Bay Area Rapid Transit (BART) ( ), is a fast transit public transport system serving the San Francisco Bay Area in California. Heavy rail and subway systems connect San Francisco and Oakland with urban and suburban areas of Alameda, Contra Costa, and San Mateo districts. BART connects 48 stations along six routes on 112 miles (180 km) of fast transit routes, including a ten-mile spur line east of Contra Costa County using a multi-unit diesel train and 3.2 miles (km automatic) transit line guideway to Oakland International Airport. With an average of 423,000 passengers on weekdays and 124.2 million annual passengers in fiscal 2017, BART is the busiest fifth heavy rail transit system in the United States.
BART is operated by the San Francisco Bay Area Rapid Transit District, formed in 1957. The initial system opened gradually from 1972 to 1974. By 2018, it expanded to San Jose with the adjacent Warm Springs and Silicon Valley BART extensions.
Video Bay Area Rapid Transit
Histori
Asal, perencanaan, dan cakupan geografis
Some of the Bay Area Rapid Transit coverage areas are currently serviced by an electric tram and suburban railway system called the Lock System. This early 20th century system once had regular transbay traffic on the lower deck of Bay Bridge, but the system was dismantled in the 1950s, with its last transbay crossing in 1958, and replaced by a highway journey. A 1950 study on traffic problems in the Bay Area concluded the most cost-effective solution for the Bay Area's traffic woes was to establish a transit district filled with the construction and operation of a new high-speed rapid transit system connecting cities and suburbs.
Formal planning for BART began with the establishment in 1957 of the Bay Area Quick Transit District, a district-specific district-specific district agency that regulates the BART system. The district originally started with five members, all of whom are projected to receive the BART line: Alameda County, Contra Costa County, City and County San Francisco, San Mateo County, and Marin County. Despite being invited to participate, the Santa Clara County superintendent chose not to join BART, preferring to concentrate on building highways and highways (the system will be extended to Santa Clara county by 2018, but the county is still not a member of the district). In 1962 San Mateo County supervisors chose to leave BART, saying their voters would pay taxes to bring in the inhabitants especially Santa Clara County. The district-wide tax base was weakened by San Mateo's departure, forcing Marin County to withdraw a month later. Despite the fact that Marin originally voted in favor of BART participation at 88%, his marginal tax base could not adequately absorb his share of BART's projected costs. Another important factor in Marin's withdrawal is the engineering controversy over the feasibility of running a train on the lower deck of the Golden Gate Bridge, an expansion estimate of up to three decades after another BART system. The withdrawal of Marin and San Mateo resulted in a downsizing of the original system plan, which would have a path as far south of Palo Alto and north past San Rafael. Voters in the remaining three districts approved the cut system, with termini in Fremont, Richmond, Concord, and Daly City, in 1962.
System development began in 1964, and included a number of major engineering challenges, including digging underground tunnels in San Francisco, Oakland and Berkeley; building air structures throughout the Bay Area, especially in the Alameda and Contra Costa regions; tunneling through the Berkeley hills at the Concord line; and lowered the central system, the Transbay Tube connecting Oakland and San Francisco, into a ditch dredged to the San Francisco Bay floor.
In the early years and train control issues
Passenger service started on September 11, 1972, originally only between MacArthur and Fremont. The rest of the system opened gradually, with the entire system opened in 1974 when transbay services via Transbay Tube began. The new BART system is hailed as a major step forward in subway technology, although questions are asked about the system security and large expenditures required for network construction. Ownership remained below the projected level during the 1970s, and direct services from Daly City to Richmond and Fremont were not gradual until several years after the system opened.
Some initial security problems arose well when the system underwent a number of train-failure failures in its first few years of operation. In early 1969, before the revenue service began, some BART engineers identified security concerns with the Automatic Train Control (ATC) system. The BART Board of Directors belittled their concerns and retaliated by firing them. Less than a month after the opening of the system, on October 2, 1972, ATC failure caused the train to run from the edge of the elevated line at the Fremont station terminal and fell to the ground, injuring four people. The "Fremont Flyer" led to a comprehensive redesign of rail control and also resulted in numerous investigations opened by the California State Senate, California Public Utilities Commission, and the National Transportation Safety Agency. The hearing by state legislatures in 1974 to be a financial mismanagement in the BART forced the General Manager to resign in May 1974, and the entire Board of Directors was replaced in the same year when the legislature passed a law leading to the election of the new Council and the final members appointed.
Extensions
Even before the BART system is opened, the planners project several extension possibilities. Although the Marin county was abandoned from the original system, the Golden Gate Transport Facility Plan of 1970 was considered a tunnel under the Golden Gate or a new bridge parallel to the Richmond Bridge-San Rafael to bring the BART to Marin, but none of these plans were pursued.. [ citation needed ] . More than twenty years will pass before the first extension to the BART system was settled to Colma and Pittsburg/Bay Point in 1996. The extension to Dublin/Pleasanton in 1997 added a fifth line to the system for the first time in BART history. The system was expanded to San Francisco International Airport in 2003 and to Oakland International Airport via an automated rail guiding line in 2014. The construction of eBART, an expansion of several diesel units along the conventional railroad infrastructure between Pittsburg and Antioch, was opened at May 26, 2018. The most significant BART extension at this time will bring the system to Silicon Valley. The first phase extends the Fremont line to Warm Springs/South Fremont in early 2017, and construction is underway on track to Milpitas and Berryessa.
Further expansion has been proposed, depending on the allocation of funding. This includes the second phase of the extension of Silicon Valley, which will bring the system to downtown San Jose and Santa Clara. The plan has long been launched for an extension from Dublin to Livermore, which will cost about $ 1.2 billion and run 5.5 miles (8.9 km) along Interstate 580 to Isabel Avenue. The BART Board may vote in spring 2018 on this project, which will be completed by 2026. Other plans include an extension to Hercules, a line along the Interstate Highway 680 corridor, and a fourth set of railways through Oakland. At least four infill stations such as Irvington and Calaveras on existing lines have been proposed. With Transbay Tube approaching capacity, long-term plans include a new four-bore Tube Transbay beneath San Francisco Bay that will run parallel and south of the existing tunnel and appear on the Transbay Transit Terminal to connect to Caltrain and California High Speed ​​â € <â € < BART has also studied ways to improve service and reliability in its core system, where the highest density and rider level. The recent exploratory idea has included a continuous line from Transbay Terminal through SOMA district, north of Van Ness and ends west of San Francisco along Geary, Presidio or North Beach corridors. System modernization
Since the mid-1990s, BART has tried to modernize its system. Fleet rehabilitation is part of this modernization; in 2009, fire alarms, fire sprinklers, dome edges yellow tactile platforms, and cement-cement rubber tiles were installed. Rough black tile on the edge of the platform marks the location of the approaching door of the train, allowing passengers to wait in the right place to ride. All ticket and ticket vending machines are replaced.
In 2007, BART declared its intention to increase non-peak headlines (night and weekend) for every line up to 15 minutes. The current 20 minute headway at the moment is a barrier for passengers. In mid-2007, BART temporarily reversed its position stating that the shortened waiting time is unlikely to happen due to a $ 900,000 state budget shortfall. Nevertheless, BART finally confirmed the implementation of the plan in January 2008. Ongoing budget issues halted the expanded non-peak service and again peaked for up to 20 minutes in 2009.
In 2008 BART announced that it would install solar panels at two meters and maintenance facilities and an Orinda station (the only station with enough sunlight to justify the installation costs).
In 2012 the California Transportation Commission announces that it will provide funds to expand the BART facility, through the Santa Clara Valley Transport Authority, in anticipation of the opening of the Silicon Valley Berryessa Extension. $ 50 million will be part of the improvement of the Hayward Maintenance Complex.
Earthquake safety
During the 1989 Loma Prieta earthquake, BART equipment was largely undamaged. A 2010 study showed that along with several Bay Area highways, some of the BART overhead structures could collapse in large earthquakes, which have significant chances of occurring in three decades. Seismic retrofit has been done in recent years to address this deficiency, especially in Transbay Tube.
Maps Bay Area Rapid Transit
Infrastructure
The whole system runs exclusively. BART's fast transit income route covers about 110 miles (180 km) with 45 stations. On the main line, approximately 28 miles of line runs through the underground section with 32 miles on the overpass.
The main system uses the Indian gauge 5Ã, ftÃ, 6Ã, in ( 1.676Ã, mm ) and most tracks without reply. Initially using the average rails and wheelsets with a cylindrical footprint, the BART is now switched to the cone tread to reduce the noise caused by the contact flange and miss the adhesion of one of the wheels on the curve. DC electric current at 1,000 volts is sent to the rail above the third rail. An automated guideway transit line and an additional station opened in 2014 and utilize off-the-shelf cable car technology developed by DCC Doppelmayr Cable Car: Cable Liner. Part of the Antioch-SFO/Millbrae line east of the Pittsburg/Bay Point station runs on conventional unelectrified 1,435 mm ( 4Ã, ftÃ, 8 1 / 2 in ) standard gauge rail .
The schedule calls for trains to operate up to 70 miles per hour (110 km/h), but certain segments (in particular, Transbay Tubes) are designed for 80 mph (130 km/h) operation when making delays.
The fast transit train has 4-10 cars, the maximum length of 710 feet (216 m) is the longest metro system in the United States and extends slightly above the 700-foot (213 m) platform. The car has a width of 10.5 feet (3.2 m), the maximum gradient is four percent, and the minimum curve radius is 394 feet (120 m).
The frequency of trains is mainly limited by the fact that most channels go to Transbay Tube and San Francisco. While the smaller parts of the tracks in Oakland, Colma, and Daly City are tracked three and four times, there are several sides that allow limited trains or express trains to pass through the others.
Many 1970s stations, especially air stations, feature a simple Brutal architecture, but newer stations are a mixture of Neomodern and Postmodern architecture. An additional double deck that runs four miles on Market Street Subway and four underground stations built by BART for S.F. City Train.
The combination of unique loading tools and bespoke rail technology has complex system maintenance, as rolling stock requires special wheels, brake systems, and power systems.
Lines and services
BART operates five heavily named and interlined heavy rail services plus one separate automated guideway path. The five heavy rail services are run through Oakland, and all Richmond-Warm Springs/South Fremont lines pass the Transbay Tube to San Francisco. The five services run on weekdays until late afternoon peak hours; night (after about 6:00 pm), night (after about 9:00 pm), and Sunday has at least three services operating. Four of the services change the terminal at certain times so that all stations are serviced during all hours of service.
Unlike most other transit and buggy systems around the world, BART lines are generally not officially referred to by their abbreviations or color names. However, the new fleet will display a clearer line color. The five heavy rail services are identified on maps, schedules and station signs by their current names:
The heavy rail route runs on a number of track segments, known as alphabet:
Automation
BART is one of the first US transit rail transit systems of any substantially automated size. Routing and delivery of trains, and adjustments for recovery schedules are controlled by a combination of computer and human supervision at the BART Operations Control Center (OCC) and headquarters at the Kaiser Center in Downtown Oakland. Station-to-station train movements, including speed control and maintenance of separation between successive trains, fully automated under normal operation, routine operator responsibilities are issuing announcements, closing doors after station stops, and monitoring tracks ahead for danger. In an unusual situation, the operator controls the train manually with reduced speed.
Rolling stock
Car type
BART mainline network operates six types of electric-operated electric trains, built from four separate orders. The first four types, built from 1968 to 1996, total 669 cars (though 662 are currently available for revenue services), and have two sets of passenger doors on each side of the car. Two newer types, technologically incompatible with the older type, are in the process of manufacturing, shipping, and commissioning, and will replace all older types by 2022 while simultaneously expanding the fleet for future expansion. They will all feature three sets of passenger doors on each side of the car to accelerate the passenger ride.
To run a typical peak morning trip, BART requires 579 cars. Of these, 535 are scheduled to be in active service; the other is used to build four spare trains (essential to maintain timely service). At one time, 90 cars were left for repair, maintenance, or some kind of modified work planned.
The Coliseum-Oakland International Airport line uses a fully separate and independently operated fleet as it uses automated guideway transit technology based on the cable car. It uses four Liner cable cars built by DCC Doppelmayr Cable Car, arranged as three sets of cars, but the system can accommodate four-car trains in the future.
Future trains
BART has ordered 775 new cars from the manufacturer Bombardier Transportation: 310 car taxis (D-cars, which must be the final car, and can be in any position on the train, though unlike the two types of C-cars will not allow passengers to move free between cars passing the operator cabin) and 465 non-cabin cars (E-cars, which can not be the "final car"). New cars have three doors on each side (up from two at this time, to speed up station stops), bike racks, 54 seats per car, and an interior display that gives further information. The new car's coupler is not compatible with all previous cars and must run on separate trains. The first test car was launched in April 2016; once approved, the first 10 cars are expected to be operational by December 2016, however, the disruption delayed the entry of services for one year. In early November 2017, the test train failed the CPUC regulatory inspection due to the door problem, leaving the date of the planned revenue service in doubt. The first ten car trains received the CPUC certification on January 17, 2018, with revenue service begun two days later. Delivery of all 775 cars is expected to be completed by Autumn 2022.
The procurement of vehicles for eBART includes eight Stadler GTW diesel trains, with two options to buy six more. The first of these trains was delivered in June 2016. Stadler GTW trains are some diesel units with 2/6 power units that are articulated, and are based on models previously used in Austin, Dallas, and New Jersey.
Travel
Hours of operation
BART has five fast transit lines; most of the length of each line is on a path divided by another line. Trains run every 15 minutes on weekdays and 20 minutes during the evenings, weekends and holidays; the station on the track section between Daly City and West Oakland is served by four lanes and therefore sees 16 trains per hour in every lane.
The BART service begins around 04:00 on weekdays, 6:00 on Saturdays, and 8:00 on Sundays. The service ended every day near midnight with the station closing time for the last train at the station. Two of the five trails, Warm Springs/South Fremont-Daly City and Richmond-Daly City/Millbrae, have no nights (after ~ 6: 00 pm and ~ 9:00 pm, respectively) or Sunday services, but all stations remain can be accessed by transfer from another line. The Colteum-Oakland International Airport AGT line runs every 6 minutes, with approximately the same operating hours as five fast transit lines.
All Nighter bus services operate when BART is closed. 30 of 44 BART stations are served either directly or within a few blocks. BART tickets are not accepted on this bus, with the exception of BART Plus tickets (which are no longer accepted in AC Transit, Muni, SamTrans or VTA starting in 2013), and each of the four bus systems that provide the All-Nighter service charge its own fees , which can be up to $ 3.50; up four systems can cost up to $ 9.50 in 2007.
Price
BART rates are comparable to the commuter train system and higher than most subway, especially for long trips. Tariff is based on a formula that takes into account both the length and speed of the trip. Additional charges are added for travel by Transbay Tube, to Oakland International Airport, to San Francisco International Airport, and/or via San Mateo County, an area not a Rapid Transit District of the San Francisco Bay Area. Passengers can use rechargeable plastic-composite paper tickets, where tickets are stored through magnetic strips, to enter and exit the system. The exit door prints out the remaining balance on the ticket each time the passenger leaves the station. Paper tickets can be refilled at the ticket machine, any remaining balance on the ticket may be applied for a new purchase, or a card caught by an outbound gateway when the balance reaches zero; some low value cards can be combined to create a larger value card but only at certain ticket redeem locations, located at some BART stations. The magnetic stripe based technology was developed by Cubic Transportation Systems with a contract awarded in 1974.
The BART relies on the unused ticket value on a low-value card that was thrown out for additional revenue, for $ 9.9 million. Paper ticket technology is identical to Washington Metro's former paper rate card, although the BART system does not charge higher rates during peak hours.
Clipper, the contactless smart card received at all Bay Area's main public transit agencies, can be used instead of paper tickets.
The minimum rate is $ 2.00 (except for the San Mateo County trip) under 6 miles (9.7 km). Maximum one-way fares include all possible additional costs of $ 16.15, travel between San Francisco International Airport and Oakland International Airport. The furthest journey possible, from Antioch to Millbrae, costs less because a $ 4 surcharge is added to SFO travel and an additional $ 6 surcharge is added to OAK travel. Entry and exit from the same station within three hours is subject to a $ 5.75 fare. Passengers without sufficient fare to complete their journey must use the cash AddFare engine only to pay the balance to be able to get out of the station.
Special color-coded tickets provide steep discounts for children, the disabled, the elderly, and students. BART Plus , a special high-value ticket with "flash-pass" privileges with some regional transit agents, is being removed for the Clipper system.
Unlike many other fast transit systems, BART has no unlimited pass pass, and the only public discount is a 6.25% discount when "high-value tickets" are purchased for $ 48 and $ 64, for $ 45 and $ 60 respectively. Amtrak's Capitol Corridor and San Joaquins train sell $ 10 BART tickets on board at the car cafe for only $ 8, resulting in a 20% discount. A 62.5% discount is given to seniors, disabled people, and children ages 6 to 12. High school students and top 13 to 19 can earn a 50% discount if their school participates in the BART program; These tickets are intended to be used only between student home stations and school stations and for transportation to and from school events. Tickets can only be used on weekdays. This School Ticket and BART Plus ticket has the last bonus where if the remaining value is greater than $ 0.05, the ticket can be used for the last time in a distance journey. Most special discount tickets must be purchased at a particular vendor and not on a ticket machine. BART Plus tickets can be purchased at ticket machines.
The San Francisco Muni "A" monthly pass provides unlimited flights in San Francisco, with no credit rates applied for travel outside the city. San Francisco pays $ 1.02 for each trip taken based on this arrangement.
Tariffs are enforced by the agency of the station, which monitors activity at the tariff gate adjacent to the windows and at other tariff gates via closed circuit television and a tariff status screen located at the agent's booth. All stations are managed with at least one agent at any time.
Proposals to simplify the tariff structure abound. Flat fares that ignore distances have been proposed, or a simpler tariff band or zone. Neither scheme will shift load-burden loads to urban riders in San Francisco, Oakland and Berkeley and away from suburban riders in East Contra Costa, South Alameda, and San Mateo County, where the lowest density, and consequently, operational costs are the most high.
Hymn rate
For much of its history, BART riders have reflected the US economy, growing moderately during periods of economic expansion and declining slightly during the recession. A major exception occurred in 1989 after the Loma Prieta earthquake, which severely damaged the San Francisco-Oakland Bay Bridge, caused a one-month closure. BART became the only direct route between East Bay and San Francisco, resulting in a passenger jump of nearly 17% for fiscal year 1990. Motorists did not fall back to previous levels after bridge repair, suggesting that many commuters chose to keep using BART.
BART Ridership has grown tremendously since 2010, reflecting strong economic growth in the Bay Area. By 2015, the system carries more than 100,000 passengers daily than the previous five years. High gasoline prices also contribute to growth, pushing passengers to record levels during 2012, with the system recording a five-day trip recorded in September and October 2012. After six consecutive years of expansion, passenger growth began to slow by the end of 2016, down 1 , 7% in October 2016 from the previous year. Although the fiscal year ending June 30, 2017 shows the average weekdays of 423,395, the second highest in BART history, this is a 2.3% decline from FY 2016. Some see this decline as part of the overall national trend of declining freight usage in cities major US deals with changes in travel patterns, falling gasoline prices since 2014, and competition from the private sector in the form of shared services such as Uber and Lyft. The line to San Francisco International Airport is losing motorists, while the rising-share service grows by a factor of nearly six or nearly 500% in airports between 2014 and 2016. BART planners believe that competition from Uber and Lyft reduces overall passenger growth and BART Section of transit SFO airport.
Stations in downtown San Francisco, Oakland, and Berkeley have the highest riders, while suburban stations record lower rider numbers. During fiscal year 2017, the busiest station is Embarcadero with 48,526 average work day outs, followed by Montgomery Street with 45,386. The busiest station outside San Francisco is the 12th Street Oakland City Center with 13,965 motorists, followed by 19th Street Oakland with 13,456. The busiest station is Oakland International Airport with 1,517 riders, while the most unassuming standard BART station is North Concord/Martinez with 2,702 workday exits.
The one-day BART trip record is set on Halloween 2012 with 568,061 passengers attending the San Francisco Giants victory parade for their World Series championship. It surpassed the record set two years earlier from 522,198 riders in 2010 for the 2010 World Series Giants victory. Prior to that, the record was 442,100 riders in October 2009, following the emergency Bay Bridge closure. During the planned Bay Bridge closure, there are 475,015 daily riders on August 30, 2013, making it the third highest driver. On June 19, 2015, BART recorded 548,078 riders for the Golden State Warriors championship parade, taking second place in the passenger list of all time.
The BART set a record of 419,162 Saturday motorists on February 6, 2016, coinciding with Super Bowl 50 events and Golden State Warriors matches. It easily surpassed the previous Saturday's record of 319,484 riders, which occurred in October 2012, coinciding with several sporting events and Fleet Week. BART set a travel record of 292,957 motor riders in June 2013, in connection with the San Francisco Gay Pride Parade, surpassing Sunday's record set two years earlier when the Pride Parade was held.
Connecting services
Two BART stations have connections to the Amtrak regional rail service: the Coliseum and Richmond. The Capitol Corridor train runs from Sacramento to San Jose from both stations. In addition, Richmond has connections to San Joaquin and California Zephyr that are served nationwide.
Caltrain, which provides services between San Francisco, San Jose and Gilroy, has cross-platform exchanges at Millbrae.
Connection to San Francisco's local rail system, Muni Metro, is facilitated primarily through the Twin Market Market subway. Plans from 1960 called for the BART trains to cross the Twin Peak Tunnels, but the subway level was handed over to Muni and the two bureaus shared Embarcadero, Montgomery, Powell and Civic Center stations. Some Muni Metro lines connect with (or pass nearby) the BART system at Balboa Park and Glen Park stations.
Free shuttle bus service connects BART with Altamont Corridor Express (ACE) commuter rail in West Dublin/Pleasanton, Dublin/Pleasanton, and Fremont.
The extension under construction will allow for connections to Santa Clara County's VTA light rail by 2018. The future, unfinished plans call for further train connections in San Jose and Santa Clara as well as direct transfers to California High-Speed ​​â € < â €
The transit bus service is connected to BART, which, though managed by a separate agency, is an integral part of the successful functioning of the system, including San Francisco Municipal Railway (Muni), Transit AC, SamTrans, County Connection, and Golden Gate Bridge, Highway and Transport District Golden Gate Transit). Until 1997, BART runs its own "BART Express" bus connector, which runs east of Alameda County and deep in the eastern and western regions of Contra Costa County; these routes are then transferred to a sub-regional transit agency such as the Tri Delta Transit and the Livestock Valley Transit Authority of Amador (WHEELS) or, in the case of the Dublin/Pleasanton service, replaced by a full BART extension.
Other services connected to BART include Emery Go Round (Emeryville), WestCAT (northwest Contra Costa County), San Leandro LINK, Napa VINE, Delta Breeze Rio Vista, Dumbarton Express, SolTrans, Union City Transit, and Santa Clara Valley Transport Authority at Silicon Valley.
Some commuter and inter-regional bus services connect to BART, including the San Joaquin RTD (Stockton) commuter, the Tri Delta Transit (Contra Costa County), the Greyhound, the California Shuttle Bus, the Valley of the Moon Commute Club, the Amtrak Thruway Motorcoach, and Modesto Area Express BART Express.
Car
Many BART stations offer parking, however, at lower prices cause the parking lot station overflowing in the morning. Widespread congestion and below price forces some people to go to remote stations to find parking spaces.
BART hosts share car locations in many stations, a program pioneered by City CarShare. Riders can transfer from BART and complete their journey by car. BART offers long-term airport parking through third-party vendors at most East Bay stations. Travelers must make an on-line reservation in advance and pay a daily fee of $ 5 before they can leave their car in the BART parking lot.
Airport
BART went to San Francisco International Airport; connections are available for AirTrain to allow passengers to reach all airport terminals.
The Coliseum-Oakland International Airport line is an automated public transport line connecting from Coliseum Station to all terminals at Oakland International Airport. Unlike similar services at other airports, the tariff for the line is integrated into the BART tariff system, which the BART ticket rate for the line is located on the Coliseum station platform. The automated guideway transit line (AGT) of the vehicle is cable-driven, and operates on an elevated elevated road 3.2 miles (5.1 km) long. Arrives at the Coliseum station every 5 to 20 minutes, and is intended to transport passengers to OAK within 10-15 minutes.
Facilities
Mobile and Wi-Fi
In 2004, BART became the first transit system in the United States that offers mobile phone communications to passengers from all major wireless carriers on its subway. Services available to Verizon Wireless, Sprint/Nextel, AT & amp; T Mobility, and T-Mobile at and between the four San Francisco Market Street stations from Civic Center to Embarcadero. In 2009, the service expanded to include Transbay Tube, thus providing sustainable mobile coverage between West Oakland and Balboa Park. In 2010, the service expanded to all underground stations in Oakland (19th Street, 12th Street/Oakland City Center, and Lake Merritt). Uninterrupted cellular coverage of the entire BART system is the goal. In 2012 passengers in the Berkeley Hills tunnel and the Berkeley subway (Ashby, Downtown and North Berkeley) receive mobile services. The only parts still not covered by cellular services are the short tunnels leading to Walnut Creek BART, and the San Mateo County subway station (including services to SFO and Millbrae).
In 2007, BART conducted a beta test of Wi-Fi Internet access for travelers. Originally including four downtown San Francisco stations: Embarcadero, Montgomery, Powell, and Civic Center. This includes above ground testing to practice on BART's Hayward Test Track. Testing and dissemination extended to underground interconnecting tubes between four downtown stations and further afield. Successful demonstrations were awarded for a ten-year contract with WiFi Rail, Inc. for service across the entire BART directly. In 2008 the Wi-Fi service expanded to include Transbay Tube. BART ended its relationship with Wi-Fi Rail in December 2014, arguing that WiFi Rail has not submitted an adequate financial or technical plan to complete the network across the BART system.
In 2011 during Charles Hill's assassination and after BART deactivated the cell phone service to hinder the demonstrators. The emerging controversy attracts widespread coverage, raising legal questions about the right to freedom of speech by protesters and federal telecommunications laws relating to passengers. In response, BART released an official policy to stop mobile phone services.
Library-a-Go-Go
Since 2008 the district has added a library-a-Go-Go library of books. The Contra Costa County Library Machine was added to the Pittsburg/Bay Point station in 2008. The $ 100,000 engine, imported from Sweden, was the first in the country and followed by one at the El Cerrito del Norte station in 2009. Then in 2011 Machines The Peninsula Library System is added at Millbrae Station.
Organization and management
Government
The Rapid Transit District District of San Francisco Bay is a special district consisting of Alameda County, Contra Costa County, and City and County San Francisco. San Mateo County, which hosts six BART stations, is not part of the BART District. Nine elected members of the Board of Directors represent nine districts. BART has its own police force.
Although the district covers all cities and communities in its jurisdiction, some of these cities do not have stations on the BART system. This has caused tension among property owners in cities like Livermore who pay BART tax but have to travel out of town to receive BART service. In areas like Fremont, the majority of commuters are not traveling in the direction that BART will take (many Fremonter go to San Jose, where there is currently no BART service). This will be mitigated by the completion of the BART-to-San Jose expansion project and the opening of Berryessa Station in San Jose.
Budget
In 2005, BART required nearly $ 300 million in funds after the fare. About 37% of the costs go for maintenance, 29% for actual transport operations, 24% for general administration, 8% for police services, and 4% for construction and engineering. In 2005, 53% of the budget came from tariffs, 32% of taxes, and 15% from other sources, including advertising, rental station retail space, and parking fees. BART reported a 75.67% farebox recovery ratio in February 2016, up from 2012 68.2%. BART train operators and station agents have a maximum salary of $ 62,000 per year with an average of $ 17,000 in overtime pay. (BART Management claims that by 2013, union train operators and station agents averaged about $ 71,000 in basic salaries and $ 11,000 in overtime, and paid a monthly fee of $ 92 from it for health insurance.)
Comparison with other rail transit systems
BART, like other transportation systems of the same era, attempted to connect remote suburbs with work centers in Oakland and San Francisco by establishing lines parallel to commuter routes built from the highway system in the region. The majority of the BART service area, as measured by system percentage length, consists of low-density suburbs. Unlike Chicago "L" or London Underground, each BART line does not provide frequent local services. In the city limits of San Francisco, Muni provides local light rail and subway services, and runs with smaller headways (and therefore provides more frequent services) than BART.
In the 1970s, BART had envisioned frequent local service, with a two-minute headway between the quadruple-interlined railway in San Francisco and six minutes on each track. However, headways have failed from the original plan. While trains arrive every three minutes in double-quadruple sections between West Oakland and Daly City during the hours of weekday travel, each individual line operates at 15 minute intervals.
BART can be characterized as a "commuter subway," as it has many characteristics of regional commuter train services, somewhat similar to S-Bahn services in Germany, Denmark, Austria, and Switzerland, such as long lines extending far from suburbia, between stations significant. BART also has several quality metro systems in urban areas of San Francisco and Oakland; where many lines meet, it takes on the characteristics of the urban metro, including a short dead end and the chance of transfer to another lane. The urban station is half a mile (800 m) apart, and has combined service intervals 2 to ½ to 5 minutes at peak times.
Incident
Fatal electric fire
In January 1979, an electric fire broke out on a train as it passed the Transbay Tube. One firefighter (Lieutenant William Elliott, 50, of the Oakland Fire Department) was killed in an attempt to extinguish the fire. Since then, safety rules have been updated.
Death of worker James Strickland
On October 14, 2008, trail inspector James Strickland was hit and killed by a train as he walked along a section of the line between Concord and Pleasant Hill stations. Strickland's death began an investigation of the BART safety warning procedure. At the time of the accident, the BART had assigned trains headed in the opposite direction to the common lane for routine maintenance. BART came under further fire in February 2009 for allegedly delaying the payment of the death allowance to the Strickland family.
Oscar Grant III Shootout
On January 1, 2009, a BART Police officer, Johannes Mehserle, shot down Oscar Grant III. BART held several public meetings to defuse tensions led by BART Director Carole Ward Allen who requested the BART Board to hire two independent auditors to investigate the shootings, and to provide recommendations to the board about the BART police misconduct. Director Ward Allen formed the BART Police Department Review Committee and worked with Assemblyman Sandre Swanson to pass AB 1586 to the California State Legislature, which enforces civilian oversight of the BART Police Department. BART Director Lynette Sweet said that "BART has not handled [the situation] correctly," and called on the BART police chief and general manager to step down, but only one other BART Director, Tom Radulovich, has supported the move.
Eyewitnesses collected direct evidence of the shootings with video cameras, which were then submitted and distributed by the media and watched hundreds of thousands of times within days of the shootings. Violent demonstrations protested the shootings.
Mehserle was arrested and charged with murder, and he pleaded not guilty. Oakland's civil rights lawyer John Burris filed the wrong $ 25 million death claim against the district on behalf of Grant's daughter and lover. Oscar Grant III's father also filed a lawsuit claiming that his son's death had robbed his son's closeness.
Mehserle's court then moved to Los Angeles following fears that he would not be able to get a fair trial in Alameda County. On July 8, 2010, Mehserle was found guilty of alleged lesser accidental murder. He was released on June 13, 2011 and is now a parole free agent.
Charles Hill Photoshoot
On July 3, 2011, two BART Police officers shot and killed Charles Hill at the Civic Center Station in San Francisco. Hill allegedly brought a knife.
On August 12, 2011, BART shut down cellular services on the network for three hours in an attempt to block protests against shootings and to alienate communications from demonstrators at the Civic Center station in San Francisco. The stoppage attracted the attention of Leland Yee and the international media, as well as drawing comparisons with former Egyptian president Hosni Mubarak in several articles and comments. Antonette Bryant, union president for BART, added that, "BART has lost confidence and puts employee drivers and safety in jeopardy."
Anonymous members log onto the BART website and post names, phone numbers, addresses, and e-mail information on the Anonymous website.
On August 15, 2011, there was more disruption in service at the BART station in downtown San Francisco. The San Francisco Examiner reported that the protests were the result of the shootings, including from Oscar Grant. Demonstrations were announced by several activists, which ultimately resulted in disruption to the service. The protesters have stated that they do not want their protests to result in closure, and accuse the BART police of using protests as a pretext for harassment. The protesters vow to continue their protest every Monday until their demands are met.
On August 29, 2011, a coalition of nine public interest groups led by Public Knowledge filed an Emergency Request requesting the US Federal Communications Commission (FCC) to declare "that actions taken by the Bay District Rapid Transit District" ("BART") on August 11 2011 violates the Communications Act of 1934, as amended, when deliberately interferes with access to the Commercial Cellular Radio Service ("CMRS") by the public "and" that local law enforcement is not authorized to suspend or deny the CMRS, or to instruct CMRS providers to suspend or refuse service, no orders obtained correctly from the Commission, state commissions of appropriate jurisdiction, or courts of law with appropriate jurisdiction ".
In December 2011 BART adopted a new "Cellular Interference Policy" that only allows cellular service shutdown in the BART facility "under exceptional circumstances that threaten the safety of District passengers, employees and other community members, destruction of District property, or substantial disruption of public transport services ". According to a spokesman for BART, under the new policy of the wireless telephone system will not be shut down under similar circumstances to that of August 2011. Conversely, police officers will arrest the person who violates the law.
In February 2012, San Francisco District Attorney concluded that BART Police officers who shot and killed Charles Hill at the Civic Center BART station in July had previously "acted lawfully in self-defense" and would not face charges of the incident. The federal suit filed against BART in January by Charles Hill's brother continues.
In March 2012, the FCC requested public comment on the question of whether or when police and other government officials could deliberately disrupt mobile and Internet services to protect public safety.
The death toll of an employee
On the afternoon of October 19, 2013, a BART employee and a contractor, who were examining the trail, were beaten and killed near Walnut Creek by train being transferred for routine maintenance. A labor strike by two major BART unions was under way at the time, which caused BART to use an untrained operator. Instead of the usual 14 weeks of training, the operator receives only four. BART trainers are not in the cabin with the operator in the event of a collision but instead are in the passenger compartment. BART was fined $ 600,000 for the incident.
Crime
In the summer of 2017, BART was heavily criticized for being 'politically correct' of suppression of evidence of crime videos committed at Oakland station. That spring and summer, at least in three incidents, the youth 'gangs' had gathered around stopping the train and attacking and robbing the riders. The BART justification for the suppression of this evidence is "To release these videos will create a high level of racially sensitive comments to the district,"... "And in addition it will create racial biases on the riders against minorities on the train." According to the memo that was shared to the BART Director, the agency did not issue a press release on June 30 because it was a "petty crime" that would make the BART look "ridden crime." Furthermore, it would "unfairly influence and characterize the color rider, leading to a thorough generalization in media reports."
In July 2017, a BART rider made a website, bartcrimes.com, to disseminate information he found extremely difficult to find BART on their website, deliberately making it uncomfortable accessing the crime log, which is public information. BART officials say the crime rate is still low. But according to data requested by the San Francisco Chronicle after a mass robbery in April, the figure showed a 45 percent increase in robbery over the BART trains at its station during the first quarter of this year.
In September 2017, six people (victims of robbery/assault) filed a lawsuit against BART due to major negligence, claiming BART did not provide adequate security for the rider.
See also
References
Further reading
- Owen, Wilfred (1966). Metropolitan transport issues . Anchor Books.
- BART: study of rail transit problems . California. Legislature. Assembly. Transportation Committee. 1973.
- Richard Grefe (1976). History of key decisions in Bay Area Rapid Transit development . National Information Technical Services
- E. Gareth Hoachlander (1976). Bay Area Rapid Transit: who pays and who benefits? . University of California
- Cervero, Robert (1998). Metro transit city: global investigation . Island Press. ISBNÃ, 1-55963-591-6
- University of California (1966). San Francisco Bay Area: the problem and its future, Volume 2 . University of California. Ã,
External links
- Bay Area Rapid Transit
- Geological Engineering System of Bay's Fast Transportation (BART), 1964-75
- The shipment that serves the BART station at 511.org
- BART image on world.nycsubway.org
Source of the article : Wikipedia
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