Bay Area Rapid Transit
| Company type | Public transit agency |
|---|---|
| Industry | Public transportation |
| Founded | 1957 |
| Headquarters | San Francisco , United States |
Area served | San Francisco Bay Area, California |
| Products | Rapid transit services |
| Website | www |
Bay Area Rapid Transit (BART) is a rapid transit network serving the San Francisco Bay Area in California. The system includes 50 stations spread over six lines and encompasses of track, featuring the eBART branch extending to Antioch as well as the fully automated Oakland Airport Connector that links to Oakland San Francisco Bay Airport. With an average weekday ridership of as of and an annual total of trips in , BART ranks as the seventh-largest rapid transit network in the United States by usage.
The San Francisco Bay Area Rapid Transit District, formed in 1957, manages BART operations. The original system was inaugurated between 1972 and 1974 and has seen several expansions since. The most recent addition, completed in 2020, introduced the Milpitas and Berryessa/North San José stations as part of the ongoing Silicon Valley BART extension, developed in collaboration with the Santa Clara Valley Transportation Authority (VTA).
Services
BART connects key locations across its three member counties—San Francisco, Alameda, and Contra Costa—along with portions of San Mateo and Santa Clara. The network comprises 50 stations, distributed as follows: 22 in Alameda, 12 in Contra Costa, 8 in San Francisco, 6 in San Mateo, and 2 in Santa Clara. It offers five heavy rail lines plus one automated guideway line. All heavy rail routes pass through Oakland, with every line except the Orange Line crossing the bay through the Transbay Tube into San Francisco. Five lines operate daily service until 9 pm; three continue running after that time. Every station receives service throughout operational hours. The eastern segment of the line (between Antioch and the Pittsburg/Bay Point transfer platform), known as eBART, utilizes distinct rolling stock separate from the main network.
| Route name | First service |
Length (mi) |
Termini | Lines used | Notes | |
|---|---|---|---|---|---|---|
| Template:Ric | 1972 | 51 | Berryessa/ North San José |
Richmond | R, K, A, S | Runs during all service hours. |
| Template:Ric | 1973 | 62.2 | SFO (until 9pm) | Antioch | C, K, M, W, Y, E | Operates throughout all service hours. Daytime terminates at SFO; after 9 pm service ends at Millbrae. Employs DMU (eBART) between Antioch and Pittsburg/Bay Point. |
| Millbrae (after 9pm) | ||||||
| Template:Ric | 1974 | 53 | Daly City | Berryessa/ North San José |
S, A, M | No operations after 9 pm. |
| Template:Ric | 1976 | 38.2 | Millbrae | Richmond | R, K, M, W, Y | Service ends after 9 pm. |
| Template:Ric | 1997 | 35.7 | Daly City | Dublin/ Pleasanton |
L, A, M | Available during all service hours. |
| Template:Ric | 2014 | 3.2 | OAK | Coliseum | H | Runs throughout all service hours. Uses Automated guideway transit vehicles. |
Hours and frequencies
BART integrates elements of both rapid transit—characterized by frequent urban service with closely spaced stations—and commuter/regional rail—which features less frequent service with stations spaced farther apart in suburban areas. On its main routes, trains typically run every 20 minutes, except for the heavily trafficked Yellow Line, which operates at 10-minute intervals on weekdays. Sections served by multiple lines experience increased frequency; notably, the corridor between Daly City and West Oakland accommodates approximately 15 trains per hour during peak periods, equating to a train every four minutes. The Oakland Airport Connector functions on an "on demand" basis, generally maintaining headways under 10 minutes.
Scheduled cross-platform transfers facilitate connections between the Orange Line (serving only the East Bay) and the Yellow Line (which crosses the Transbay Tube to the San Francisco Peninsula), supplementing the Red Line service during daytime hours and substituting it after 9 p.m.
The earliest inbound trains depart from outer terminals at about 5:00 a.m. on weekdays, 6:00 a.m. on Saturdays, and 8:00 a.m. on Sundays and holidays. Service concludes near midnight with final Yellow and Orange Line trains meeting at MacArthur station, while the last southbound Orange and Blue Line trains converge at Bay Fair station to ensure guaranteed transfers.
Bus services
During overnight BART maintenance periods, regional transit agencies provide two bus networks as substitutes for rail service.
The All Nighter network offers late-night bus routes throughout San Francisco, the East Bay, and the Peninsula, mirroring BART, Caltrain, and Muni Metro lines. It serves most BART stations either directly or nearby via shortened routes:
- Yellow Line buses terminate at Rockridge (service does not extend east to Antioch)
- Blue Line buses end at Bay Fair (no service eastward to Dublin/Pleasanton)
- Orange Line buses conclude at Fremont (no continuation south to Berryessa/North San José)
Established in 2006, All Nighter ensures critical overnight transit availability.
The Early Bird Express network operates early-morning bus routes from approximately 3:50 a.m. to 5:30 a.m., connecting major BART stations. These services are run by local agencies such as AC Transit, Golden Gate Transit, Muni, and SamTrans. Routes converge at Salesforce Transit Center and replicate three BART corridors using three-digit route numbers beginning with 7xx. As of 2024, six Early Bird routes remain active along Yellow, Blue, and Orange Line corridors. This network was introduced in 2019 in response to seismic upgrades in the Transbay Tube that delayed rail start times from 4 a.m. to 5 a.m., initially launching with fifteen routes but later reduced due to low ridership.
Historically, from 1974 to 1997, BART operated BART Express bus routes extending transit coverage within Alameda and Contra Costa counties before rail expansions rendered them unnecessary. Initially contracted through AC Transit and later Laidlaw, these services were phased out as rail infrastructure grew. Several former BART Express corridors are now served by local providers such as WestCAT and Tri Delta Transit.
To accommodate passengers with disabilities unable to utilize train service, BART collaborates with AC Transit to offer East Bay Paratransit bus services.
Connecting services
BART provides seamless intermodal connections to various local, regional, and intercity transit options including bus networks, light rail, commuter rail, and intercity rail. Three Amtrak lines—the California Zephyr, Capitol Corridor, and San Joaquins—stop at Richmond station; additionally, the Capitol Corridor serves Oakland Coliseum station. Passengers can transfer to Caltrain commuter rail at Millbrae station.
Within San Francisco's Market Street subway, BART shares four stations with Muni Metro light rail (Embarcadero, Montgomery Street, Powell Street, and Civic Center/UN Plaza). Further connections exist at Balboa Park station and Glen Park station, while a pedestrian tunnel links Powell Street station with Muni Metro’s T Third Street line near Union Square/Market Street. In the South Bay region, Milpitas station connects with the Orange Line of the VTA light rail system.
Every BART station is served by bus connections provided by regional and local transit agencies, many featuring dedicated off-street transfer facilities. Key operators include Muni, AC Transit, SamTrans, County Connection, Tri Delta Transit, WestCAT, WHEELS, VTA, and Golden Gate Transit. Smaller providers such as Emery Go-Round, Commute.org, San Leandro LINKS, Dumbarton Express, and Union City Transit also serve various stations. The prominent bus hub at Salesforce Transit Center is located near Embarcadero and Montgomery stations.
Limited commuter bus routes connect outlying communities to BART stations through agencies like VINE, Solano Express, Rio Vista Delta Breeze, Stanislaus Regional Transit Authority, and San Joaquin RTD. Additionally, numerous stations are serviced by private shuttles operated by employers and hospitals alongside intercity bus providers.
Airport connections
BART offers direct transit options to two principal airports in the Bay Area: San Francisco International Airport and Oakland International Airport. Access to San Jose International Airport is facilitated via the VTA bus route departing from Milpitas station.
Origins, planning, and geographical coverage
The Bay Area Rapid Transit system partially overlaps regions once served by the early 1900s electrified Key System, which operated transbay routes across the Bay Bridge until its removal in the 1950s. A traffic analysis from that decade advocated for establishing a transit district tasked with developing a rapid transit network to connect cities and suburbs throughout the Bay Area. Marvin E. Lewis, a San Francisco attorney and local supervisor, was instrumental in championing an alternative crossing of the bay alongside a regional transit framework.
Official planning initiatives commenced in 1957 with the formation of the Bay Area Rapid Transit District, a specialized district encompassing five counties expected to be served by BART lines: Alameda County, Contra Costa County, San Francisco, San Mateo County, and Marin County. Santa Clara County opted out due to apprehensions about limited initial service and potential effects on suburban expansion, choosing instead to prioritize freeway development. Although BART extended service into Santa Clara in 2020, the county remains outside the district as of June 2024.
In 1962, San Mateo County exited the district, citing taxation concerns related to primarily serving Santa Clara residents. Marin County followed suit, influenced by a diminished tax base and technical uncertainties regarding extending service across the Golden Gate Bridge. These departures reduced the original scope, which had envisioned lines extending to Palo Alto and beyond San Rafael. The remaining three counties endorsed a scaled-back system terminating in Fremont, Richmond, Concord, and Daly City.
Construction kicked off in 1964, tackling significant engineering feats such as subway excavation in San Francisco, Oakland, and Berkeley; erecting elevated structures within Alameda and Contra Costa counties; boring through the Berkeley Hills; and installing the signature Transbay Tube beneath San Francisco Bay. BART’s approach emphasized linking suburban areas with employment hubs in Oakland and San Francisco by following established commuter corridors adjacent to freeways. The system was designed to provide frequent local service, targeting intervals as brief as two minutes through the Transbay Tube and six minutes on individual routes.
Initial phase and train control challenges
Passenger operations commenced on September 11, 1972, initially running between MacArthur and Fremont. The network was launched in segments, with complete transbay service via the Transbay Tube beginning in 1974. While BART was lauded as a technological breakthrough in rapid transit systems, concerns were raised regarding safety and the high expenses involved in construction. Throughout the 1970s, ridership consistently fell short of forecasts, and direct routes connecting Daly City to Richmond and Fremont were introduced only after several years.
Early apprehensions about safety were confirmed when multiple failures in train control systems occurred soon after operations started. Prior to revenue service, several operators reported issues with the Automatic Train Control (ATC) system; however, their warnings were disregarded and these employees were subsequently dismissed by BART management. Within less than a month of opening, an ATC malfunction led to a derailment at Fremont station that injured four individuals. This event triggered a thorough overhaul of the train control mechanisms and prompted investigations by the California State Senate, Public Utilities Commission, and National Transportation Safety Board.
In 1974, legislative inquiries into financial mismanagement resulted in the resignation of the General Manager and replacement of the entire Board of Directors with an elected body, terminating appointed membership. These initial operational difficulties and governance reforms significantly influenced BART’s future development and regulatory oversight.
Network expansions
Plans for multiple extensions existed even before BART’s inauguration. Marin County was initially excluded despite 1970 proposals for a tunnel under the Golden Gate or a bridge deck addition; these plans were ultimately abandoned. The first actual expansions occurred more than twenty years later with extensions to Colma and Pittsburg/Bay Point completed in 1996. In 1997, service expanded to Dublin/Pleasanton, marking BART’s fifth line. Subsequent growth included reaching San Francisco International Airport in 2003 and connecting to Oakland International Airport through an automated guideway transit spur in 2014. In 2018, diesel multiple unit service known as eBART began operating between Pittsburg/Bay Point and Antioch on the Yellow Line.
Currently, the primary project underway is the Silicon Valley extension on the Green and Orange Lines. Phase one extended service to Warm Springs/South Fremont in 2017; phase two reached Berryessa/North San José by June 2020. Phase three aims to extend service to Santa Clara but depends on securing funding, with a projected completion date around 2036 amid escalating costs.
A proposed extension from Dublin to Livermore was rejected by BART’s board in 2018. Other proposals include new lines toward Hercules, along Interstate 680, and adding a fourth track through Oakland. Several infill stations such as Irvington and Calaveras have also been suggested along existing routes.
With capacity constraints approaching on the Transbay Tube, long-term strategies envision constructing a new four-bore tunnel beneath San Francisco Bay parallel and south of the current crossing. This new tunnel would connect to the Transbay Transit Terminal, facilitating transfers with Caltrain and California High-Speed Rail. It is planned to include two bores dedicated to BART and two for conventional or high-speed rail despite differences in rail gauge and loading standards. In 2018, BART launched a feasibility study for this second Transbay crossing. By 2019, collaboration with the Capitol Corridor Joint Powers Authority began exploring a multimodal crossing that could allow Capitol Corridor and San Joaquins trains direct access into San Francisco.
System modernization
In 2007, BART set a goal to shorten non-peak (night and weekend) train intervals to 15 minutes, aiming to improve upon the existing 20-minute waits that hindered passenger growth. Although funding shortages initially postponed this initiative, it was eventually rolled out by January 2008. Nevertheless, financial constraints forced a reversion to 20-minute off-peak headways in 2009.
During 2008, solar panels were installed at two train yards, maintenance sites, and Orinda station—the sole station with sufficient sunlight to make the investment worthwhile.
In 2012, the California Transportation Commission provided funding for BART facility expansions through the Santa Clara Valley Transportation Authority, dedicating $50 million partly toward upgrades at the Hayward Maintenance Complex in preparation for the Silicon Valley Berryessa Extension.
By March 2019, BART enhanced fare machines inside fare-paid zones to accept debit and credit cards for Clipper card holders. In December 2020, the system fully transitioned to Clipper-only ticketing by discontinuing magstripe paper tickets while honoring those already purchased. By April 2021, Clipper cards became compatible with Apple Pay, Google Pay, and the Clipper app across all stations. The fare collection system was completely Clipper-exclusive by December 2023.
Following minimal harm from the 1989 Loma Prieta earthquake, a 2010 assessment revealed weaknesses in BART’s overhead infrastructure that could fail during a major earthquake anticipated within upcoming decades. Since 2004, seismic strengthening projects—particularly for the Transbay Tube—have been underway with voter backing. These improvements are expected to be finished by 2023.
Car types
The primary BART network operates electric multiple units—self-powered railcars running on electricity. Most routes deploy six-car trains, except for the Yellow Line which uses eight-car formations. BART trains include gangway connections enabling passengers to move between cars seamlessly. Each car is equipped with three doors per side, bike racks, seating for 54 passengers, and both interior and exterior digital displays providing rider information.
The "Fleet of the Future," introduced in April 2016, comprises new railcars manufactured by Bombardier Transportation (which merged with Alstom during production). Initial deployment was postponed from December 2016 until January 19, 2018 due to technical issues and a failed inspection by the California Public Utilities Commission.
A total order of 775 cars was placed: 310 cab-equipped cars (D-cars) and 465 non-cab cars (E-cars). As of July 2024, all units have been delivered with 769 certified for active service. Peak operations require approximately 400 cars; typically, around 384 are in service while the remainder serve as spares to ensure punctuality.
The previous fleet—comprising A, B, and C series cars built between 1968 and 1996—was retired from regular use on September 11, 2023, with final ceremonial runs held on April 20, 2024.
The Oakland Airport Connector utilizes a distinct fleet of four automated guideway transit trains based on cable car technology by DCC Doppelmayr Cable Car. These are configured as three-car sets with capacity for future expansion.
The eBART extension operates eight Stadler GTW diesel multiple units running on standard gauge track.
| Lines | Manufacturer | Class | Image | Car numbers |
Qty. | Built |
|---|---|---|---|---|---|---|
| Main system | Bombardier/ Alstom |
D | 3001–3310 | 310 | 2012–2024 | |
| E | 4001–4465 | 465 | ||||
| Oakland Airport Connector | Doppelmayr | Cable Liner | 1.3–4.3 | 4 sets | 2014 | |
| eBART | Stadler | GTW | 101–108 | 8 | 2016 |
| Lines | Manufacturer | Class | Image | Car numbers |
Qty. | Built | Retired |
|---|---|---|---|---|---|---|---|
| Main system | Rohr | A | 1164–1276 | 59 | 1968–1975 | April 20, 2024 | |
| B | 1501–1913 | 380 | 1971–1975 | ||||
| Alstom | C1 | 301–450 | 150 | 1987–1990 | May 15, 2023 | ||
| Morrison–Knudsen | C2 | 2501–2580 | 80 | 1994–1996 | August 2021 |
Depots
The original BART network featured car storage and maintenance facilities located in Concord, Hayward, and Richmond, alongside an additional maintenance-only yard situated in Oakland. The Daly City yard for car storage and maintenance commenced operations in December 1988. The Doolittle Maintenance and Storage Facility serves the Oakland Airport Connector, while eBART vehicles are housed at a dedicated facility in Antioch.
Fare schedule
BART's fare structure is based on distance traveled, requiring passengers to tap fare gates upon both entry and exit. Journeys shorter than have a fixed fare of $2.15. Additional surcharges are applied for travel through the Transbay Tube ($1.40), trips to or from Oakland International Airport ($6.70), San Francisco International Airport ($4.95), and travel within San Mateo County ($1.45; reduced to $1.25 for Daly City). The highest possible fare including all surcharges reaches $17.60; without any surcharges (for example, –) it stands at $10.30. As of 2022, the typical fare paid by riders averages $3.93.
Because fares vary, riders must add funds when exiting if their stored balance only partially covers their journey cost. Entering and leaving at the same station triggers a $6.40 "excursion fare," initially intended for system tours but now used to deter improper usage such as tech shuttle passengers parking in BART lots. This fee has drawn criticism for penalizing riders during service interruptions; by December 2022, BART planned to introduce a 30-minute grace period before imposing this charge.
In contrast to many transit agencies, BART does not provide unlimited weekly or monthly passes for the general public. Discounted fares include a 6.25% price reduction on "high value tickets" purchased with Clipper cards featuring autoload, 50% off for youth aged 5–18 (free rides for children under 5), and a 62.5% discount for seniors and individuals with disabilities. The Clipper START program offers a 50% discount to low-income adults. Additionally, the monthly "A" Fast Pass grants unlimited rides on both San Francisco Muni and BART services within San Francisco city limits.
In August 2022, BART introduced Clipper BayPass, a two-year pilot initiative providing a transit pass valid across all Bay Area transit operators. Initially rolled out to approximately 50,000 college students and residents of affordable housing, this program seeks to simplify regional transit accessibility.
Fare media
BART's main fare payment method is the Clipper card, a contactless smart card accepted by most Bay Area transit systems. Riders tap their cards at entry and exit fare gates; Clipper cards linked with Apple Pay and Google Wallet digital wallets are also supported.
Originally, BART employed paper-plastic composite tickets embedded with magnetic stripes, dispensed via vending machines. Fare gates read these tickets on exit to deduct stored value and retained tickets once balances were depleted. This IBM-designed system, developed under a $7 million contract, was among the earliest in the United States to use encoded-value magnetic stripe tickets.
Although these tickets could be reloaded with value, many users discarded those carrying small remaining balances. Historically, BART benefited from unused ticket funds as additional revenue—reaching up to $9.9 million annually in 1999. Ticket sales ended in December 2020 as Clipper cards became standard; paper ticket trips incurred a 50-cent surcharge per ride. Due to plastic Clipper card shortages caused by supply chain issues, BART temporarily resumed ticket sales at SFO station in October 2022; however, sales ceased again on September 30, 2023, with paper tickets fully discontinued after November 30.
In 2006, BART trialed a smart card named EZ Rider but discontinued it by 2010 in favor of regional farecards. By 2009, BART was among the first agencies accepting TransLink (later renamed Clipper) cards and began phasing out paper tickets accordingly. By December 2020, nearly all ticket vending machines were converted exclusively for Clipper card use; acceptance of paper tickets ended entirely in December 2023.
Ridership levels
BART's passenger numbers have traditionally mirrored the fluctuations of the U.S. economy, expanding during periods of economic growth and contracting amid downturns. An exception occurred following the 1989 Loma Prieta earthquake, which resulted in the closure of the San Francisco–Oakland Bay Bridge for a month and triggered an almost 17% surge in ridership during fiscal year 1990. Ridership levels remained below prior figures until the onset of the COVID-19 pandemic in March 2020.
From 2010 through 2015, BART saw a significant increase in daily ridership, adding roughly 100,000 passengers over five years. This growth was fueled by robust economic conditions in the Bay Area and elevated gasoline prices, culminating in record ridership numbers by 2012. However, beginning in late 2016, ridership growth decelerated and even reversed; October 2016 experienced a 1.7% decline compared to the previous year. Fiscal year 2017 registered a 2.3% decrease from FY2016, despite still recording the system's second-highest average weekday ridership. Between 2016 and 2019, ridership dropped by about 3% annually, aligning with nationwide trends influenced by altered commuting habits, reduced fuel costs, and increased competition from ride-hailing platforms such as Uber and Lyft. The impact of ride-hailing was particularly pronounced on airport transit routes; at San Francisco International Airport (SFO), ride-hailing usage grew nearly sixfold from 2014 to 2016, significantly diminishing BART’s share of airport travelers.
Stations located in the urban centers of San Francisco, Oakland, and Berkeley consistently register the highest passenger volumes. In fiscal year 2017, Embarcadero station led with an average of 48,526 weekday exits, followed closely by Montgomery Street and Oakland’s 12th Street Oakland City Center stations. Conversely, Oakland International Airport recorded the lowest ridership at 1,517 passengers, while North Concord / Martinez was the least frequented among standard stations.
BART set its single-day ridership record on Halloween in 2012 when it transported 568,061 passengers during the San Francisco Giants’ World Series championship parade—surpassing prior records established during similar large-scale events and emergency bridge closures. Other peak ridership days include the Golden State Warriors’ title parade in June 2015 with 548,078 riders and Super Bowl 50 festivities in February 2016 attracting 419,162 passengers on a Saturday.
The onset of COVID-19 lockdowns in March 2020 caused ridership to collapse by as much as 93%. Revenue losses prompted service reductions; worst-case projections included operating only three lines hourly on weekdays with nine stations temporarily shuttered. By May 2024, weekday ridership had recovered to approximately 41% of pre-pandemic figures, while weekend usage rebounded more swiftly—reaching around 63% on Saturdays and 75% on Sundays.
A survey conducted in 2022 indicated that 31% of BART users have household incomes under $50,000 (up from 26% in 2018), and that 44% do not own a personal vehicle (compared to 31% previously). Compared to the broader Bay Area demographics, BART riders are disproportionately Black or Latino and less likely to be White or Asian.
Infrastructure
The entire BART network operates on fully grade-separated rights-of-way spanning approximately , featuring around 50 stations. Of these stations, roughly are situated underground while are elevated.
BART employs a distinctive broad gauge track—uncommon outside India and Pakistan—primarily laid using ballastless track technology. Originally outfitted with flat-edge rails paired with cylindrical tread wheelsets, BART began transitioning to conical tread wheel profiles starting in 2016 to reduce noise levels and enhance traction on curves. Electrical power is delivered through a third rail system operating at 1,000 volts DC. Additionally, an automated guideway transit line launched in 2014 utilizes commercially available cable car technology developed by DCC Doppelmayr Cable Car (known as the Cable Liner). The Antioch to SFO/Millbrae segment east of Pittsburg/Bay Point (EBART) operates on conventional unelectrified standard gauge rail.
Train speeds can reach up to , with specific sections like the Transbay Tube engineered to accommodate speeds up to for schedule recovery purposes.
As of 2023, typical train consists comprise six cars except for the Yellow Line, which runs eight-car trains. Train lengths vary from four to ten cars; a ten-car train measures , making it the longest trainset within any U.S. metropolitan rail system and slightly exceeding platform lengths. Individual cars are wide, designed to handle maximum gradients of four percent and minimum curve radii of .
BART’s unique track gauge combined with specialized rail technology has resulted in increased maintenance complexity and associated costs due to custom-designed wheelsets, braking systems, and power components.
Stations constructed during BART’s initial development in the 1970s feature straightforward Brutalist architectural styles, whereas more recent stations showcase Neomodern and Postmodern design elements. Furthermore, BART was responsible for building the double-tracked upper level of the Market Street subway along with its four underground stations utilized by Muni Metro.
Lines
The network's routes run along track segments known as "lines," which are internally designated by letters.
| Line | Endpoints | Opened | Right of way |
|---|---|---|---|
| Heavy rail | |||
| A-Line | Oakland Wye – Fremont | September 11, 1972 | Utilizes the former Western Pacific Railroad corridor (UP Oakland Subdivision), including a tunnel near Oakland Wye |
| C-Line | Rockridge – Pittsburg/Bay Point | Initially opened to Concord on May 21, 1973 Extended to North Concord/Martinez on December 16, 1995 Further extended to Pittsburg/Bay Point on December 7, 1996 |
Runs through SR 24 median, the Berkeley Hills Tunnel, former Sacramento Northern Railway right-of-way, and SR 4 median |
| K-Line | Oakland Wye – Rockridge | Opened to MacArthur on September 11, 1972 Extended to Rockridge on May 21, 1973 |
Includes a tunnel beneath Broadway and runs along SR 24 median |
| L-Line | Bay Fair – Dublin/Pleasanton | May 10, 1997 | Located within the medians of I-238 and I-580 highways |
| M-Line | Oakland Wye – Daly City Yard (north of Colma) | Opened from Daly City to Montgomery Street on November 5, 1973 Extended from Montgomery Street to Oakland Wye on September 16, 1974 Reached Daly City Yard by December 9, 1988 |
Features elevated tracks above 5th and 7th streets, the Transbay Tube, tunnels beneath Market and Mission Streets, and follows a former Southern Pacific Railroad right-of-way (Ocean View Branch) |
| R-Line | MacArthur – Richmond | January 29, 1973 | Elevated tracks over Martin Luther King Jr. Way, tunnels under Adeline Street and Shattuck Avenue, following a former Atchison, Topeka and Santa Fe Railway right-of-way |
| S-Line | Fremont – Berryessa/North San José | Service began to Warm Springs/South Fremont on March 25, 2017 Extended to Berryessa/North San José on June 13, 2020 |
Runs through a tunnel beneath Fremont Central Park and along a former Western Pacific Railroad right-of-way (San Jose Branch) |
| W-Line | Daly City Yard – Millbrae | Opened to Colma on February 24, 1996 Extended to Millbrae on June 22, 2003 |
Utilizes former Southern Pacific Railroad right-of-way (Ocean View Branch) shared with Caltrain |
| Y-Line | W-Line – San Francisco International Airport | June 22, 2003 | Elevated wye structure providing access into San Francisco International Airport |
| Light rail | |||
| E-Line | Pittsburg/Bay Point – Antioch | May 26, 2018 | Runs within the median of SR 4 highway |
| Automated guideway transit (AGT) | |||
| H-Line | Coliseum – Oakland International Airport | November 22, 2014 | Primarily elevated above Hegenberger Road with a sunken section beneath Doolittle Drive |
Automation
BART was a pioneer among major U.S. rail transit systems in adopting extensive automation. The Operations Control Center (OCC) and headquarters located in Oakland's Kaiser Center oversee train routing, dispatching, and schedule modifications through a blend of computerized systems and human supervision. Under typical circumstances, train movements between stations—including speed regulation and maintaining safe distances—are fully automated. Operators mainly manage station announcements, door closures after stops, and track monitoring for potential hazards, intervening manually only during exceptional situations at reduced speeds.
Parking
Parking is available at numerous BART stations; however, low pricing often results in early morning lot overcrowding. This congestion sometimes compels commuters to park at stations farther away. BART operates parking facilities at 36 stations and provides parking permits for designated spaces. To enhance user convenience, the agency is investigating real-time parking availability updates.
Additionally, BART facilitates car sharing at several stations through a program initiated by City CarShare, allowing smooth transitions from transit to car use. Most East Bay stations offer long-term airport parking managed by a third-party vendor, requiring travelers to book online and pay a daily fee of $5.
In Santa Clara County, the Santa Clara Valley Transportation Authority manages parking at the Milpitas and Berryessa/North San José stations rather than BART.
Accessibility
Every BART train includes designated wheelchair spaces, and all stations are equipped with accessible elevators. Platform screens display estimated train arrival times and service announcements are provided audibly. Stations also feature tactile paving along with Braille and tactile signage to support visually impaired riders.
Platform elevators
At certain stations, platform elevators are situated inside fare-paid zones but accessed from unpaid areas, necessitating passengers using elevators to pass through faregates and swing gates. This arrangement can cause confusion and allows opportunities for fare evasion. As of 2020, eighteen stations had platform elevators outside the paid area. Three of these provided ticket machines near the elevators to minimize re-entry steps but did not fully prevent fare evasion.
To address this issue, BART has expanded paid areas or installed accessible faregates at elevator entrances. By December 2021, only eight stations still had platform elevators outside the fare-paid zone. By January 2023, five of those stations had added elevator faregates, while at 19th Street Oakland station, the paid area was extended to encompass a new elevator. As of March 2023, just Orinda and Powell Street stations retain platform elevators outside the paid area, with new elevator faregates anticipated by April 2023.
Cell phone and Wi-Fi
In 2004, BART became the first U.S. transit system to provide underground cellular coverage across all major wireless carriers. Initial service included Verizon Wireless, Sprint/Nextel, AT&T Mobility, and T-Mobile along the Market Street corridor between Civic Center and Embarcadero stations in San Francisco. By 2009, coverage was extended through the Transbay Tube, offering uninterrupted service between West Oakland and Balboa Park stations. In 2010, cellular access expanded to all underground Oakland stations—19th Street, 12th Street/Oakland City Center, and Lake Merritt.
BART initiated a Wi-Fi beta test in 2007 at four downtown San Francisco stations—Embarcadero, Montgomery, Powell, and Civic Center—as well as on trains operating on the Hayward Test Track. Following positive results, a ten-year agreement was established with WiFi Rail, Inc. for system-wide Wi-Fi deployment. By 2008, Wi-Fi service reached the Transbay Tube. However, in December 2014, BART ended its contract with WiFi Rail due to insufficient financial backing and technical shortcomings preventing full network completion.
During the 2011 Charles Hill incident, BART temporarily disabled cell phone service to disrupt protests occurring on its property. This measure sparked legal debates concerning free speech rights and federal telecommunication regulations affecting passengers. In response, BART developed an official policy regulating interruptions to cell phone service.
Organization and management
| Data from 2012 | |
|---|---|
| Fleet size | 670 vehicles |
| Initial investment | $1.6 billion |
| Replacement cost in 2004 dollars | $15 billion |
| Passenger capacity per hour | 15,000 |
| Maximum daily throughput | 360,000 |
| Average weekday ridership | 365,510 passengers |
| Annual revenue from operations | $379.10 million |
| Yearly operating costs | $619.10 million |
| Net annual profit (loss) | ($240.00 million) |
| Cost per passenger mile (rail, excluding capital) | $0.332 |
Governance
The San Francisco Bay Area Rapid Transit District functions as a special district encompassing Alameda County, Contra Costa County, and the City and County of San Francisco. Although several BART stations exist in San Mateo County, California and Santa Clara County, these counties are not included within the district boundaries. Governance is overseen by a nine-member Board of Directors elected from nine distinct districts. The agency also operates its own dedicated police department.
Certain municipalities within the district do not have direct station access, leading to dissatisfaction among taxpayers in locations like Livermore, California, who contribute financially yet must travel beyond their city limits to reach BART services. In Fremont, a significant number of commuters head toward San Jose rather than BART-served destinations—a service gap being addressed by the ongoing Silicon Valley BART extension. The first phase launched on June 13, 2020, marking the introduction of San Jose's inaugural BART station at Berryessa/North San José station.
BART Board of Directors
| District | Stations Covered | Counties Covered | Board Member |
|---|---|---|---|
| 1 | Concord, Lafayette, Pleasant Hill/Contra Costa Centre, Walnut Creek | Contra Costa | Matt Rinn |
| 2 | Antioch, partial Concord, North Concord/Martinez, Pittsburg/Bay Point, Pittsburg Center | Contra Costa | Mark Foley |
| 3 | Bay Fair, Downtown Berkeley, partial El Cerrito del Norte and El Cerrito Plaza, North Berkeley, Orinda, Rockridge, San Leandro | Alameda/Contra Costa | Barnali Ghosh |
| 4 | Bay Fair, Coliseum, Fruitvale, partial Hayward, Oakland International Airport, San Leandro, partial South Hayward | Alameda | Robert Raburn |
| 5 | Castro Valley, Dublin/Pleasanton, Hayward, West Dublin/Pleasanton | Alameda | Melissa Hernandez |
| 6 | Fremont, partial South Hayward, Union City, Warm Springs/South Fremont | Alameda | Liz Ames |
| 7 | Ashby, partial El Cerrito del Norte and El Cerrito Plaza, partial MacArthur and Montgomery stations, Richmond, West Oakland, partial Embarcadero | Alameda/Contra Costa/San Francisco | Victor Flores |
| 8 | Balboa Park, partial Embarcadero and Glen Park stations, partial Montgomery and Powell Street stations | San Francisco | Janice Li |
| 9 | '16th Street Mission', '24th Street Mission', Glen Park, Civic Center, Powell Street, partial Balboa Park | San Francisco | Edward Wright |
BART General Managers
- B. R. Stokes (1963–1974)
- Larry Dahms (Acting)
- Frank Herringer
- Keith Bernard
- Frank Wilson (1989–1994)
- Richard A. White (1994–1996)
- Thomas Margro (1996–2007)
- Dorothy Dugger (2007–2011)
- Grace Crunican (2011–2019)
- Bob Powers (2019–present)
Budget
In 2005, BART's funding needs after fare revenue approached $300 million, with expenditures distributed as follows: 37% allocated to upkeep, 29% dedicated to transit operations, 24% for administrative costs, 8% toward police services, and 4% for construction and engineering projects. Income was derived from 53% fares, 32% taxes, and the remaining 15% from advertising, retail leases, and parking fees. The farebox recovery ratio increased from 68.2% in 2012 to 75.67% by 2016. Train operators and station agents earned up to $62,000 annually, supplemented by an average of $17,000 in overtime; management personnel received an average base salary of $71,000 with $11,000 in overtime pay and incurred a monthly health insurance premium of $92.
Oscar Grant III
On January 1, 2009, BART Police officer Johannes Mehserle fatally shot Oscar Grant III. The incident was widely captured on video by witnesses, triggering both peaceful demonstrations and violent unrest. BART responded with public forums led by Director Carole Ward Allen aimed at reducing tensions and advocated for independent investigations into police misconduct. Ward Allen founded BART's inaugural Police Department Review Committee and was instrumental in the enactment of AB 1586, establishing civilian oversight of the BART Police. Director Lynette Sweet publicly criticized the agency’s response and called for changes in leadership; however, only one additional director expressed similar support.
Mehserle was apprehended and charged with murder but entered a plea of not guilty. A wrongful death lawsuit seeking $25 million was filed against BART on behalf of Grant’s family. The trial venue was relocated to Los Angeles; on July 8, 2010, Mehserle was found guilty of involuntary manslaughter and subsequently released on parole on June 13, 2011.
Charles Hill
On July 3, 2011, a BART Police officer shot and killed Charles Hill at San Francisco’s Civic Center Station after Hill reportedly threw a bottle and was preparing to hurl a knife at officers from approximately fifteen feet away.
In response to anticipated protests following the shooting, BART disabled cellular service across its system for three hours on August 12, 2011. This measure aimed to deter demonstrations and restrict communications among protestors at Civic Center station but drew sharp criticism from State Senator Leland Yee and international media outlets that likened it to internet blackouts during Egypt’s revolution. Antonette Bryant, president of the BART workers’ union, stated that the shutdown eroded trust and compromised safety for both passengers and employees.
Shortly after the service interruption, the hacker collective Anonymous infiltrated BART’s website, exposing personal data of employees. Additional disruptions occurred on August 15 amid threats related to protests over this incident as well as that involving Oscar Grant.
On August 29, 2011, nine public interest organizations led by Public Knowledge petitioned the Federal Communications Commission (FCC) to declare BART’s intentional interference with commercial mobile radio services unlawful without appropriate regulatory or judicial consent.
In December 2011, BART introduced a "Cell Service Interruption Policy" allowing shutdowns solely under exceptional circumstances that pose threats to safety or transit operations. Under this new policy, future incidents would be addressed through law enforcement arrests rather than service blackouts.
In February 2012, the San Francisco District Attorney concluded that the officer who fatally shot Hill acted lawfully in self-defense and opted not to pursue charges. The following month, the FCC solicited public commentary regarding government authority to suspend cellphone and internet services during public safety emergencies.
A federal lawsuit filed by Hill’s brother was dismissed in 2013 when the court determined that a reasonable officer could have perceived an imminent threat from Hill’s conduct. While Hill’s legal representatives acknowledged the knife threat posed by Hill, they argued that officers should have attempted de-escalation strategies prior to using lethal force.
Electrical Fire Tragedy of 1979
In January 1979, a fatal electrical fire occurred on a train traveling through the Transbay Tube, resulting in the loss of Oakland firefighter Lt. William Elliott. This event led to revisions in safety protocols.
James Strickland Incident
On October 14, 2008, track inspector James Strickland was fatally hit by a train operating between the Concord and Pleasant Hill BART stations during routine single-track maintenance. The incident prompted an inquiry into BART's safety alert system. In February 2009, BART was criticized for reportedly postponing death benefit disbursements to Strickland’s family.
October 2013 Fatal Accident
On October 19, 2013, a BART employee and a contractor conducting track inspections near Walnut Creek were killed by a train that had been moved for maintenance purposes. The accident occurred during a labor strike, which resulted in an operator with only four weeks of training—far less than the standard fourteen—being assigned. The trainer was not present in the cab at the time of collision. The National Transportation Safety Board concluded that BART had allowed unsafe access to the tracks. Consequently, BART was fined $600,000 for this incident.
Crime
In mid-2017, BART faced backlash for withholding surveillance footage capturing criminal acts at Oakland stations, where groups of youths assaulted and robbed passengers. A BART official contended that releasing these videos might incite racially charged remarks and foster bias against minority communities. An internal memorandum highlighted concerns about portraying BART as plagued by crime and unfairly stigmatizing riders of color. Additionally, state juvenile record confidentiality laws were cited as grounds for non-disclosure.
In 2018, BART released video from a 2017 episode showing approximately 40 teenagers evading fare gates before launching a mob-style assault. Authorities arrested two juveniles and an 18-year-old; the adult served a one-year jail sentence. Six victims filed lawsuits against BART alleging gross negligence due to insufficient security measures; however, two suits were dismissed, including one because the attack took place on the platform outside BART’s common carrier responsibilities.
On July 22, 2018, Nia Wilson, aged 18, was fatally stabbed at MacArthur station—marking the third homicide at BART facilities within five days. A 2019 Alameda County Civil Grand Jury report recorded a 128% surge in thefts and an 83% increase in aggravated assaults on BART property between 2014 and 2018.
BART has consistently battled fare evasion despite intensified police enforcement. It is estimated that about 448 calls monthly report fare evaders, who occasionally outnumber paying riders. In April 2023, BART initiated a $90 million project to install upgraded fare gates aimed at curbing evasion, beginning with a pilot program at West Oakland station.