Imagine how much the quality of your life could improve if you could conveniently travel on a world-class transit system throughout the Bay Area. This world-class system would offer fast, convenient, comfortable, reliable and affordable service comparable to the best systems in the world. What would such a world-class transit system look like and how could we pay for it?
By Tom Flynn
Published: February, 2001
Imagine how much the quality of your life could improve if you could conveniently travel on a world-class transit system throughout the Bay Area. This world-class system would offer fast, convenient, comfortable, reliable and affordable service comparable to the best systems in the world. What would such a world-class transit system look like and how could we pay for it?
A world-class transit system for the Bay Area could be anchored by high-speed ferries traveling every 15 minutes on 30 different routes criss- crossing the Bay from Vallejo to San Jose. These ferry routes could connect 40 terminals throughout the region in San Francisco, Oakland, Alameda, Berkeley, Richmond, Vallejo, Larkspur, Sausalito, San Rafael, Redwood City, East Palo Alto and Mountain View. All of these ferry terminals would be served by an extensive network of local ground transportation services including shuttle buses which would make it possible to conveniently travel virtually any where in the region by ferry.
In addition to a fast, reliable and comfortable ferry system, a world-class transit system could also include an extensive train and light rail trolley system. Along with the existing BART service, CALTRAIN, and light rail service in the Silicon Valley, an extensive network of commuter trains could be added. This expanded network would include ideally, a diagram of this proposed system would be drawn and included with the article]:
» A greatly expanded Altamont Commuter Rail Express (ACE) service from Stockton to San Jose;
» Commuter rail in the North Bay from Cloverdale to Larkspur to meet high-speed ferries to San Francisco;
» Commuter trains from Vacaville and Fairfield to Oakland continuing on to the Silicon Valley;
» Commuter trains from Brentwood to Oakland continuing on to the Silicon Valley;
» CALTRAIN extended to downtown San Francisco and electrified to improve travel speed and reliability; and
» A greatly expanded light rail system in Santa Clara County serving the entire Silicon Valley.
Along with a fast, efficient, and convenient network of high-speed ferries and an extensive network of passenger rail services, a world-class transit system could also include an extensive network of express buses throughout the region. The express bus service would utilize top of the line buses equipped with comfortable high back seats and other amenities commonly found on charter buses including reclining seats, reading lights, overhead bins, air fans, foot rests, video screens and bathrooms. The buses would take full advantage of an extensive network of High Occupancy Vehicle (HOV) Lanes throughout the region to provide frequent reliable service with travel times competitive with the automobile. Express buses would operate on many routes:
» Santa Rosa to San Francisco along Highway 101;
» Vacaville and Fairfield to San Francisco along I-80;
» Concord and Walnut Creek to the Silicon Valley along I-680;
» Berkeley and Oakland to the Silicon Valley along the Nimitz Freeway;
» Livermore and Pleasanton to the Silicon Valley;
» San Leandro and Hayward to the Silicon Valley;
» Fremont to the Silicon Valley;
» Stockton and Tracy to Livermore and Pleasanton.
The ferries, trains and express buses would tie into a comprehensive network of local bus services which provide a high level of mobility for local trips throughout the Bay Area. There would also be an extensive paratransit system serving the travel needs of the elderly and disabled people throughout the region.
What would it be like to travel on this world-class transit system? Imagine riding your bike or boarding a clean, modern shuttle bus next to your house for a short trip to your local ferry terminal, train station, or express bus terminal. The terminals have quiet comfortable seating areas protected from the wind and rain and they are full of welcome amenities including coffee and pastries. After a brief stay at the warm and friendly terminal, you board a comfortable and spacious high-speed ferry, a fast and efficient BART train or light rail trolley, or a luxurious commuter rail train, or an express bus for your pleasant and relaxing journey to work. If you are riding the ferry, you enjoy sipping your coffee and eating pastries as you read the morning newspaper, work on your laptop computer, catch up on your sleep, or just enjoy the magnificent scenery the Bay has to offer. If you are traveling on a BART train, a light rail trolley, a commuter train or express bus, you settle down into your comfortable seating accommodations and enjoy the smooth ride and beautiful scenery as you whisk by all the poor souls stuck in bumper-to-bumper traffic. After departing from the ferry, train or express bus, you either walk a short distance to your office or board a shuttle bus for a quick trip to your office.
The return trip home would be equally enjoyable. Magazines, newspapers and books along with other amenities would be available to purchase in the ferry, rail, or bus terminals before boarding. Once on board your ferry, train, or express bus, you could use the time to reflect on the days work, plan your evening, socialize with fellow passengers, or take a quick nap. You arrive home refreshed and without any of the stress and fatigue which comes from driving in slow bumper to bumper traffic.
Now that you have seen what traveling on a world-class transit system in the Bay Area could be like, you are ready to ask the obvious question – how do we pay for such a magnificent system? Well, perhaps the answer is equally obvious. Why not increase the bridge tolls on all of the bridges across the Bay to $5.00 during the off peak hours and up to $7.00 for the heavily congested peak hours during the morning and afternoon commute? Not only could such toll increases provide at least $300 million per year to pay for improved transit services, they could also result in a dramatic reduction in traffic congestion on all of the bridges. The Metropolitan Transportation Commission (MTC) has estimated that each $1.00 increase in bridge tolls would result in a 20% reduction in traffic congestion on the bridges during commute hours. If this is the case, then, a $5.00 increase in the bridge toll during peak hours on all of the bridges except the Golden Gate could virtually eliminate the traffic congestion by encouraging drivers to travel at different times or use alternatives to the auto.
Increasing bridge tolls could be a win-win situation. The additional toll revenue could fund dramatic improvements in our regional transit system, which could provide a very attractive alternative to driving on the bridges for thousands of travelers. For travelers choosing to drive across the bridges alone during peak commute hours, they too would benefit from a dramatic reduction in traffic congestion on the bridges. The region as a whole would also benefit from reduced auto use, improved air quality, and reductions in energy consumption.
But would such dramatic increases in bridge tolls be a rational, fair, and equitable way to manage the increasing demand on the bridges and pay for improved transit services throughout the region? The answer is "yes." All of the bridges in the Bay Area are currently operating at capacity or near capacity during peak hours and none of them will be able to handle the tremendous increases in traffic which are expected to occur over the next 20 years. Unless billions of dollars can be found to build new bridges, we will clearly need to effectively ration the limited capacity on the bridges and reduce the overall travel demand as much as possible. Charging higher tolls would be a very logical approach to managing the limited capacity and reducing overall travel demand which could significantly reduce the traffic congestion on the bridges during the peak hours.
Higher tolls would be fair and equitable because they would require the drivers contributing the most to increased congestion on the bridges to shoulder the biggest financial burden for relieving this congestion. This form of "congestion pricing" would charge "user fees" which more accurately reflect the true cost of using the limited capacity on the bridges. No one would be forced to pay the higher tolls. Each traveler would be able to decide for themselves whether to pay the tolls or utilize other attractive alternatives such as carpooling or public transit.
Charging even higher tolls during peak hours when the bridges are most congested could be a highly effective way to reduce overall travel demand, manage the limited capacity of the bridges, and eliminate most of the traffic congestion. For those who choose to drive alone and pay the extra surcharge, they would benefit from the tremendous time savings resulting from the reduced traffic congestion on the bridges. The value of the time they save would probably more than offset the cost of the higher bridge toll. For those who would prefer not to pay the premium for traveling on the bridges during peak hours, the much improved transit system financed by the higher tolls would provide a highly attractive alternative.
Would utilizing such a market-based approach to congestion pricing represent a radical departure from the way we normally do business in our society? The answer is "no." Quite to the contrary, pricing strategies are commonly used wherever supply exceeds demand. Telephone companies routinely charge higher rates for calls made during peak business hours while offering major discounts for off peak night and weekend calls. Hotels commonly charge premium rates during the peak tourist seasons and slash rates during the slow seasons. Theaters charge full price for popular evening shows and lower prices for less crowded matinees. Even food prices can vary based on seasonal demand. If we routinely use congestion pricing throughout our economy, then why not use it to help reduce traffic congestion, improve air quality, and reduce energy consumption?
While dramatically increasing bridge tolls may at first glance appear to be a radical idea, it is important to recognize that a prestigious task force already proposed a major toll increase for the Bay Bridge back in 1994. The Bay Area Congestion Pricing Task Force was convened by MTC in August 1993 to evaluate the possibility of implementing some form of congestion pricing on the Bay Bridge. This Task Force included representatives from a diverse group of government, business, environmental, and public interest organizations including:
» The Metropolitan Transportation Commission (MTC),
» The Federal Highway Administration (FHWA);
» The California Department of Transportation (Caltrans);
» The Bay Area Air Quality Management District (BAAQMD);
» The Bay Area Council;
» The Santa Clara Manufacturing Group;
» The Sierra Club;
» The Environmental Defense Fund (EDF); and
» The Union of Concerned Scientists.
The Task Force recommended increasing the bridge toll on the Bay Bridge from $1.00 to $3.00 during the peak hours from 6AM to 9AM and 3PM to 6PM in order to reduce traffic congestion on the Bridge and finance attractive transit alternatives.
In conclusion, why not dramatically increase the bridge tolls on all of the bridges in the Bay Area to greatly reduce peak period congestion on the bridges and finance major improvements to our regional transportation system? We could have a world-class transportation system with ferries crossing the Bay every 15 minutes combined with an extensive passenger rail system and express bus network. Traffic congestion and energy consumption would be reduced while air quality and our overall quality of life would be greatly improved.
