Oakland Airport Connector
| Company type | Transit service |
|---|---|
| Industry | Public transportation |
| Predecessor | AirBART shuttle bus service |
| Founded | November 22, 2014 |
| Headquarters | Oakland, California , United States |
Area served | Oakland, California |
| Products | Automated guideway transit service |
| Owner | Bay Area Rapid Transit (BART) |
| Website | www |
The Oakland Airport Connector is an automated guideway transit (AGT) line managed by Bay Area Rapid Transit (BART) that connects the Coliseum station with the Oakland International Airport station. Represented in grey on BART system maps, this service is part of BART’s fare network. It commenced commercial operations on November 22, 2014, succeeding the AirBART shuttle bus service that had been in operation since July 1, 1977. Currently, the route operates between two terminal points, with plans for a future intermediate stop at Doolittle station.
In , the system recorded an annual ridership of , averaging approximately weekday passengers as of .
Operations
BART operates the Oakland Airport Connector AGT line, which is integrated into its fare structure but employs a distinct fleet of cable-propelled AGT vehicles running on dedicated guideways. These vehicles were manufactured by Doppelmayr Cable Car and are not physically linked to existing BART rail lines or equipment. The service aims for a 4.5-minute frequency (currently running every 6 minutes) and completes a one-way journey in about 8 minutes, achieving an on-time rate exceeding 99.5%. Initially, the fleet consists of four trains, each made up of three cars accommodating 113 passengers; this can be expanded to four-car trains with a capacity of 148 riders per train.
The system utilizes four separate cable loops arranged in a pinched-loop configuration, with one train per cable. These loops converge into single tracks near each terminal station. Throughout the trip, trains automatically transfer between cables four times, including at a wheelhouse located near Hegenberger Road and Airport Access Road. This facility contains four 12-foot drive wheels responsible for moving the cables.
Spanning 3.2 miles (5.1 kilometers), the route predominantly runs elevated within the median of Hegenberger Road. It includes an underground segment beneath Doolittle Drive and an at-grade portion before transitioning onto an elevated guideway upon entering airport grounds. The midpoint features the Doolittle Maintenance and Storage Facility, where a two-person staff oversees operations from a centralized control room.
Fare gates are installed at Oakland Coliseum Station between the dedicated platform for the connector and an elevated walkway connecting to the original BART platform. Both terminal stations are equipped with platform screen doors—an innovation introduced for the first time within BART.
AC Transit Route 73 runs parallel to this line, providing less frequent but more affordable service during peak periods. Additionally, Routes 73 and 805 operate overnight when both BART and the Oakland Airport Connector are not running.
Fares
On June 12, 2014, BART’s board established a base fare of US$6 for travel on the Oakland Airport Connector AGT system. Eligible groups including seniors, individuals with disabilities, and children aged 12 or under benefit from a 62.5% discount. As of November 2016, the line maintained a farebox recovery ratio of 96%. Nevertheless, revenue fell short of projections—partly due to competition from ridesharing services—resulting in a net operating deficit of US$860,000 between 2014 and 2016.
AirBART
BART introduced AirBART on July 1, 1977, as a shuttle bus linking Oakland Coliseum station (later renamed Coliseum/Oakland Airport) with airport terminals. The trip took approximately ten minutes and initially charged passengers 50 cents. This service was operated jointly by BART and the Port of Oakland, which owns the airport.
Private contractors managed AirBART operations; Veolia Transport handled service from 2001 until 2012, after which Ampco took over until its discontinuation in 2014. Around 2008, the diesel-powered buses were replaced with vehicles running on compressed natural gas.
At its conclusion, AirBART ran daily from 5:00 am (starting at 8:00 am on Sundays) until midnight with departures every ten minutes. However, travel times and frequency were often disrupted by traffic congestion caused by commuters and events at the Coliseum. Passengers paid a $3 fare either in exact change or via dedicated fare machines; Clipper Card readers were never installed due to unresolved disagreements between BART and the Port.
Ridership declined from roughly 2,800 daily users in 2008 to about 1,900 by 2014. AirBART ceased operation on November 22, 2014—the same day the Oakland Airport Connector began service—with buses briefly retained as backups before being reassigned to shuttle airport parking lots.
Funding
The total financing of US$484 million for the project was sourced from various levels of government and BART's deficit spending: local government contributed US$275 million (57%), state funding accounted for US$79 million (16%), federal funds provided US$25 million (5%), and BART covered US$106 million (22%).
In late 2009, the project experienced a setback when the US Federal Transit Administration (FTA) withdrew US$70 million after determining that BART failed to comply with Title VI of the Civil Rights Act of 1964. The issue stemmed from insufficient evaluation of the project's effects on minority and low-income populations. Consequently, the FTA instructed the Metropolitan Transportation Commission to reassign these funds.
By September 2010, all previously withheld federal and state monies were reinstated. The official groundbreaking event took place on October 20, 2010, with prominent figures in attendance, including BART Director Carole Ward Allen, Congresswoman Barbara Lee, State Assemblyman Sandré Swanson, Oakland Mayor Ron Dellums, and City Councilman Larry Reid.