Bay Area Rapid Transit rolling stock

Bay Area Rapid Transit rolling stock

Industry	Public transportation
Founded	1970
Headquarters	San Francisco Bay Area , United States
Products	Electric multiple units, diesel multiple units

The Bay Area Rapid Transit (BART) system's rolling stock consists of 782 self-powered electric multiple units, which were supplied through four separate procurement phases.

Before the onset of the pandemic, BART needed 579 cars to manage peak morning rush hours, with 535 actively in use and the remainder forming four spare trains to ensure operational reliability. At any given moment, roughly 90 cars are undergoing maintenance or repairs. The mainline fleet is being fully replaced by Alstom (previously Bombardier), targeting an initial total of 775 vehicles, with plans to eventually expand the fleet to 1,200 cars.

The automated guideway transit system utilizes commercially available cable car technology from Doppelmayr Cable Car known as the Cable Liner. Meanwhile, the eBART extension operates Stadler GTW articulated diesel multiple units constructed according to conventional rail standards.

BART’s primary track gauge measures , which is broader than the standard gauge commonly used by most North American railroads. Additionally, it employs flat-edged rails instead of the more typical inward-angled design, necessitating specially designed wheelsets, braking systems, and maintenance tools. Station platforms are built to a height of , suitable for accommodating trains composed of ten cars totaling in length. A distinctive feature of BART trains is their gangway connections that enable passengers to move freely between cars, resembling open gangway configurations.

The original fleet was retired from daily service on September 11, 2023, although some units remain as backup reserves. The final operational run took place during a formal decommissioning event on April 20, 2024.

A and B series

The A and B series cars were produced by Rohr Industries between 1968 and 1975, representing the company's diversification from aerospace manufacturing into transit vehicle production. Deliveries began in 1970; A cars included an aerodynamic fiberglass operator’s cab housing train control and communication equipment and were approximately longer than B cars. Both variants provide seating for 60 passengers and can accommodate over 200 during crush load conditions. B cars lack operator cabs and are intended as intermediate cars but are equipped with hostler controls for slow-speed movements within yards.

By 1978, BART recognized a mismatch in its fleet composition—there were too many A cars that could not be placed mid-train and too few B cars. To address this, about 113 A cars (roughly two-thirds of the total) were converted into B cars by removing their cabs and adding inter-car passageways.

Before their retirement on April 20, 2024, BART operated a fleet comprising 56 A cars and 341 B cars. Maintenance became increasingly difficult due to the original design’s limited use of standardized components and aging technology; workshops procured secondhand computers compatible with legacy systems to maintain operations until phase-out. After retirement, only newer train models continue in regular service.

C series

To resolve operational shortcomings found in earlier train cars, BART introduced the C series vehicles, which blend the operator’s cab characteristic of an A car with the adaptability of a B car designed for intermediate positions. When positioned mid-train, the cab can be sealed off, permitting passengers to move between adjacent C cars through a nose door. This configuration allowed for swift adjustments to train lengths outside maintenance yards, thereby minimizing downtime and reducing the need for additional operators.

The initial batch, known as C1 cars, was manufactured by Alstom between 1987 and 1989. The following C2 models, produced by Morrison–Knudsen in the mid-1990s, originally included flip-up seats to accommodate wheelchair users, though these were removed during later refurbishments. To incorporate the operator’s cab without extending the car length, seating capacity was decreased to 56 seats per vehicle.

A distinctive feature of C cars is a bright white panel located at the cab end, measuring roughly long.

Refurbishments

After approximately 25 years in operation, BART undertook extensive rebuilds of the A and B car fleets, integrating improvements derived from the C cars alongside newer technological innovations. Major enhancements encompassed switching from DC to AC propulsion systems, overhauling trucks and suspension components, and thoroughly refurbishing both exterior and interior elements. This refurbishment process occurred between 1998 and 2002, initially handled by Pittsburg, California-based ADtranz, and subsequently by Bombardier following its acquisition of ADtranz in 2001.

The A cars (fleet numbers 101–276) were either rebuilt retaining their operator’s cab—reclassified as A2 cars (fleet 1164–1276)—or converted into cabless B2 cars (1838–1913). Meanwhile, B cars (fleet ranges 501–774 and 801–837) were refurbished into B2 models numbered 1501–1774 and 1801–1837.

Originally designed with all passengers seated, older vehicles offered limited standing room. In the late 2000s, BART experimented with modifications on select C2 cars by adding hand-straps and expanding space for luggage, wheelchairs, and bicycles; these features were subsequently incorporated into A, B, and C1 cars.

Prior to 2012, all seating featured fabric upholstery. In 2011, inspections revealed mold and bacterial contamination—including fecal matter—on these seats despite routine cleaning. As a result, BART allocated $2 million to replace fabric seats with vinyl coverings that are easier to sanitize. This transition was finalized by December 2014.

Initially outfitted with carpeted floors, all cars had their carpeting removed due to hygiene concerns. Currently, A, B, and C2 cars utilize vinyl flooring in shades of grey or blue, while C1 models have spray-applied composite flooring.

Traction motors

Before their overhaul, the fleet of 439 Rohr-built BART cars operated with Westinghouse Model 1463B DC traction motors controlled by chopper systems; Westinghouse also provided the automatic train control equipment for BART. Following upgrades, Rohr vehicles were equipped with ADtranz model 1507C three-phase AC traction motors featuring IGBT inverters. The original Westinghouse motors remained installed on Alstom-built C (C1) and Morrison-Knudsen C2 cars; motors removed from Rohr units were kept as spares. These trains accelerate at a rate of 3.0 mph/s up to speeds of 31 mph, tapering to a residual acceleration of 0.78 mph/s at 80 mph. Braking deceleration ranges from 0.45 to 3.0 mph/s under full service conditions.

Thermo King—then a Westinghouse subsidiary—supplied the original HVAC systems for Rohr cars. After rebuilding, first-generation Rohr vehicles received HVAC units from Westcode, which might have been subcontracted by ADtranz.

Noise

Passenger grievances have been raised concerning BART's noise emissions; a 2010 study recorded sound levels reaching 100 decibels within the Transbay Tube and exceeding 90 decibels at 23 additional sites. Typically, BART operates within a 70–80 dB range, which is below thresholds considered harmful. A 1997 National Academy of Sciences report identified BART as one of the quietest transit systems in the United States. Nevertheless, critics argue that the study’s parameters—conducted on straight, above-ground tracks at low velocities—do not accurately represent BART’s underground, curved segments where trains travel at higher speeds.

The noise generated on curves stems from wheel slippage caused by fixed axles, which compel wheels to rotate at identical speeds despite varying distances traveled on curves. This results in wear patterns known as "corrugation" on both rails and wheels, intensifying noise throughout the system. In 2015, following the replacement of 6,500 feet of rail and grinding of three miles within the tube, BART reported a noticeable decrease in noise levels along with positive feedback from riders. The train cars introduced in December 2016 incorporate "micro-plug" door technology aimed at further minimizing noise disturbances.

Decommissioning

When vehicles costing over $5,000 are acquired using Federal Transit Administration funds, the FTA retains the right to recoup a share of its investment proportional to its original funding contribution, even if the vehicle is later donated at no charge.

The phase-out of older train cars commenced in November 2019 with the retirement of car 2528, a C2 series unit withdrawn from service in 2014 after extensive use. Concurrently, four additional C2 cars, three B2 cars, and two C1 cars (totaling ten units) were transported to the Schnitzer Steel facility in Oakland for assessment and recycling.

Priority was given to retiring C2 models first due to chronic issues including HVAC malfunctions, faulty passenger doors, and problems with operator cab windows and windshield wipers. By August 2021, all eighty C2 cars had been dismantled. Decommissioning efforts then transitioned to remaining C1 units starting late 2021; by June 2023 all had been retired. Most were scrapped by May 2024 except for two preserved cars—number 329 housed at the Western Railway Museum and number 323 retained by the Hayward Fire Department for training purposes.

The legacy fleet’s retirement was completed by September 11, 2023, marking their exit from routine service operations. Despite this, legacy cars remained on standby for supplementary use during significant events or operational disruptions. Due to decreased ridership following the COVID-19 pandemic in the United States, BART decided to retire the legacy fleet to reduce expenses and enhance operational efficiency by running shorter trains.

A formal retirement event took place on April 20, 2024, featuring final revenue runs along the MacArthur–Fremont corridor—the inaugural BART line—signifying the conclusion of service for A, B, and C series cars.

Preservation

In March 2022, BART revealed eight finalists selected to receive retired cars for conversion into short-term rental spaces, bars, and a firefighter training center located in Hayward. Unlike transit agencies such as the Chicago Transit Authority and New York City Transit Authority, BART will not maintain a heritage fleet due to incompatibility with its newer CBTC signaling system, limited storage capacity, and outdated components. Instead, historic cars were donated to the Western Railway Museum—including one each from A, B, and C1 series—along with additional parts intended for the museum’s planned Rapid Transit History Center. The museum took delivery of its first legacy car (A2 unit no. 1164) on August 9, 2024; followed by B2 car no. 1834 on September 11; and C1 car no. 329 on October 4, 2024.

Fleet of the Future (D and E series)

By 2010, the average age of BART's primary fleet had reached 30 years, surpassing the usual operational lifespan of 25 years. By 2016, most of these vehicles were over four decades old and increasingly susceptible to mechanical failures. To enhance reliability and address capacity demands amid system growth, BART launched a fleet modernization initiative in 2009. After assessing proposals from five manufacturers by 2010, BART awarded a $896.3 million contract in 2012 to Bombardier (subsequently acquired by Alstom) for the production of 410 new railcars—comprising a base order of 260 units plus an option for 150 more—developed by Montréal’s Morelli Designers. In 2013, an additional 365 cars were added to the contract, expediting delivery timelines and generating $135 million in cost savings. The agreement stipulates that at least two-thirds of the components be produced domestically within the United States.

The updated fleet includes 310 cab-equipped cars (D cars) alongside 465 non-cab units (E cars). These vehicles are outfitted with bike racks, vinyl seating accommodating 54 passengers per car, passenger information displays indicating upcoming stops, and an additional set of doors on each side to facilitate faster boarding. Accessibility improvements made in 2015 introduced centrally located wheelchair spaces and adaptable areas for bicycle storage.

The prototype car was unveiled in April 2016. Initial projections targeted deployment of ten cars by December 2016 and twenty by December 2017; however, these schedules experienced delays. Full production deliveries were anticipated by October 2017 with project completion slated for Fall 2022, aiming for all units to be operational by 2023. Bombardier committed to accelerating manufacturing to achieve full fleet availability by the end of 2021.

In November 2017, a test train failed to pass the California Public Utilities Commission (CPUC) inspection due to door malfunctions, postponing service introduction. Certification was eventually granted on January 17, 2018, with revenue operations commencing two days later. Despite plans for nearly two hundred cars in service by mid-2018, only twenty had been deployed by July of that year. The D and E series vehicles began transbay service in October 2018.

By late 2018, BART negotiated options to potentially expand purchases up to a total of 1,200 cars; however, final decisions remained pending into 2019. As of March that year, sixty-five units were active in service. In June, Bombardier transitioned production to a facility in Pittsburg, California shared with Hitachi Rail.

Facing reliability challenges and Bombardier’s financial difficulties prior to its acquisition by Alstom, BART temporarily halted acceptance of new cars in January 2021. Service acceptance resumed in February 2022.

As of July 2024, BART had taken delivery of all 775 contracted D and E series railcars—769 of which have been certified for operational use—with a daily minimum deployment requirement of at least 400 vehicles. Since September 11, 2023, BART has exclusively operated its base schedule using Fleet of the Future trains; legacy equipment was fully retired on April 20, 2024.

The last unit (the 775th car) received certification in July 2024, completing the original contract obligations. Additional procurements are underway: the Transbay Corridor Core Capacity Program calls for an extra 306 railcars to support increased frequencies through the Transbay Tube; meanwhile, the Silicon Valley extension requires an additional 48 cars—expanding BART’s mainline roster to roughly 1,129 vehicles.

AGT fleet

The Oakland Airport Connector utilizes a distinct fleet managed independently and employs commercially available cable-car-based automated guideway transit technology. This consists of four Cable Liner trains manufactured by Doppelmayr Cable Car, each configured as three-car sets totaling twelve cars. The system is designed with scalability in mind, allowing expansion to four-car trainsets that can accommodate up to 148 passengers when demand increases.

eBART fleet

The eBART line is a non-electrified branch served by diesel-driven light rail vehicles. It utilizes eight Stadler GTW diesel multiple units (DMUs) acquired from the exclusive supplier Stadler Rail, with options to purchase up to six more. These 2/6 articulated power cars, delivered beginning in June 2016, are modeled after similar units deployed in Austin, Dallas, and New Jersey. Constructed with lightweight aluminum and steel, the trains accommodate 104 seated and 96 standing passengers, reach a top speed of 120 km/h, and incorporate advanced traction technology from ABB. Maintenance is conducted at Antioch Yard, and the trains use Scharfenberg couplers to enhance operational versatility.

Maintenance

Manufacturer	Model	Service Period	Description	Image
Plasser & Theurer	EM 110c	19??–present	Track geometry car
MERMEC	Roger 600	2023
Plasser American			Ballast and switch tamping machine
Nordco			Ballast regulator vehicle
Shuttlewagon	SWX Series		Railcar mover equipment
Shuttlewagon			Road–rail vehicle
Brandt	Maintenance Vehicle	c. 2011–present	Self-propelled flatcars numbered 5066, 5067, and 5068.
Relco Locomotives	Work Train	2019–2023	A consist of three diesel locomotives and fourteen flatcars (approximately 800 feet total) utilized for the Transbay Tube refurbishment. Each locomotive has a maximum weight limit of 132,000 pounds. All units were sold to Ozark Mountain Railcar in 2022.