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Bay Area Rapid Transit


Development and origin

Main article: History of the Bay Area Rapid Transit

Some Bay Area Rapid area coverage of the transit system today was formerly serviced by the tram system and the electrification of trains called key commuter system. This system twentieth century was once a trans-bay traffic through the lower deck of Bay Bridge. The second half of the Decade 1950 the entire system had been dismantled in favor of bus trips and highway car use – from the explosive growth of the construction of the road.

A new rapid transit system has been proposed to take the place of the key to the system during the late 1940s, and formal planning for which began in the decade 1950. Some funds have been obtained for the BART system in 1959, and construction began a year later. The passenger rail service began in some sections of track in September 1972.

BART’s new system was welcomed by some authorities as a major step forward in technology underground.

However, questions arise regarding the safety BART system and the considerable expense required to build the BART system. Praise for the new transport system has not been unanimous at first sight.


The gross annual income

U.S. $ 233.65 million

Annual expenditure

U.S. $ 581.81 million

Annual profits (losses)

(300 million dollars)

Passenger train miles cost / (It excludes capital costs)

0323 USD

A recent study shows that, with some roads in the Bay Area, some Bart aerial structures could be severely damaged and could collapse if a major earthquake, which is predicted to be highly likely occur in the Bay Area during the next 30 years. Extensive seismic upgrade will necessary to examine many of these weaknesses, but one in particular, the penetration of the area of the Hayward Fault in the Berkeley Hills tunnel, will make the correction after a catastrophic earthquake, with consequences rail transit, its agents and its passengers left to chance.

In May 2004, BART became the system transit for the first time in the country to offer mobile communications for passengers of all mobile operators in its metro trains. This is in contrast with other systems in the United States, who, having cellular phone service, it makes it easier for passengers to all major telecom operators Cell.

The service was made available to customers of Verizon Wireless, Sprint / Nextel, AT T Mobility and T-Mobile and between the four locations in San Francisco Market Street to the Civic Center Embarcadero. In 2005 the coverage was made available between Balboa Park and Mission San 16. In July 2008, the fifth mobile phone network from the Bay Area, MetroPCS, was added.

In December 2009, the service was expanded to include the Transbay tube, providing cell phone coverage continues between West Oakland and Balboa Park. The service is expected to add to the center of Oakland, Berkeley and the Berkeley hills tunnel at the end of the third quarter of 2010. Coverage must be added south of San Francisco and San Bruno in 2011.

The aim is to provide mobile cellular service and Internet continues throughout the system BART.

As of February 20, 2007 BART agreed to allow logon beta testing Internet access for passengers in the BART system. At first included four stations in downtown San Francisco Embarcadero, Montgomery, Powell and Civic Center. In To date, more than 30,000 customers use the service. Tests and the show also includes more than a test train for the test indicator Hayward Bart. Testing and deployment was extended in the interconnection metro line between the four stations in downtown and beyond.

The successful demonstration tests provided for a 10-year contract with WiFi Rail, Inc. Services around the BART right of way (ROW).

During the month of May 2008 and July 2008, the WiFi service has been expanded to include the Transbay Tube and now waits for cars BART to have the equipment necessary to receive wireless access network.

From BART mid-1990s, sought to modernize its aging 30 years. The rehabilitation of the fleet above the falls as part of this modernization, today the fire alarm systems, irrigation water, tactile domes yellow, spring, and tiles rubber cement-carpet being installed. Raw black tiles on the edge of the platform marks the location of the door to board trains, allowing passengers to wait in the appropriate place for the train, instead of waiting until the train gets to know where to board.

All faregates and ATMs have also been replaced.

In the spring of 2007, experienced a BART billboards located in the Transbay tube, and when pilots looking in the windows I saw what looked like a mobile ad so that Reebok Run Easy campaign.

On April 10, 2007, BART General Manager Tom Margrid, who was head of BART for eleven years, announced retirement.

In late May 2007, BART has declared its intention to improve off-peak (night and weekends) intervals for each line only 15 minutes. The current frequency 20 minutes at this time is considered a psychological barrier to traffic. June 2007, BART temporarily returned to its position, saying that reduced waiting times probably not due to a deficit of state budget revenues of $ 900,000.

However, Bart has finally confirmed the plan on January 1, 2008.

Furthermore, in June 2007, BART suddenly removed all references to the implementation of TransLink payment system on your website. BART spokesman said Marty Moran (via email) TransLink can now be applied to and at the end of 2007. Implementation of TransLink on BART was delayed further due to disputes over treatment of tariffs between MTC and BART.

TransLink is expected to be simultaneous with BART, SF Muni, and Caltrain in the spring of 2008. TransLink is access to May 2009.

As BART celebrated the 50th anniversary of its creation by the Legislature of the State, the organization announced management plans for the next 50 years. Their vision includes adding a four-bore tube in the Bay of San Francisco Transbay parallel and south of the existing tunnel and emerging Transbay Terminal Transit to offer shuttle service to Caltrain and proposals for the future of California high speed rail system.

The four gauge Bart tunnel would provide two tunnels and two rail tunnels to high-speed classic. Bart plan focuses on improving service and reliability your base system (where the density and attendance is the highest), rather than extensions distant suburbs. These plans include: a line Transbay Terminal will continue through South-to-Market, north of Van Ness and finishing at the west of San Francisco along the Geary corridor, the Presidio, North Beach or along a line of Interstate 680 corridors, and a fourth set of paths through Oakland.

Many changes were implemented a rail service January 1, 2008. Among the changes, trains at Point of Pittsburg / Bay extended its service to the airport San Francisco-Oakland (SFO airport) station (at all hours of operation), but not until the end of the line Millbrae. (Only a few people the night Pittsburg / Bay Point train to Millbrae continued after stopping at the SFO airport station).

During the week (until 7:00), trains on the Richmond line continues in Millbrae station, but without the SFO airport station during the evenings and weekends, trains from Dublin / Pleasanton line continues in Millbrae but omits the SFO Airport station). All this means that there would be no direct rail connection between SFO airport and Millbrae, disturb Caltrain passengers who wanted to travel to SFO Airport.

BART management ended the direct rail link, citing low ridership between Millbrae and SFO Airport. However, have timed out transfers to Saint-Bruno station for passengers traveling to SFO Airport in Millbrae.

With budget constraints continue, it is necessary reduce the service beyond Bart Daly City. As of September 14, 2009, the following changes have taken place: Pittsburg / Bay Point line will always end SFO week until 19:00. After 7:00 pm and on weekends throughout the day and holidays, service will extend to Millbrae.

The Dublin / Pleasanton line will serve more of the extension, instead of ending up in Daly City station.

In 2008, BART has announced that the introduction of solar energy systems on the roofs of their yards and maintenance facilities for locomotives Richmond and Hayward, plus shipping car with solar panels on the roof of the Orinda station. The Board regrets can not install them everywhere, but said that Orinda has been the only station with enough sun to make money for the project.

The current


A picture rails third entered the BART system. Note how the third rail instead changes on entering the train station and gateway of the pass filter track. Note the bridge on the left side of the path distance, which is the gateway to the emergency runway leading carrier in the Daly City station again, the third rail placed in front of this gateway.

BART has 104 miles (167 km) of track and 43 stations. System uses a controversial 5 feet 6 inches (1676 mm) broad gauge, as compared to August 4, 1912 feet (1,435 mm) standard gauge located mainly in the rail systems in the United States. The transit system in the United States using this indicator.

The cars are wider than standard transport equipment, but also wider than the train passengers in North America class. The disadvantage is that all maintenance and support equipment must be tailored. Trains can reach a top speed control centralized 80 mph (130 km / h) and provided an average speed of 33 mph the whole system (53 km / h) with a station for the twenty-second downtime (time past).

The trains operate at a minimum length of three cars California Public Utilities Commission guidelines for a maximum of 10 cars, which covers every 700 feet (213 m) length of a platform. At its maximum length of 710 feet (216 m), Bart was the longest train of any U.S. metropolitan. The system also includes car widths of 10.5 feet (3.2 m) (the same width as an Amtrak Metroliner), a maximum slope of four percent and a minimum radius curve 394 meters (120 m) in the scheme.

The electric current is supplied to the trains in a third lane, the relative position of the train alternative context. Within the season, the third lane is still there on the opposite platform of tourism. This feature eliminates the danger of a passenger, is falling directly on third rail, or ride on it to return to the platform if it falls.

On routes rolling on the floor, the third rail alternates from one side of the track to the other, the gap in the third allow rail emergency evacuation routes.

subway tunnels, bridges and structures of the air evacuation tube and the Transbay routes to allow formation of the evacuation without exposing passengers easy contact inadvertently with the third rail, which is far from these roads as possible. Tension in the steel third rail is 1000 volts DC, so there are warnings throughout the system of its passengers to safety.

Also, messages warning of BART on each vehicle and contact with the third rail of four railways shoes like oars protruding from the bottom of each vehicle by the wheels of railroad cars. Other non-metro-rail propelled the United States use a lower voltage.

Many of the original The 1970s system BART stations, especially stations air simple function of brutalist architecture.

attendance levels

user records have been ongoing at the regional level in the field events, such as San Francisco Gay Pride Parade. The files include a record of 224 500 Sunday coinciding with Oakland A’s baseball game and a record 405,400 set during the week of September 8 October 2008, when both San Francisco Giants and Oakland Raiders home games. A record of the week by number of passengers was 2.3178 million between June 23 and June 29, 2008.

This beat the previous all time high 2.3018 million made during the closure of the Bay Bridge. BART has established an absolute record for a day of 442 000 rounds Thursday October 29, 2009, following the closure of the San Francisco-Oakland Bay Bridge due to the lack of repair of the structure.

BART Problems Segway

After several incidents high profile and include Segways, including one incident where a Segway was crushed by a train after falling on the tracks, BART barred for 45 days until they can regroup and launch a plan to mediate the issue. The consensus that emerged was the imposition of rules similar to the bike refused Segways during travel times, except for persons with disabilities and that the devices could not be installed on doors or similar price to the standards for all aircraft wheels such as skateboards and scooters. In addition, a permit system was implemented must be registered for use in the system.


All roads around the city of Oakland, and all, but the way to Richmond Fremont through San Francisco Transbay Tube and beyond in Daly City. Most segments of the BART rail system transporting more than one route.

Trains run regularly in five lines. Unlike rapid transit and most rail systems worldwide, the lines BART are generally not covered by the abbreviated names. Although the lines were constantly on the maps of BART system colors for more than a decade, rare Once referred to by its official name color, and very seldom mentioned in this way by members of the public (eg the red line).

In contrast, the five BART lines are usually shown on maps and lists the name of your terminal:

Fremont Daly City, following an old railroad right Pacific Step of Fremont in West Oakland, operates Monday to Saturday during the day until late.

Dublin / Pleasanton Daly City, following Interstate-580 through Castro Valley, San Leandro, where it meets the line from Fremont, Richmond, continuing in San Francisco.

Pittsburg / Bay Point SFO / Millbrae, after a former SR 4 Railroad Sacramento Northern right of way and SR 24 from Bay Point to Oakland, and extends beyond Daly City to San Francisco International Airport. In the evenings and weekends, Line revolves around the airport will continue to Millbrae.

Richmond Daly City / Millbrae, according to a former Atchison, Topeka and Santa Fe Railway right of way from Richmond to Berkeley, and extends beyond Millbrae Daly City Monday to Friday during the day until early evening. On Saturday, the line runs in Daly City.

Richmond Fremont, coinciding line with the Richmond and Fremont Daly City Millbrae line between terminal and Oakland, and runs every day.

The line of San Francisco through Daly City Millbrae is an old right of way south of the Pacific Railway, which is also served by Caltrain San Bruno beyond.


The system BART has five lines, but consists of most of the network longer than one line on the same track. Trains ran every line every two historically minutes during the week and twenty minutes during nights, weekends and holidays, but from a station that can serve for more than four lines, could have hired services as often as every three or four minutes. However, the system is closed for four hours each night for maintenance, reopening at 4:00 every morning, except Sundays.

On January 1, 2008, service on each line at intervals of 15 minutes except Saturdays 6:00 to 19:00, when the service is every 20 minutes. In addition, as January 1, 2008, Bart service starts at 4:00 Monday through Friday, 6:00 am Saturday and 8:00 on Sunday. Service every day ends at midnight with closure scheduled for the last train station to the station.

Two of the five lines, the Millbraeichmond and SF / Daly Cityremont lines, not the night (after 7:00) or service Sunday, but all stations are accessible by transfer to other lines. Nuit Blanche in the network services available when Bart is closed. All but six BART stations are served (eight Caltrain station).

BART tickets are not accepted on these buses, and each of the four bus systems to carry their own rates, ranging up to $ 3.50 a ride of four system can cost as little as U.S. $ 9.50 in 2007.


ATMs Powell Street station

BART prices are comparable to those of commuter rail systems and are superior to those of most of the meters, especially for long travel. The rate is based on a formula that takes into account both the length and speed of travel. A surcharge is added for travel through the Transbay Tube, San Francisco International Airport, or through San Mateo County, which is not a member of BART.

Historically and until recently, passengers who used paper tickets rechargeable plastic compound in The tariffs are stored via a magnetic stripe, and out of the system (A similar magnetic stripe ticketing system used in the Washington metro Washington, DC). Faregate output prints the remaining balance on the ticket each time the exit of passengers from the station.

A paper ticket can be filled at an ATM, the balance of inputs can be applied to the purchase a new card or is simply trapped by the exit door when the balance reaches zero, a number of low-value cards can be combined to create a map of greater value, but only in exchange for specific entries are some BART stations. BART supports values in the unused tickets, especially the leaders reported low-value cards as a source of revenue will be approached by some to be as high as $ 9,900,000.

A standard ticket price of BART. Notice Initial purchase price printed parallel to the magnetic tape, and the balance of the card printed on the left, updated with each release. Pictures of the old notes, a blue an entry for a new style, and tickets to other colors can be found here.

A stored value smart card fare, called TransLink smart card, has been deployed in the autumn of 2009. This program was released to the public in autumn 2006, with the deployment of AC Transit, Dumbarton Express and Golden Gate Transit line. BART had promoted the EZ Rider card, a pilot program design technology similar to the TransLink card. Both are contactless smart cards, and contain the value stored can be used for payment of fee.

BART contract with Cubic Transportation Systems to replace all faregates with Inherently smart card readers installed. The EZ Rider program is expected to last until September 2010.

BART minimum rate of $ 1.75 is charged for travel six miles (9.7 km) as a journey between two stations adjacent Berkeley. The maximum rate of one way, including all supplements possible is $ 10.90, 51 miles (82 km) trip between the point of Pittsburg / Bay and San Francisco International Airport. The farthest trip, Pittsburg / Bay Point to Millbrae, cheaper costs due to additional burden added to air travel.

Passengers without tickets enough to complete their journey AddFare must use a machine to pay the balance out of the station. Due to the amount of base rate, travel between BART stations in downtown San Francisco on BART costs 25 cents less than it takes to clean up campaign in the city of light rail, MUNI Metro, which is generally slower in covering the same distance.

But with nearly two full hours of driving, including transfers to other vehicles, while that BART charges $ 1.75 for a single trip. There are peculiarities in the system of prices due to subsidies provided to certain travel corridors between the remote stations. By example, for a tour of Dublin / Pleasanton Fremont, it is cheaper to leave the station at the transfer point, Bay Fair, and to restore the station instead of staying on the platform, because they have charged two basic types $ 1.75 instead of $ 4.35 a ticket from one extreme to extreme.

BART uses A system of five different color-coded tickets for the regular price, special price, reduced price and elite groups as follows:

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Azul General Notes: the most common type, includes discount value entries

Red notes and Disabled children 4-12 years: 62.5% discount, special identity required (Children under 4 travel free)

Green tickets people 65 years and over: 62.5% discount, proof of age required to purchase

Orange Tickets students: people, limited use tickets 50% discount for currently enrolled students from 13 to 18 secondary or middle school

Flash BART Plus Ticket special high value Pass privileges with regional transit agencies, including MUNI buses.

A new EZ Rider fare plastic SMART with time is replaced by the Phase II program TransLink

EZ Rider Card Rates

Unlike most transit systems in the United States, no Hocus available has unlimited and BART riders must pay for each trip they take. The discount offered to the public is not a reduction of 6.25% in high-value banknotes are purchased with the values and costs $ 48 and $ 64, for $ 45 and $ 60 respectively. Amtrak and Capitol Corridor trains from San Joaquin sell tickets on board $ 10 BART cars CAF for only $ 8, resulting in a reduction of 20%.

A discount of 62.5% is provided to elderly, disabled and children aged 5 to 12 years. Middle and high school students in May 1913 a 18 benefit from a discount of 50% if your school participates in the BART, but those tickets are for use only between the station link for students and the school and the train for transportation to and from school events. However, these limitations are not applicable in any way and that students should behave on the honor system.

Tickets are available only during the week, a restriction which is imposed by the fare gates. BART Plus tickets are a travel voucher for the last time that if the residual value exceeds $ 05, the ticket can be used again for a trip away. Most tickets are be purchased with a special discount to selected suppliers rather than ATMs. More Bart Tickets can be purchased at ticket vending machines.

In particular, tickets and high school are usually sold in the schools.

family members of employees BART BART receive special passes and can travel for free upon presentation of their photo identification card and employee of the BART station. Airline employees who take BART to work at San Francisco International Airport enjoy a discount of 25%, but employees did not air that not even receive the discount.

Doors tickets retracted orange triangular one-day air change

Rates are for the station agent, which monitors activity on the price side gateway of the window and through other doors rate and closed circuit television monitors faregate been in the cab of the agent. All stations are equipped with at least one officer at any time. Despite the fraud rate, occurs from time to time, often by people who enter and exit through the door of spare parts that allowed non-emergency by travelers bicycles, wheelchairs, and luggage transport.

It also happens with the elevators, which in some offices in the region lead Tickets unticketed area.

There is little coordination between BART and the prices of surrounding agencies. Some agencies accept the passage of more than BART, at a price between $ 38 and $ 71 per month, allows owners to switch to BART and buses. In particular, AC Transit has left the program due to the low amount of reimbursement they received from Bart.

Another coordination of licensed adult programs monthly fee Pass Road San Francisco Municipal Railway to ride BART trains in the city of San Francisco for free (no credit used for travel outside the city). The San Francisco BART pays $ 0.87 for each journey made under this agreement. For riders who do not have these cards, there is usually a symbolic discount (0.25 U.S. dollars to 0.50 U.S. dollars) to train passengers transfer to other modes of transport.

Santa Clara Valley Transportation Authority to honor transfer credit BART local fare ($ 0.50 to $ 1.75) to 120, 140, 180, 181 express routes cross Fremont County BART station exit, but all runners will be required to land in the county of Santa Clara. No credit applied for trips to the Fremont BART station.

Proposals to simplify the tariff structure does not fails. At one end, a rate that does not take into account the distance was proposed by Bart, Joel Keller. The less extreme involves the application of a simplified structure that create bands or rate zones.

The implementation of each scheme will degrade the use of tariffs based on distance and load step to recovery-box rate for urban drivers in San Francisco, Berkeley and Oakland and suburbs far from the corridors in eastern Contra Costa, south of Alameda and San Mateo, where the density is lowest and therefore operating costs are higher.

Connection Services

AC Transit bus stop at the station of the Bay Fair

BART has direct rail connections to two Caltrain regional, offering a service between San Francisco, San Jose and Gilroy, Millbrae station, and Amtrak Capitol Corridor, which stretches from Sacramento to San Jose, Richmond Coliseum / Oakland Airport Station. A third Capitol Corridor connection at Union Station in the city is scheduled as part of a broad Dumbarton Corridor Project Rail to connect Union City, Fremont and Newark to various destinations in the peninsula through the Dumbarton railroad bridge. Bart is the managing body of the Corridor Capitol until 2010.

San Francisco BART connects to local light rail system, the Muni Metro. Market Level the top of the theme of Bart Street meters designed originally for the lines in Marin County, [edit] was presented to two organizations share Muni and the Embarcadero, Montgomery Street, Powell and Central stations Civic. Some Muni Metro lines to communicate with (or passing nearby), the BART system from Balboa Park and Glen Park stations.

Other services connect to BART, including Emery Go Round (Emeryville) WestCAT (northwest county of Contra Costa) Benicia Transit (Benicia), Transit Union City (Union City) and Valley Transportation Authority Santa Clara (VTA, in Silicon Valley).

Carsharing has many places BART stations, a program launched by the City CarShare. Racers Bart and complete transfer their car journeys. BART airport parking began providing long-term through a third party vendor to most of the stations of the Bay.

Passengers should make reservations in advance online and pay the daily rate of $ 5 before they can leave their cars at BART.

Casual carpooling is formed in northern Berkeley station and near the town of Del Norte El Cerrito. The lots are convenient because most travelers use public transportation to your destination final. However, because of how BART Parking fee, passengers can park in the parks of most BART without paying a fee.

Connection Bus services

Some bus services connect to BART, which, though managed by separate agencies are integral to the smooth operation the system. The major suppliers are San Francisco Municipal Railway (Muni), Alameda, Contra Costa Transit (AC Transit), San Mateo County Transit District (SamTrans) Central Authority Contra Costa Transit Authority (County Connection), and the Golden Gate Bridge, Highway and Transportation Regional (Golden Gate Transit). Until 1997, BART was their own BART Express bus connector, which took place in eastern Alameda County and the Far East and the West Contra Costa County, these routes were created then subregional transportation agencies such as Tri-Delta Transit and the Livermore Amador Valley Transit Authority (Wheels) or, in the case of Dublin / Pleasanton service, replaced for a total extension of BART.

BART is connected to the Oakland International Airport via shuttle airbart that bring passengers to and from the Coliseum / Airport BART station in Oakland. These buses are operated Bart and accept change just BART fare card, as well as the exact change. BART also connects with the San Francisco International Airport, but in this case, the train between the airport and is a direct transport service is not necessary Although connections are available AirTrain for those who do not or the International Terminal.

The bus service connecting the University of California, Berkeley Berkeley BART station in the former Humphrey GB-Bart, a spoonerism of famous actor Humphrey Bogart’s. It has since been replaced by a series of regular bus routes and bus AC Transit operated by the university.

Organization and Management


The San Francisco Bay Area Rapid Transit District is a special government agency created by the State of California consisting of Alameda County, Contra Costa County, and City and County of San Francisco. San Mateo County, home to six BART stations not part of the BART district. It governed by a Board of Directors of each of the nine directors elected to represent a specific geographic area within the BART district.

BART has its own police.

While the district includes all cities and communities in their territory, some of these cities do not have stations on the BART system. This has caused tensions between owners in cities such as Livermore taxpayers, but Bart has to travel out of town for BART service. In areas such as Fremont, the majority of travelers do not commute in the direction it would take BART (travel Fremonters many to San Jose where there is currently no BART service).

This would be mitigated with the completion of a extension project, BART-San Jose.

However, some cities and towns are fairly close to cities with BART station residents traveling by bus or car to the nearby BART station. Emeryville, for example, has no BART service, but has a free shuttle service, Emery-Go-Round which takes passengers to the station near MacArthur in Oakland. In addition, Albany has no BART station itself.

City residents can go or North Berkeley (In Alameda County) or El Cerrito Plaza (Contra Costa County) stations. For those who wish to use their vehicles to the stations, the plaza, many BART stations offer many types of options parking.


In 2005, BART requested nearly $ 300 million in funds after fees. About 37% of the cost went to the interview, 29% of actual transport operations, 24% for general administration, police 8% and 4% for construction and engineering. By 2005, 53% of the budget comes from fees, taxes 32% and 15% in comparison with other sources, including advertising, leasing the retail space station, and parking.

Bart housing recovery report 53% is relatively high for a U.S. transit over such long distances at high frequency (For comparison see Section in the recovery of proceeds of transportation).

American Ironhorse Lone Star Chopper Chopper
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American Ironhorse Lone Star Chopper Chopper
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American Ironhorse Lone Star Chopper Chopper

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