Last year BART conducted a survey of its riders. The survey results revealed that between 2014 and 2018 general rider satisfaction with BART dropped by 18%, from 74% to 56%. Rider responses were elicited in response to 46 separate elements of BART’s service. The Clipper Card got the highest rating. High ratings were also given to the availability of maps and schedules, on-time performance and the frequency of BART trains.

To most riders it will come as no great surprise to learn that conditions in BART stations, interior on-car noise levels and cleanliness were much farther down the list. And it will come as even less of a surprise that the very lowest ratings included BART’s lax enforcement of its fare evasion problem, and the absence of adequate BART policing at stations, on trains and in BART parking lots. At the very bottom of the list was the riders’ strongly negative reaction to BART’s failure to address its homeless problem.

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Here are excerpts from a dialogue that has been ongoing between the SFCTA and BATWG since the October 22, 2019 SFCTA hearing. It illustrates BATWG’s current assessment of the situation:

Excerpts from BATWG’s letter dated October 26^th to the SFCTA:

At the October 22, 2019 SFTCA hearing much was made of 2028, the year by which the trains would be allegedly be carrying passengers to and from the Salesforce Transit Center. [Based upon the delays that have already occurred and that are continuing to occur], 2030 or later would be more realistic.

In any event there are two dates of far more immediate importance that were not mentioned on 10/22.

First, when will [the SFCTA let] the Preliminary Engineering and PE cost estimating work be restarted? While [we] believe that Mark Zabeneh is ready and able to do the work we realize that he may be cashiered, unfairly in our view. So the question becomes, when will someone be given the authority and funding needed to commence preliminary engineering? When will the SFCTA get serious about restarting the DTX project?

Second, when will a bonafide preliminary engineering cost estimate be available for all to see? Given the uncertainties and confusion created by the past and continuing delays, the potential funding sources have understandably adopted a wait-and-see attitude. Clearly defining the project is an essential first step to restarting the project, and that requires a completed PE.

Excerpts from a subsequent exchange of letters between SFCTA and BATWG: Continue reading →

As has been pointed out before, the Muni level of the Market Street subway is currently operating at less than half its peak-period passenger-carrying capacity. That’s because 20 years ago, instead of coupling the one and two-car trains operating along the Avenues (namely the K,L,M,J, N trains) into longer trains suitable for subway operation, the Muni gave up on the coupling. So now it operates one and two car trains in the subway as well as on the Avenues, therefore sending many fewer LRV’s through the tunnel than needed during peak commute periods.

In an attempt to counteract the resulting overcrowding, the SFMTA tries to push as many of its short “trains” into and through the subway as possible. This has not worked.

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