Has BART’s cutting-edge 1972 technology design come back to haunt it?

By Matthias Gafni : bayareanewsgroup – excerpt

In 1972, President Richard Nixon sat in a brand-new BART car and took a quick trip from San Leandro to Lake Merritt. He commented on how the train reminded him of NASA.

He wasn’t far off. The consultants who designed the gleaming new rapid transit system did, in fact, use principles developed for the aerospace industry rather than tried-and-true rail standards.

Cars were lighter, more aerodynamic and controlled almost entirely by an automated computer system. As Fortune magazine put it, the move was like going straight from a DC-3 to the 747 aircraft.

But did BART’s ingenuity decades ago doom it for shutdowns such as the ones that have crippled the system in recent weeks? Or is the agency’s problem typical of a 44-year-old system with infrastructure nearing or exceeding its life expectancy?

SYSTEM TAXED

Experts say it’s likely a bit of both. The Space Age innovations have made it more challenging for the transit agency to maintain the BART system from the beginning. Plus, the aging system was designed to move 100,000 people per week and now carries 430,000 a day, so the loss of even a single car gets magnified with crowded commutes, delays and bus bridges.

On March 16, 50 cars suffered electrical shorts as they drove over a section of North Concord track because of a power surge that remains a mystery. The problem has led to a bus bridge, train shuttles between North Concord and Pittsburg, delays and crowded trains. BART uses almost 90 percent of its total fleet of cars on a daily basis, a high number in the industry, which leaves it little room for breakdowns.

“Back when BART was created, (the designers) were absolutely determined to establish a new product, and they intended to export it around the world,” said Rod Diridon, emeritus executive director of the Mineta Transportation Institute in San Jose. “They may have gotten a little ahead of themselves using new technology. Although it worked, it was extremely complex for the time period, and they never did export the equipment because it was so difficult for other countries to install and maintain.”

Rather than stick to the standard rail track width of 4 feet, 8.5 inches, BART engineers debuted a 5-foot, 6-inch width track, a gauge that remains to this day almost exclusive to the system. Industry experts say the unique track width necessitates custom-made wheel sets, brake assemblies and track repair vehicles. The agency also debuted a flat-edge rail, while other systems tilt slightly inward. That BART design requires more maintenance and is noisier, experts say.

Those one-of-a-kind systems lead to a dearth of readily available replacement parts. Maintenance crews often scavenge parts from old, out-of-service cars to avoid lengthy waits for orders to come in; sometimes mechanics are forced to manufacture the equipment themselves.

Crews faced that familiar challenge when the latest electrical surges fried some $1,000 thyristors, rare propulsion control parts, which usually take 22 weeks to order. BART crews have cannibalized other cars and found a faster supplier, but the part will be slightly different due to the rush job…(more)

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