Bay Area Rapid Transit , widely known as the BART acronym, is the main rail transportation system for the San Francisco Bay Area. It was imagined as early as 1946 but the original system development began in the 1960s.
Video History of Bay Area Rapid Transit
Origin and planning
The idea of ​​an underwater submarine rail tube was first proposed in the early 1900s by Francis "Borax" Smith - the San Francisco Chronicle running a front page editorial in 1900 showing an electrically powered subway. There are also plans for the third railroad subway line ( Twin Peaks Tunnel ) under Market Street in the 1910s. Much of the BART coverage area is currently served by an electric tramway and intercontinental train carriage network called Key System . This early 20th century system once had regular transbay traffic on the lower deck of the San Francisco-Oakland Bay Bridge. The last passenger passengers occurred on April 20, 1958 and the entire system was immediately dismantled for cars and buses as well as explosive growth of road construction.
Proposals for the modern fast transit system are now beginning to operate in 1946 by Bay Area business leaders who are concerned about the increasing postwar migration and increasing congestion in the region. A Naval-Navy task force concluded that additional trans-bay crossings would soon be needed and recommended a tunnel; however, the actual planning for the rapid transit system did not begin until the 1950s. In 1951, the California legislature created the San Francisco Bay Regional Quick Transport Commission to study Bay Area's long-term transportation needs. The final report of the commission in 1957 concluded the most cost-effective solution to the Bay Area's traffic woes is to establish a transit district charged with the construction and operation of a high-speed fast rail system that links cities and suburbs. Nine Bay Area counties were included in the initial planning commission.
The Rapid Transit District of San Francisco was formed by the state legislature in 1957, comprising Alameda, Contra Costa, Marin, San Francisco and San Mateo districts. Since Santa Clara County chose to concentrate first on its Toll Road System, the area was not included in the original BART District. In 1959, a bill was passed in the state legislature that provided the entire cost of tube construction to be paid with a surplus toll revenue from the San Francisco-Oakland Bay Bridge. It represents most of the total system cost.
In 1961 the final plan for the new system was sent to the supervisory boards of each of the five districts. The system's initial plan was for three branches that crossed the San Francisco Bay and connected Concord to the east, Richmond to the northeast, Fremont to the southeast; the Golden Gate intersection connecting San Francisco to Novato in the northwest; and the last branch along the Peninsula from Palo Alto. However, in April 1962, San Mateo County opted out, citing high fees, existing services provided by Southern Pacific commuter trains, and the concerns of shoppers leaving their area for shopping in San Francisco. It leaves Daly City (still in San Mateo County, but only a few meters across the county line) as the southwestern end. Marin County followed shortly afterwards in May, forced out of the BART districts due to engineering objections from the board of directors of the Golden Gate Bridge and feared that the Marin voters would not approve the bonds, which had to win more than 60% approval. Withdrawal also resulted in the cancellation of the Geary Subway section of the system. The BART plan was finally approved by voters from the remaining three districts in November 1962.
Maps History of Bay Area Rapid Transit
Initial system (1964-76)
The BART Construction officially began on 19 June 1964 with President Lyndon Johnson who led the breakwater ceremony on the 7.1 km (7.1 km) test track between Concord and Walnut Creek in Contra Costa County.
The big task to do is scary. Extensive system projects will include the construction of three subway stations in downtown in downtown Oakland, three stations through downtown San Francisco under Market Street (later expanded to four), as well as four other underground stations in other parts San Francisco, three subway stations in Berkeley (which pay more to bury them, in contrast to stations in neighboring Oakland and El Cerrito), as well as new maintenance facilities throughout the system.
The 3.1 mile (5.1 km) Berkeley Hills Tunnel is built through an active fault between Berkeley and Orinda to avoid further use of the Caldecott Tunnel.
The core of the system, 3.6 km (5.8 km) Transbay Tube, connecting Oakland and San Francisco under the San Francisco Bay. Returning the transbay passenger service for the first time since the Main System service was halted along the Bay Bridge, the tube was the longest and deepest sinking tunnel in the world at a cost of $ 180 million ($ 1.2 billion adjusted for inflation) and completed in August 1969. It was built in 57 sections, each positioned and individually mounted by drowning it into a drough trough across the bay (which is then filled).
BART builds a highway using several railway corridors and tolls. For the initial system, this includes: Sacramento Northern railway lines in Concord, Contra Costa Center and Walnut Creek; State Route 24 and Interstate 980 from the Berkeley Hills Tunnel to Oakland; Union Pacific's Oakland Subdivision of Fruitvale to Alameda Creek; Santa Fe Railroad and the Right-of-Way Locks System between Richmond and Berkeley (which also became Greenway Ohlone and Richmond Greenway); and San Francisco and San Mateo Electric Railway directly to Daly City.
The final ceremonial spike for the original system was placed in 1971.
Opening
The service began on September 11, 1972, reporting more than 100,000 passengers in the first five days. The Market Street Subway opened on November 3, 1973 and Transbay Tube finally opened on September 16, 1974, connecting four branches to Daly City, Concord, Richmond, and Fremont. The service was still 14 hours a day, and for five years the BART was operated only on weekdays: Saturday train began November 1977 and Sunday in July 1978. Rates in 1972-74 were $ 1.20 ($ 5.95 adjusted for inflation) from Concord or $ 1.25 ($ 6.20 adjusted for inflation) from Fremont to any station in the west of the bay; Richmond to Fremont is $ 1.10 ($ 5.46 adjusted for inflation).
BART diverted 44,000 trips made by private cars in 1976, this was well below the 157,000 forecast.
The BART cost in 1976 was pegged at $ 1.586 billion, including the initial system, rolling stock, and Transbay Tube. (Tailored with inflation, equivalent to $ 9.28 billion by 2017.) Critics say BART took four decades to develop at a high cost.
Charging Station
The service at Embarcadero began on May 27, 1976, three years after another San Francisco station. The station was not part of the original plan for the system. As a result of increased development in the Bottom Market area, the basic structure of the station was added to the construction of the Market Street subway, anticipating the opening later.
Automation
BART is one of the first US systems of any size that has great automated operations. As first generation installations, automation systems were disrupted with operational problems during the first years of service. Shortly after the revenue service began, on-board electronic failure caused a two-car test train (with 143 cars as the main car) to run from the end of the elevated lane at Fremont station and to the parking lot. The incident was dubbed Fremont Flyer , and no serious injuries.
The original signaling technology and enhancements used to control trains were developed by Westinghouse. When the revenue service begins, the "ghost train" (or false occupants), trains that appear on computer systems are in certain places but not physically existing, are common, and real trains can sometimes disappear from the system. This is the result of dew on the tracks and too low voltage (at 0.6 volts rather than the 15 volt industry standard) passed through the rails for train detection. In such circumstances, trains must be operated manually and limited to 25 mph (40 km/h). Improvements made to the train control system to overcome this "ghost train" (or fake job). However, manual blocking - operators at booths on platforms at alternative stations, with phones and red/green lights - are continuing to train at the station until the train ahead has left the station mandated for several years. This led to widespread criticism in the press and led to litigation confusion between Westinghouse, the original control contractor, and BART, as well as public battles between state governments (suggested by University of California professor Dr. Bill Wattenburg), federal government and district, but in time these problems are solved and BART becomes a reliable service. Ghost trains persist on the system until late 2007, and while usually cleared quickly enough to avoid significant delays, they can occasionally lead to extended reserved trains operated manually in the system. In addition, the rate card system is easily hacked with equipment normally found at universities, although most of these flaws have been fixed.
Running logistics was initially handled from the central control room, but it was replaced by the more modern Operating Control Center (OCC) and the headquarters of the Kaiser Center in Downtown Oakland.
Car-control failure
Before the system started the revenue service, serious problems in the design and operation of the Automatic Traffic Control (ATC) system were observed. Three engineers working for BART, Max Blankenzee, Robert Bruder, and Holger Hjortsvang, identified security concerns with ATC in 1969-1971. BART management underestimated their concerns, so all three brought the matter to the board of directors. All but two directors voted in February 1972 to support management and refuse security concerns. Management took revenge on the engineers, fired them in March 1972. The IEEE then filed the first amicus curiae short report in its history to support the engineers.
The California Society of Professional Engineers reported to the California State Senate in June 1972 that there was a serious security risk with ATC. Legislative analyst A. Alan Post immediately opened the investigation, and brought electrical engineer Professor Bill Wattenburg from the University of California, Berkeley as a consultant.
Train operations observed by top management:
- [BART General Manager] B.R. "Bill" Stokes shows transit executives who visited the Space Age control system at Oakland [on 2 October 1972]. "Watch it," he said. Stokes. "There's a train going to Fremont station." But the light moves on the map moving through the station and out. The operator calls the radio. "I just landed in the parking lot!" he said.
ATC failure caused the train to run from the end of the elevated path and fell to the ground, injuring four people inside, and attracted national and international attention. The "Fremont Flyer" led to a comprehensive redesign of the train controls. The State Utilities Commission of California State imposes strict controls on rail operations, and puts State inspectors in the BART central control.
Legislative analysts issued the first of three "Post Reports" in November 1972. The report was "very critical" from BART, found that the ATC system was unreliable, the ATC program was mismanaged, and "no solution was seen." The report accused BART of paying excessive fees for technical services. The BART general manager called the security indictment in the Post Report "not only disappointing, but also sad." At the same time, management assumes that ATC "is now unreliable to detect one train stuck on rails on the other train line at full speed," so that automatic controls are dropped. Phone calls are placed manually between stations, instead.
The California State Senate, California Public Utilities Commission, and the National Transportation Safety Agency launched a separate investigation. Some managers were replaced, and the general manager was attacked. Legislative analysts reported in March 1974 that the BART "suffered from lack of direction and control on the board and management." The state legislature held a one-month trial in 1974 into financial mismanagement at BART. After the hearing, legislative analyst A. Alan Post recommended that the general manager be fired. The legislator also threatened to withhold funding from BART unless the general manager quit, and forced the general manager to resign in May 1974.
Members of the state legislature completely replaced the designated board of directors, and passed a law leading to the election of a new council in 1974. The rail-management problems and management turmoil delayed the start of service to San Francisco, from 1973 to 1974.
In 1978, Blankenzee engineers, Brother and Hjortsvang received an ethical award from the IEEE. The "BART Case" is a case study in whistleblowing, which is used for the course of technical ethics.
Loma Prieta Earthquake
The 1989 Loma Prieta earthquake cut off the San Francisco-Oakland Bay Bridge for a month and destroyed the Cypad Street Viaduct. With some damaged or destroyed Bay Area roads, the BART train, within five hours of the earthquake, resumed operations; full service resumed at 5 am the following day. Even with service disruptions after aftershocks for trail, ferry and crossing, and tunneling, BART continued to run on a 24-hour schedule until December 3rd of that year.
San Francisco International Airport extension (1984-2003)
In early 1984, planning was under way for the southern extension of San Francisco, the first step being the Daly City Tailtrack Project, where the San Francisco Airport Extension turnaround project would be built. The system expansion was finally made possible by an agreement in which San Mateo County contributed $ 200 million ($ 321 million adjusted for inflation) to the East Bay extension as a "buy-in" to the system without actually joining the district BART.
Service to San Mateo (outside Daly City) started in 1996 with the opening of the Colma station. At that time, funding has not been guaranteed for full airport renewal. This station serves as the end of the line for more than seven years.
Ground was damaged on the project in November 1997. Four new stations were added to the system: SFO, South San Francisco, San Bruno, and Millbrae stations. The Millbrae Station has cross-platform connections to Caltrain, the first of its kind in western Mississippi. The $ 1.5 billion ($ 2 billion adjusted for inflation) BART extension to the south to San Francisco International Airport (SFO) Garage G, adjacent to the International Terminal, opened to the public on June 22, 2003. Right way has been served by Muni's 40 San Mateo interurban (formerly San Francisco and San Mateo Electric Railway) tram lines up to 1949. Airport extension between SFO and Millbrae station initially hosted a shuttle service operated by two train operators - one on each end of the train - between San Bruno station and Millbrae to reduce residence time in SFO during peak hours. The train enters the SFO stub-end station under the control of the primary operator and exits in the opposite direction toward the secondary-controlled Millbrae. Since SFO is now the end of a functioning line, this practice is stopped because it will not reduce transit time for each trip.
Airport expansion projects add 8.7 miles (14.0 km) of new tracks; 6.9 miles (9.8 km) from the subway, 1.2 miles (1.9 km) from the air, and 1.4 miles (2.3 km) on the class path. The launching point was the Daly City Tailtrack project, which extended the route further south from the San Francisco terminal and finished in the 1980s.
However, this project has no problems. The SFO extension attracted 35,107 daily riders in 2008, far less than the target of opening 50,000 average riders on weekdays. The most widely used new line in one day is 37,200; SFO stations receive an average of 6,781 outgoing passengers daily by 2015. Another important issue of note is the rocky relationship between BART and San Mateo District Transit District (SamTrans) which is not part of the BART district, but with the agreement responsible for operating costs extension. Fueled by the fact that the extension did not pay for itself, the sobriety between BART and SamTrans over changes and reductions in bus and train services reached high. BART wants to improve services to attract passengers, while SamTrans wants to reduce services to cut costs. As such, the service along the extension is changed multiple times. Eventually SamTrans and BART made a deal in which SamTrans paid $ 32 million BART, plus about $ 2 million per year, and BART assumed all costs and control of the renewal operation.
Disappointing passenger numbers and battles with SamTrans mean that between 2003 and 2010, BART repeatedly changed its routing pattern on the southern line of Daly City, offering at least five different service patterns on different lines (Richmond, Pittsburg/Bay Point, Dublin/Pleasanton) , with the trip ending either in Millbrae or SFO. The change of January 1, 2008 eliminates most direct services between SFO and Millbrae on weekdays, except for some morning and night trips. Finally, in 2010 BART establishes a routing pattern that has a Pittsburg/Bay Point snare that runs into SFO at all times. During its peak Monday through Friday, the Richmond train goes straight to Millbrae without stopping at SFO. During rush hour (night and weekend), Pittsburg/Bay Point trains serve SFO and Millbrae in sequence. Passengers on the Fremont, Richmond and Dublin/Pleasanton lines should make the transfer to the Pittsburg/Bay Point line to reach the airport. In addition, termination of BART services directly between Millbrae and SFO during peak hours of weekdays requires Caltrain passengers wishing to travel to the airport from Millbrae to travel to San Bruno Station and transfer to SFO trains.
Spur the line (1995-2018)
The train to North Concord/Martinez began on December 16, 1995 and into Pittsburg/Bay Point on December 7, 1996. On May 10, 1997 new branches to Castro Valley and Dublin/Pleasanton opened through a street right built at the Interstate 580 median. The Dublin/Pleasanton now has transbay trains, but planned to have only a shuttle train between Dublin/Pleasanton and the Bay Fair. (The long-term plan involves running a short train to the clutch point at the Bay Fair to increase the system-wide capacity while still providing one seat ride.) This line has been in various times extended further south than Daly City, and most recently cut in 2009.
To save on construction costs compared to the construction of a traditional "3-rail" rail, two runways are built using different technologies; they are not heavy rail or electric. The Oakland Airport Connector is built as a substitute for AirBART that serves buses and takes the airport into tariff zone systems. The Coliseum-Oakland International Airport line , as it came to be known, uses automated transit guideway technology ( AGT ): cable cars operating in discrete cable loops on rubber tire guides. The AGT connection to the BART system in the Coliseum Station resembles AirTrain JFK and AirTrain Newark airport people movers' off-airport connection already exists to other transit rail lines, although run by the transit authority itself rather than the system outside the operator. The service along the lines starts on November 22, 2014.
eBART was conceived to bring service to the eastern community of Contra Costa County. Initially learning to build a full BART service, it was decided to build a line with standard gauge rails and take advantage of the light rail of several diesel units. This allows BART to roll out 60% traditional development fee services with options for regauge and route electrify in the future. The service debuted on May 26, 2018 and included a stop at the Pittsburg Center station, which is mainly funded with money from the city of Pittsburg. This is called by the BART only as an extension of the existing Pittsburg-Bay Point line to Antioch rather than a separate route.
Infill station
Since the West Dublin/Pleasanton station was originally planned to enter service as part of the original expansion into Dublin/Pleasanton, the foundation of the station along with several communication and railway control facilities is already in place. The final construction of the station for revenue service starts at October 29, 2006 . The possibility of incorrect construction delaying its opening until 2011. The cost is estimated at $ 106 million ($ 115 million adjusted for inflation), with funding derived from a unique public-private partnership and the planned transit-oriented development outcome (TOD) of adjacent BART property owned.
Santa Clara County was originally a member of the BART district, but local leaders refused participation early in the project. Small service in Palo Alto, right on the border of San Mateo County was also originally planned. However, San Mateo County also opted out, leaving Fremont as the closest line point. In 2000, Santa Clara County voters approved a 30 percent sales tax increase for half a year to fund the BART extension to San Jose.
Construction of the Warms Springs extension began in 2009, with a planned opening in 2014. At the opening of the extension on March 25, 2017, the start of revenue service has been delayed for two years. The extension to Berryessa began construction in 2012.
Earthquake safety
Despite the robustness of the system after the 1989 Loma Prieta earthquake, a 2010 study showed that the BART overhead structure could collapse in large earthquakes, which have significant chances within three decades. Seismic retrofit is needed to overcome this deficiency, although specifically, penetration of the Hayward Zone of Disorder by the Berkeley Hills Tunnel, will be left to be repaired after a major earthquake.
An earthquake early warning system called ShakeAlert, sponsored by the United States Geological Survey, was instituted in 2012 with UC Berkeley seismologist support connecting BART to 200 California Integrated Seismic Networks stations. This electronic signal runs much faster than the seismic waves. For earthquakes outside the Bay Area, they give advance notice that tremor is on the way; for an earthquake in the Bay Area, they gave prior warnings. If the seismic network warns of ground motion above the threshold, the train control computer will order "service" braking, slowing the normal speed up to 70 miles per hour (110 km/h) to 26 miles per hour (42 km/h). ).
"An earthquake early warning system will allow BART to stop the train before the earthquake shakes start and thus prevent the derailment, and save passengers from possible injury," said BART Board President John McPartland. "We are the first transit agency in the United States to provide early warning and intervention."
Transbay tube 3.6 miles (5.8 km) also requires retrofitting earthquakes. The submerged tube is located in a shallow ditch dredged at the bottom of San Francisco Bay, and anchored to the bottom by flapping around the sides and top with mud and gravel. This charge may be susceptible to liquefaction during earthquakes, which may allow floating vacuum tubes to escape from the anchor. Strength outside the tube compresses the contents, to make it denser and less susceptible to liquefaction. Inside the tube, BART installs a thick steel plate, to reduce the sideways movement in an earthquake. This work is done between March and December 2013, and BART closes one of the two early tube holes on some nighttime shows. The train shares a single tunnel between Embarcadero and West Oakland after 22:00, with a 15-20 minute travel delays. The work, estimated to take 14 months, finished after 8 months.
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Fleet replacement (2012-current)
When the age of the main fleet passes 40 years, BART seeks to replace all of its cars. In 2012 BART awarded a $ 900 million contract to Canadian railway manufacturer Bombardier Transportation for 410 new cars, 260 with options for 150 others. These cars are designed by Morelli Designers of Canada. By the end of 2013, BART purchased more than 365 cars, with a total fleet size of 775, accelerated delivery schedules for up to 21 months (from 10 cars per month to 16 cars per month) and lowered costs.
Previous 10-car train trials are scheduled for delivery by 2015, followed by an 18-month testing period. Due to potential access problems for people with disabilities, the pilot car layout was modified by the BART board in February 2015 to include two wheelchair spaces in the center of the car, as well as alternative layouts for flexible bikes and open spaces. Recently, the Canadian car manufacturer experienced delays in other cities and cancellations in Toronto. Bailout loans from the Canadian government are pending. In early 2016, the 10-car test train shipment is scheduled to be delayed one year until the end of 2016. The train was incorporated into the revenue service on January 19, 2018, although some cars were removed for repair a few days later.
The first 140 cars have been set to start service by 2017, but this number is then cut to 54 cars. Delivery of all 775 cars was delayed from 2021 to 2022. The first ten car trains received the CPUC certification on January 17, 2018, and started revenue services two days later on January 19th.
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Labor
BART workers are currently organized into 4 unions: 1021 Local Union International Employees Service, Amalgamated Transit Union Local 1555, American State Federation, District and City Local Employees 3333, and BART Police Association.
- 1976 crash
BART had a unionized labor force that broke down for two weeks in 1976 in solidarity with the BART Police Officers Association. During the 1970s, the BART unions received an increased cost of living every three months.
- 1979 lockout/strike
In 1979 there was a 90 day lock by management, or a strike by union workers, depending on who was entrusted. Trains run during this period because one of the unions, AFSCME, then only an informal association known as BARTSPA, and management and BARTSPA have enough staff to keep the train running. One result of this strike is that the increase in the cost of living is greatly reduced to a number far below the Consumer Price Index, and the increase is only acceptable if no other increase occurs in a given year.
- 1997 strike
For six days in September 1997, the BART strike caused a system-wide shutdown. This resulted in a four-year contract offering a 7% increase, and a one-time payment of $ 3,000 to all employees in lieu of the first year's rise. One such payment is becoming more common as a way to prevent the merging effect on wages and salaries.
In addition, BART initiates massive layoffs of rank and file workers, increasing the workload on those remaining.
- 2001 negotiations
In the 2001 negotiations, the BART union struggled for, and won, a 24 percent wage increase over four years with continuous benefits for employees and retirees.
- 2005 negotiations
Another strike that was threatened on 6 July 2005 was avoided by a last-minute agreement between management and the union. Under this agreement, Union workers receive a 7% increase over four years, and pay an increased cost of medical insurance. The net increase (3%) is well below inflation, which is about 10% cumulative (about 2.4% per annum) during the contract period. The net increase was also below the average increase in the private sector, ie 4.6% for 2006.
- 2009 negotiations
The results of the 2009 contract negotiations are a four-year wage freeze, pension reduction, and changes to work rules. These new provisions provide a $ 100 million savings for BART from 2009 to 2013.
- 2013 strike
BART employees broke down on July 1, 2013, on payment and security issues. The strike ends July 5 when both sides agree to a 30-day cooling period (which ends Monday, August 5). The second strike began on Friday, October 18, 2013, on unresolved compensation and work rules. Management offers a 12% wage increase over 4 years, of which 4% will be taken back as an increase in the required pension contribution; An increase in health premium of 9.5%, and changes to work rules including fewer fixed work schedules. Unions are willing to accept financial requirements but require binding arbitration for work rules. Management declined the offer of arbitration.
Awards
BART was appointed as Landmark of Historical Mechanical Engineering by the American Society of Mechanical Engineers in 1997, calling it "the most advanced automated urban rail transit system that incorporates many innovations, marking a new generation of train travel."
In October 2004, BART received the Exceptional Public Transport System Award for 2004 in the category of transit system with 30 million or more annual passenger trips. BART issues an announcement and starts a promotional campaign stating that it is named First Transit System in America . In 2006, the same industry trade group presented BART with the AdWheel token award for 'creative approach to marketing transit' in recognition of the BART development of iPod-based travel planners.
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Incidents and accidents
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, younger 'gangs' (mainly African-Americans) had crowded around the train stop and attacked and robbed 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 created a website, bartcrimes.com, to disseminate publicly available information that he found difficult to make by BART. BART officials said the crime rate was 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 train 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.
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Line inactive
In the ten months between the opening of Pasar Street Subway and Transbay Tube (5 November 1973 to 16 September 1974), the San Francisco segment between Montgomery and Daly City operates as an independent line. It was stopped by via service to Oakland and Concord when Tube Transbay opened.
On July 10, 1995, BART began a limited direct service between Concord and Bay Fair as a traffic mitigation during the I-680/SR 24 exchange reconstruction at Walnut Creek. The service, which runs with two five-car trains, was extended to South Hayward on July 24th. The special service ended on May 5, 1997 to free the train for the opening of an extension to Dublin/Pleasanton five days later.
When the BART-SFO Extension opened on June 22, 2003, there was a Millbrae-SFO Line, a shuttle that operated every 20 minutes between Millbrae and San Francisco Airport, previously described as a purple line. This line has been dead since February 2004. Replaced by the Pittsburg/Bay Point line and the Richmond Line, and in 2005 by the Dublin/Pleasanton line. On January 1, 2008, direct services between Millbrae and SFO were eliminated; passengers traveling between Millbrae and SFO experienced the inconvenience of riding the train at Millbrae, traveling to San Bruno, and then taking a different train back to the airport. Direct service to SFO from Millbrae was restored in September 2009, but only during off-peak hours and weekends.
AirBART, a dedicated bus line, is operated between the current Coliseum Station and Oakland International Airport. The service was discontinued on November 22, 2014 with the opening of the Coliseum-Oakland International Airport automatic guideway transit system. AirBART is a joint BART and Port of Oakland project, which owns and operates airports. It is operated by Transdev under contract. In December 2009, the AirBART fleet consisted of five Eldorado Axess buses running in compressed natural gas (CNG).
src: www.bart.gov
Service expansion timeline
Automatic guideway transit route
Standard gauge track
![BART Construction:]()
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References
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External links
- BART - the official website
- chronology until March 2009 on BART website
Source of the article : Wikipedia
Standard gauge track
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