Case Study:

San Francisco Bay Area, California

Application

Spatial Distribution of Impacts

Figure 6 illustrates the spatial distribution of accessibility changes between the project and no-project alternatives for the transit mode. Figure 7 illustrates the same changes for the auto (drive-alone) mode. The greatest percentage benefits for transit occur in the suburbs of the South Bay that are served by new light rail extensions and express bus/HOV lanes, and to the more distant areas to the north and east served by U.S. 101 north, I-80, and S.R. 4 that also benefit from HOV lanes and longer-distance bus service. These corridors to the north and the east also appear to benefit most in terms of relative automobile accessibility.

While percentage changes are greatest in outlying areas, it should be noted that these areas are starting from a much lower baseline level than the existing core urbanized areas in the region. Absolute changes in accessibility (not shown) are more evenly distributed throughout the region. The primary exception is the eastern part of Santa Clara County that shows much higher transit gains as a result of the new rail and bus transit projects in the area.

Figure 6.
Change in Transit Accessibility, RTP Project versus No-Project Alternatives

Source: Adapted from Metropolitan Transportation Commission data.

Figure 7.
Change in Auto Accessibility, RTP Project versus No-Project Alternatives

Source: Adapted from Metropolitan Transportation Commission data.

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