37°48′03″N 122°16′22″W / 37.8008°N 122.2729°W / 37.8008; -122.2729

Oakland Wye
to 19th Street Oakland
12th Street/
Oakland City Center
C2
CX
C1
     CX to Antioch
B1 (upper)
         C1 to Richmond
B2 (lower)
A2
A1
             to Lake Merritt
                
MX
to West Oakland
M1
M2
5th Street portals

The Oakland Wye is an underground flying wye junction in downtown Oakland, California which serves the Bay Area Rapid Transit (BART) system. Trains can switch between (a) the northbound Richmond or Antioch lines (first station: 12th Street Oakland City Center, underground), (b) the westbound San Francisco lines (first station: West Oakland, elevated), and (c) the southbound Berryessa or Dublin/Pleasanton lines (first station: Lake Merritt, underground).[1][2][3][4]: 45–46  The Oakland Wye is the center of the BART system (all mileposts measure distance from the wye),[5] and is a bottleneck for the whole system because every regularly scheduled BART train (except for the Oakland Airport Connector and eBART) passes through it.[1][6]

Design

A junction in the Oakland Wye viewed from the lower platform at 12th Street station
Colorized schematic of the Oakland Wye. A train approaching from any of its three branches may exit via either of the remaining two, without interfering with trains on any other route. An additional third track (MX/CX) provides additional capacity.

The wye is a flying junction that is approximately centered underneath Broadway and 9th Streets. Trains coming from the underground 12th Street Oakland City Center station (with platforms on two levels) approach the wye from underneath Broadway and those from the underground Lake Merritt station approach from approximately underneath 9th Street. Those trains coming from the elevated West Oakland station enter tunnel portals near Washington and 5th Streets before turning towards Broadway. An additional third track (labeled MX/CX in the schematic diagram) provides additional capacity between West Oakland and 12th Street, and is normally used by Antioch-bound trains.[7] Emergency exit/access points are located in a small building at 7th & Broadway with access to the A and M lines and a sidewalk hatch at 9th & Harrison with access to the A and C lines.[5]

The original operating speed through most of the Oakland Wye was intended to be 27 mph (43 km/h). Design problems led BART operations to impose a lower 18 mph (29 km/h) speed limit on most tracks. Although the design has since been corrected, the speed restrictions remain as a cautionary measure.[1] The center "CX" track connecting West Oakland station to 12th Street is the only track with a higher operating speed of 36 mph (58 km/h) through the Wye.[1]

History

Construction

Map of the project, which added a third track (in blue) to provide additional capacity between West Oakland (and points west) and 12th Street (and points north/east).

Early plans called for the Wye to be centered underneath Broadway and 8th Street, but this was later changed to Broadway and 9th. This required a tighter turn between Lake Merritt station and 12th Street/Oakland City Center and, consequently, lower speeds through the Wye. There is some evidence that then-Oakland mayor John C. Houlihan objected to the original 8th Street location because it threatened a store owned by a friend of his.[8][9]

A third track (labeled MX/CX in the above schematic diagram) connecting West Oakland, 12th Street Oakland City Center, 19th Street Oakland, and MacArthur stations was completed in 1986.[10][7] Originally the MX/CX was used for peak hour service (westbound towards San Francisco in the morning, and eastbound in the evening).[11] Since 1992, it has been used almost entirely for eastbound Yellow Line (Antioch–SFO+Millbrae) trains, allowing for cross-platform transfers with Orange Line (Berryessa/North San José–Richmond) trains.[12]

Incidents

On December 17, 1992, a southbound train (operating on northbound track C1 due to maintenance) split a switch at the north end of the wye, injuring 14 passengers.[13]

In February 2000, automatic train controls failed due to a loose cable and trains through the Oakland Wye were forced to operate in manual and slow to 5–10 mph (8.0–16.1 km/h) when switching tracks.[14]

In February 2009, two northbound trains from West Oakland and Lake Merritt (one operating in manual mode) collided and partially derailed in the Wye while merging to approach 12th Street/Oakland City Center.[15][16][17]

Future

Bypasses that would connect MacArthur and Oakland Coliseum with the Transbay Tube directly have been proposed to create express service, reduce the systemwide effects of delays in the Wye, and potentially provide an infill station at Jack London Square.[18] Other infill stations or more frequent service may be provided in urban core areas if a turnback is built in the Oakland Wye.[19]

References

  1. 1 2 3 4 "BART Sustainable Communities Operations Analysis" (PDF). Bay Area Rapid Transit. June 1, 2013. Retrieved July 31, 2017.
  2. ↑ Mallett, Zakhary (September 7, 2014). "2nd Transbay Tube needed to help keep BART on track". San Francisco Chronicle. Retrieved July 31, 2017.
  3. ↑ Eric (July 23, 2008). "New Feature: BART Track Map". Transbay Blog. Retrieved July 31, 2017.
  4. ↑ "Automatic Train Control in Rapid Rail Transit" (PDF). Office of Technology Assessment. May 1, 1976. Retrieved June 14, 2017.
  5. 1 2 Sanders, Anthony (March 1, 2021). Oakland Fire Department Bay Area Rapid Transit (BART) Manual (PDF). Oakland Fire Department. Archived (PDF) from the original on January 6, 2023. Retrieved January 6, 2023.
  6. ↑ "crawl speed through the Oakland Wye tunnels..." BART Rage. November 19, 2007. Archived from the original on August 1, 2017. Retrieved July 31, 2017.
  7. 1 2 Mahon, Vincent P. "Track Rehabilitation and New Construction in An Operating Environment at BART" (PDF). Transportation Research Record. 1006: 45–54.
  8. ↑ "Brake-Slamming BART Turn In Oakland Is The Result Of An Old Political Favor". KPIX-TV. May 7, 2019. Retrieved December 11, 2021 – via YouTube.
  9. ↑ Barmann, Jay (May 8, 2019). "Problematic Sharp Turn In Oakland BART Tunnel All Thanks To A 1960s Political Compromise". SFist. Retrieved December 15, 2021.
  10. ↑ Annual Report 1985–86. San Francisco Bay Area Rapid Transit District – via Internet Archive.
  11. ↑ Marino, Frank (July 1986). "BART". Pacific RailNews. p. 40.
  12. ↑ Chin, Steven A. (June 12, 1992). "More, faster service slated by BART". San Francisco Examiner – via Newspapers.com. Open access icon
  13. ↑ "BART begins derail inquiry". San Francisco Examiner. December 19, 1992. p. 1 – via Newspapers.com. Open access icon
  14. ↑ Cabanatuan, Michael (February 11, 2000). "Improperly Fastened Power Cable Blamed for Horrendous BART Delay". San Francisco Chronicle. Retrieved December 9, 2017.
  15. ↑ Cabanatuan, Michael (February 4, 2009). "BART trains on time, crash site to be cleared". San Francisco Chronicle. Retrieved December 9, 2017.
  16. ↑ Cabanatuan, Michael (February 5, 2009). "BART operator ran past wait point in collision". San Francisco Chronicle. Retrieved December 9, 2017.
  17. ↑ "NTSB Launches Investigator to Bart Collision" (Press release). National Transportation Safety Board. February 4, 2017. Retrieved December 9, 2017.
  18. ↑ Cabanatuan, Michael (January 30, 2001). "Building a bigger, better BART / Experts suggest improving the current system before extending it". San Francisco Chronicle. Retrieved December 9, 2017.
  19. ↑ Cotey, Angela (July 2012). "Bay Area Rapid Transit's push to invest in state of good repair, capacity improvements". Progressive Railroading. Retrieved December 11, 2017.

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