Frequently Asked Questions
Contents:
Why is BART wide gauge?
What do BART Train Operators do?
What do BART Station Agents do?
What is that orange light on the front of the train?
How long are BART trains?
What do I call the cars?
How many cars does BART have? (Fleet size)
How many cars does BART run?
Can you walk between cars?
How many homeless people ride BART?
Was BART the first modern rapid transit system in the US?
What makes BART unique?
Why is BART wide gauge?
What do BART Train Operators do?
What do BART Station Agents do?
What is that orange light on the front of the train?
How long are BART trains?
What do I call the cars?
How many cars does BART have? (Fleet size)
How many cars does BART run?
Can you walk between cars?
How many homeless people ride BART?
Was BART the first modern rapid transit system in the US?
What makes BART unique?
Why is BART wide gauge?
Perhaps the most frequently asked question on BART. BART was designed as a clean-sheet system, to take full advantage of the then-recent space-age developments in technology. An aerospace mindset was used when designing the system, to provide Bay Area residents the most advanced railroad ever built. This clean-sheet design also included an evaluation on the weight of cars and track gauge.
As per the PBTB April 1964 report "Assuring the Stability of the BARTD Rapid Transit Vehicle", wide gauge was chosen to ensure lateral stability and safety of the lightweight cars (~800 lb/ linear ft) while exposed to high wind conditions on superelevated curves. A standard gauge, empty car standing on a superelevated curve with high crosswind would not have an adequate margin of stability. The same report also noted that this wide gauge would support the effort to build lightweight cars, which in turn, "would make possible the operating economies inherent in a lightweight rapid transit system" plus an increase in riding comfort.
The gauge chosen was shown to be the maximum gauge permitted without an exponential increase in construction costs.
Source: Parsons Brinckerhoff-Tudor-Bechtel, "Assuring the Stability of the BARTD Rapid Transit Vehicle" April 1964. Richard Townley Collection, Western Railway Museum archives.
Wide gauge is not the ONLY reason why BART tracks cannot host Amtrak, ACE, Caltrain, freight, etc, rail traffic.
See more on the "design" page.
Perhaps the most frequently asked question on BART. BART was designed as a clean-sheet system, to take full advantage of the then-recent space-age developments in technology. An aerospace mindset was used when designing the system, to provide Bay Area residents the most advanced railroad ever built. This clean-sheet design also included an evaluation on the weight of cars and track gauge.
As per the PBTB April 1964 report "Assuring the Stability of the BARTD Rapid Transit Vehicle", wide gauge was chosen to ensure lateral stability and safety of the lightweight cars (~800 lb/ linear ft) while exposed to high wind conditions on superelevated curves. A standard gauge, empty car standing on a superelevated curve with high crosswind would not have an adequate margin of stability. The same report also noted that this wide gauge would support the effort to build lightweight cars, which in turn, "would make possible the operating economies inherent in a lightweight rapid transit system" plus an increase in riding comfort.
The gauge chosen was shown to be the maximum gauge permitted without an exponential increase in construction costs.
Source: Parsons Brinckerhoff-Tudor-Bechtel, "Assuring the Stability of the BARTD Rapid Transit Vehicle" April 1964. Richard Townley Collection, Western Railway Museum archives.
Wide gauge is not the ONLY reason why BART tracks cannot host Amtrak, ACE, Caltrain, freight, etc, rail traffic.
See more on the "design" page.
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What do BART Train Operators do?
The automatic train control system controls the speed and performance of BART trains on the mainline. However, every BART train has a train operator (originally called "train attendants"). Here are a few details on what train operators do at work - and it is by no means a comprehensive list. Train Operators are responsible for the safe operation of the train. When everything is working perfectly, train operators:
Great train operators maintain the highest levels of professionalism and pride during the course of their work. |
1970s Uniforms - BART photo
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What do BART Station Agents do?
"Station Agents are the front line customer service representatives for BART." Their role is important in that it is often the first face passengers see during their trip. Great station agents maintain the highest levels of professionalism, pride, and customer service skills while working. Their tasks include:
"Station Agents are the front line customer service representatives for BART." Their role is important in that it is often the first face passengers see during their trip. Great station agents maintain the highest levels of professionalism, pride, and customer service skills while working. Their tasks include:
- Provide Quality Customer Service
- Assist customers with fare problems
- Provide information on BART fares, destinations, events, etc
- Maintain patience, treat passengers with respect
- Monitor the station environment
- Open and close the stations
- Report and troubleshoot malfunctioning station equipment
- Emergency Response
- Take command of incidents and ensure the safety of passengers during a wide range of scenarios
- Work with BART Police and others
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What is that orange light on the front of the train?
The orange light is officially called the safety marker light, but commonly called the marker light or eyebrow light. They were installed in 2004, following a fatal accident with a wayside (trackside) worker. From then on, every A2, C1, and C2 car has the light, meant to provide greater visibility of a train to wayside workers. D cars also have the marker light, which turns to red while acting as a trail car. For your interest, this image also shares the names of the lights of the C car. The orange lights on the ends of the B cars and non-cab ends are called hostling lights. The orange light on the sides (X end) of the car is called the exterior trouble light, used to notify employees for a wide range of reasons, such as door open (legacy cars only) or propulsion logic problems. |
The orange light on the front of the train
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How long are BART trains?
It depends. Since 2020, BART is running long trains on all lines. For transbay trains, this usually means 9-10 car trains, while on the Orange line, trains are generally 8 cars long, but can reach as few as 6 cars at times.
The longest 10 car train, with two A cars on the ends, is 710 feet in length.
A 10 car train with D cars or C cars on the ends, is 700 feet in length.
The shortest train, pre-pandemic were 4 car trains on the Orange line (and Blue, Green, and Red shortly before the pandemic). These trains were usually 280 feet in length.
Three car trains (usually 215 feet in length) were eliminated as part of a schedule change on September 10, 2015.
Two car trains (150 feet in length) last ran in revenue service in 1972. There were only a few B cars available for service in the early days. Now, two car trains are not allowed in revenue service.
It depends. Since 2020, BART is running long trains on all lines. For transbay trains, this usually means 9-10 car trains, while on the Orange line, trains are generally 8 cars long, but can reach as few as 6 cars at times.
The longest 10 car train, with two A cars on the ends, is 710 feet in length.
A 10 car train with D cars or C cars on the ends, is 700 feet in length.
The shortest train, pre-pandemic were 4 car trains on the Orange line (and Blue, Green, and Red shortly before the pandemic). These trains were usually 280 feet in length.
Three car trains (usually 215 feet in length) were eliminated as part of a schedule change on September 10, 2015.
Two car trains (150 feet in length) last ran in revenue service in 1972. There were only a few B cars available for service in the early days. Now, two car trains are not allowed in revenue service.
What do I call the cars?
Simply speaking, saying the letter + "car(s)" when referring to a specific type of revenue vehicle, is generally sufficient (in all but a discussion of the historical variations of cars, which would result in saying one or a few of these different types of cars: A/A2/B/B2/C~C1/C2/D/E/L/M).
The legacy fleet is often called the "old cars" or "legacy fleet." Sometimes, the A and B cars/A2 and B2 cars are sometimes called the "Rohr cars," or more simply, the "A and B" cars. Sometimes the C1s are called by their original name ("C car"), or both C1s and C2s are called together as the "C cars."
The Fleet of the Future is often called the "new cars," "Fleet of the Future," or simply "FOTF."
Please, don't call them just "2 door" and "3 door" trains. It's technically correct but there are giant differences outside of having additional doors, between the legacy fleet and FOTF. It's like calling a 747 by "four engine plane" and a 757 by "two engine plane."
Generally speaking, it's common just to refer to a car type as simply the car (e.g. "B car"), and there isn't too often a need to call it anything longer. When needed, the cars are divided into car "types," but not called anything like "A type" - it's simply "A car." It is not traditional practice to call them by "series" or "class(es)" or "model(s)" etc. A general rule of thumb that anyone calling them "A and B class" isn't too familiar with the fleet, and often not local. Wikipedia is wrong. Heck, they even refuse to correct the titles of the rebuilt and current A and B cars into the proper names of A2 and B2 cars.
An exception to the "series" term can be in regards to a particular chunk of cars, such the 1801-1913 series of B2 cars which were formerly all A cars. Generally, this site steers away from calling them anything but their proper name, as traditionally used by BART's designers and employees.
They are BART cars, not "carts" or "carriages" or "coaches" and etc.
It's also fine, most often when referring to their historical development, as the "BART vehicle."
Also, it's just BART. Not "the BART" unless in reference to a second object pertaining BART, such as "the BART map" or "the BART system." That's often used as a litmus test to see if a person is really from the Bay Area.
Simply speaking, saying the letter + "car(s)" when referring to a specific type of revenue vehicle, is generally sufficient (in all but a discussion of the historical variations of cars, which would result in saying one or a few of these different types of cars: A/A2/B/B2/C~C1/C2/D/E/L/M).
The legacy fleet is often called the "old cars" or "legacy fleet." Sometimes, the A and B cars/A2 and B2 cars are sometimes called the "Rohr cars," or more simply, the "A and B" cars. Sometimes the C1s are called by their original name ("C car"), or both C1s and C2s are called together as the "C cars."
The Fleet of the Future is often called the "new cars," "Fleet of the Future," or simply "FOTF."
Please, don't call them just "2 door" and "3 door" trains. It's technically correct but there are giant differences outside of having additional doors, between the legacy fleet and FOTF. It's like calling a 747 by "four engine plane" and a 757 by "two engine plane."
Generally speaking, it's common just to refer to a car type as simply the car (e.g. "B car"), and there isn't too often a need to call it anything longer. When needed, the cars are divided into car "types," but not called anything like "A type" - it's simply "A car." It is not traditional practice to call them by "series" or "class(es)" or "model(s)" etc. A general rule of thumb that anyone calling them "A and B class" isn't too familiar with the fleet, and often not local. Wikipedia is wrong. Heck, they even refuse to correct the titles of the rebuilt and current A and B cars into the proper names of A2 and B2 cars.
An exception to the "series" term can be in regards to a particular chunk of cars, such the 1801-1913 series of B2 cars which were formerly all A cars. Generally, this site steers away from calling them anything but their proper name, as traditionally used by BART's designers and employees.
They are BART cars, not "carts" or "carriages" or "coaches" and etc.
It's also fine, most often when referring to their historical development, as the "BART vehicle."
Also, it's just BART. Not "the BART" unless in reference to a second object pertaining BART, such as "the BART map" or "the BART system." That's often used as a litmus test to see if a person is really from the Bay Area.
How many cars does BART have? (Fleet size)
It varies. Through the early 2000s - 2018, the legacy fleet size was follows:
A2 Cars: 59
B2 Cars: 360
C1 Cars: 150
C2 Cars: 80
Summation: 669 cars
There were a total of 688 confimed legacy fleet cars built. Some were prototypes and only used for testing, others were written off after accidents. Now, the fleet is slowly being scrapped.
As of May 2023,there are about 382 legacy fleet cars still around, and 496 active Fleet of the Future cars. This totals about 878 cars in the fleet, very roughly speaking.
Cars are assigned a home yard/home shop (Hayward, Richmond, Concord, Daly City). Typically, a car assigned to a particular yard will often overnight at the yard, and undergo preventative maintenance ("PM") every 600 hours (C cars)/ 800 hours (A2 and B2 cars)/ 900 hours (FoTF), of which includes inspection/replacement of wheels, brake pads, HVAC filters, testing of door system, changing air compressor and reduction gearbox oil, etc.
It varies. Through the early 2000s - 2018, the legacy fleet size was follows:
A2 Cars: 59
B2 Cars: 360
C1 Cars: 150
C2 Cars: 80
Summation: 669 cars
There were a total of 688 confimed legacy fleet cars built. Some were prototypes and only used for testing, others were written off after accidents. Now, the fleet is slowly being scrapped.
As of May 2023,there are about 382 legacy fleet cars still around, and 496 active Fleet of the Future cars. This totals about 878 cars in the fleet, very roughly speaking.
Cars are assigned a home yard/home shop (Hayward, Richmond, Concord, Daly City). Typically, a car assigned to a particular yard will often overnight at the yard, and undergo preventative maintenance ("PM") every 600 hours (C cars)/ 800 hours (A2 and B2 cars)/ 900 hours (FoTF), of which includes inspection/replacement of wheels, brake pads, HVAC filters, testing of door system, changing air compressor and reduction gearbox oil, etc.
How many cars does BART run?
As of September 2022, BART runs 566 cars on any given weekday, in revenue service.
This is composed of 268 legacy fleet cars and 298 Fleet of the Future cars.
This is a total of 59 trains, 28 legacy and 31 FOTF.
Number of active cars (not all running, but available on a rotational basis):
A2 Cars: 56
B2 Cars: 340
C1 Cars: 40
C2 Cars: 0 (All retired)
D Cars: 152
E Cars: 231
As of September 2022, BART runs 566 cars on any given weekday, in revenue service.
This is composed of 268 legacy fleet cars and 298 Fleet of the Future cars.
This is a total of 59 trains, 28 legacy and 31 FOTF.
Number of active cars (not all running, but available on a rotational basis):
A2 Cars: 56
B2 Cars: 340
C1 Cars: 40
C2 Cars: 0 (All retired)
D Cars: 152
E Cars: 231
Intercar doors
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Can you walk between cars?
With caution, yes! All BART cars, except the front of the Fleet of the Future D cars, allow passengers to pass between cars in an enclosed vestibule. This can even be recommended to avoid crowding in the center cars, for safety, or for personal preference. However, do not remain between cars beyond the time necessary to cross between cars, for reasons of safety. Also, make sure to watch where you are stepping with GREAT CAUTION, for safety and the fact that some...hobos...may excreate different liquids and solids between cars from time to time (I can attest to this witnessing this personally a handful of times. To note, the new cars seem to have more room to poop between cars). |
How many homeless people ride BART?
It depends. It can be anywhere from 0 to 25 (if not more, depending on circumstances) per train. In total, that means anywhere from about 566 - 1,132 homeless people riding BART every weekday.
Through firsthand observation, coldness, wetness, and darkness all have positive relationships with the number of homeless riding BART.
The official 2019 April-June count had 160 homeless for every 100 cars, on weekends. Back then, the homeless ridership ratio was higher on weekends.
2022 update: an early morning Orange line train, there is often as many as 20 homeless people riding the 8 car train. That is 2.5 homeless people per car, and a total 240 homeless on the Orange line alone. Granted, the Orange line is probably the highest in terms of homeless ridership. If every car was like that, that would be over 1,400 homeless riders.
I believe the average is about 1.0 - 2.0 homeless riders per car. That would mean 566 - 1,132 homeless riders.
As of September 2022:
12 Green line trains, at 10 cars each = 120 cars
12 Orange line trains, at 8 cars each = 96 cars
13 Yellow line trains, at 10 cars each = 130 cars
12 Red line trains, at 10 cars each = 120 cars
10 Blue line trains, at 10 cars each = 100 cars
Total cars in service on a given weekday = 566 cars
It depends. It can be anywhere from 0 to 25 (if not more, depending on circumstances) per train. In total, that means anywhere from about 566 - 1,132 homeless people riding BART every weekday.
Through firsthand observation, coldness, wetness, and darkness all have positive relationships with the number of homeless riding BART.
The official 2019 April-June count had 160 homeless for every 100 cars, on weekends. Back then, the homeless ridership ratio was higher on weekends.
2022 update: an early morning Orange line train, there is often as many as 20 homeless people riding the 8 car train. That is 2.5 homeless people per car, and a total 240 homeless on the Orange line alone. Granted, the Orange line is probably the highest in terms of homeless ridership. If every car was like that, that would be over 1,400 homeless riders.
I believe the average is about 1.0 - 2.0 homeless riders per car. That would mean 566 - 1,132 homeless riders.
As of September 2022:
12 Green line trains, at 10 cars each = 120 cars
12 Orange line trains, at 8 cars each = 96 cars
13 Yellow line trains, at 10 cars each = 130 cars
12 Red line trains, at 10 cars each = 120 cars
10 Blue line trains, at 10 cars each = 100 cars
Total cars in service on a given weekday = 566 cars
Was BART the first modern rapid transit system to open in the US?
NO. Despite what ill-informed journalists say, BART was NOT the first modern rapid transit system of the space age - that honor belongs to the Port Authority Transit Corporation's (PATCO's) Lindenwold High Speed Line - suburban South Jersey.
PATCO opened its doors on January 4, 1969 with high speed trains between Lindewold and Camden. The following month, it extended across the Delaware River to Center City Philadelphia (that portion of the line dating back to the Bridge Line subway). Designed to compete against the private auto, PATCO shares many characteristics as early BART (high speeds, city-suburb link, large parking lots of auto commuters, feeder bus systems, automatic fare collection, automatic train operation, two mainline tracks). PATCO was, and remains, more realiable than BART in many respects, granted its goals were far less ambitious. It's a crying shame BART can't deliver much of what was promised, while PATCO, despite being in the infamous state of New Jersey, can excel in far harsher weather conditions.
It was PATCO that introduced systemwide automatic fare collection and automatic train operation.
It was BART that introduced the first automatic train operation across multiple lines. BART's Transbay Tube was the longest underwater transit tube in the world, when built. BART is far more complex then PATCO. Everyone seems to forget PATCO exists, though.
All that being said, BART was the first "totally new" rapid transit system built in the US in decades. PATCO was a rebuilt and extended line, while all BART had was the right of way of its indirect predecessors and certain existing technology available during the design of the BART system.
NO. Despite what ill-informed journalists say, BART was NOT the first modern rapid transit system of the space age - that honor belongs to the Port Authority Transit Corporation's (PATCO's) Lindenwold High Speed Line - suburban South Jersey.
PATCO opened its doors on January 4, 1969 with high speed trains between Lindewold and Camden. The following month, it extended across the Delaware River to Center City Philadelphia (that portion of the line dating back to the Bridge Line subway). Designed to compete against the private auto, PATCO shares many characteristics as early BART (high speeds, city-suburb link, large parking lots of auto commuters, feeder bus systems, automatic fare collection, automatic train operation, two mainline tracks). PATCO was, and remains, more realiable than BART in many respects, granted its goals were far less ambitious. It's a crying shame BART can't deliver much of what was promised, while PATCO, despite being in the infamous state of New Jersey, can excel in far harsher weather conditions.
It was PATCO that introduced systemwide automatic fare collection and automatic train operation.
It was BART that introduced the first automatic train operation across multiple lines. BART's Transbay Tube was the longest underwater transit tube in the world, when built. BART is far more complex then PATCO. Everyone seems to forget PATCO exists, though.
All that being said, BART was the first "totally new" rapid transit system built in the US in decades. PATCO was a rebuilt and extended line, while all BART had was the right of way of its indirect predecessors and certain existing technology available during the design of the BART system.
What makes BART unique?
Many things make BART a unique transit system:
As one paper put it:
"The assignment was 'ride the BART trains and see what they're really like'
Sprawling BART parking lots are marvelous in the middle of the afternoon if you're looking for a little privacy. You're not likely to see a soul, just a lot half filled with empty cars.
Inside the station (the tour started at North Berkeley), there's a chart that conclusively proves people who ride BART must be the smartest in the world. No one else could understand the grid that explains fares to different destinations.
A mysterious voice comes from somewhere, filling the station with an equally mysterious announcement: "Attention. Due to minor malfunctions, all trains will be delayed 10 to 15 minutes."
The wait continues, but finally there's a friendly "toot toot" from the tunnel and like a Lionel making the grade on the Christmas morning, out comes the BART train.
But most of the rides are without mishap. They're clean, quick, enjoyable. When it's operating, BART is in a class with model systems like Osaka's.
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It is left up to the reader and rider to decide what was argued long ago – “Is BART the renaissance of urban transportation or one of the most misguided public investments in recent history?” Or perhaps, it is both?
Many things make BART a unique transit system:
- Public Dedication - The Work, Ambition, and Funds of the People of the San Francisco Bay Area made BART possible.
- “Largest single public works project ever undertaken in the U.S. by the local citizenry”
- San Francisco, Alameda, and Contra Costa County taxpayers voted to fund the billion-dollar system, without the expectation of federal capital funding, in the November 1962 election. This should not be forgotten by BART management, staff, and the Board of Directors - BART exists because people wanted, and paid for, a railroad.
- In 1972, it was hailed as the first all new rapid transit system in the US since 1907.
- BART was the first rapid transit system in the world to offer 100% usability - every station - for the handicapped.
- Basic idea: “What if we used aerospace technology on a railroad, to solve traffic jams and enhance the livability of the Bay Area?”
- “The noble and gigantic experiment should show whether any transit system - no matter how modern and convenient - can entice commuters to give up their cars”
- Note that this was based on the expectation that BART would gain riders through its merits, and not actively campaigning to make driving worse than it already was.
- “The noble and gigantic experiment should show whether any transit system - no matter how modern and convenient - can entice commuters to give up their cars”
- The heavy local capital funding of BART provided an impetus for larger federal capital funding of transit construction in the United States. Systems following BART, including metro/heavy rail, light rail, and even bus rapid transit lines, use this funding stream recognized following BART.
- “Largest single public works project ever undertaken in the U.S. by the local citizenry”
- Introduced the next generation of Public Transit in the United States, one that is still felt today, the start of a transit renaissance
- "Starting the new age of electric railroads in the United States" - From Bullets to BART
- “BART had gone too far, the critics, said, and history proved their argument was partially correct. Others argued that BART had to plow fresh ground because the industry was stagnant, and they were also partially correct.”
- The poster child of the second wave of metro/subway/heavy rail systems in the United States - one of computers, automation, new materials, new technologies, and sophistication. It was a radical departure from the systems of yesterday's rail transit - the ornate elevated structure of the Chicago L and the cramped tunnels and stations of the NYC Subway gave way to the angular concrete aerials and welded rail.
- "Recognizing that the new Bay Area system had to compete with the automobile far more effectively than any of the traditional transit systems in eastern urban centers, BART's engineers adopted extraordinary high design standards intended to establish a wholly new level of performance, passenger comfort, and aesthetic appeal that could attract the freeway commuter away from his automobile" - From Bullets to BART
- Similarly, by Bloomberg City Labs: "If the United States could put a man on the moon, Congress’ logic went, it could certainly solve urban traffic jams — and this technology focus would be important in all the ensuing projects. Automation, magnetic levitation, and even comparatively prosaic things like wider track gauges were all considered in an effort to make public transit truly modern. The aerospace industry — the Silicon Valley of the day — took a major role." (Why Did America Give Up on Mass Transit? (Don’t Blame Cars.) A/N - This is a most excellent article on the history and challenges of US public transit; I rarely give praise on transit articles except ones of this quality and insight.)
- The BART project, and the quiet but respectable PATCO project, encouraged the development of new rail projects throughout American urban centers
- PATCO, a refurbishment and extension of the old (c.1930s) Bridge Line, opened in 1969. It was not considered a scratch built system akin to BART, nevertheless it was named a "prudent and effective use of proven technology."
- BART was named the first brand new rapid transit system in 60 years. Systems following BART:
- Washington D.C. (1976)- WMATA Metrorail
- Atlanta, GA (1979) - MARTA
- Baltimore, MD (1983) - MTA Baltimore Metro Subway
- Miami, FL (1984) - Metrorail
- Los Angeles (1993) - MTA Red Line, Purple Line
- Space age, Revolutionary design - from principles to construction and even operation
- Clean sheet design, encouraging an unequaled level of innovation
- Every aspect of railroading was analyzed to see if BART could be designed differently
- This included monorail systems and the chosen "Bottom-supported duorail system." A PBTB term referring to the standard design of two rails below the train. Contrast to a monorail with the rail suspended above the train/car.
- Every aspect of railroading was analyzed to see if BART could be designed differently
- Design has since influenced the development of later rapid transit systems
- WMATA (DC Metro) and MARTA share many design principles and technology.
- Concrete/steel lined tunnels with direct fixation track
- Somewhat lightweight, high performance cars
- Chopper control for propulsion
- Automatic Train Operation (suspended in DC)
- The Budd BURT even shares a similar electronic horn to BART (Baltimore, and formerly Miami)
- Stainless steel rapid transit cars constructed for a Brazilian subway even share the half-cab window look
- Internationally, subways and metros following BART have used technology developed during BART, and lessons from BART's operation to enhance their operation
- WMATA (DC Metro) and MARTA share many design principles and technology.
- Train cars:
- Lightest high-speed transit car (with Air Conditioning) ever produced, average weight of only about 800 pounds per seat - From Bullets to BART
- Oddly enough TTC had lighter cars, but they were very much spartan in appearance and comfort.
- Monocoque Body Shell
- Ball Joints, Air Springs, Hydraulic Friction Brakes, Aluminum centered wheels, Eye-bolt connections for lifting cars
- Giant picture-windows (at a time when East Coast systems were battling rock damage), carpeted interior, and other details, making the cars fully passenger-oriented to the seated passenger.
- Aesthetically pleasing, designed by a leading industrial design firm
- Lightest high-speed transit car (with Air Conditioning) ever produced, average weight of only about 800 pounds per seat - From Bullets to BART
- Track and Stations:
- Every station was unique, to a varied extent
- Strong use of glass and concrete in angular forms, a timeless design that looks as modern as it did 50 years ago
- Won national awards, and simultaneously denounced as mediocre
- Clean sheet design, encouraging an unequaled level of innovation
- Engineering excellence: At the time it was built, BART had the world records in:
- Longest and deepest underwater transit tube
- Fastest max speed and average speed
- Most advanced fare collection system
- Most automated railroad
- Most advanced transit cars ever built
- Massive service area - among the largest for a heavy rail/metro system
- In turn, BART operates not just solely as a city subway, but a regional railroad. BART is not the subway for San Francisco, but includes a major role as the rapid connection between cities throughout the Bay Area.
- All of this connected by trains running on 15 minute headways during the day, even midday!
- In turn, BART operates not just solely as a city subway, but a regional railroad. BART is not the subway for San Francisco, but includes a major role as the rapid connection between cities throughout the Bay Area.
- Historical appreciation - Much of the original system is still around, even the cars date back to the 1970s
- This website first began with the story on the different types of BART cars.
- This website first began with the story on the different types of BART cars.
- Never ending media coverage
- BART has always been a controversial system, and faces many problems from many angles – complaints abound, and many are especially valid in today’s world
- “BART’s problems over the past decade have been political, legal, financial, and others that just defy categorization. It ran out of money 5 years ago, had its electric cables attacked by gophers and its hiring politics by minorities.” And that was just the early 70s!
- “BART has, without a doubt, received the widest publicity ever given a train or system. It is the rare person who has not heard about BART and would not recognize the distinctive modern design of its rail cars.”
- First system to have people totally confused after being saturated with a mountain of publicity about the system:
- What surprises him, Hammond said, is that all of the publicity and data available about BART over the years doesn't seem to have been absorbed by the public. "People have no concept of what it's all about. That's what amazes me," he said. And once they come to a station for a ride, the typical first rider doesn't even bother to read signs or instructions on ticket machines. He added that he thought fancy and costly posters put up by BART publicists were too complicated and confused the public even more. "People don't read anything, that's the problem," added B.R. Stokes, General Manager.
- Challenges of social issues on BART, in addition to the pandemic (link to NBC series).
- The quick-witted critics:
- "All that miles of track, all that planning, only two trains, and the TWO collide" (1971, following a collision with A cars 103 and 105 during pre-revenue service testing)
- “I don't see why they're having all this fuss over BART safety systems. Why don't they simply ask Lionel Trains for advice? I've never heard of a child being hurt with his electric train?”
- “When told that there was a no manual backup because the idea was that the ATC equipment had to work, Mills said it was "like the Titanic without lifeboats"”
- A lady heavy smoker commutes from Oakland to El Cerrito. Says she can't smoke on trains but every day she sits on the train staring at a cigarette advertisement
- 2-2-73 - “Vicki White notices amazing progress in BART. She hopped off her train at the Coliseum station the other night and an electric sign went on saying, "Train for Daly City will arrive in 13 minutes." And here we thought it would be [next] September.”
- 2-9-73 - “ALL THE NEWS FROM BART isn't grim. Sometimes, it's funny, as on the Oakland-Fremont run late Wednesday afternoon. As the magical train was bob-bob-bobbing along, a voice came on the public address system with "Ladies and gentlemen, we're having trouble with the sound system in some of our cars. If the system is not working in your car would you kindly step to the attendant's call button and push it?"...They're gonna have to put straps in those cars to keep the customers from falling down laughing.”
As one paper put it:
"The assignment was 'ride the BART trains and see what they're really like'
Sprawling BART parking lots are marvelous in the middle of the afternoon if you're looking for a little privacy. You're not likely to see a soul, just a lot half filled with empty cars.
Inside the station (the tour started at North Berkeley), there's a chart that conclusively proves people who ride BART must be the smartest in the world. No one else could understand the grid that explains fares to different destinations.
A mysterious voice comes from somewhere, filling the station with an equally mysterious announcement: "Attention. Due to minor malfunctions, all trains will be delayed 10 to 15 minutes."
The wait continues, but finally there's a friendly "toot toot" from the tunnel and like a Lionel making the grade on the Christmas morning, out comes the BART train.
But most of the rides are without mishap. They're clean, quick, enjoyable. When it's operating, BART is in a class with model systems like Osaka's.
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It is left up to the reader and rider to decide what was argued long ago – “Is BART the renaissance of urban transportation or one of the most misguided public investments in recent history?” Or perhaps, it is both?
6/25/22, 8/28/22, 9/24/22, 10/1/22, 10/7/22, 10/14/22, 12/29/22, 1/15/23, 5/16/23
