Chopper Bicycle

Chopper Bicycle

Bay Area Rapid Transit

History
Development and origin
Main article: History of the Bay Area Rapid Transit
Some of the Bay Area Rapid current coverage area Transit System was once served by the electrified tram and suburban rail system called the dominant system. This system of early twentieth century once had regular trans-bay traffic through the lower deck of Bay Bridge. A mid 1950 the entire system had been dismantled in favor of the road trip using cars and buses - given the explosive growth of the construction of the highway. A new rapid transit system was proposed to take the place of the key to the system during the 1940s, and formal planning for which began in the decade 1950. Some funding was secured for the BART system in 1959, and construction began a year later. The rail passenger service began the first few stretches of track in September 1972. BART's new system was hailed by some authorities as an important step forward in underground technology.
However, there were concerns over the safety of the BART system and the enormous expenditure necessary for the construction of the network of BART. Praise for the new transport system was not unanimous at first.
Recent history
Statistics for 2006
Number of vehicles
670
initial system cost
One billion $ 1.6
Cost equivalent in 2004 dollars (replacement cost)
$ 15,000,000,000
Hourly passenger capacity
15 000
Maximum daily capacity
360 000
Average weekday passengers
322 965
The gross annual income rates
$ 233,650,000
Annual costs
$ 581,810,000
Annual profits (losses)
($ 300 million)
Rail passenger cost per mile (excluding capital expenditures)
$ 0323
Recent data from a study which, along with some Bay Area freeways, some of General BART structures could be extensive damage and, potentially, could collapse if an earthquake of great magnitude, which is expected to be highly likely to occur in the Bay Area over the next 30 years. Seismic wide adaptation will be necessary to address many of these weaknesses, but one in particular, the penetration of the Hayward Fault Zone by the Berkeley Hills tunnel, leave it for the correction after a crippling earthquake, with consequences for the trains in transit, its operators, and passengers left to chance.
In May 2004, BART became the transit system for the first time in the nation to offer mobile phone communication passengers of all wireless service providers in the subways. This is in contrast with other systems in the United States, which, while having some cell phone service, do not provide passengers from all major mobile operators. The service was made available to Verizon customers Wireless, Sprint / Nextel, AT & T Mobility and T-Mobile within and between the four seasons in San Francisco Market Street from the Civic Center Embarcadero. In 2005, coverage was made available between Balboa Park and Mission San 16. In July 2008, the cellular telephone network, the fifth area of the bay, MetroPCS, was added. In December 2009, service was expanded to include the Transbay tube, thus providing a continuous cell phone coverage between West Oakland and Balboa Park. Service is expected to be added in the center of Oakland, Berkeley and the Berkeley Hills tunnel at the end of the third quarter of 2010. Coverage is expected to be added to South San Francisco and San Bruno in 2011. The aim is to provide continuous mobile phone and Internet service throughout the BART system.
As of February 20, 2007 BART entered into an agreement to allow beta testing WiFi Internet access for passengers in the BART system. We initially included four stations in downtown San Francisco; Embarcadero, Montgomery, Powell and Civic Center. To date over 30,000 users have used the service. The testing and demonstration are also included especially testing ground for the trains on the track at Hayward BART test. The tests and the deployment has been extended in the underground pipes of interconnection between the four seasons center and more. The successful demonstration test provided a 10-year contract with WiFi Rail, Inc. for services throughout the BART Right of Way (ROW).
During the months of May 2008 and July 2008 the WiFi service was expanded to include the Transbay Tube BART cars and now hopes to have the necessary equipment to benefit from WiFi access network.
BART Since mid 1990, has been trying to modernize its aging 30-year-old. The rehabilitation of the fleet is part of the said this modernization, at present, fire alarms, sprinkler systems, water, yellow domes tactile platform edge and rubber tiles cemented-Mat being installed. Raw black tiles on the edge of the platform marks the location of the door to board trains, allowing passengers to wait in the appropriate places for the train, instead of waiting until the train arrives to find out where to board. All faregates and vending machines have also been completely replaced.
In the spring of 2007, BART experimented with a system of panels advertisement placed in the Transbay tube, and when the drivers looking at the windows I saw what appeared to be a movement commercial as "Reebok's Run easy" for the campaign.
On April 10, 2007, BART General Manager Tom Margrid, who has been chief for eleven BART , announced his retirement.
In late May 2007, BART has declared its intention to improve off-peak (night and weekends) for each line intervals as 15 minutes. The current 20-minute intervals at the moment is seen as a psychological barrier for passengers. June 2007, BART temporarily reversed its position stating that shorten waiting times can not happen because of a state budget deficit of $ 900,000 of income. However, BART finally confirmed the application the plan on January 1, 2008.
Moreover, in June 2007, BART suddenly removed all references to the application for payment of your page TransLink system from web. BART spokesman said Marty Moran (via email) that TransLink can now be done as soon as late 2007. Implementation of TransLink on BART was further delayed due to disputes regarding the processing of charges between the MTC and BART. TransLink was planned to be released simultaneously on BART, SF Muni and Caltrain in the spring of 2008. TransLink access is in force in May 2009.
As BART celebrated the 50th anniversary of its creation by the state legislature, the organization management announced plans for the next 50 years. His vision includes the addition of a pipe diameter of four transbay under San Francisco Bay running in parallel and south of the existing tunnel and emerge at the Transbay Terminal to provide transit service connecting Caltrain and the Future of California the high-speed rail system. The four bore tunnel would provide two tunnels and two tunnels for BART conventional high-speed rail. BART plan focus is on improving service and reliability in its core system (where the density and the number of users is higher), instead of extensions in the suburbs distant. These plans include: a line that continues from the Transbay Terminal through the South-of-Market, north on Van Ness and ends in western San Francisco along the Geary corridor, the presidio, or Playa Norte, a line along Interstate 680 corridors, and a fourth set of railroad tracks through Oakland.
Numerous changes in the rail service is implemented from January 1, 2008. Among the changes, the train line Pittsburg / Bay Point spread Airport service San Francisco-Oakland (SFO) station (at all hours of operation), but not continue to the end of the line in Millbrae. (Only a few late night Pittsburg / Bay Point to Millbrae trains continued after stopping at the SFO airport station). During weekdays (until 7:00 pm), trains on the Richmond line continues into the Millbrae station, but without the SFO airport station during weeknights and weekends, trains from Dublin / Pleasanton line followed Millbrae, but also ignore the SFO airport station). All this meant that it would not be a direct train between SFO airport and Millbrae, unsettling "Caltrain" Passengers wishing to travel to the SFO airport. BART management suspended the direct rail link, citing low ridership between the airport and Millbrae SFO. However, implemented timely transfer station in San Bruno for passengers who traveled from the SFO airport to Millbrae.
With budget constraints continue, it is necessary to reduce the BART service beyond Daly City. As of September 14 2009, the following changes have taken place: The Pittsburg / Bay Point line still end up in the SFO from Monday to Friday until 7:00 pm. After 7:00 pm, and all day on weekends and holidays, service will extend to Millbrae. The Dublin / Pleasanton line no longer serve for the expansion, instead of ending in Daly City station.
In 2008, BART announced that it would install solar energy systems on the roofs of railway yards and maintenance facilities in Richmond and Hayward, as well as the ports of cars with solar panels on the roof in Orinda station. The Council regretted not being able to install them in all places, but said Orinda that was the only station with enough sun so they can make money from the project.
The current system
Background
A photo of the rails third parties entering in the BART system. Note how the third rail instead changes from the train entered the station and cross the footbridge crossing the trail. Note the walkway on the left side trail in the distance, which is the walkway for the aerial trail leading to the Daly City station again, the third rail positioned opposite of this walkway.
BART covers 104 miles (167 km) of track and 43 stations. The system uses a controversial 5 feet 6 inches (1,676 mm) broad gauge, compared with August 4, 1912 feet (1,435 mm) standard gauge predominantly found in the railway systems in the United States. This is the only transit system in the States U.S. using this indicator. The cars are wider than normal transit equipment, but as wide as standard gauge cars in North America. The negative side is that all maintenance and support equipment must be tailored. Trains can reach a maximum of centralized control at 80 mph (130 km / h) and provide a average speed of the entire system of 33 mph (53 km / h) with the station twenty-second stop time (dwell). Trains run to a minimum length three cars per the guidelines of California Public Utilities Commission with a maximum length of 10 cars, which stretches all 700 feet (213 m) length of a platform. The maximum length of 710 feet (216 m), BART has the longest length of any train Metrorail system in the United States. The system also features Car widths of 10.5 feet (3.2 m) (the same width as an Amtrak Metroliner), a maximum slope of four percent and a minimum curve radius of 394 feet (120 m) on main lines.
The electric current is supplied to the trains more than a third lane, alternating position in relation to the context from the train. Within seasons, the third rail is always on the side farthest away from the passenger platforms. This design feature eliminates the danger of a passenger or directly enter the third rail, or stepping on it to go back up to the platform if a fall. At ground level traces, the third rail alternates from one side of the track to the falls of others, always in the third lane to allow emergency evacuation through trails.
Underground tunnels airframes and the Transbay tube evacuation have aisles and aisles to allow for evacuation without exposing train passengers easy contact inadvertently with the third rail, which is so far from these roads as possible. The tension in the steel third rail is 1000 volts DC, so there are warnings throughout the system passengers of their danger. In addition, BART stations warning signs within each car of the third rail and rail contact four paddle-like shoes protruding from the bottom of each vehicle by the carriages of a train wheel. Other third-rail metro systems in the U.S. boosted use a lower voltage.
Many of the original 1970s the system was BART stations, especially the air stations, the characteristic architecture simple, brutal.
The number of passengers levels
The number of passenger records have been established in regional scale considered in the study events such as the San Francisco Gay Pride Parade. The records include a record 224 500 Sunday, which coincided with a baseball game in Oakland Athletics, and a record of 405.4 thousand days of the week set September 8, 2008, when both the San Francisco Giants and Oakland Raiders had home games. The record for a week was 2.3178 million passengers between June 23 and June 29, 2008. This broke the previous all the record level reached 2.3018 million during the closure of Bay Bridge. BART set an absolute record one-day walks in 442 000 Thursday, October 29, 2009, after the closure of the San Francisco-Oakland Bay Bridge due to the lack of structural repair.
BART Problems with Segways
After several incidents high-profile involvement of Segways, including an incident in which a Segway was hit by a train after falling to the tracks, BART's banned for 45 days until were able to regroup and establish a plan to mediate the issue. The consensus was the institution of rules similar to the bikes, where the Segways will be disabled during travel times to work, except for persons with disabilities and that the devices could not be on or traveled beyond the door rate similar to the rules for all wheeled devices such as skateboards and scooters. In addition, a system has been established the obligation to register to be used in the system.
Pathways
All routes pass through the city of Oakland, and all but the route of Fremont Richmond pass through the Transbay Tube in San Francisco and beyond Daly City. Most segments BART system trains carry more than one route.
Trains run regularly into five routes. Unlike most rapid transit and rail systems worldwide, BART lines are usually not covered by shorthand designations. Although the lines have been colored consistently in the system maps BART for over a decade, are only occasionally referred to officially by color names, and only rarely referred to in this way by members of public (for example, the "Red Line").
In contrast, the five BART lines are usually identified on maps and schedules for the names of its terms:
Fremont Daly City, following a former Western Pacific Railroad right of way from Fremont to Oakland, operates Monday to Saturday during the day in the afternoon.
Dublin / Pleasanton Daly City, following Interstate-580 through Castro Valley to San Leandro, where it meets the line from Fremont, Richmond, continuing in San Francisco.
Pittsburg / Bay Point SFO / Millbrae, after SR 4, former Sacramento Northern Railroad right of way, and SR 24 from Bay Point to Oakland, and extends beyond Daly City to San Francisco International Airport. On weekdays and weekends, this line turns around at the airport to continue in Millbrae.
Richmond Daly City / Millbrae, following a former Atchison, Topeka and Santa Fe Railway right of way from Richmond to Berkeley, and extends beyond Millbrae Daly City Monday to Friday during the day in the afternoon. On Saturdays, the line operates at Daly City.
Richmond Fremont, coinciding with the Millbrae Richmond line and the line of the city of Fremont Daly between its terminals and Oakland, and operates every day.
The line of San Francisco through Daly City Millbrae is a former Southern Pacific Railroad right of track, which is also served by Caltrain San Bruno beyond.
Office hours
The BART system consists of five lines, but most the network consists of more than one line on the same track. The trains on each line historically ran every fifteen minutes during the week and twenty minutes during nights, weekends and holidays, however, from a particular station could be served by a maximum of four lines, could have service as often as every three or four minutes. However, the system is closed for four hours each night for maintenance, reopening at 4:00 am every morning except Sundays.
As of January 1, 2008, service in each line is at intervals of 15 minutes, except on Saturdays between 6:00 am and 7:00 pm, when the service is every 20 minutes. Also effective January 1, 2008, BART service begins around 4:00 am on weekdays, from 6:00 am on Saturdays, and 8:00 am Sunday. Service every day ends around midnight with the end of the season scheduled for the last train in the station. Two of the five lines, Millbraeichmond and SF / Daly Cityremont lines, not at night (after 7 pm) or Sunday service, but all stations are accessible through the transfer of the other lines. All Night network service is available when Bart is closed. All but six BART stations are served (and eight Caltrain stations). BART tickets are not accepted on these buses, and each of the four bus systems charge their own rates, which can be up to $ 3.50, a four-system can cost as much as $ 9.50 from 2007.
Rates
Vending machines at the Powell Street station
BART fares are comparable to those of rail systems local and are superior to those of most of the meters, especially for long trips. The fee is based on a formula that takes into account both the length and speed travel. A surcharge is added for trips journey through the Transbay Tube at San Francisco International Airport, or through San Mateo County, which is not a member of BART. Historically and until very recently, passengers have used rechargeable tickets paper-plastic-compound, in which charges are stored via a magnetic strip to enter and exit the system (a similar magnetic stripe ticketing system used in Washington's Metro Washington, DC). Faregate output prints the remaining balance on the ticket each time passenger exits the station. A paper ticket can be filled in a ticket machine, the remaining balance at any ticket can be applied to the purchase a new one, or a card is simply captured by the exit door when the balance reaches zero, a number of low-value cards can be combined to create a card of higher value, but only in certain places ticket exchange that are in some BART stations. BART is based on the unused ticket values, particularly the low-value discards cards as a source of revenue, estimated by some to be as high as $ 9.9 million.
A standard fare BART ticket. Notification of the initial purchase price parallel to the magnetic pull, and balance of the card printed on the left, updated every outing. Images greater income, a blue ticket, new style, and tickets other colors can be found here.
A stored value smart card fare system, called TransLink smart card was launched in autumn 2009. This program was released to the public in autumn 2006 with the launch of AC Transit, Dumbarton Express and Golden Gate Transit lines. Previously promoted BART card EZ Rider, a pilot program that uses technology similar in design to the TransLink card. Both are contactless smart cards, and contain stored value which can be used for payment of fee. BART contract with Cubic Transportation Systems faregates to replace all those who have inherently smart card readers installed. The EZ Rider program is expected to last until September 2010.
BART The minimum rate of $ 1.75 is charged for travel 6 miles (9.7 km), as a journey between two adjacent stations Berkeley. The maximum return fare including all possible charges is $ 10.90, 51 miles (82 km) journey between the point of Pittsburg / Bay and San Francisco International Airport. The trip far away as possible, of Pittsburg / Bay Point to Millbrae, it costs less due to the additional charge for airport travel. Passengers without tickets enough to complete their journey AddFare must use a machine to pay the remaining balance to leave the station. Due to the amount of the basic rate circulating in the BART stations in downtown San Francisco on BART costs 25 cents less than it does to travel to the city's own light rail system, the MUNI Metro, which is generally slower in the coverage of the same distance. However, about two-MUNI permits full hours of walking, including transfers to other MUNI vehicles, while BART charges $ 1.75 for a single trip. There are several peculiarities in the tariff system due to a subsidy provided to drivers to travel between some outlying stations. For example, for a trip Dublin / Pleasanton to Fremont, is less expensive to leave the station at the point of transfer, Bay Fair, and re-enter the station, instead of remaining on the platform as two basic rates charged $ 1.75 instead of $ 4.35 fee from beginning to end.
BART uses a system of five different colors regular fare tickets, special rate and discount rate to select the groups as follows:
Azul General tickets: the most common type, high value includes discount tickets
Red People with disabilities and tickets children 4-12 years: 62.5% discount, special identification is required (children children under 4 travel free)
Green tickets over 65 years and over: 62.5% discount, proof of age required to purchase
Orange Student tickets: special, restricted use 50% ticket discount for students aged 13-18 currently enrolled in secondary or middle school
BART also special ticket flash high-value 'through' privileges with regional transit agencies, including MUNI buses.
EZ Rider A new smart card program fare plastic eventually be replaced by the Phase II Program TransLink
EZ Rider Fare Card
Unlike most transit systems in the United States, BART does not have an unlimited ride passes are available and passengers must pay for each trip they take. The discount only gives the public a discount of 6.25% when "high-value tickets" are purchased with the values of rate of $ 48 and $ 64, priced at $ 45 and $ 60 respectively. Amtrak Capitol Corridor trains San Joaquin sell $ 10 BART tickets on board the cars of coffee for only $ 8, resulting in a discount of 20%. A discount of 62.5% is provided to the elderly, the disabled, and children age 5-12 years. Middle and high school students May 13-18 get a 50% discount if your school participates in the BART however, these tickets are intended for use only between the student's home station and the station of the school and for transportation to and from school events. However, these limitations do not apply under any way and students should behave on the honor system. Tickets are only is used on weekdays, a restriction that is imposed by the fare gates. BART tickets Plus enjoy a bonus last trip where if the remaining value exceeds $ 0.05, the ticket can be used one last time for a trip of any distance. Most discount tickets must be purchased at selected suppliers and vending machines tickets. Bart Tickets can be purchased in addition to the machines. In particular, middle and high school entries are usually sold in the schools.
Family members of employees receive special BART BART passes and can walk free of charge by showing their ID card photo and employee of the BART station. Employees of airlines who have to work at San Francisco International Airport BART will receive a discount rate of 25%, but non-airline employees who do the same will receive no discount.
door entry doors with triangular orange backed by a Spare the air days
Rates are set by the station agent, who oversees the activity fee at the gates adjacent to the window and door of another rate through closed circuit television and screens faregate state located in the stand of the agent. All stations have at least one agent at all times. Despite this, the fraud rate occasionally occurs, usually as a result of people enter and exit through the emergency exit door, allowing for non-emergence of passengers with bicycles, wheelchairs, and carrying luggage. It also occurs with lifts, which in some places lead the ticket area unticketed area.
There is little coordination between BART fares and bodies around. Some agencies accept BART Plus pass, which cost between $ 38 and $ 71 per month, allows owners to switch to BART and bus connection. In particular, AC Transit left the program due to the small amount of reimbursement they received from BART. Another program coordination rate allows monthly pass holders for adults of the San Francisco Municipal Railway trains to travel on BART within San Francisco for free (with no credit applies to travel outside the city). The city of San Francisco BART pays $ 0.87 for each journey made under this agreement. For riders who are not in possession of these passes, usually only a token discount ($ 25 to $ 50) to passengers to and from the transfer of trains transit modes. The Santa Clara Valley Transportation Authority BART honor for a local transfer fee credit ($ 0.50 to $ 1.75) to the 120, 140, 180 and 181 express the trans-county lines departing from the Fremont BART station, but all pilots are required to land in Santa Clara County. No credit applied when traveling to Station Fremont BART.
Proposals to simplify the tariff structure abound. At one end, a flat rate that does not take into account the distance has been proposed by BART director Joel Keller. The lower end includes the creation of a simplified structure that would lead to price bands or zones. The implementation of either scheme degrade the use of distance-based rates and shifting the burden of selling fees recovery for urban corridors in San Francisco, Oakland and Berkeley, and away suburban corridors in eastern Contra Costa, Alameda del Sur, and San Mateo, where density is lower and, consequently, is higher operating costs.
Services connecting
AC Transit bus stop at the station in the Bay Fair
BART has direct connections to two Postal regional rail services, offering a service between San Francisco, San Jose and Gilroy, in the Millbrae Station and Amtrak's Capitol Corridor, which stretches from Sacramento to San Jose in the Richmond and Coliseum / Oakland Airport station. A third connection of the Capitol Corridor in the Union City station is planned as part of a larger Dumbarton Rail Corridor Project to connect Union City, Fremont, and Newark to different destinations peninsula through Dumbarton railroad bridge. BART is the managing body of the Capitol Corridor 2010.
BART connects to San Francisco local light rail system, the Muni Metro. The level of the upper airway Market Street subway BART, originally designed for the lines to Marin County, [citation needed] was delivered to Muni and both agencies share the Embarcadero, Montgomery Street, Powell and stations Civic Center. Some Muni Metro lines connect with (or pass by) the BART system in Balboa Park and Glen Park stations.
Other services connect to BART including Emery Go Round (Emeryville) WestCAT (north-west Contra Costa County), Benicia Transit (Benicia), Union City Transit (Union City) and Santa Clara Valley Transportation Authority (VTA, in Silicon Valley).
BART hosts carsharing stations in many places, a program pioneered by City CarShare. Passengers can transfer to BART and complete their travel by car. BART has begun offering airport parking long term through an external provider in most the seasons of the East Bay. Travelers should make a reservation on-line in advance and pay the daily fee of $ 5 before they can leave their cars in the parking lot BART.
Casual carpools have been formed in North Berkeley station and near the site of El Cerrito Del Norte. The lots are convenient because most carpoolers to use public transport back to your destination. However, because of the way BART parking fees, passengers can park in most BART batch without having to pay a fee.
Connecting bus services through
Some of the transit bus services connect to BART, which but are run by separate agencies, they are integral to the proper functioning of the system. The primary providers include San Francisco Municipal Railway (Muni), Alameda-Contra Costa Transit (AC Transit), San Mateo County Transit District (SamTrans), the Central Authority of Contra Costa Transit (County Connection), and the Golden Bridge Gate, Highway and Transportation District (Golden Gate Transit). Until 1997, BART ran its own "BART Express bus connection, which was developed east of Alameda County and the Far East and the western parts of Contra Costa County, these routes have been attributed to the later sub-regional and transit agencies Tri-Delta Transit and the Livermore Amador Valley Transit Authority (Wheels) or, in the case of Dublin / Pleasanton service, replaced by a complete extension of BART.
BART is connected to Oakland International Airport with our AirBART buses that bring passengers to and from the Coliseum BART station and Oakland Airport. These buses are operated by BART and accept exact change BART fare card, as well as the exact change. BART also connects to the San Francisco International Airport, although in this If the train actually enters the airport directly and need no shuttle, While the AirTrain connections are available for those not operated out of the terminal internationally.
The bus service connecting the University of California, Berkeley BART station in Berkeley was once called Humphrey Go-BART, one of the famous spoonerism director and actor Humphrey Bogart. It has since been replaced by a number of regular bus routes and AC Transit bus routes operated by the university.
Organisation and management
Governance
The San Francisco Bay Area Rapid Transit District is a special government agency created by the State of California consists of Alameda County, Contra Costa County and the City and County of San Francisco. San Mateo County, home to six BART stations, is not part of the BART District. It is governed by a Board of Directors elected to each of the nine directors who represent a specific geographic area within the BART district. BART has its own police force.
While the district includes all cities and communities in their jurisdiction, some of these cities do not have stations on the BART system. This has caused tensions among property owners in cities such as Livermore BART taxpayers, but must travel outside the city to receive a service from BART. In areas such as Fremont, most travelers do not commute in the sense that it would take BART (many Fremonters trip to San Jose where there is currently no BART service). This is alleviated with the completion of a BART-extension project, San Jose.
However, some cities and towns are close enough to the cities with BART stations as residents travel to through a bus or car to the nearby BART station. Emeryville, for example, has no BART service, but has a free shuttle service, the Emery-Go-Round, that takes passengers to the nearby MacArthur station in Oakland. Similarly, Albany does not have a BART station itself. City residents can go North of Berkeley (in Alameda County) or El Cerrito Plaza (in Contra Costa County) service stations. For those wishing to drive their cars to the stations instead, many BART stations offer many types of parking options.
Budget
In 2005, BART requires about U.S. $ 300 million in funds after tariffs. About 37% of costs was maintained, 29% of the actual transport operations, 24% for general administration, 8% to the police, and 4% to construction and engineering. In 2005, 53% of the budget comes from fares, 32% tax and 15% other sources, including advertising, station lease retail space and parking. BART cash ratio of recovery of 53% is relatively high for a U.S. agency transport operating in public so long distances with high frequency (in comparison, see the article on farebox recovery).
General Manager
196? - 1975
Billy Stokes
1975 - 1978
Frank C. Herring
1979 - 1988
Keith Bernard
1989 - 1994
Frank Wilson
1994 - 1996
Richard A. White
1996 - 2007
Tom Margrid
2007 - Present
Dorothy Dugger
Chief Spokesman
1972 - 2004
Micro Healy
2004 - present
Linton Johnson
Rolling stock
Renewed A car interior with carpeted floors.
C1 inside a car with an improved version of the spray-on soil compounds.
The interior of a car C2 with carpeting. A folding seat is visible on the left.
A show car (as amended by C2 car) interior with vinyl flooring blue. This car has a designated space for bicycles in the area normally reserved for passengers in wheelchairs, forward-facing seat on the left side of the car has been removed passengers with bicycles, in turn, the aisle seat, facing the right side near the operator's cab has been removed to passengers in wheelchairs. This car also has hand straps, unlike the other BART train cars.
BART operates four types of cars, built from three separate orders, totaling of 669 cars.
To run a typical work in the morning peak, requires 579 BART cars. Of these, 541 are scheduled to be on active duty and another 38 used to construct four extra trains (essential to keep the service time). At one point, the remaining 90 cars in for repair, maintenance or some type of work proposed amendment.
Cars A and B cars were built from 1968 to 1971 by Rohr Industries, an aerospace manufacturing company I had just made its foray in the manufacture of mass transit equipment, technical flaunting unproven design of the space age. The cars were designed as a leader, or just behind the cars, with an equipment operator fiberglass cab train control housing and two-way BART system communication. The cars are characterized by an aerodynamic advantage leader in expanding 5 feet (1.52 m) longer than his siblings B and C-car. A comfortable cars 72 seated passengers and crushing load, 150 passengers. B cars are the operator's cab and is not used in the middle of the train carriage of passengers only, cars B have the same capacity for passengers and autos. Currently, BART operates 59 vehicles 380 A and B cars. BART livery has remained effectively unchanged throughout its history.
The cars were built by Alstom C between 1987 and 1989. C cars have a booth operator fiberglass and similar control and communications equipment as the cars, but unlike cars, does not have the aerodynamic design of the nose, allowing them to be used as cars on average. The dual purpose car accelerates C changes in size, without having to move the train at a railway switching yard. C car that comfortably seats 64 (4 places were lost compared to the A / B cars by removing one row of seats to accommodate the operator's cab and an additional four seats were lost by the elimination of a pair of seats at the side door left forward on each side to provide space for wheelchairs) and under crush load capacity of 150 passengers. The last order, Morrison-Knudsen (now Washington Group International), C2 was for vehicles, which are essentially the same as C cars, but the option of an upgrade, the third generation interior with a blue / gray ground, in contrast to the previous blue and brown. Cameras CCTV in cars C2 are also triangular, compared to the rectangular shape of the camera in a car C1. C2 car have seats near the door hinged on the left side forward to accommodate passengers wheelchairs, and the red lights on the posts near the door to warn the deaf when the doors are closing. C2 cars comfortably seat 68 passengers (including flip-up seats), and under crush load can carry 150 passengers. Since the purchase of C2S, the original C cars are also known as C1 cars. Currently, BART operates 150 C1 C2 cars and 80 cars.
In 1995, BART contracted with ADtranz (acquired by Bombardier Transportation in 2001) for the renewal and revision of the original 439 Rohr-A and B-cars the update of the old vintage brown cloth seats to seats polyurethane less toxic and easier to clean, light blue in use today and bring the cars in general, at the same level of services within the fleet and C2. Rohr cars also were reconstructed ADtranz three-phase alternating current (AC) traction motors Investor IGBT, model 1507C. The seven-year project was completed in 2002. All BART cars have upholstered seats and almost all cars are carpeted with the exception of some C1 and / or car C2. Because one of the original design goals was for all BART riders to sit, older cars have fewer provisions such as grab bars for standing passengers. Flip-seats (found in cars C2) were excluded from the reform (reducing seating capacity 72-68), to provide designated areas for luggage, wheelchairs and bicycles. Consequently, the original C (or C1) cars are the oldest interior design, since they have not been renovated and recently acquired enough to have the "newer" convenience features, such as lack of vertical bars supporting in the center of the car and have no post at red lights to warn of closing doors. However, the carpeting in most cars C1 was replaced by an experimental Flats spray-on compounds after passengers complained that the cars were filthy.
The A, B, C and cars are all three-digit numbers given in the beginning, but when renovated 1000 was added to the number of each individual A / B cars (cars, for example 633 would become 1633). C2 cars are numbered in the series of 2500; the C/C1 cars still have a 3-digit number.
Before reconstruction, Direct Current (DC) traction motors used in cars BART Rohr 439 were built by Westinghouse, the same company that also built the system of automatic train control BART. The Westinghouse traction motors are models 1463 helicopter controls. Westinghouse DC motors are still in use in the C Alstom (C1) and C2 cars Morrison-Knudsen. The engines were taken from the Rohr cars during rehabilitation remained the replacement engines for use in vehicles C1 and C2. Other systems under the car also built by Westinghouse 439 Rohr cars in BART before rehabilitation is the power box auxiliary hydraulic pumps for the brakes, suspension and control systems brake (which were part of the basic logic drive that was mounted on the switch control semiconductor). The air conditioning system in cars Rohr BART before rehabilitation were built by Thermo King, when she was a subsidiary of Westinghouse (Thermo King is now a subsidiary of Ingersoll-Rand). The current HVAC systems the renovated Rohr-built Gen 1 cars were built by Westcode.
Comparison with other transit railways
Main article: Rapid Transit
BART, like other transit systems in the same time, tried to connect suburbs with work centers in Oakland and San Francisco by building parallel lines established travel routes highway system in the region. Most of BART service area, as measured by the percentage of the length of the system, consists of low-density suburbs. Unlike the subway in New York or London Underground, BART individual lines were not designed to provide frequent service local, as evidenced by the current system of maximum achievable advance of 13.33 minutes per line through the section quadruple spacing. Muni offers local support light rail and subway service within the city limits of San Francisco and runs with smaller intervals that BART. BART could be characterized in many ways as a suburban metro "," as it has many characteristics of a commuter rail system, including long lines that extend to the ends of the suburbs with large distances between most adjacent stations. However, in urban areas of San Francisco and downtown Oakland, several lines converge, and Bart takes characteristics of an urban subway system, including short intervals and transfer opportunities to other lines.
BART could be considered to be more similar to a service regional trains, as the S-Bahn in Berlin or Paris RER. However, Bart also has all the qualities and amenities of a metro system, including the propulsion an electrified third rail, drop exclusive right of way, at frequent intervals in urban service areas, and access prepaid fare card. urban stations are as close as half a mile (800 m) apart and have combined two and a half to five-minute intervals during peak hours. These factors contribute to the consideration of Bart as a hybrid system of metro-suburban, which function as a Metrorail system in the financial district of San Francisco, Oakland and Berkeley, and a commuter rail in suburban areas of the region.
future actions
A computer graphics representation of what the new car will look like BART.
To speed service, BART is preparing to introduce new vehicles, three doors. BART plans to start buying new cars in 2010, when debt has been paid in capital others and work for the track car, with the first 10 drivers cars arriving for testing in 2014. The order includes 200 car base with two option orders 250 additional seats each for a total of 700 vehicles to completely replace the original fleet. All 700 cars must arrive before 2024. There are also two additional options one for the expansion of the fleet in general, and the other for the expansion of San Jose, with 150 cars each. If all options are exercised, the total number of new cars BART is 1000 cars.
Future expansion and extension
Main article: Bay Area Rapid expansion Transit
Projects expansion of the Bay Area Rapid Transit have existed since the opening of the project. These projects include the Hot Springs area, extension San Jose, the connector to Oakland airport, eBART, 'tBART': I-580/Tri-Valley Broker "wBART ': I-80/West Corridor Contra Costa and many filling stations along the route.
See also
San Francisco Bay Area portal
List stations Rapid Transit Bay Area
List of rapid transit systems
List of United States rapid transit systems by the number of passengers
List California railroads
Notes
^ ab "weekday Quarterly Average Sale" (PDF). San Francisco Bay Area Rapid Transit District. http://www.bart.gov/docs/station_exits_quarterly.pdf. Retrieved on 11/05/2008.
^ Ab "History of BART (1946-1972)." BART. http://www.bart.gov/about/history/history_1.asp. Retrieved on 2007-01-07.
↑ See BART Synthesis Report, prepared by Brinkerhof Tutor Bechtel Parsons, 1962
^ "No BART" just in time. " Los Angeles Times. http://pqasb.pqarchiver.com/latimes/access/684558862.html?dids=684558862:684558862&FMT=ABS&FMTS=ABS:AI&type=historic&date=Sep+13, 1972 and author = & pub = + + desc = Los Angeles Times BART - "Not + to + + + also time soon & pqatl = google. Retrieved 08-22-2009.
^ "In BART first in Operation: second major underground boom underway in many cities. "Bulletin. http://news.google.com/newspapers?id=3qgSAAAAIBAJ&sjid=g_cDAAAAIBAJ&pg=3354, Dq = 4929895 & bart. Retrieved on 08/23/2009.
^ "Safe checks automated BART trains doubt." Los Angeles Times. http://pqasb.pqarchiver.com/latimes/access/660715472.html?dids=660715472:660715472&FMT=ABS&FMTS=ABS:AI&type=historic&date=Nov+15, 1972 and author = & pub = Los Angeles Times + + desc = Box + + + + automated BART Train + Controls & pqatl = google doubted. Retrieved on 08/23/2009.
^ "Manager denies BART system was overloaded by the designers. "Los Angeles Times. http://pqasb.pqarchiver.com/latimes/access/660721622.html?dids=660721622:660721622&FMT=ABS&FMTS=ABS:AI&type=historic&date=Nov+16 , 1972 and author = & pub = Los Angeles Times + + desc = + Manager Denies BART System + + + Was + overload + for + Designers & pqatl = google. Retrieved 08-22-2009.
^ "BART Earthquake Safety Program." BART. http://www.bart.gov/about/projects/earthquakesafety.asp. Retrieved on 08/05/2006.
^ Michael Cabanatuan (November 19, 2005). "Underground, but not outside - BART offers wireless service to passengers." San Francisco Chronicle. http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2005/11/19/MNGF2FR6C11.DTL. Retrieved on 2007-01-22.
^ Underground cell phone coverage on BART expands, BART, July 21, 2008. Retrieved on 2008-08-18.
^ BART expands access Wireless Transbay Tube, BART, December 21, 2009. Retrieved on 12/21/2009.
^ WiFi Rail Inc. to provide wi-fi in the BART system. BART. February 2009. http://www.bart.gov/news/articles/2009/news20090202.aspx. Retrieved on 02/02/2009.
^ Rail WiFi access tube. KRON 4. June 2009. http://www.wifirail.net/clips/kron4.com_061809.mov. Retrieved on 06/18/2009.
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Ab ^ BART goes solar at Orinda station by Dennis Cuff, Contra Costa Times, July 10, 2008, date accessed July 13, 2008
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^ Ab pride parade helps set passenger records BART, BART News, July 1, 2008 date of August 18, 2008 Access
^ Ab 09.09.2008 BART passengers sets record with Monday's sports events
^ 01/11/2009 BART customers continue to set passenger records
^ abc pilot program approved for Segway use on BART, BART News, August 15, 2008, accessed August 18, 2008
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^ "BART Fare Gates presents Modern and New Ticket Vending Machines." Business Wire. http://www.thefreelibrary.com/BART+Unveils+Modern+Fare+Gates+and+New+Ticket+Vending+Machines-a092914818. Retrieved 08-23-2009.
^ "BART return ticketing and exchanges. "BART. http://www.bart.gov/tickets/sales/refunds.asp. Retrieved on 2007-01-22. [
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^ "TransLink on BART. "TransLink. http://www.translink.org/TranslinkWeb/bart/index.do; jsessionid = + xiN0e gtNElOU777mW-I2Q **. Retrieved 12/18/2009.
^ Andrew Hamm F. (January 6, 2006). "The TransLink program again tries to unify the Bay Area public transportation fares." Silicon Valley / San Jose Business Journal. http://www.bizjournals.com/eastbay/othercities/sanjose/stories/2006/01/09/story6.html. Retrieved on 2007-01-07.
^ "TransLink TransLink where I can use?". TransLink. http://www.translink.org/whereCanIuseTranslink.do. Retrieved on 2007-01-07.
^ "Press Release: Cubic Receives $ 7 Million Contract to Link To BART San Francisco Bay Area Regional Smart Card Program. "Cubic Transportation Systems, Inc. 02/24/2004. Http://www.cubic.com/cts/PressReleases/Feb24-2004.htm. Retrieved on 2008-01-16.
^ "BART Translink Transition Plan." BART. 08/12/2009. http://apps.mtc.ca.gov/meeting_packet_documents/agenda_1342/BART_TL_Transition_Plan.pdf. Retrieved on 12/18/2009.
^ "QuickPlanner>> Results between downtown Berkeley and North Berkeley." BART. http://bart.gov/stations/quickplanner/schedule.asp?origin=BRK&format=quick&destination=NBRK&trip_mode=undefined&time_mode=departs&depart_month=6&depart_date=12&return_page=/index.asp&depart_time=2:30+PM&new=yes&dhtml=true. Retrieved on 2007-01-07.
^ "QuickPlanner>> Results from Pittsburg / Bay Point and SFO." BART. http://bart.gov/stations/quickplanner/schedule.asp?origin=BAYPT&format=quick&destination=SFIA&trip_mode=undefined&time_mode=departs&depart_month=12&depart_date=5&return_page=/index.asp&depart_time=2:30+PM&new=yes&dhtml=true. Retrieved on 2007-01-07.
^ "Types of BART tickets." BART. http://bart.gov/tickets/types/types.asp. Retrieved on 2007-01-07.
^ (PDF) Capitol Ride Guide Corridor. The Capitol Corridor. http://www.capitolcorridor.org/included/docs/ccjpa/ride_guide.pdf. Retrieved on 2007-01-07.
^ "The Corridor Capitol BART Connections. "Capitol Corridor. Http: / / www.capitolcorridor.org / schedules / transit_connections / BART_connections.php. Retrieved 2007-01-07.
^ (PDF) Short range transportation planning and capital improvement program (FY06 through FY15). BART. November 2005. http://www.bart.gov/docs/Draft_FY06_SRTP_CIP.pdf. Retrieved on 2007-01-07.
^ "Free Conference Today: idea rate falls" flat. Inside Bay Area. September 19, 2006. http://www.ibabuzz.com/transportation/2006/09/19/todays-free-lecture-fare-idea-falls-flat. Retrieved 2007-01-22.
^ "Dumbarton Rail Corridor." San Mateo County Transit Authority. http://www.smcta.com/Dumbarton_Rail/information.asp. Retrieved on 2007-01-07.
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Westcode ^
^ WAS Homburger. "The impact of a new rapid transit system in the traffic on the parallel highway facilities." 1029-0354, Volume 4, Number 3 (Transportation Planning and Technology). http://www.informaworld.com/smpp/ftinterface?content=a773502237&rt=0&format=pdf. Retrieved on 08/24/2009.
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References
BART: a study of rail transit problems. California. Legislature. Assembly. Transportation Commission. 1973.
Richard Grefe (1976). A history of the key decisions in the development of the Bay Area Rapid Transit. National Technical Information Service.
E. Hoachlander Gareth (1976). Bay Area Rapid Transit: who pays and who benefits?. University of California.
Further reading
Owen, Wilfred (1966). The transport problem metropolitan. Anchor Books.
Cervero, Robert (1998). The transit metropolis: a global research. Island Press. ISBN 1559635916.
University of California (1966). The Bay Area of San Francisco: its problems and future, volume 2. University of California.
External Links
Wikimedia Commons has multimedia about BART
BART - Official Website
Engineering Geology of the Bay Area Rapid Transit (BART) system, 1964-1975
BART Map / Schedule Map / Calendar to use Google Maps API
BART widget, a trip planner for self-contained Mac OS X Dashboard
Another BARTsmart BART Widget, featuring schedules BART and news
Map of BART and rail network in simplified schematic rather than exact geographical
iSubwayMaps.com iPod, offering alternatives official earlier BART (Single map)
BART signs Typographica October 8, 2005 article about the typography of the signs BART
Service Transfers BART stations 511.org
Pictures of Bart world.nycsubway.org
network map (real distance)

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