San Francisco-Oakland Bay Bridge

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The San Francisco-Oakland Bay Bridge , locally known as Bay Bridge, is a bridge complex that includes San Francisco Bay in California. As part of Interstate 80 and a direct road between San Francisco and Oakland, it carries about 260,000 vehicles a day on its two decks. It has one of the longest ranges in the United States.

The toll bridge was built in the early days of the gold rush, but its construction did not begin until 1933. Designed by Charles H. Purcell, and built by the American Bridge Company, the company opened on November 12, 1936, six months before the Golden Gate Bridge. It initially carries car traffic on the upper deck, and trucks and inter-city trams at the bottom, but once the Lock System leaves the rail service, the lower deck is converted into traffic all the way as well. In 1986 the bridge was officially dedicated to James Rolph.

This bridge has two parts that are approximately equal in length; the older west, officially known as Willie L. Brown Jr. Bridge (after former San Francisco Mayor and Adviser to California State Assembly Willie L. Brown Jr.), connecting downtown San Francisco to Yerba Buena Island; and an unnamed eastern port connecting the island to Oakland. The western part is a double suspension bridge with two decks, traffic to the west is taken on the upper deck while the east direction is carried at the bottom. The largest range of the original eastern part is the cantilever bridge. During the 1989 Loma Prieta earthquake, part of the upper deck of the eastern section collapsed onto the lower deck and the bridge was closed for a month. The reconstruction of the eastern part of the bridge as a cross road connected to a suspension bridge began in 2002; the eastern section just opened September 2, 2013, at a reported cost of more than $ 6.5 billion, a 2,500% charge covered by an initial estimate of $ 250 million. Unlike the western and eastern parts of the bridge, the new eastern part is a deck with lanes to the east and west on each side so that the widest bridge in the world, according to Guinness World Records, in 2014. The demolition of the eastern range long is expected to be completed by the end of 2017.

Video San Francisco-Oakland Bay Bridge

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The bridge is made up of two crossings, east and west of Yerba Buena Island, an outcropping center of a natural bay within the city limits of San Francisco. The western junction between Yerba Buena and downtown San Francisco has two complete suspension spans connected at the center of the anchor. Rincon Hill is a berth and western touch for San Francisco landings from the Brown bridge linked by three shorter truss ranges. The eastern intersection, between Yerba Buena and Oakland Islands, is a cantilevered bridge with double dome span, five medium truss, and a 14-piece truss ramp. Due to the earthquake problem, the eastern intersection was replaced by a new crossing opened on Labor Day 2013. On Yerba Buena Island, the double-layered intersection is a 321-foot (98 m) east concrete bridge from the west's span cable port, the 160-foot Yerba Buena Tunnel 160 m) through the rocky hill on the island, another 790.8 ft (241.0 m) concrete bridge, and a high-end curved steel truss bridge that extends in the final 1,169.7 feet (356.5 m)) to the bridge cantilever.

The Tol plaza on the Oakland side (since 1969 for western traffic only) has eighteen toll lanes, six of which are only FasTrak. The meterization signal is about 1,000 feet (300 m) west of the toll plaza. Two full bus lines pass only to the toll gate and meter lamps around the right (north) side of the toll plaza; vehicles with other high occupancy can use this path during the morning and afternoon work hours in the afternoon. The two toll lanes on the left end are the high-occupancy vehicle lines during the working day period. Radio and television traffic reports often refer to congestion on the toll plaza, meter lights, or parking spaces on the road median for bridge employees; the parking lot stretches from about 800 feet (240 m) east of the toll plaza to about 100 feet (30 m) west of the metering lights.

During the morning travel hours, traffic congestion on the westward approach from Oakland stretches back through the MacArthur Maze intersection at the eastern end of the bridge to three feeder trails, Interstate 580, Interstate 880, and I-80 to Richmond. As the number of lanes on the eastward approach from San Francisco is structurally restricted, backups to the east are also frequent during the afternoon commute hours.

The western part of Bay Bridge is currently limited to motorway freight traffic. Pedestrians, bicycles, and other non-highway vehicles are not allowed to pass through this section. A project to add bicycle/pedestrian lanes to the west has been proposed but not yet completed. The Caltrans bike shuttle runs between Oakland and San Francisco during peak travel hours for $ 1.00 each way.

The freeway next to the tunnel provides access to Yerba Buena Island and Treasure Island. Since the toll square is on the Oakland side, the western landscape is a de facto bridge without a bridge; the traffic between the island and the main part of San Francisco can freely cross back and forth. Those who only travel from Oakland to Yerba Buena Island, and not the entire length to the main part of San Francisco, have to pay the full toll.

Maps San Francisco-Oakland Bay Bridge

History

Pre-construction

San Francisco, at the mouth of the bay, is perfectly placed to prosper during the California Gold Rush. Almost all items not locally produced arrive by ship. But after the first transcontinental railway was completed in May 1869 San Francisco was on the wrong side of the Bay, apart from the new rail. The fear of many San Francis is that the city will lose its position as a regional trading hub. The concept of a bridge that stretches across San Francisco Bay has been considered since the days of the Gold Rush. Several newspaper articles during the early 1870s discussed the idea. In early 1872, "The Bay Bridge Committee" worked hard to plan a railroad bridge. The April 1872 edition of the San Francisco Real Estate Circular contains items about the committee:

The Bay Bridge Committee recently submitted its report to the Supervisory Board, where a compromise with the Central Pacific is recommended; also bridges the bay at Ravenswood and provides railway facilities in Mission Bay and on the water front. Wm. C. Ralston, former Selby Mayor and James Otis are on this committee. A daily newspaper attempted to account for the advice of these men to the city by indicating that they were afraid of the railroad company, and therefore making their recommendations to fulfill their interests.

The self-proclaimed Norton emperor felt fit to set three times in 1872 that a suspension bridge was built to connect Oakland with San Francisco. In the third of these decisions, in September 1872, Norton, frustrated that nothing had happened, stated:

RECALLING, we issued our decree ordering the citizens of San Francisco and Oakland for the appropriate fund for a survey of the suspension bridge from Oakland Point via Goat Island; also for tunnels; and to ensure which projects are best; and while the citizens mentioned so far have not paid attention to our notice of edicts; and while we are determined, our authority will be fully respected; now, therefore, we hereby order the arrest by soldiers from both City Workers' Councils if they continue to disregard our decision.
Given under the hands of our kingdom and seals in San Francisco, this 17th September, 1872.

Unlike most of the eccentric ideas of Emperor Norton, his decision to build bridges has a wide public and political appeal. However, the task was too much technical and economic challenge because the bay was too wide and too deep there. In 1921, more than forty years after Norton's death, a tunnel was considered, but it became clear that one would be inadequate for vehicular traffic. Support for trans-bay crossings eventually grew in the 1920s with the increasing popularity and availability of cars. In 1929, the California Legislature established the California Toll Toll Authority with the responsibility to connect San Francisco and Alameda County with a bridge.

To make the bridge feasible, the route was chosen to pass through Yerba Buena Island (formerly known as Goat Island in the 1870s), reducing the required materials and manpower. Yerba Buena Island was the US Navy base at the time (and until 1997). So the approval of the US Congress, which regulates armed services and oversees all naval and military bases, is needed so that the island can be used. After lobbying, California received Congressional approval to use the island on February 20, 1931.

Construction

The chief engineer is Ralph Modjeski, a Polish-American. Construction began on July 9, 1933. In the end, twenty-four people would die building bridges. The western part of the bridge between San Francisco and Yerba Buena Island presents a huge engineering challenge. The bay is up to 100 feet (30 m) deep in places and the ground requires a new foundation laying technique. The single main suspension along approximately 1,200 feet (1.2 km) has been considered but rejected, as it will require too much filling and reduced dock space in San Francisco, has less vertical permission for shipping, and more costs than the design was eventually adopted. The solution is to build a large concrete port in the middle of the road between San Francisco and the island, and to build the main suspension range on each side of this central port.

East Yerba Island Buena, the bay to Oakland is stretched by a 10.176-foot (3.102 km) combination of a double cantilever, five long-through-roll spans, and a truss causeway, forming the longest bridge of its kind at that time. The longest cantilever part of the country and the third longest anywhere.

Most of the original eastern part was erected on treated wood. Because the very deep mud at the bottom of the bay is not practical to reach the bedrock, although the lower mud level is quite strong. Long wooden columns are made from all Douglas fir trees, which are pushed through soft mud into the lighter lower layers.

Yerba Buena Tunnel

Connecting the two "sections" of the bridge is the Yerba Buena Tunnel, 76 feet (23 m) wide, 58 feet (18 m) tall, and 540 feet (160 m) long. This is the largest diameter drill tunnel in the world.

Reminder of a long-standing bridge rail along the south side of the lower Yerba Buena Tunnel. This is a regular "deadman" hole, escaping a common niche in all railroad tunnels, along the wall, where the track worker can duck if a train comes. (The north side, which always only carries motor traffic, does not have this hole.)

Opening day

The bridge opened on 12 November 1936, at 12:30 noon. Present were former US presidents Herbert Hoover, Senator William G. McAdoo, and California Governor Frank Merriam. The governor of Merriam opened the bridge by cutting the gold chain above it with the acetylene cutting torch. The San Francisco Chronicle report of November 13, 1936, reads:

the biggest traffic jam in SF history, a dozen of the ancient New Year stars are thrown into one - the biggest and best crowd of tens of thousands who have tried and strolled and guided their car to them - It was the city last night, the opening night of the bridge with every car owner in the bay area, apparently, trying to pack his machine into a big bridge.
And those who try to see the brilliant structure of the hilltop and also see the fireworks display numbered also in the thousands.
Every intersection in the city, especially close to the entrance of San Francisco to the bridge, is jammed with a slow-moving auto caravan.
Every cop in the department was called in to help organize the biggest car parade in town.
One of the biggest traffic congestions of the night was at the Fifth and Mission Streets, with traffic downtown and traffic tied to bridges in an almost hopeless mass. To add confusion, traffic signals are jammed and out of sync.
The police reported that there was no traffic reduction on the bridge, all the lanes overcrowded with Oakland or San Francisco engines that far into the night.

The total cost is US $ 77 million. Before opening the bridge was blessed by Cardinal Secretary of State Eugene Cardinal Pacelli, then Pope Pius XII. Because it is basically two bridges strung together, the western span is ranked second and third largest suspension bridge. Only George Washington Bridge has a longer range between towers.

As part of the commemorative coin celebration of the United States produced by San Francisco mint. Half a dollar, the front depicts a California symbol, a grizzly bear, while the back shows bridge images jutting into the bay. A total of 71,424 coins were sold, some from bridge tolls.

Package path

The original western approach to (and out of) the upper deck of the bridge is a long way down to the Fifth, branched off to Harrison St. for traffic to the west from the bridge and Bryant St for traffic eastwards in. There is a street on the deck on Rincon Hill from Fremont Street (which later becomes off-ramp) and off-ramp to First Street (later extended over First St to Fremont St). The lower deck ends at Essex and Harrison St; just to the southwest there, the railway bridge leaves the lower deck and curves northward to the high loop through the Transbay Terminal which is paved to the bus after the train service ends.

Until the 1960s the upper deck (58 feet (18 m) wide between curbs) carries three lanes of traffic in each direction and is restricted to cars only. The lower deck carries three truck lanes and car traffic on the north side of the bridge. In the 1950s traffic lights were added to set the direction of travel in the middle lane, but still without any borders. Two railways on the south side of the lower deck carry an electric commuter train. In 1958 the tracks were replaced with sidewalks, but the reconfiguration for what traffic today did not happen until 1963.

The Federal highway on the bridge was originally a US Highway 40 and US Highway 50 concurrency. The bridge was re-designated as Interstate 80 in 1964, and the western tip of US 40 and US 50 now in Silver Summit, Utah and West Sacramento, California, each.

Off-ramp for Treasure Island and Yerba Buena Island is unusual because it is on the left side to the east. This off ramp presents an unusual hazard - the driver should slow down in normal traffic flow and move to a very short off-ramp that ends in a short left-turn radius (15 mph advisory installed). Its turn is increasingly narrowed from its original design with the installation of an accidental bearing on the side of the island. Entrances east and west are on the right side of the ordinary, but they have no special merging path; the driver must wait for a gap in traffic and then accelerate from stop sign to speed of traffic within short distance. In 2016, new roads on the ramp and off ramp to Treasure Island are opened in the west on the right side of the road, replacing the left side of the road in that direction.

Train service

On January 14, 1939, the Transbay Terminal of San Francisco opened and an electric commuter train began running on the south side of the deck below the bridge. The terminal was originally supposed to open at the same time as Bay Bridge, but was delayed. The trains are operated by the Sacramento Northern Railroad (the Western Pacific), the Interurban Electric Railway (South Pacific) and the Lock System. The freight train never used the bridge. The track left the lower deck in San Francisco just southwest of the end of St. 1. They then went down the overpass over the city streets, circling and entering the terminal at its eastern end. The train that goes out of the loop back to the bridge. Loop continues to be used by bus until terminal closure. Tracks leave the lower deck in Oakland. The Interurban Electric Railway runs along the Road Engineers and above the South Pacific base on the bridge (some still standing and visible from the highway ramp) onto the streets and dedicate roads in Berkeley, Albany, Oakland and Alameda. The Sacramento Northern and Key System traces run under the SP path through a tunnel (which is still there and used as access to the EBMUD care center) and to the 40th St. Due to the decline in passengers, the Sacramento Northern and IER services ended in 1941 After the World War II Lock System Troop began to fall as well. Regardless of the vital role of the railway being played, the last train passed over the bridge in April 1958. The tracks were moved and replaced with sidewalks on the slopes of Transbay and Bay Bridge Terminals. The Lock System handled the bus over the bridge until 1960 when its successor, AC Transit, took over the operation. Still handling the service today. There are several attempts to recover the rail service on the bridge, but nothing works.

Events later

Mods to remove rail service

Automobile traffic increased dramatically in subsequent decades while the Key System declined, and in October 1963, the Bay Bridge was configured with five lanes of traffic westward on the upper deck and five lanes of traffic eastward on the lower deck. The Key System was originally planned to end the train operation in 1948 when it replaced its tram by bus, but Caltrans did not approve of this. Trucks are allowed on both decks and railroads are removed. Due to the lack of permission for trucks through the top of the Yerba Buena tunnel deck, it is necessary to lower the height of the upper deck where it passes through the tunnel, and to conduct excavations to lower the altitude from the bottom. In addition, the top deck is installed to handle the increased load due to trucks, with understringers added and prestressing added to the bottom of the floor beam. This retrofit is still there and visible to Eastbound traffic.

1968 plane crash

On February 11, 1968, a US Navy training aircraft crashed into a cantilever bridge bridge, killing both reserve officers on board. The T2V SeaStar, based in NAS Los Alamitos in southern California, is on a routine weekend mission and has just taken off in the fog from nearby Alameda NAS. The plane crashed into a bridge about 15 feet (5 m) above the upper deck road and then drowned in the north bay of the bridge. There were no casualties among the riders on the bridge. One part of the bridge on the bridge was replaced due to collision damage.

Cable lighting

A series of lights adorned suspension cables were added in 1986 as part of the bridge's 50th anniversary celebrations.

Ship crash

In 2007 a container vessel named Cosco Busan (now Hanjin Venezia ) crashed into the bridge, producing a Cosco Busan oil spill .

Installation of the public "light sculpture" 2013

On March 5, 2013, a public art installation called "The Bay Lights" is activated on the western vertical wire cable. The installation was designed by artist Leo Villareal and consists of 25,000 LED lights originally scheduled to be displayed at night until March 2015. However, on December 17, 2014, the non-profit magazine Illuminate The Arts announced that they had collected the $ 4 million needed to make permanent lamp; the screen is temporarily shut down beginning March 2015 to maintain and install stronger lights and then be restarted on January 30, 2016.

To reduce rider interference, privately funded views are not visible to bridge users, only for remote observers. This lighting effort is intended to form part of a larger project to "illuminate the bay" Villareal uses various algorithms to produce patterns such as rainfall, water reflection, bird voyage, ring extension, and more. Villareal patterns and transitions will be sorted and the duration is determined by a computerized random number generator to make each viewing experience unique. Due to the efficiency of the LED system, the estimated operating costs are only US $ 15.00 per night.

src: media.npr.org

Earthquake damage and subsequent increase

During the night of October 17, 1989, the Loma Prieta earthquake, measuring 6.9 on the magnitude of the moment, the 50-foot (15 m) section of the upper deck of the eastern truss section of the bridge at Pier E9 fell to the deck below, indirectly causing one death. The bridge was closed for more than a month as construction crews repaired the passage. It reopened on November 17 of that year. The lighter sidewalks of the replacement parts are visible in aerial photographs, at the eastern end of the bridge frame section ( 37.8189Ãƒ , Ã‚ Â° N 122.3442Ãƒ, Ã‚ Â° W / 37.8189; -122.3442 ( failed range location ) ).

western retrofitting

The western part has undergone extensive seismic retrofit. During retrofit, most of the structural steel supporting the bridge deck is replaced while the bridge remains open to traffic. The engineer completed this by using a method similar to that used on the Chicago Skyway reconstruction project.

The entire bridge is made using hot steel rivets, which are impossible to heat and so remain relatively soft. Analysis shows that this can fail by sliding under extreme pressure. Therefore, in most locations, each rivet has been removed by breaking the head with the hammers and piercing the old rivets, the precision of the altered hole and the old spikes replaced by high-strength voltage controls treated with hot. [TC] bolts and nuts. Most of the bolts have a domed head that is placed facing the traffic so that it looks similar to the issued rivets. [Caltrans contract 04-0435U4, 1999-2004]. This work must be done very carefully as the steel of the structure has been painted for years with lead-based paint, which must be carefully removed and conceived by workers with extensive protective equipment.

Most of the blocks are originally made of two plates I - beams that join the lattice of flat sheets or angle stock, depending on the structural requirements. These have all been reconstructed by replacing the latticed grid elements with the bolted steel plate and thus converting the lattice beam into box blocks. This replacement involves adding a face plate to a large diagonal beam that joins the main tower face, which now has a better look when viewed from a certain angle.

A box of diagonal boxes has been added to each space from the upper and lower decks of the western landscape. This adds stiffness to reduce movement from side to side during earthquakes and reduces the possibility of damage to the surface of the decking.

Analysis shows that some large concrete supporters may explode and break down under possible stresses. Especially western support is widely modified. First, the location of existing reinforcement bars is determined using magnetic techniques. In the area between the bar holes drilled. Into these holes are inserted and attached an L-shaped bar protruding from 15 to 25 centimeters (6 to 10 inches). The rod is stored in a hole with high strength epoxy adhesive. The entire surface of the structure is covered with protruding proximity. A network of horizontal and vertical reinforcement rods is then attached to these bulges. The molded surface plate is then positioned to retain high-strength concrete, which is then pumped into the void. After the removal of formwork, the surface looks similar to the original concrete. This technique has been applied elsewhere throughout California to increase buffer carriages and some non-conventional overhead flyover support. (Other techniques such as jackets and grout are applied to simple vertical writing, see seismic retrofit articles.)

The western approach has also been partially improved, but most of this has been replaced by new construction of reinforced concrete.

Eastern substitution

For various reasons, the eastern part would be too expensive to retrofit compared to replacing it, so a decision was made to replace it.

The replacement section underwent a series of design changes, both progressive and regressive, with increased cost estimates and contractor bids. The final plan includes a towering single suspension suspension that starts on the Buadang Yerba island, which leads to a long bridge to the Oakland touchdown.

Separate and protected bike paths are visually stunning features on the new eastern south side. The bikeway will bring recreational and commuter bikers between Oakland and Yerba Buena Island. Until then cyclists and pedestrians must turn around and return to Oakland. The original eastern cantilever range has been installed a sturdy dry firefighter. No firefighting or wet fireplaces are designed for eastern replacement, though, a well-built wet firefight is indeed in the western part of the original seen on the upper and lower side decks of the north side.

The original eastern section was permanently closed for traffic on 28th August 2013, and the replacement range was opened for traffic five days later.

East span: original and substitute

closing gap in October 2009, repair failure and bridge closure

During the closing of Labor Day weekend 2009 for some replacements, large cracks were found on a crossbar, significant enough to ensure the closure of the bridge. Working in parallel with the retrofit, the California Department of Transport (Caltrans), and its contractors and subcontractors, are able to design, fabricate, fabricate, and install the necessary parts to repair bridges, delaying planned openings with only 1 ¹/₂ clock. The improvements are not checked by the Federal Highway Administration, which relies on state inspection reports to ensure safety guidelines are met.

On October 27, 2009, during an afternoon trip, the steel bars and two steel-fixing rods repaired during Labor Day weekend took the eastern part of the eastern Bay Bridge and fell onto the upper deck. The reason may be that metal-on-metal vibrations from bridge traffic and wind blowing up to 55 miles per hour (90 km/h) cause a single, broken failure, which then causes the metal part to crash down. Three vehicles hit or crashed into fallen debris, though no injuries. On November 1, Caltrans announced that the bridge may remain closed at least through Monday morning's journey, November 2, after improvements made over the weekend failing a stress test on Sunday. BART and Golden Gate Ferry systems add additional services to accommodate increased passenger loads during the bridge closure. The bridge reopened for traffic on November 2, 2009.

The cut offs on October 27 were saddles, cross bars, and two tensions.

San Francisco-Oakland Bay Bridge - San Francisco CA and Oakland CA ...

src: livingnewdeal.org

Name

The bridge was unofficially "dedicated" to James B. "Sunny Jim" Rolph, Jr., but this was not widely recognized until the 50th anniversary of the bridge in 1986. The official name of the bridge for all functional purposes has always been the "San Francisco-Oakland Bay Bridge ", and by most of the locals, this is referred to simply as" Bay Bridge ".

Rolph, a Mayor of San Francisco from 1912 to 1931, was the Governor of California at the time the construction of the bridge began. He died at the office on 2 June 1934, two years before the bridge opened, leaving the bridge to be named for him out of respect. In 1932, with an inability to finance the bridge, Joseph R. Knowland, (former US congressman) traveled to Washington and helped persuade President Herbert Hoover and the Financial Reconstruction Company to advance $ 62 million for the construction of the bridge.

The Norton Emperor naming campaign

In 1872, the eccentric entrepreneur San Francisco and Emperor Norton issued three statements calling for the design and construction of a suspension bridge between San Francisco and Oakland via Yerba Buena Island (formerly Goat Island).

A 1939 plaque honoring the Emperor Norton for the original idea for the Bay Bridge was dedicated by the fraternal community of E Clampus Vitus and installed at The Cliff House in February 1955. In November 1986, in connection with the 50th anniversary of the bridge, the plaque was moved. to Transbay Terminal, public transport and the Greyhound bus depot at the western end of the bridge in downtown San Francisco. When the terminal is closed in 2010, placards are placed in warehouses.

There have been two recent campaigns to name all, or part, the Bay Bridge for Emperor Norton.

2004

In November 2004, after the campaign by Phil Franklin's cartoonist San Francisco Chronicle, then-San Francisco District 3 Supervisor Aaron Peskin introduced a resolution to the San Francisco Supervisory Board calling for the entire two-bridge system, from San Francisco to Oakland, named after Emperor Norton.

On December 14, 2004, the Board approved a modified version of this resolution, simply calling for a "new addition" - that is, a new eastern crossing - to be named "The Emperor Norton Bridge". Both Oakland City and Alameda County passed a similar resolution, so the effort did not continue.

2013

In June 2013, nine state lawmakers, joined by two state senators, introduced the Resolution of the Joint Assembly. 65 (ACR 65) to name the western crossroads of the bridge for the former chairman of the California Assembly and former San Francisco Mayor Willie Brown. Six weeks later, a grassroots petition was launched to replace all two bridge systems for Emperor Norton. In September 2013, the petitioner launched a nonprofit organization, The Emperor's Bridge Campaign, which advocated adding names to honor the Emperor Norton (instead of "renaming" the bridge) and who made other efforts to advance Norton's legacy.

2014

The state legislative resolution calling the western part of the Bay Bridge, "Willie L. Brown, Jr., Bridge" passed the Assembly in August 2013 and the Senate in September 2013. A ceremony was held on February 11, 2014, marking the resolution and installation of the sign at both ends of the section.

The larger entity in which the western part is part retains a separate and independent appointment of the "San Francisco-Oakland Bay Bridge".

Alexander Zuckermann Bike Path

The eastern pedestrian and bicycle route opens on 3 September 2013, and is named Alexander Zuckermann, founder of the East Bay Bicycle Coalition. It forms a transbay route for the San Francisco Bay Trail. As of October 2016, the line is not connected to the Yerba Buena and Treasure Island sidewalks, due to the need to destroy more of the old eastern part before the final construction. Beginning in December 2016, the tracks are open only on weekends and public holidays from 07:00 to 18:00 "to ensure public safety during torch breaks and other older Bay Bridge demolition activities". On May 2, 2017, public access was extended to seven days a week, 6am to 9pm. , with occasional closing days for the continued destruction of the old bridge foundations. This work was completed on November 11, 2017.

Sunset Over San Francisco-Oakland Bay Bridge And San Francisco ...

src: previews.123rf.com

Financing and toll

Two-way collection

When the Bay Bridge opened in 1936, the toll was 65 cents, which were collected in every direction by the people at the booth overlooking every lane of traffic. In a few months, the toll was reduced to 50 cents to compete with the ferry system, and eventually up to 25 cents as it was shown sufficient to pay off the original revenue obligations on schedule. In 1951 there were eighty collectors working with various shifts.

One-way collection

On Monday, September 1, 1969, (Labor Day) the policy change resulted in the toll collected thereafter only from western traffic, twice the previous rate; drive to the east toll free.

Tolls are then raised to finance improvements to the bridge approach, necessary to connect with new roadways, and to subsidize public transport to reduce traffic on bridges.

Caltrans, the state highway transportation agency, retains seven of the eight San Francisco Bay Area bridges. (The Golden Gate Bridge is owned and maintained by the Golden Gate Bridge, the Highway and the Transport District.)

The base caseload (for cars) in seven state bridges was raised to $ 1 by Regional Measure 1, approved by Bay Area voters in 1988. The $ 1 seismic retrofit cost was added in 1998 by the state legislature, originally for eight years, then extended to December 2037 (AB1171, October 2001). On March 2, 2004, voters approved Regional Measure 2, increasing the casualty to another dollar to a total of $ 3. An additional dollar was added to the freeway starting January 1, 2007, to cover the cost swelling associated with eastern landscaping.

The Metropolitan Transportation Commission, a regional transport agency, in its capacity as Bay Area Bay Authority, manages RM1 and RM2 funds, a significant portion is allocated to the increase of public transport capital and operating subsidies in the transport corridor served by the bridge. Caltrans manages "second-dollar" seismic surcharges, and receives some of the funds that MTC runs to do other maintenance work on the bridge. The Authority Bay Area Authority consists of appointed officials imposed by various municipal and district governments, and is not subject to direct voter control.

Due to the lack of further funding for seismic retrofit projects, the Bay Area Bay Area Authority once again raised the toll on all Bay Area bridges under its control (this excludes the Golden Gate Bridge) in July 2010. Toll rates for cars at other Bay Area bridges increased to < span> US $ 5 , but at Bay Bridge, the variable pricing setting scheme based on congestion is implemented. Bay Bridge congestion pricing scheme charges US $ 6 from 5 am to 10 am and 3 pm. at 7 pm, Monday to Friday. Over the weekend, the car pays US $ 5 . Carpools prior to execution were released but now they pay US $ 2.50 , and carpool toll charges are now also available only for drivers with FasTrak electronic toll devices. Toll keeps on the previous toll US $ 4 at other times on weekdays. The Bay Area Tolerance Authority reported that in October 2010, fewer users were driving during peak hours and more vehicles crossed the Bay Bridge before and after the 5-10 am period in which the congestion toll booth came into force. Flight delays in the first six months fell by an average of 15% compared to 2009. For vehicles with more than two axles, toll fares are US $ 5 per axis, regardless of what time of day.

Engineering master Herb Rothman dead following auto accident ...

src: rew-online.com

San Francisco-Oakland Bay Bridge

Kamis, 12 Juli 2018