The KE Track
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Sometimes called the referred to as the C3 track, CX/MX track, or KE track, this track was the first new mainline track to be added to the BART system since original construction.
The 1.5 mile track stretched from M03 interlocking to K25 interlocking outside MacArthur.
The 1.5 mile track stretched from M03 interlocking to K25 interlocking outside MacArthur.
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Although the provisions for the KE track were included in the original construction of the system (particularly through an empty subway tunnel) the District was short of funds to complete the third track until the 1980s. For the time being, there was a false (brick) wall against the edge of the platform, and during construction, there were signs saying “This Track is not in revenue service.”
Construction began in 1981 and the track opened to revenue service on March 17, 1986.
The project included completing all trackage, electrification, and train control work for the KE track from M03 interlocking to K25 interlocking. This also included installing some aerial structures, and the installation of K23 interlocking, siding, and spur. Construction did create some impacts to riders, such as the temporary closure of Platform 3 at MacArthur starting June 1, 1983 and delays along the work area.
The KE Track project costed $25,366,000, 80% which was sourced from federal capital grants, and the remainder from BART capital improvement funds and state grants
Early Operation
The KE track was initially planned to be used for Concord line trains during peak commute, in peak commute direction. From 7:00 am to 8:15 am, the Concord-SF/Daly City trains would use the KE track heading towards SF, making stops at 19th and 12th St stations upper level platform 3. After the AM commute, these trains would use platform 2 on the lower level (shared by other trains heading to SF/Daly City and Fremont). From around 4:15 pm to 6:00 pm, the Daly City – Concord line trains would use the KE track while heading to Concord. At all other times and the opposite direction of peak commute, trains would use track 2 heading to SF/Daly City and track 1 heading to Concord.
Outside of commute hours, the KE track would be available as a temporary parking space for broken down trains, and as an alternative route for trains to take if track 1 or track 2 were blocked by a broken-down train.
The addition of the K23 siding and K23 spur was to be used parking trains midday, between commute service. This was a shorter alternative to taking trains all the way back to the yard, which was planned to save the District about $350,000 annually in operational costs.
The KE track was initially planned to be used for Concord line trains during peak commute, in peak commute direction. From 7:00 am to 8:15 am, the Concord-SF/Daly City trains would use the KE track heading towards SF, making stops at 19th and 12th St stations upper level platform 3. After the AM commute, these trains would use platform 2 on the lower level (shared by other trains heading to SF/Daly City and Fremont). From around 4:15 pm to 6:00 pm, the Daly City – Concord line trains would use the KE track while heading to Concord. At all other times and the opposite direction of peak commute, trains would use track 2 heading to SF/Daly City and track 1 heading to Concord.
Outside of commute hours, the KE track would be available as a temporary parking space for broken down trains, and as an alternative route for trains to take if track 1 or track 2 were blocked by a broken-down train.
The addition of the K23 siding and K23 spur was to be used parking trains midday, between commute service. This was a shorter alternative to taking trains all the way back to the yard, which was planned to save the District about $350,000 annually in operational costs.
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At present, the KE track is typically used by Yellow line trains heading to Pittsburg/Antioch. The KE track has a brief bit of 50 mph, allowing for a little race between Orange and Yellow line trains if timed right.
Last Updated: 2/21/2024
