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Wednesday, October 28, 2009
Bay Bridge Closure - Caltrans should not rush repairs to bridge
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The latest news in the Bay Bridge Cable Collapse Disaster is that CalTrans spokesperson Bart Ney told KRON-TV that the Bay Bridge could reopen under a "best-case scenario" Thursday if repairs and bridge testing were completed in time.
My response: please don't rush this. Let's get it right.
In fact, it's not even a good idea to put out the message that this process could be done in a jiffy because if it is, the bridge is re-opened, and we have another Bay Bridge Cable Collapse Disaster, it will be a life-changing event for drivers, passengers, and California.
Everyone would call for the heads of the people ruining CalTrans, and the next "F-U" letter sent by California Governor Arnold Schwarzenegger will be to Caltrans Director Randy Iwasaki.
The quality problems my blogging friend Yobie Benjamin points to should be adressed as part of this repair and evaluation process and a public report issued. This should not be considered a problem that needs a "band-aid, quick-fix" solution. Please, no.
In fairness to CalTrans' Ney, he did say that officially there's no timetable and that's the response he should stick with.
CalTrans needs to take its time with this and make sure the Bay Bridge Cable Collapse Disaster does not happen again.
The latest news in the Bay Bridge Cable Collapse Disaster is that CalTrans spokesperson Bart Ney told KRON-TV that the Bay Bridge could reopen under a "best-case scenario" Thursday if repairs and bridge testing were completed in time.
My response: please don't rush this. Let's get it right.
In fact, it's not even a good idea to put out the message that this process could be done in a jiffy because if it is, the bridge is re-opened, and we have another Bay Bridge Cable Collapse Disaster, it will be a life-changing event for drivers, passengers, and California.
Everyone would call for the heads of the people ruining CalTrans, and the next "F-U" letter sent by California Governor Arnold Schwarzenegger will be to Caltrans Director Randy Iwasaki.
The quality problems my blogging friend Yobie Benjamin points to should be adressed as part of this repair and evaluation process and a public report issued. This should not be considered a problem that needs a "band-aid, quick-fix" solution. Please, no.
In fairness to CalTrans' Ney, he did say that officially there's no timetable and that's the response he should stick with.
CalTrans needs to take its time with this and make sure the Bay Bridge Cable Collapse Disaster does not happen again.
Bay Bridge Closure - BART wants 24-hour service if CalTrans pays them
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I've got an important update especially for late-night workers who pray that BART offers a 24-hour service schedule - right now they're not - in the wake of the Bay Bridge Cable Collapse Disaster (as I'm calling it).
I just got off the phone with BART Spokesperson Linton Johnson. Johnson explained that BART would like to offer a 24-hour service but they're hampered by, economics, operations maintenance, and commuter commute demands.
The first issue is economics. "The fares, at $3.18, don't come close to covering the operating costs to run trains in a 24-hour schedule," Johnson said. The Labor Day Weekend Service was provided after months of planning and CalTrans, which operates the San Francisco - Oakland Bay Bridge, paid BART to cover the loss of revenue due to the simple fact that fewer people ride the trains between 12 midnight and 4 am, when the morning commute starts.
The second problem is operations maintenance. Linton Johnson says "It costs hundreds of thousands of dollars each day just to provide that extra service." And even if CalTrans were to step forward and give what would be by my estimate $1.2 million to $1.7 million (depending on the estimated days the bridge is closed) to help BART provide 24-hour service, there's the additional problem of now having extra trains that have to be taken out of service because they were used at night - trains needed for the AM and PM commute hours.
Which leads to the third consideration: commuters. Johnson isn't saying BART doesn't want to provide 24-hour service, but he stresses they didn't see this accident coming. So, they're trying to alter their system to provide service to a crush of riders that don't normally take the train. That's the first priority.
"BART wasn't designed for 24-hour service," Johnson observed. And he's right. A train system, as in New York for example, has two tracks going the same way, so one car can be worked on just as another is going by. BART's work tracks are in rail yards at the Richmond and Fremont and Daly City terminus stations; there are few points to allow such maintenance on the BART system.
So the bottom line is BART would love to extend its current service to a 24-hour schedule, but CalTrans needs to pay for it. And even then, BART's risk is that fewer trains would be available for the morning commute due to maintenance requirements.
My view is such a price is one CalTrans should be willing to pay and BART's problem of fewer commute trains one they should be willing to bear. More people have flexible schedules anyway, so it's something BART could do with less pain than in a pre-Internet past.
The alternative is to have a Bay Area economically crippled between the hours of 12 midnight and 4 AM, and in this recession this region can't afford any more fiscal hits.
I've got an important update especially for late-night workers who pray that BART offers a 24-hour service schedule - right now they're not - in the wake of the Bay Bridge Cable Collapse Disaster (as I'm calling it).
I just got off the phone with BART Spokesperson Linton Johnson. Johnson explained that BART would like to offer a 24-hour service but they're hampered by, economics, operations maintenance, and commuter commute demands.
The first issue is economics. "The fares, at $3.18, don't come close to covering the operating costs to run trains in a 24-hour schedule," Johnson said. The Labor Day Weekend Service was provided after months of planning and CalTrans, which operates the San Francisco - Oakland Bay Bridge, paid BART to cover the loss of revenue due to the simple fact that fewer people ride the trains between 12 midnight and 4 am, when the morning commute starts.
The second problem is operations maintenance. Linton Johnson says "It costs hundreds of thousands of dollars each day just to provide that extra service." And even if CalTrans were to step forward and give what would be by my estimate $1.2 million to $1.7 million (depending on the estimated days the bridge is closed) to help BART provide 24-hour service, there's the additional problem of now having extra trains that have to be taken out of service because they were used at night - trains needed for the AM and PM commute hours.
Which leads to the third consideration: commuters. Johnson isn't saying BART doesn't want to provide 24-hour service, but he stresses they didn't see this accident coming. So, they're trying to alter their system to provide service to a crush of riders that don't normally take the train. That's the first priority.
"BART wasn't designed for 24-hour service," Johnson observed. And he's right. A train system, as in New York for example, has two tracks going the same way, so one car can be worked on just as another is going by. BART's work tracks are in rail yards at the Richmond and Fremont and Daly City terminus stations; there are few points to allow such maintenance on the BART system.
So the bottom line is BART would love to extend its current service to a 24-hour schedule, but CalTrans needs to pay for it. And even then, BART's risk is that fewer trains would be available for the morning commute due to maintenance requirements.
My view is such a price is one CalTrans should be willing to pay and BART's problem of fewer commute trains one they should be willing to bear. More people have flexible schedules anyway, so it's something BART could do with less pain than in a pre-Internet past.
The alternative is to have a Bay Area economically crippled between the hours of 12 midnight and 4 AM, and in this recession this region can't afford any more fiscal hits.
Bay Bridge Closure - BART must offer 24-hour service
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Kudos to BART for offering "beefed-up" service with extra trains in the wake of the Bay Bridge Cable Collapse, according to BART spokesperson Linton Johnson, but what's really needed, and we don't have, is a 24-hour BART schedule.
There's no real idea when the bridge is going to be fit to be opened and Henry K. Lee's SFGate.com article explains that it could be days before that happens, especially with these high winds impacting the bridge not to mention making sure this accident does not happen again regardless of conditions, so a major part of what (even with this recession) still is our economic engine is crippled.
Some Oaklanders, for example, work in San Francisco and don't get off until midnight or later - just when BART has stopped running at midnight even with this closure.
So what we face is a period from midnight to 4 am when we can't travel from Oakland or the East Bay to San Francisco or much of the West Bay. So if you work in one place and live in the other, you're stuck.
And God help you if your flight arrives at SFO at 11:30 PM, because by the time you get your bags and head to BART, not only will it have stopped running but there will be no other way to get to the East Bay if that's where you need to go.
That's just plain horrible.
BART must employ the 24-hour schedule that was used during the Labor Day Weekend Bay Bridge Closure. But what surprises me is that BART didn't automatically do this. It should not take a blog or any hue and cry for BART to implement all night service to help in any disaster, which is what this is regardless of its scale.
Adding more train operators is great, but the 24-hour service plan is needed, starting tonight.
Kudos to BART for offering "beefed-up" service with extra trains in the wake of the Bay Bridge Cable Collapse, according to BART spokesperson Linton Johnson, but what's really needed, and we don't have, is a 24-hour BART schedule.
There's no real idea when the bridge is going to be fit to be opened and Henry K. Lee's SFGate.com article explains that it could be days before that happens, especially with these high winds impacting the bridge not to mention making sure this accident does not happen again regardless of conditions, so a major part of what (even with this recession) still is our economic engine is crippled.
Some Oaklanders, for example, work in San Francisco and don't get off until midnight or later - just when BART has stopped running at midnight even with this closure.
So what we face is a period from midnight to 4 am when we can't travel from Oakland or the East Bay to San Francisco or much of the West Bay. So if you work in one place and live in the other, you're stuck.
And God help you if your flight arrives at SFO at 11:30 PM, because by the time you get your bags and head to BART, not only will it have stopped running but there will be no other way to get to the East Bay if that's where you need to go.
That's just plain horrible.
BART must employ the 24-hour schedule that was used during the Labor Day Weekend Bay Bridge Closure. But what surprises me is that BART didn't automatically do this. It should not take a blog or any hue and cry for BART to implement all night service to help in any disaster, which is what this is regardless of its scale.
Adding more train operators is great, but the 24-hour service plan is needed, starting tonight.
Bay Bridge Closure - bridge after cable breakage on YouTube videos
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The Bay Bridge Cable Breakage Controversy shakes one's confidence in the engineering technology we create to allow us to (in this case) span a large expanse of water.
It would have been better to just replace the whole bridge - given the lives at risk - rather than array after array of cost-cutting approaches. But we can't reverse time and change things: hindsight is 20-20.
(Except in the case of a lawsuit where reversing time to determine "who did what" to gauge liability becomes important. This, in that way, is much like the Space Shuttle Challenger accident that caused an investigative committee to be formed to determine exactly what happened, who was at fault, and why. From that perspective, this is going to be a eye-opening look into California's infrastructure finance problems.)
To get a better idea of the bridge's condition after the incident, I went to YouTube to see what videos were posted. 2009 has seen the mainstreaming of the use of camcorders of various sizes to capture an action or event, so I expected to find a number of videos and did so.
This video created by YouTuber thatgirlray shows the breakage up close on video:
The Bay Bridge Cable Breakage Controversy shakes one's confidence in the engineering technology we create to allow us to (in this case) span a large expanse of water.
It would have been better to just replace the whole bridge - given the lives at risk - rather than array after array of cost-cutting approaches. But we can't reverse time and change things: hindsight is 20-20.
(Except in the case of a lawsuit where reversing time to determine "who did what" to gauge liability becomes important. This, in that way, is much like the Space Shuttle Challenger accident that caused an investigative committee to be formed to determine exactly what happened, who was at fault, and why. From that perspective, this is going to be a eye-opening look into California's infrastructure finance problems.)
To get a better idea of the bridge's condition after the incident, I went to YouTube to see what videos were posted. 2009 has seen the mainstreaming of the use of camcorders of various sizes to capture an action or event, so I expected to find a number of videos and did so.
This video created by YouTuber thatgirlray shows the breakage up close on video:
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