Unlike the San Francisco half of the map, which takes a stab at expanding both the BART and Muni Metro systems, the East Bay half of the map assumes a BART expansion by default, although some of it could also be incorporated into a new AC Transit light rail network. The map includes direct service to the new Transbay Transit Center (which would also be served by Caltrain, California High Speed Rail, and Muni Metro, per the other half of the map). Trains traveling between the East Bay and Transbay would use a second transbay tube, which is an infrastructure investment we will have to make eventually anyway, when the current tunnel reaches capacity.
The new lines in the East Bay essentially follow AC Transit’s most popular trunk lines, with the intent of maximizing the number of districts that are given their own comfortably walkable neighborhood train station. On the map, existing BART infrastructure is marked in red. New lines and stations (including infill stations on existing lines) are marked in blue. As you see, there is an awful lot of blue in this map, which indicates just how many neighborhoods BART misses (as usual, click on the image to see a full size version on Flickr):
Satellite view courtesy Google Maps.
Existing BART stations are often so far apart that current lines could already be thought of as express service in some stretches, and the new lines, which all have more stations, provide some of the local service necessary to complete the network.
A couple infill stations have been added to existing lines in this map. Way at the top of the map is an infill station on the Richmond line between North Berkeley and El Cerrito Plaza, which would serve Albany and Solano Avenue. An infill station has also been added to the Pittsburg/Bay Point line, between MacArthur and Rockridge, which provides direct service to the developing Temescal neighborhood. The distance between MacArthur and Ashby stations is quite long, so there is infill potential there as well, although I have not marked it on the map.
Here are stations along the new lines. Existing BART stations are marked in italics, so as to provide easy reference with how the new infrastructure would connect into the current system:
Broadway Line: Transbay Transit Center (SF), Jack London Square/Amtrak, 12th Street/Oakland City Center, 19th Street/Uptown, 27th Street, 38th Street, 51st Street, Rockridge, Elmwood, Telegraph Avenue/UC Berkeley, Downtown Berkeley, University & San Pablo, West Berkeley/Amtrak.
International Line: Transbay Transit Center (SF), Jack London Square/Amtrak, Lake Merritt, Eastlake, 14th Avenue, 23rd Avenue, 34th Avenue/Fruitvale, High Street, Seminary Avenue/Melrose, 73rd Avenue, 98th Avenue, San Leandro, Bayfair (and possibly continuing to Fremont, on the existing line).
MacArthur Line: Emeryville, San Pablo, MacArthur, 38th Street (connection to the new Broadway Line), Grand Lake, 14th Avenue/Glenview, Dimond, Laurel, Mills College, Eastmont, 73rd Avenue, Oakland Coliseum, Oakland Airport (not pictured on the map).
The City of Oakland is investigating the plausibility of a regionally important retail district (and hopefully, dense housing, as well) to replace the current Broadway Auto Row, so the 27th/Broadway station is placed to provide direct service to that potential future destination. The 38th Street station is within comfortable walking distance of the commercial district on Piedmont Avenue. The Broadway line also makes two Amtrak connections, fills in stations at neighborhoods along Broadway and College Avenue, and provides service to the southside of the UC Berkeley campus. In addition, a change has been made to rename the current 19th Street Oakland station “19th Street/Uptown.” This only amounts to a small switch in signage, but it helps to acknowledge and officially place this quickly developing neighborhood on the map.
Although existing BART service parallel to Interstate 880 is fine for express purposes, it is a poor way to serve East Oakland. With a mere two stations for this large southern portion of the city, trains manage to skip most neighborhoods altogether. For the International Line, a subway is located under International Boulevard, resurfacing to connect to existing stations in San Leandro.
The MacArthur line provides service to a whole series of neighborhoods that are completely neglected under BART’s current scheme. After traveling the length of MacArthur, trains would swing around to connect to the International Line at 73rd Avenue. At the end of that line, a new airport is constructed at Oakland Airport itself (not pictured in this map), so the existing station serving the airport is renamed simply “Oakland Coliseum.” Although the northern end of this line is in Emeryville, some trains on this line could switch at either 38th Street or MacArthur to provide service to San Francisco, which would more closely mirror the route of the existing AC Transit NL bus route.
Potentially, any of these three new lines that provide service to the Transbay Transit Center would then continue down the line to serve neighborhoods along Geary, as depicted in the San Francisco map.
Although downtown Oakland has a lot of bus service passing through it, these buses manage to not do a good a job of linking the various downtown districts. Often, it is much faster to just walk from one end to the other. To remedy this problem, this Oakland map (like its San Francisco counterpart) includes a loop of track serving the central city. Although it does not fit cleanly into any of the new three lines, a downtown loop could potentially be operated as a separate service, stopping at: Jack London Square, 12th Street, 19th Street, 27th Street, 38th Street, Grand Lake, Eastlake, and Lake Merritt, before looping back to Jack London Square.