Investigation of the San Bruno Fault near the proposed extension of the Bay area rapid transit line from Colma to San Francisco International Airport, San Mateo County, California

1997 ◽  
Author(s):  
M.G. Bonilla
Keyword(s):  
San Francisco ◽  
Rapid Transit ◽  
International Airport ◽  
Bay Area ◽  
San Mateo County

Paper 5: Development of the San Francisco Bay Area Rapid Transit System (Bartd)

1966 ◽  
Vol 181 (7) ◽  
pp. 20-31
Author(s):  
S. D. Forsythe ◽  
T. J. Lowe
Keyword(s):  
San Francisco ◽  
San Francisco Bay ◽  
San Francisco Bay Area ◽  
Rapid Transit ◽  
Design And Development ◽  
Transit System ◽  
Bay Area

The San Francisco Bay area is facing a mounting problem of handling the ever-increasing flow of traffic. With this traffic rising so rapidly in an area severely constricted by topography it has been concluded that freeway, bridge, and parking improvements alone cannot meet the Bay area's mounting transportation needs. Rapid transit, utilizing only a fraction of the space and with much less cost, would provide far more passenger capacity than automobiles on freeway and as a result a billion dollar rapid transit system has been planned for the Bay area. This paper describes the design and development of the BARTD system at present being undertaken.

Design of Rapid Transit Equipment for the San Francisco Bay Area Rapid Transit System

1966 ◽  
Vol 8 (4) ◽  
pp. 339-346 ◽  
Author(s):  
Carl W. Sundberg ◽  
Montgomery Ferar
Keyword(s):  
San Francisco ◽  
Environmental Control ◽  
San Francisco Bay ◽  
San Francisco Bay Area ◽  
Rapid Transit ◽  
Passenger Vehicle ◽  
Transit System ◽  
Bay Area ◽  
Appearance Design ◽  
System Requirements

Automobile traffic is threatening to overwhelm the cities of the San Francisco Bay Area, and an advanced mass transit system is being built by the Bay Area Rapid Transit District (BARTD) to help alleviate this problem. This article describes the design and development of the passenger vehicle for this system. BARTD system requirements and car design criteria are discussed, and the conceptual design and detailed development of passenger accommodations, environmental control provisions, lighting, ingress/egress, visibility and appearance design featurea are presented. The requirements for and the detailed design of the train attendant's pod are also discussed. A prototype car has been designed with primary emphasis on those human factors considerations that are expected to induce 200,000 commuters to use the system in preference to private automobiles. Public reactions to the prototype vehicle will be employed to refine and improve upon the design prior to its introduction into service in 1971.

Securing Objective Data on the Quality of the Passenger Environment for Transit Riders: Redesign of the Passenger Environment Measurement System for the Bay Area Rapid Transit District

1998 ◽  
Vol 1618 (1) ◽  
pp. 213-219
Author(s):  
Aaron Weinstein ◽  
Rhonda Albom
Keyword(s):  
San Francisco ◽  
San Francisco Bay Area ◽  
Rapid Transit ◽  
Reliable Measurement ◽  
Bay Area ◽  
Improve Service Quality ◽  
Graffiti Removal ◽  
Collection Methods ◽  
Environment Measurement

The San Francisco Bay Area Rapid Transit District (BART) recently revised the techniques it uses to collect data on qualitative areas of performance that are difficult to measure, such as station cleanliness, train cleanliness, graffiti removal, and restroom cleanliness. This paper documents the methodological changes implemented by BART and compares the accuracy of the new and the old techniques. Empirical evidence is presented demonstrating that the new data collection methods yield more reliable and objective statistics than the old system of measurement. Findings from this study suggest that reliable measurement of qualitative areas is possible. When carefully collected, these kinds of measurements can become an important component of an organization’s overall strategy to monitor and improve service quality.

Ground motion at the San Francisco international airport from the Loma Prieta earthquake sequence, 1989

1991 ◽  
Vol 81 (5) ◽  
pp. 1923-1944
Author(s):  
A. McGarr ◽  
M. Çelebi ◽  
E. Sembera ◽  
T. Noce ◽  
C. Mueller
Keyword(s):  
Ground Motion ◽  
San Francisco ◽  
Epicentral Distance ◽  
Sedimentary Cover ◽  
Low Velocity ◽  
Near Surface ◽  
Loma Prieta Earthquake ◽  
International Airport ◽  
Bay Area ◽  
Loma Prieta

Abstract Following the Loma Prieta earthquake, the U.S. Geological Survey installed four portable digital seismic recorders at the San Francisco International Airport (SFO) for one week to study aftershock ground motion at this important Bay area “lifeline.” This study was motivated largely by the need to anticipate strong ground motion from future major earthquakes affecting the Bay area and, to a lesser extent, by the fact that SFO was shut down for 13 hours owing to damage from the Loma Prieta shock. Accordingly, the recording sites were chosen so as to elucidate the effects of varying thicknesses of low-velocity surficial alluvium on the ground motion. Three large aftershocks with magnitudes ranging from 4.2 to 4.5 each produced ground motion that was recorded at all four SFO stations. One of our stations was collocated with a permanent ground motion recorder that indicated a peak horizontal velocity of 29 cm / sec and a peak horizontal acceleration of 0.33 g during the 18 October mainshock. From the aftershock data and one mainshock record, it is possible to extrapolate approximately the mainshock ground motion to other locations at SFO and, more generally, to assess the effects of low-velocity sedimentary cover, including artificial fill material, on the character of the ground motion. The main-shock ground motion recorded at the permanent station was apparently typical for most of SFO where the near-surface alluvium resulted in peak horizontal ground velocity, in the frequency band 0.1 to 3 Hz, amplified by a factor of about 2.5 relative to that recorded at bedrock sites. Observations, in the epicentral distance range 59 to 95 km, including SFO, of the moho-reflected phases PmP and SmS from the aftershocks support the hypothesis, presented elsewhere, that the phase SmS accounted for much of the peak ground motion throughout most of the San Francisco Bay area.

Evaluating Interior and Door Configurations of Rail Vehicles by Using Variable Loading Densities

2005 ◽  
Vol 1927 (1) ◽  
pp. 268-276 ◽  
Author(s):  
Samuel W. Lau
Keyword(s):  
San Francisco ◽  
Dwell Time ◽  
Time Estimation ◽  
Rapid Transit ◽  
Variable Loading ◽  
Uniform Loading ◽  
Transit System ◽  
Bay Area ◽  
Transit Agencies ◽  
Rail Rapid Transit

As many U.S. metropolitan areas expect unprecedented growth in population and travel in the next 20 to 30 years, rail transit agencies are faced with the challenges of replacing their aging fleets and procuring new vehicles to keep up with ridership increases. As funds become increasingly scarce, many operators are exploring ways of increasing car capacity by considering interior configurations (to maximize loading efficiency) and door configurations (to minimize the effect of increased loads on station dwell times). Few studies address the design and evaluation of interior and door configurations as a system. Typically, seating configurations are designed separately from door configurations. Furthermore, interior configuration evaluations or maximum vehicle loading quoted by car manufacturers assume a uniform loading density applied throughout the car. Loading on transit vehicles, however, varies greatly within a car. This affects practical vehicle capacity and its impact controlling dwell time at the busiest door. The San Francisco Bay Area Rapid Transit District, a heavy rail rapid transit system in California, recently conducted an evaluation of interior and door configurations based on a methodology that used variable loading densities and resulting impact on door loads for dwell time estimation. Variable loading density is more realistic in simulating actual passenger loading experience. This research shows that depending on the interior and door configuration, applying uniform loading density may misrepresent actual car capacity and door loads and thus waste valuable resources or underestimate actual needs.

Seismic Retrofit of San Francisco Bay-Area-Rapid-Transit Aerial Stations

2013 ◽  
Vol 23 (2) ◽  
pp. 209-213
Author(s):  
Huanzi Wang ◽  
Shirley Ng ◽  
Ahmad M. Abdel-Karim ◽  
Dan Weston
Keyword(s):  
San Francisco ◽  
San Francisco Bay ◽  
San Francisco Bay Area ◽  
Seismic Retrofit ◽  
Rapid Transit ◽  
Bay Area

Improvements to Airport Ground Access and Behavior of Multiple Airport System: BART Extension to San Francisco International Airport

1996 ◽  
Vol 1562 (1) ◽  
pp. 38-47 ◽  
Author(s):  
Ana Beatriz Figueiredo Monteiro ◽  
Mark Hansen
Keyword(s):  
San Francisco ◽  
Logit Model ◽  
San Francisco Bay Area ◽  
Multinomial Logit Model ◽  
Metropolitan Regions ◽  
International Airport ◽  
Bay Area ◽  
Choice Decision ◽  
And Behavior

Metropolitan regions with more than one major airport—multiple airport systems (MASs)—are important to the U.S. air transport system because of the large number of passengers they serve. Airport ground access factors strongly influence the allocation of traffic in MASs. The effects of improvements to airport ground access (by nonautomobile modes) on airport use in a MAS are analyzed. A case study of an extension of a Bay Area Rapid Transit rail link into the San Francisco International Airport (SFO) is presented. Two airport choice models were developed. One is a nested logit model in which the airport choice decision occurs at the higher level and the mode choice decision at the lower level, and the other is a multinomial logit model. The results indicated that improvements to SFO ground access would modestly strengthen SFO as the dominant airport in the San Francisco Bay Area and that most of the diversion of passengers would be from Oakland Airport.

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