}</ref> A groundbreaking ceremony was held on March 1, 2017, with completion then still planned for 2019.<ref>{{cite news |title=Work begins on Van Ness transit corridor |url=https://sfbay.ca/2017/03/02/work-begins-on-van-ness-transit-corridor/ |first=Jerold |last=Chinn |work=SF Bay |date=March 2, 2017 |access-date=July 5, 2018}}</ref> 

The median was cleared of trees and shrubs in June 2017, and utility work began that August. By October 2017, wet weather and contractor issues had delayed planned completion by six months to mid-2020.<ref>{{Cite news |last=Rodriguez |first=Joe Fitzgerald |date=October 16, 2017 |title=Two-mile-long Van Ness bus lane project faces two-year delay |work=[[San Francisco Examiner]] |url=http://www.sfexaminer.com/two-mile-long-van-ness-bus-lane-project-faces-two-year-delay/ |access-date=July 5, 2018}}</ref> An additional five-month delay due to unexpected abandoned utilities was announced in April 2018.<ref name="opening">{{Cite news |last=Rodriguez |first=Joe Fitzgerald |date=April 23, 2018 |title=Van Ness Bus Rapid Transit construction delayed another 5 months |work=[[San Francisco Examiner]] |url=http://www.sfexaminer.com/van-ness-bus-rapid-transit-construction-delayed-another-5-months/ |access-date=March 31, 2022}}</ref> Items uncovered during utility work covered a broad range of history, from [[Ohlone]] artefacts to abandoned fiber optic cables originally placed during the [[dot-com boom]].<ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2019/06/vn_newsltr_2019-10_web.pdf |title=Digging up history under Van Ness |author=Morales-Zanoletti, Estefani |date=Spring 2019 |issue=10 |work=Van Ness Improvement Project Newsletter |access-date=21 February 2022}}</ref> Construction was 21% complete by mid-2018.<ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2018/07/vn_newsltr_2018-07_fnl_0.pdf |title=Hidden City: Utilities Under Van Ness |author=Daniels, Meghan |date=Summer 2018 |issue=7 |work=Van Ness Improvement Project Newsletter |publisher=San Francisco Municipal Transportation Agency}}</ref> By early 2019, the project was 27% complete; continued utility and contractor conflicts delayed expected completion to late 2021.<ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2019/03/vn_newsltr_2019-01_r6.pdf |title=Project Timeline |date=Winter 2019 |issue=9 |work=Van Ness Improvement Project Newsletter |publisher=San Francisco Municipal Transportation Agency}}</ref> The first half of utility reconstruction was completed in June 2019, with the second half finished in mid-2020.<ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2019/08/vn_newsltr_2019-11_r4_webversion.pdf |title=Traffic Switch on Van Ness Avenue |author=Morales-Zanoletti, Estefani |date=Summer 2019 |issue=11 |work=Van Ness Improvement Project Newsletter |publisher=San Francisco Municipal Transportation Agency}}</ref><ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2020/08/vn_newsltr_2020-04_webversion_final.pdf |title=Building the BRT: Construction moves to the center |author=Rogozen, Nehama |date=Summer 2020 |issue=15 |work=Van Ness Improvement Project Newsletter |publisher=San Francisco Municipal Transportation Agency}}</ref>

Construction of the second phase began in September 2020.<ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/vn_newsltr_2020-05_web_version.pdf |title=Traffic switches on Van Ness |date=Fall 2020 |work=Van Ness Improvement Project Newsletter |issue=16 |publisher=San Francisco Municipal Transportation Agency}}</ref> Excavation for the second phase uncovered tracks originally used for the [[California Street Cable Railroad]], as well as original [[Belgian block]] stones from the early 20th century.<ref>{{cite web |url=https://www.streetcar.org/uncovering-cal-cables-past/ |title=Uncovering Cal Cable's past |date=October 24, 2020 |publisher=Market Street Railway |access-date=February 22, 2022}}</ref><ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2021/02/van_ness_newsletter_winter_2021.pdf |title=Original tracks from California Street cable car line uncovered on Van Ness |date=Winter 2021 |work=Van Ness Improvement Project Newsletter |issue=17 |publisher=San Francisco Municipal Transportation Agency}}</ref> Further delays in 2020 pushed the estimated completion to 2022.<ref>{{Cite news |last=Graf |first=Carly |date=December 3, 2020 |title=SFMTA board scrutinizes Van Ness BRT spending |work=[[San Francisco Examiner]] |url=https://www.sfexaminer.com/news/sfmta-board-scrutinizes-van-ness-brt-spending/ |access-date=January 2, 2021}}</ref> The first red concrete was poured for the BRT lanes on November&nbsp;10, 2020, and hundreds of trees were planted along Van Ness at approximately the same time. Species planted include [[Corymbia citriodora|lemon-scented gum]] along the median and [[Platanus × hispanica|London plane]], [[Lophostemon confertus|Brisbane box]], and palm trees along the sidewalk.<ref>{{cite news |url=https://sfist.com/2020/11/10/four-years-into-van-ness-bus-lane-project-red-concrete-gets-poured-for-lanes/ |title=Four Years Into Van Ness Bus Lane Project, Red Concrete Gets Poured for Lanes |author=Barmann, Jay |date=November 10, 2020 |work=SFist |access-date=February 21, 2022 |archive-date=February 21, 2022 |archive-url=https://web.archive.org/web/20220221193213/https://sfist.com/2020/11/10/four-years-into-van-ness-bus-lane-project-red-concrete-gets-poured-for-lanes/ |url-status=dead }}</ref><ref>{{cite tweet |number=1326235442849538049 |user=jeffreytumlin |author=Jeffrey Tumlin 🏳️‍🌈 |date=November 10, 2020 |title=Crews are hard at work today putting down red concrete for Van Ness Ave bus lanes}}</ref><ref>{{cite news |url=https://www.sfmta.com/sites/default/files/reports-and-documents/2021/05/van_ness_spring_newsletter_2021.pdf |title=Trees bring life to Van Ness corridor |date=Spring 2021 |work=Van Ness Improvement Project Newsletter |issue=18 |publisher=San Francisco Municipal Transportation Agency}}</ref> The red concrete pour was completed in July 2021, and work continued on landscaping and median construction.<ref>{{cite tweet |number=1410316416205553664 |user=jeffreytumlin |author=Jeffrey Tumlin 🏳️‍🌈 |date=June 30, 2021 |title=I spend most days pouring over spreadsheets, editing docs + sitting thru 8 hrs of Zoom meetings. So I leapt at chance to join Bauman crews pouring final blocks of Van Ness red lanes. That's me⬇️}}</ref><ref>{{cite news |url=https://www.sfchronicle.com/sf/article/Van-Ness-project-has-been-plagued-by-delays-and-16290131.php |title=Van Ness project has been plagued by delays and ruined businesses. Grand jury says setbacks were 'avoidable' |author=Cano, Ricardo |date=July 2, 2021 |newspaper=San Francisco Chronicle |archive-url=https://web.archive.org/web/20220215233830/https://www.sfchronicle.com/sf/article/Van-Ness-project-has-been-plagued-by-delays-and-16290131.php |archive-date=February 15, 2022}}</ref><ref>{{cite web |url=https://www.sfcta.org/sites/default/files/2021-09/Item%209%20-%20Van%20Ness%20BRT%20Memo.pdf |title=09/22/2021 Community Advisory Committee Meeting: Progress Report for Van Ness Avenue Bus Rapid Transit Project |date=September 17, 2021 |publisher=San Francisco County Transportation Authority |author=Cordoba, Eric |quote=The project has now completed construction of the center-running red transit lanes, a significant milestone.}}</ref>

Testing with Muni and Golden Gate Transit vehicles began on January&nbsp;12, 2022, followed by driver training.<ref>{{Cite tweet |number=1481363231469752320 |user=sfmta_muni |title=Today, along with @GoldenGateBus , we began joint testing of #VanNessBRT. We're making sure that signals work as well as addressing turn and passing clearances with vehicles traveling in the opposite direction. |author=SFMTA |date=January 12, 2022}}</ref><ref>{{cite press release |url=https://www.sfmta.com/blog/bus-testing-new-van-ness-brt-corridor-success |title=Bus Testing on the New Van Ness BRT Corridor a Success |first=Nehama |last=Rogozen |date=January 25, 2022 |publisher=San Francisco Municipal Transportation Agency}}</ref> Revenue service began on April&nbsp;1, 2022.<ref name=april1 /><ref name="kron4-unveils">{{cite news|url=https://www.kron4.com/news/bay-area/new-van-ness-rapid-transit-unveils-today/|title=New Van Ness rapid transit unveils today|last=Stinson|first=Sarah|date=April 1, 2022|accessdate=April 1, 2022|work=KRON4}}</ref> By the end of the month, northbound travel times had decreased by nine minutes – 35% – while ridership on route 49 had increased by 13%. Further decreases in travel time were expected as [[transit signal priority]] was activated and adjusted.<ref>{{cite news |url=https://www.sfchronicle.com/sf/article/sf-van-ness-17134051.php |title=One month after its debut, this is how S.F.'s Van Ness BRT is performing |first=Ricardo |last=Cano |date=April 28, 2022 |newspaper=San Francisco Chronicle |access-date=April 29, 2022}}</ref> Route 49 remained temporarily operated solely by motorbuses&nbsp;– as had been the case during BRT construction, since 2016&nbsp;– pending operations changes enabling its runs to be moved back to Potrero Division.<ref name="tm363">{{cite magazine|title=Trolleynews [regular news section]|date=May–June 2022|magazine=Trolleybus Magazine|volume=58|issue=363|publisher=National Trolleybus Association|location=UK|pages=128–129|issn=0266-7452}}</ref> Two trolleybus-operated supplementary runs (not shown in  public schedules) operating in the weekday midday period only began operation on July 25,<ref name="tm365">{{cite magazine|title=Trolleynews [regular news section]|date=September–October 2022|magazine=Trolleybus Magazine|volume=58|issue=365|publisher=National Trolleybus Association|location=UK|page=217|issn=0266-7452}}</ref> but regular, all-day, seven-days-a-week use of trolleybuses on route 49 did not resume until January 2023 – and temporarily covering only one-quarter of the route's runs.<ref name="tm367">{{cite magazine|title=Trolleynews [regular news section]|date=January–February 2023|magazine=Trolleybus Magazine|volume=59|issue=367|publisher=National Trolleybus Association|location=UK|page=41|issn=0266-7452}}</ref> In September 2024, the [[Institute for Transportation and Development Policy]] rated Van Ness BRT as "Silver" on its [[BRT Standard]] scale.<ref>{{cite press release |url=https://www.sfmta.com/blog/international-review-van-ness-brt-ranks-it-among-top-world |title=International Review of Van Ness BRT Ranks it Among Top in the World |first=John |last=Gravener |date=September 3, 2024 |publisher=San Francisco Municipal Transportation Agency}}</ref>

==See also==
*[[Trolleybuses in San Francisco]]

==References==
{{reflist}}

==External links==
{{Commons category}}
{{Attached KML|display=title,inline}}
*[https://www.sfmta.com/projects/van-ness-improvement-project SFMTA project website]
*[https://www.sfcta.org/projects/van-ness-improvement-project SFCTA project website]
**Final Environmental Impact Statement: [https://www.sfcta.org/sites/default/files/2019-02/Van_Ness_BRT_Final_EIS_EIR_Volume_I.pdf Volume I], [https://www.sfcta.org/sites/default/files/2019-02/Van_Ness_BRT_Final_EIS_EIR_Vol_II.pdf Volume II], [https://www.sfcta.org/sites/default/files/2019-02/VanNessBRT%20Addendum%202016.03.02_Final_Signed.pdf Addendum (2016)]

{{Muni}}
{{USBRT}}

[[Category:Bus rapid transit in California]]
[[Category:Public transportation in San Francisco]]
[[Category:San Francisco Municipal Railway]]
[[Category:Golden Gate Bridge, Highway and Transportation District]]
[[Category:2022 establishments in California]]
[[Category:Transport infrastructure completed in 2022]]