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TRANSACTIONS NEWSLETTER ONLINE

May 2002

Bay Crossings Study: Over, Under, Around or Through?

Art by Bud Peen
Cost and Impacts of Six Alternatives for Expanding Transbay Capacity Unveiled
Depending on where you live, and where and how you commute, the prospect of a new bridge or tunnel across San Francisco Bay is either tantalizing, alarming or merely intriguing. However you view the issue, now is the time to weigh in.
ALTERNATIVE 1: Operational Improvements
New and expanded express bus service with direct bus onramps to bridges, more park-and-ride lots, etc.

ALTERNATIVE 2: Bay Bridge Corridor Rail
A new heavy-rail tunnel from San Francisco to Oakland and/or a second BART crossing.

ALTERNATIVE 3: San Mateo-Hayward Bridge
Initially, create reversible lanes to expand peak capacity; later, widen to eight lanes.

ALTERNATIVE 4: New Mid-Bay Bridge
Six-lane crossing from Interstate 238 in the East Bay to Interstate 380 just north of SFO.

ALTERNATIVE 5: Dumbarton Rail Service
Overhaul rail bridge to carry up to six trains per hour linking Union City with Millbrae and San Jose.

ALTERNATIVE 6: Dumbarton Bridge Approach
Provide direct connection to U.S. 101.
Click to enlarge
MTC's Bay Crossings Study reached a crucial milestone in April when the study consultants unveiled initial findings regarding costs, travel impacts and environmental issues for six options for expanding transbay capacity to accommodate an expected 40 percent jump in travel along three bridge corridors between now and the year 2025.

The priciest items on the list are a pair of underwater tunnels across the San Francisco-Oakland Bay Bridge corridor, one for BART (ranging from $7.1 billion to $10.3 billion) and the other for high-speed or commuter trains ($7.5 billion to $11.8 billion). Also at the upper end of the price range is a new mid-Bay bridge for cars, buses and trucks, tagged at $6.4 billion to $8.2 billion. Linking Interstate 380 in the West Bay with Interstate 238 in the East Bay, the new six-lane span would do the most to relieve traffic delays on existing bridges.

Also in the billions is a project to expand the capacity of the San Mateo-Hayward Bridge (although an interim fix to the San Mateo-Hayward Bridge — involving reversible lanes to handle peak traffic flows — comes in at only $40 million).

At the lower end of the cost spectrum is renovation of the defunct Dumbarton rail bridge to carry commuter trains. Another relative bargain is a package of "operational improvements" to boost the capacity of the existing bridges and their approaches. Included is an expanded network of transbay express buses along with direct bridge access ramps that would allow buses and carpools to bypass toll plazas.

"These alternatives aren't necessarily mutually exclusive," said MTC Project Manager Larry Magid. "The study's policy committee could recommend a range of improvements for further study."

Meanwhile, the Bay Area's Water Transit Authority has a complementary effort under way to look at ferry options.

MTC staff and consultants are gauging the public's reaction to the costs and benefits of the various alternatives at two evening forums, as well as via a telephone poll and stakeholder focus groups. At the same time, they are testing the waters for funding mechanisms — such as an across-the-board increase in bridge tolls or congestion pricing on bridges (charging higher tolls during peak hours).

"Several of the projects seem prohibitively costly. But if the region was able to build its two landmark bridges in the depths of the Depression, we should be able to find a creative way to finance needed improvements," said Magid.

The fast-track study is set to wrap up in July.
— Brenda Kahn

Comments can be submitted on the Bay Crossings Study Web page.

MTC has published a special newsletter examining the costs and impacts of the various alternatives. To request a copy:
e-mail library@mtc.ca.gov
Fax 510.817.5932
Phone 510.817.5836

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