History of Bay Area Rapid Transit

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
Products	Rapid transit service

Bay Area Rapid Transit, commonly known as BART, serves as the main rail network for the San Francisco Bay Area. The idea originated in 1946, with construction commencing in the 1960s.

Origins and planning

The notion of an electric rail tunnel beneath San Francisco Bay dates back to the early 20th century. Initial concepts included a third-rail subway beneath Market Street during the 1910s. A 1915 analysis described a rapid transit connection between Oakland and Berkeley as "essential," suggesting streetcar or elevated rail options. Much of the territory now covered by BART was previously served by the electrified Key System, which provided transbay transit via the lower deck of the San Francisco–Oakland Bay Bridge until 1958, when it was dismantled to make way for highway expansion.

Post-war population growth and traffic congestion sparked renewed rapid transit proposals starting in 1946. An Army-Navy task force advocated for a transbay tunnel, but formal planning began in the 1950s. In 1951, the California legislature created the San Francisco Bay Area Rapid Transit Commission to assess regional transit requirements. A New York-based firm presented comprehensive rapid transit proposals in 1956. The commission’s 1957 findings recommended establishing a transit district tasked with constructing and managing a high-speed rail system connecting urban centers and suburbs across nine counties.

The San Francisco Bay Area Rapid Transit District was formed in 1957, initially encompassing Alameda, Contra Costa, Marin, San Francisco, and San Mateo counties. Santa Clara County opted out at first, prioritizing its Expressway System. In 1959, legislation designated surplus toll revenues from the San Francisco–Oakland Bay Bridge to help fund construction—a major portion of overall costs.

By 1961, plans outlined three East Bay branches (serving Concord, Richmond, Fremont) alongside four San Francisco branches (extending to Palo Alto, Balboa Park, Daly City via Twin Peaks Tunnel, and Novato through the Geary Subway), all linked by a Market Street subway and a bay tunnel.

On April 12, 1962, San Mateo County withdrew due to financial concerns, existing Southern Pacific commuter rail service (now Caltrain), and worries about retail competition impacting San Francisco’s economy. Marin County soon followed suit because of engineering disputes with Golden Gate Bridge authorities and apprehensions about bond approval.

As a result, plans for the Peninsula branch and Geary Subway were abandoned. The remaining San Francisco routes were adjusted: BART would operate Market Street and Mission Street tunnels reaching Daly City; meanwhile, San Francisco Municipal Railway would continue running Twin Peaks streetcars via an upper level of the Market Street subway. This revised plan received voter approval from the three remaining counties in July 1962.

Berkeley initially supported a combination of underground and elevated segments consistent with early designs: Downtown Berkeley station underground; Ashby and North Berkeley stations elevated. However, local opposition prompted a city-funded initiative to fully tunnel this section at a cost of $20 million ($inflation-adjusted). BART estimates this decision increased construction expenses by $18 million ($inflation-adjusted) and delayed system completion.

Innovations in Rail Technology

As one of the pioneering rapid transit networks developed entirely from the ground up during the 20th century, BART's designers sought to incorporate cutting-edge space and jet age advancements to produce a rail system that could appeal to urban centers nationwide. This ambition resulted in several distinctive engineering decisions.

The train cars were constructed using aluminum, resulting in a lightweight design weighing approximately per linear foot. To enhance stability on superelevated curves exposed to strong winds, the engineering firm Parsons Brinckerhoff-Tudor-Bechtel advocated for a wider gauge of , which is atypical within the United States. This choice improved ride steadiness and passenger comfort without substantially raising construction expenses.

The system employs flat-edged rails paired with matching wheel profiles and features an uncommon 1,000 volts DC third rail power supply. Historically, streetcar networks operated at 600 V DC via overhead lines, while older subway systems used similar voltages with third rails; contemporary transit lines generally utilize either 750 V third rail or 1500 V overhead electrification. Although standards such as EN 50163 and IEC 60850 define these typical voltage levels, BART's distinctive configuration falls outside these norms.

This blend of unique loading gauge parameters and specialized rail components has complicated upkeep procedures and driven up operational costs since the rolling stock demands bespoke wheel assemblies, braking mechanisms, and electrical systems.

Construction Phase

Construction of BART commenced on June 19, 1964, marked by a groundbreaking ceremony led by President Lyndon Johnson at the Diablo Test Track situated between Concord and Walnut Creek in Contra Costa County. This site served as the testing ground for Parsons Brinckerhoff-Tudor-Bechtel’s novel system technologies and design concepts.

The initial plan targeted system completion by 1971.

Key infrastructure undertakings encompassed the Transbay Tube, San Francisco’s two-tier Market Street subway, the intricate Oakland Wye interchange, the Berkeley Hills Tunnel, over a dozen subterranean stations across Berkeley, Oakland, and San Francisco, along with newly established maintenance depots.

Central to the project was the Transbay Tube linking Oakland to San Francisco beneath San Francisco Bay. This development reinstated transbay passenger rail service for the first time since the Bay Bridge closure of the Key System. At its completion in August 1969, it held the distinction of being the longest and deepest immersed tunnel worldwide, completed at a cost of $180 million (adjusted for inflation). The tube was assembled from 57 prefabricated sections that were submerged into a dredged trench across the bay and subsequently covered.

The Berkeley Hills Tunnel was excavated through active fault zones between Berkeley and Orinda to provide an alternative route avoiding further reliance on the Caldecott Tunnel.

BART secured rights-of-way along multiple existing rail lines and freeway corridors for its initial network: including segments of the Sacramento Northern Railway in Concord, Contra Costa Center, and Walnut Creek; portions of State Route 24 and Interstate 980 stretching from Berkeley Hills Tunnel to Oakland; Western Pacific Railroad tracks from Fruitvale to Niles Canyon; rights-of-way from Atchison, Topeka and Santa Fe Railway as well as Key System routes between Richmond and Berkeley (currently Ohlone and Richmond Greenways); plus corridors previously used by San Francisco and San Mateo Electric Railway along with Southern Pacific’s Ocean View Branch extending to Daly City.

The ceremonial final spike marking completion of the original network was driven in 1971.

Opening

Operations commenced on September 11, 1972, attracting more than 100,000 riders within the first five days. The Market Street subway became operational on November 3, 1973, followed by the Transbay Tube opening on September 16, 1974, which linked lines to Daly City, Concord, Richmond, and Fremont. Initially, service ran only on weekdays for 14 hours daily; Saturday service was introduced in November 1977 and Sunday service began in July 1978. Early ticket prices varied between $1.10 and $1.25 based on travel distance.

By 1976, BART had shifted approximately 44,000 daily trips from private vehicles—significantly less than the anticipated 157,000—largely due to underestimated challenges riders faced walking to stations in ridership projections.

The total expenditure for the system by 1976 reached $1.586 billion, covering foundational infrastructure, train cars, and the Transbay Tube (equivalent to roughly $ adjusted for inflation). Critics contend that BART’s development spanned four decades at considerable expense.

Initial construction included provisions for a third track through downtown Oakland; however, this track remained unused until its opening in March 1986.

Infill Station

Embarcadero station began operations on May 27, 1976, three years after other San Francisco stations opened. This station was incorporated during the Market Street subway construction phase due to increasing development in the lower Market Street corridor and was planned for a later activation.

Automation

BART was a pioneer among major U.S. transit systems in adopting extensive automation. However, early automated operations encountered significant difficulties; shortly after launch, a control system failure caused a two-car train to derail from an elevated track at Fremont station without serious injuries.

The original Westinghouse signaling system experienced problems such as "ghost trains"—false train detections—and occasional loss of real train tracking. These issues were attributed to low voltage levels (0.6 volts compared to the industry standard of 15 volts) and environmental factors like dew on tracks. Under these conditions, trains operated manually at reduced speeds of approximately 25 mph. To address this, manual signal control with platform operators was utilized for years, leading to public criticism and legal disputes involving Westinghouse, BART, and government entities. Over time, these problems were resolved, enhancing system reliability.

Incidents of ghost trains persisted sporadically until 2007 and sometimes caused delays. The fare card system initially had vulnerabilities that could be exploited using common university equipment; however, most security issues have since been rectified.

Operational management evolved from a single central control room to the modern Operations Control Center (OCC) housed at BART’s headquarters in the Kaiser Center in Downtown Oakland.

Train-control failures

Prior to commencing revenue service, major design and operational flaws were identified in the Automatic Train Control (ATC) system. Engineers Max Blankenzee, Robert Bruder, and Holger Hjortsvang raised safety concerns between 1969 and 1971; however, BART management dismissed their warnings and subsequently terminated their employment in 1972 after the board sided with management. The IEEE later supported these engineers by filing its first-ever amicus curiae brief.

In 1972, the California Society of Professional Engineers alerted the State Senate about serious safety hazards related to ATC. Legislative analyst A. Alan Post launched an inquiry and engaged UC Berkeley Professor Bill Wattenburg as an expert advisor.

An ATC malfunction caused a train derailment from an elevated track in 1972 that injured four passengers and attracted national attention. This incident led to a comprehensive redesign of train control systems with strict oversight imposed by the California Public Utilities Commission (CPUC), including placing inspectors within BART’s central control facility.

The initial "Post Report" released in November 1972 severely criticized BART for unreliable ATC technology, poor management practices, and excessive engineering costs. Management admitted that ATC could not reliably detect stalled trains, resulting in reliance on manual communication protocols instead of automatic controls.

Subsequent investigations were conducted by the California State Senate, Public Utilities Commission, and National Transportation Safety Board. Several managerial personnel were replaced amid increasing leadership criticism. The legislative analyst’s report in 1974 emphasized inadequate board governance and management oversight. Following month-long state hearings into financial mismanagement, analyst Post recommended dismissing the general manager. Facing legislative pressure threatening funding cuts unless he resigned, the general manager stepped down in May 1974.

In response to governance concerns, lawmakers moved to replace the appointed board with an elected one later that year. These train-control failures coupled with leadership turmoil delayed BART’s San Francisco service launch from 1973 until 1974.

In recognition of their whistleblowing efforts, engineers Blankenzee, Bruder, and Hjortsvang received an IEEE ethics award in 1978. The "BART Case" remains a prominent example studied in engineering ethics curricula.

Loma Prieta earthquake

The 1989 Loma Prieta earthquake caused a month-long closure of the San Francisco–Oakland Bay Bridge and led to the collapse of Oakland's Cypress Street Viaduct. Although Bay Area freeways suffered damage, BART managed to resume limited service within five hours and restored full operations by 5 a.m. the following day. Despite ongoing aftershocks necessitating inspections, BART maintained continuous 24-hour service until December 3.

San Francisco International Airport extension (1984–2003)

Plans to extend service south of Daly City had existed since 1961 but were delayed after San Mateo County withdrew from the planning district. Work recommenced in 1984 with the Daly City Tailtrack Project, setting the stage for what would become the San Francisco Airport Extension.

San Mateo County contributed $200 million as a "buy-in" for East Bay expansions without officially joining BART, facilitating system growth. Service into San Mateo County began in 1996 with the opening of Colma station, which served as the terminus for over seven years due to incomplete funding for the full airport extension.

Construction on the extension began in November 1997, adding four new stations: SFO, South San Francisco, San Bruno, and Millbrae. Millbrae is notable for its distinctive cross-platform transfer to Caltrain, the first such connection west of the Mississippi River. The $1.5 billion extension reaching SFO's Garage G opened on June 22, 2003. Prior to this, Muni's now-defunct 40 San Mateo streetcar line served this corridor until 1949.

Initially, a shuttle operated between San Bruno and Millbrae with two operators to minimize dwell time at SFO; this arrangement ended once SFO became the terminus.

The project added track consisting of subway, aerial, and at-grade sections, expanding upon the earlier Daly City Tailtrack completed in the 1980s.

Although projections estimated an average weekday ridership of 50,000 upon opening, by 2008 daily usage was approximately 35,107, with peak single-day ridership reaching 37,200. In 2015, SFO station recorded an average of 6,781 daily exits. Financial challenges arose because San Mateo County Transit District (SamTrans), which did not belong to BART but funded the extension's operation costs, bore these expenses.

Tensions developed as BART aimed to increase service frequency to grow ridership while SamTrans sought cost reductions through service cuts. This led to multiple adjustments in service patterns amid disagreements.

Eventually, SamTrans agreed to pay BART $32 million upfront plus around $2 million annually; BART then assumed full operational responsibility for the extension.

From 2003 through 2010, BART modified routing south of Daly City across at least five different service patterns involving Richmond, Pittsburg/Bay Point, and Dublin/Pleasanton lines terminating at either Millbrae or SFO. A January 2008 revision eliminated most direct weekday trips between SFO and Millbrae except during peak periods.

By 2010, Pittsburg/Bay Point trains provided continuous service to SFO; Richmond trains ran directly to Millbrae during weekday peak hours without stopping at SFO. Off-peak Pittsburg/Bay Point trains served both stations sequentially. Passengers traveling from Fremont, Richmond, and Dublin/Pleasanton lines needed transfers to reach the airport.

This configuration complicated connections between Caltrain at Millbrae and SFO until February 11, 2019, when BART reinstated an SFO-Millbrae shuttle train on weekdays and Sundays; meanwhile, the Antioch-SFO line operated during weeknights and Saturdays—restoring direct airport access from Millbrae without transfers.

Spur lines (1995–2018)

San Mateo's financial participation contributed to the expansion of the East Bay network. Service to North Concord/Martinez commenced on December 16, 1995, followed by the extension to Pittsburg/Bay Point on December 7, 1996. On May 10, 1997, a branch line connecting Castro Valley and Dublin/Pleasanton was inaugurated, running along a corridor within the median of Interstate 580. While the Dublin/Pleasanton segment currently supports transbay service, it was originally intended to operate as a shuttle between Dublin/Pleasanton and Bay Fair. Long-range plans involve coupling short trains at Bay Fair to increase capacity while preserving direct rides without transfers. This route has experienced various extensions and reductions, with the latest adjustment occurring in 2009.

To minimize expenses compared to conventional third-rail BART construction, two spur lines were developed utilizing alternative technologies; these lines are neither electrified nor classified as heavy rail. The Oakland Airport Connector, which replaced the bus-based AirBART service, incorporated the airport into the fare system. This line linking Coliseum and Oakland International Airport employs automated guideway transit (AGT) technology featuring cable-propelled vehicles running on guided rubber tires. Its connection at Coliseum Station is similar to other airport transit systems like AirTrain JFK but remains under transit authority operation. Service started on November 22, 2014.

eBART was created to serve communities in eastern Contra Costa County. Although originally designed for full BART integration, it was constructed using standard gauge tracks and diesel multiple unit light rail vehicles, allowing deployment at approximately 60% of the cost of traditional BART extensions, with potential for future electrification and gauge conversion. Operations began on May 26, 2018, including the Pittsburg Center station, primarily funded by the city of Pittsburg. BART considers eBART an extension of the Pittsburg-Bay Point line rather than a distinct route.

Infill station

The West Dublin / Pleasanton station was initially included in plans for the Dublin/Pleasanton extension and had foundational elements and communication systems installed early on. Although final construction kicked off on October 29, 2006, progress was postponed until 2011 due to concerns over possible construction defects. The station's total cost was about $106 million (in 2011 dollars), financed through an innovative public-private partnership and revenues generated from planned transit-oriented development (TOD) on adjacent BART-owned land.

Discussions about extending service further east to Livermore have been ongoing since the Dublin/Pleasanton extension. In 2017, facing BART’s reluctance to proceed, Livermore’s City Council proposed that a local organization oversee planning and construction of this extension, receiving backing from the California State Assembly Transportation Committee. This led to the creation of the Tri-Valley–San Joaquin Valley Regional Rail Authority tasked with establishing cost-effective transit links between BART and Altamont Corridor Express commuter rail within the Tri-Valley area. By July 2018, funds previously designated for BART’s Livermore extension were reassigned to this new authority. This initiative is known as Valley Link.

Silicon Valley expansion (2009–present)

Initially, Santa Clara County chose not to become part of the BART district, and San Mateo County also declined participation, making Fremont the nearest terminal point. In 2000, voters in Santa Clara County approved a half-cent sales tax for 30 years to finance a BART extension reaching San Jose.

Construction on the Warm Springs extension commenced in 2009, with an anticipated opening date set for 2014. However, the launch of revenue service was postponed by over two years, and the extension officially began operations on March 25, 2017. The delay primarily stemmed from software complications impacting the $900 million initiative. Work on the Berryessa extension started in 2012.

Seismic safety

Although the system withstood the 1989 Loma Prieta earthquake without major damage, a study conducted in 2010 indicated that BART’s elevated structures remain susceptible to collapse during a significant seismic event, which is highly probable within the next thirty years. To mitigate these vulnerabilities, seismic retrofitting was required; however, repairs to the Berkeley Hills Tunnel crossing the Hayward Fault Zone will only be addressed following a major earthquake.

In 2012, BART adopted the ShakeAlert early earthquake warning system, developed in partnership with UC Berkeley seismologists and funded by the United States Geological Survey. Connected to 200 stations within the California Integrated Seismic Network, this technology transmits electronic alerts faster than seismic waves travel. For earthquakes originating outside the Bay Area, it provides advance notification; for local events, it offers even earlier warnings. When ground shaking exceeds preset limits, onboard train control systems automatically apply "service" braking, decreasing train speeds from up to to .

BART Board President John McPartland emphasized that this early warning capability allows trains to halt before shaking begins, thereby reducing derailment risks and injuries. BART is the first transit agency in the United States to implement such an early detection and automated response system.

The Transbay Tube also underwent seismic retrofits. As an immersed tube resting in a trench on the floor of San Francisco Bay, it was at risk from soil liquefaction that could cause displacement during an earthquake. Retrofit efforts included densifying surrounding fill material to minimize liquefaction hazards and installing heavy steel plates inside the tube to restrict lateral movement. These upgrades were carried out between March and December 2013. During some weeknights, one bore was closed requiring trains to share a single tunnel after 10 pm, resulting in delays of 15–20 minutes. Although initially planned for 14 months, this retrofit was completed within eight months.

BART Police shooting of Oscar Grant

On January 1, 2009, BART Police officer Johannes Mehserle fatally shot Oscar Grant III. To address community tensions, BART organized public forums led by Director Carole Ward Allen and called for independent reviews of police conduct. Ward Allen created BART’s inaugural Police Department Review Committee and worked alongside Assemblyman Sandre Swanson to enact AB 1586 legislation mandating civilian oversight of the BART Police Department. Director Lynette Sweet criticized BART’s response to the incident and demanded resignations from both the police chief and general manager; however, only one other director supported her position.

Videos captured by witnesses showing the shooting were widely circulated, sparking protests and episodes of violence. Mehserle was arrested and charged with murder but pleaded not guilty. Civil rights attorney John Burris filed a $25 million wrongful death lawsuit against BART representing Grant’s family, while Grant’s father pursued an additional suit for loss of companionship.

Due to concerns about impartiality in Alameda County, Mehserle’s trial was relocated to Los Angeles. On July 8, 2010, he was found guilty of involuntary manslaughter and subsequently released on parole on June 13, 2011.

Replacement fleet (2012–present)

With the primary fleet surpassing 40 years of service, BART engaged Canadian firm Bombardier Transportation in 2012 through a $900 million contract to supply 410 new railcars, including options for an additional 150 units. The design, crafted by Morelli Designers of Canada, was later expanded in late 2013 to a total of 775 cars. This adjustment accelerated production rates from 10 to 16 cars monthly while also achieving cost efficiencies.

The first 10-car pilot train, initially planned for delivery in 2015 followed by an 18-month evaluation period, underwent redesign in 2015 to enhance accessibility features such as added wheelchair accommodations and adaptable interior configurations. Delivery timelines were extended due to Bombardier’s challenges in other projects, resulting in the pilot train’s debut being postponed until late 2016. It officially entered passenger service on January 19, 2018, though some vehicles required maintenance soon after deployment.

Originally intending to introduce 140 cars in 2017, the number was reduced to 54, and full fleet delivery was delayed from 2021 to 2022. The first train achieved CPUC approval on January 17, 2018. By mid-2018, only 20 cars were active despite a target nearing 200. By November, BART operated two complete 10-car trains alongside additional units for training purposes and expanded its procurement options to a potential total of 1,200 railcars.

This replacement initiative underscores BART’s dedication to upgrading its fleet with state-of-the-art vehicles engineered for greater capacity, improved accessibility, and enhanced reliability within the San Francisco Bay Area transit system.

2019–present: Modernization of system and COVID-19 pandemic

To accelerate the seismic retrofit work on the Transbay Tunnel, significant schedule modifications commenced on February 11, 2019. Weekday inbound services began later—around 5:00 am instead of the previous 4:00 am—with Saturday starts at 6:00 am and Sundays and holidays at 8:00 am for an estimated three-year period. To accommodate early commuters, express bus routes were expanded, operated by agencies such as AC Transit, WestCAT, Golden Gate Transit, and Muni. Evening weekday train frequencies were slightly reduced to facilitate single-track construction within the Tube. The SFO–Millbrae line was reinstated, while Sunday service on the Dublin/Pleasanton–Daly City line was temporarily rerouted to terminate at Macarthur station instead of San Francisco; full Sunday service to San Francisco resumed on February 16, 2020. During single-tracking operations, trains ended at Montgomery station; otherwise, they terminated at Daly City.

The onset of the COVID-19 pandemic caused ridership levels to plummet by approximately 90%, leading to reduced operating hours, truncated Antioch Line trips, and lengthened trains designed to promote social distancing. As of February 2021, passenger numbers remained below one-fifth of pre-pandemic figures. Federal funding was instrumental in sustaining service amid substantial revenue shortfalls given BART’s comparatively high farebox recovery. In 2023, a $1.1 billion state bailout was approved to bolster BART’s operational funding.

By 2022, much of BART’s infrastructure had become antiquated; some systems still relied on Windows 98 running on ThinkPad computers with replacement parts sourced from platforms like eBay to keep equipment functional.

Labor

The workforce at BART is represented by four distinct unions: the Service Employees International Union Local 1021, Amalgamated Transit Union Local 1555, American Federation of State, County and Municipal Employees Local 3333, and the BART Police Officers Association.

1976 strike

In 1976, BART's unionized employees initiated a two-week strike in support of the BART Police Officers Association. During the 1970s, union members benefited from quarterly adjustments tied to cost-of-living increases.

1979 lockout/strike

In 1979, either a management-imposed lockout lasting 90 days or a strike by union workers took place. Despite this, train services continued because AFSCME operated as an informal group known as BARTSPA, enabling cooperation between management and BARTSPA to sustain operations. Following this labor dispute, cost-of-living raises were sharply curtailed to levels below the Consumer Price Index and were granted only if no other salary increases occurred during that year.

1997 strike

Starting on September 7, 1997, a week-long strike caused a complete system shutdown. The settlement included a four-year agreement featuring a seven percent wage increase and a one-time $3,000 payment in place of a first-year raise. Afterward, BART implemented extensive layoffs that increased responsibilities for the remaining employees.

2001 negotiations

During negotiations in 2001, BART unions achieved a wage increase totaling 24 percent over four years while preserving benefits for both current workers and retirees.

2005 negotiations

A strike threat in July 2005 was avoided through a last-minute deal granting union members a 7% pay raise spread over four years coupled with higher medical insurance premiums. The actual net wage growth (approximately 3%) fell short of inflation (around 10% cumulative) and was below the private sector’s average raise of 4.6% in 2006.

2009 negotiations

Contract talks in 2009 resulted in a four-year wage freeze, pension reductions, and modified work rules that collectively saved BART $100 million between 2009 and 2013.

2013 strikes

On July 1, 2013, BART employees went on strike citing concerns over compensation and workplace safety. This action ended on July 5 with the start of a 30-day cooling-off period that concluded on August 5. A subsequent strike began on October 18, 2013, due to unresolved disputes concerning pay and work regulations. Management offered a proposal including a 12% wage increase over four years balanced by increased pension contributions and healthcare costs plus alterations to shift schedules. While unions agreed to the financial terms, they demanded binding arbitration on work rule changes—a request management refused.

Awards

In recognition of its pioneering automated urban rail technology, BART was named a Historic Mechanical Engineering Landmark by the American Society of Mechanical Engineers in 1997. In October 2004, the American Public Transportation Association honored BART with the Outstanding Public Transportation System Award for transit agencies serving more than 30 million annual riders. BART publicized this accolade as being recognized as the Number One Transit System in America. Additionally, in 2006, APTA awarded BART the AdWheel award for creative marketing efforts, highlighting its introduction of an iPod-based trip planner.

Incidents and accidents

No brake malfunction has been identified as the cause of any accident. The BART system has experienced several significant incidents, including:

In 1972, a test train failed to halt at Fremont station, resulting in multiple injuries.
The Transbay Tube was closed from January through April 1979 following a train fire that claimed the life of a firefighter and injured numerous individuals, mainly due to toxic fumes from burning seat upholstery. This incident prompted a $118,000 program to replace seats, completed in 1980.
On November 2, 1985, Timothy Charles Lee was discovered hanging near Concord station; officially ruled a suicide, though commemorated amidst some dispute.
A derailment south of 12th Street station in 1992 led to a five-day suspension of service on that line.
In March 2006, fires caused by debris and system malfunctions resulted in severe delays and left approximately 35,000 commuters stranded during peak hours.
A derailment near Oakland Wye in December 2006 caused service interruptions but no injuries.
Power substation fires in May 2008 disrupted Fremont line operations for over two months; trains operated manually at reduced speeds until July.
An October 2008 fatality occurred when a track worker was struck near the Concord-Walnut Creek boundary, affecting the Pittsburg/Bay Point line.
An electrical fire close to Walnut Creek station in December 2008 generated major delays and necessitated shuttle bus service for impacted stations.
The January 2009 shooting involving an officer at Fruitvale station resulted in one fatality.
Two trains collided at low speed near 12th Street station in February 2009, causing injuries to twelve passengers.
In July 2009, a construction worker was hit by a Dublin/Pleasanton train; no passengers were harmed, though service experienced brief disruption.
A derailment took place between Lake Merritt and 12th Street stations in December 2009.
A March 2011 derailment near Concord station injured three passengers and required temporary replacement bus service. A similar derailment without passenger impact occurred at the same site in February 2014, causing comparable service interruptions.
Two BART employees lost their lives during track maintenance between Walnut Creek and Pleasant Hill stations in October 2013.
A newly introduced test car derailed during trials at Hayward Maintenance Complex in April 2016; fortunately, no injuries were reported.
A pedestrian fatality on the Richmond line in February 2017 led to service suspension north of North Berkeley station.
In September 2021, a woman died at Powell Street Station after being dragged by a train when her pet’s leash became caught in the door.
On January 1, 2024, an eastbound train derailed near Orinda station, resulting in injuries to nine passengers.

Crime

During summer 2017, BART encountered multiple instances where groups of underage teenagers swarmed stopped trains, assaulting and robbing riders. As a response, a rider developed bartcrimes.com, a platform sharing publicly accessible crime data that was otherwise difficult to obtain; updates ceased in 2021.

In September 2017, six plaintiffs filed a lawsuit against BART alleging gross negligence due to insufficient security measures. By 2020, at least one lawsuit concluded with BART being found not liable.

Discontinued routes

From November 5, 1973, through September 16, 1974, the San Francisco portion between and functioned as a separate line.

Between July 10, 1995, and May 5, 1997, BART provided limited direct trips connecting and , later extended to , to alleviate congestion caused by construction at the I-680/SR 24 interchange. This service was discontinued to reassign trains for the Dublin/Pleasanton extension.

The AirBART shuttle operated between and Oakland International Airport until November 22, 2014, when it was succeeded by the automated Oakland Airport Connector. AirBART was developed in partnership with the Port of Oakland and managed under contract by Transdev.

The SFO–Millbrae line (Purple Line) ran as a shuttle service twice between and . Introduced with the SFO Extension in June 2003, it ceased operations in February 2004 due to insufficient ridership. Shuttle service recommenced in February 2019 but was replaced again by extended routes in August 2021.

Chronology of service growth

Colma extension February 24, 1996 Pittsburg/Bay Point extension December 7, 1996 Template:Rcb Pittsburg/Bay Point to North Concord/Martinez 1 |5.3 Dublin/Pleasanton extension May 10, 1997 Template:Rcb Bay Fair to Dublin/Pleasanton 2 |14.7 San Francisco Airport extension June 22, 2003 Template:Rcb Template:Rcb Template:Rcb Template:Rcb Colma to SFO/Millbrae 4 |8.7 West Dublin/Pleasanton (infill station) February 19, 2011 Template:Rcb 1 |0 Oakland Airport Connector November 22, 2014 Template:Rcb Coliseum to Oakland International Airport 1 |†3.2 Warm Springs extension March 25, 2017 Template:Rcb Template:Rcb Warm Springs/South Fremont to Fremont 1 |5.4 eBART May 26, 2018 Template:Rcb Antioch to Pittsburg/Bay Point 2 |§10.1 Silicon Valley extension Phase 1 June 13, 2020 Template:Rcb Template:Rcb Warm Springs to Berryessa 2 |10 Silicon Valley extension Phase 2Expected between 2029 and 2030Template:Rcb Template:Rcb Santa Clara to Berryessa 4 6

Description of segment	Opening date	Line(s)	Termini	Number of new stations	Distance (miles)
Initial operation	September 11, 1972	Template:Rcb	MacArthur to Fremont	12	28
Richmond route	January 29, 1973	Template:Rcb	Richmond to MacArthur	6	11
Concord route	May 21, 1973	Template:Rcb	Concord to MacArthur	6	17
San Francisco route	November 5, 1973		Montgomery Street to Daly City	8	7.5
Transbay Tube (M-Line)	September 16, 1974	Template:Rcb Template:Rcb	Oakland Wye to Montgomery Street	1	8
'Original network'		Template:Rcb Template:Rcb Template:Rcb		'33'	'71.5'
Embarcadero (infill station)	May 27, 1976			1	0
North Concord/Martinez extension	December 16, 1995	Template:Rcb	North Concord/Martinez to Concord	1	2.5
Colma to Daly City 1 \|1.6
'TOTAL'				'50'	'129.8' '†3.2' '§10.1'

Automated guideway transit line

§ Standard gauge track

External links