Changes

Jump to: navigation, search

Timeline of Bay Area Rapid Transit

81 bytes removed, 09:20, 30 April 2019
no edit summary
| 1945 || || Organization || The San Francisco Bay Region Council is created by California's State Reconstruction and Re-Employment Commission.<ref name=urban-elites>{{cite web|url=https://books.google.com/books?id=-uX_AwAAQBAJ|title = Urban Elites and Mass Transportation: The Dialectics of Power, Page 42|author = J. Allen Whitt}}</ref>{{rp|42}} Although funded by the state in its first year, the council incorporates as a private nonprofit organization, and changes its name to the [[w:Bay Area Council|Bay Area Council]]. Initial supporters of the now private BAC include [[w:Bank of America|Bank of America]], [[w:American Trust Company|American Trust Company]], [[w:Standard Oil|Standard Oil of California]], [[w:Pacific Gas & Electric|Pacific Gas & Electric]], [[w:U.S. Steel|U.S. Steel]], and [[w:Bechtel Corporation|Bechtel Corporation]]. In subsequent years, BAC would be influential in pushing for transportation changes in the San Francisco Bay Area, including enhancements to the bridges as well as the creation of BART.
|-
| 1946 || || Acquisition || The [[w:Key System Trasit Company|Key System Trasit Company]], a private operator of electric trollies in the Bay Area, is acquired by National City Lines, a company representing automobile and bus interests, that wishes to eliminate electric trollies from the streets.<ref name=urban-elites/>{{rp|45}} The removal of a key alternative provider of mass transit would pave the way for mass transit solutions such as BART. ||
|-
| 1947 || || Report || A joint review board by the United States Army and Navy concludes that an additional link is needed between San Francisco and Oakland to reduce congestion on the Bay Bridge. The proposed link is an underwater tube to carry high-speed electric trains.<ref name=bart-concept-born/><ref name=divided-loyalties/> || Transbay Tube
|-
| 1949 || || Legislation || The California state legislature passes the San Francisco Bay Area Metropolitan Rapid Transit District Act.<ref name=clr>{{cite web|url = http://scholarship.law.berkeley.edu/cgi/viewcontent.cgi?article=2867&context=californialawreview|title = BART and the Victoria Line: A Comparison of New Commuter Transport in California and London|last = Griffith|first = John|last2 = Holmes|first2 = Dallas|date = August 1, 1967|accessdate = June 2, 2017|publisher = ''[[w:California Law Review|California Law Review]]''}}</ref> According to the Act, a specially created district would be needed to operate effectively in the context of multiple Bay Area governmental units. The Act provides that the district shall include the city and county of San Francisco and the cities of Alameda, Albany, Berkeley, Emeryville, Hayward, Oakland, Piedmont, and San Leandro, and may include all or any part of Marin, Sonoma, Napa, Solano, Contra Costa, Alameda, San Mateo, and Santa Clara Counties and any city situated therein. In total, over seventy county, city and county, and city governments are potentially involved.<ref name=clr/> ||
|-
| 1950 || March || Report || The Oakland City Planning Commission submits a preliminary report to the mayors and managers of the cities in the East Bay, with an analysis of and suggested improvements to the Key System local bus service. The report emphasizes the need for a publicly owned rapid transit system on grade-separated rights of way.<ref name=clr/> ||
|-
| 1951 || April || Report || The Senate Interim Committee on the San Francisco Bay Area Metropolitan Rapid Transit Problems issues a report emphasizing the need for a rapid transit system of the kind envisioned by the Rapid Transit Act of 1949, and favors a publicly owned system over a privately owned one.<ref name=clr/> ||
|-
| 1951 || || Legislation || The California State Legislature passes a new statute, adding a Section 39 to the Rapid Transit Act of 1949.<ref name=clr/> It creates a 26-member San Francisco Bay Area Rapid Transit Commission, comprised of representatives from each of the nine counties which touch the Bay. The Commission's charge is to study the Bay Area's long range transportation needs in the context of environmental problems and then recommend the best solution.<ref name=clr/><ref name=bart-concept-born/><ref name=divided-loyalties/>{{rp|25}} Both the joint Army/Navy report<ref name=divided-loyalties/>{{rp|25}} and the efforts of BAC are credited for the legislature's decision.<ref name=urban-elites/>{{rp|44}} ||
|-
| 1953 || January || Report || A report prepared by the Rapid Transit Commission with the help of the consulting firm Deleuw, Cather & Co. is submitted to the California state legislature. The report is based on plans, data, and information from all the nine counties potentially covered by the Rapid Transit Act. The report argues that highways alone will not solve the transportation problems of the Bay Area, and pushes for mass rapid transit that has a low elapsed time from start to destination, and that can integrate well with other modes of transport.<ref name=clr/> The Senate Interim Committee endorses this report, and draws particular attention to four major interurban operators serving the Bay Area: Pacific Greyhound Lines, Key System Transit Lines, Southern Pacific Company, and Peerless Stages System.<ref name=clr/> ||
|-
| 1953 || November 4 || Legislation || The California state legislature passes another statute, appropriating $400,000 to enable the Rapid Transit Commission to make preliminary studies for the development of a coordinated master plan. The statute provides that the amount appropriated by the state is to be spent only if the nine counties appropriate an additional $350,000. This condition is fulfilled on November 4.<ref name=clr/> ||
|-
| 1953 || November 12 || Report || Parsons, Brinckerhoff, Hall and Macdonald (PBHM) are commissioned for the study for which $750,000 was appropriated on November 4.<ref name=clr/><ref name=urban-elites/>{{rp|52}}
| 1957 || December 16 || Report || The final report of the Rapid Transit Commission is submitted to the California state legislature.<ref name=clr/>
|-
| 1958 || || Team || Billy Richard Stokes (stylized {{w|B. R. Stokes}}), a former ''[[w:Oakland Tribune|Oakland Tribune]]'' newsman, joins the Bay Area Rapid Transit District as its first employee, with the title of Director of information.<ref name=stokes-obit>{{cite web|url = https://www.bart.gov/news/articles/2013/news20130517|title = BART's first employee, former General Manager B. R. Stokes, passes away|last = Healy|first = Michael|publisher = [[w:Bay Area Rapid Transit|Bay Area Rapid Transit]]}}</ref><ref name=clr/> Stokes starts a carefully orchestrated publicity campaign, with the goal of convincing voters to vote favorably for upcoming BART bond measures.<ref name=clr/> ||
|-
| 1958 || || Team || John Pierce, a former executive of the [[w:Western Oil and Gas Association|Western Oil and Gas Association]] (WOGA) becomes the first General Manager of BART.<ref name=stokes-obit/><ref name=counterpunch>{{cite web|url = http://www.counterpunch.org/2013/10/11/backing-bart-against-its-workers/|title = Backing BART Against Its Workers|last = Bond-Graham|first = Darwin|date = October 11, 2013|accessdate = June 3, 2017|publisher = ''[[w:CounterPunch|CounterPunch]]''}}</ref>
| 1962 || May || Report || The ''Composite Report'' (CR) is produced by the consortium of Parsons, Brinckerhoff, Hall and Macdonald, Tudor Engineering hired by BARTD in 1959.<ref name=urban-elites/>{{rp|54}} Among the key expectations/predictions of the report are: 1) BART would divert 48,000 workday autos from the streets and highways by 1975, and 2) 258,500 daily passengers would be riding BART in 1975; 157,400 (61%) diverted from automobiles and 39% diverted from existing transit systems.<ref name=bart-experience-uctc/>
|-
| 1962 || November 6 || County coordination || The remaining three counties (Alameda, Contra Costa, and San Francisco) agree to the modified BART plan with a $792 million bond measure, with terminuses at Richmond, Concord, Fremont, and Daly City.<ref name=bart-40-years/><ref name=bart-concept-born/> The measure, known as Proposition A on the three-county ballot, is able to pass due to two changes engineered by Alan K. Browne of the Bank of America: (a) getting the state legislature to reduce the needed BART vote from 66.67% (the default) to 60%, and (b) allowing for the requirement of crossing the vote threshold to be applied to all votes together, rather than county-by-county. Without both these changes, the measure would not have passed.<ref name=urban-elites/>{{rp|59}} Supporters of the measure organize a campaign committee called Citizens for Rapid Transit, whose top members are San Francisco bankers.<ref name=urban-elites/>{{rp|59}} In contrast, there is no organized opposition. Opponents include the Civil League of Improvement and Associations that opposes the taxes needed, the Central Council of Civic Clubs and the San Francisco Labor Council that have more specific objections, and some automobile and older railroad companies, though these companies do not spend resources on opposing the bond measure. ||
|-
| 1962 || November 29 || Work contracts || BART signs a new contract with the successors to the firms it had contracted with to come up with a design for the system. The new contract is for overall system planning through research and development, design, and management of construction. The contract is with the engineering joint venture firm composed of Parsons, Brinckerhoff, Quade, and Douglas (the successor to Parsons, Brinckerhoff, Hall, and MacDonald), Tudor and Bechtel. In short, the joint venture to which the work is contracted is called PBTB.<ref name="Ethics Center"/><ref name=bart-begins/>
| 1969 || August || Construction || The Transbay Tube construction is completed.<ref name=bart-40-years/> || Transbay Tube
|-
| 1969 || September 1 || Controversy || At the Contra Costa County meeting to nominate candidates for the BART Board, Roy Andersen, the candidate of the Diablo Chapter of the CSPE delivers a speech critical of the BART/PBTB relationship.<ref name=divided-loyalties/>{{rp|101}} ||
|-
| 1969 || November 9 || Preview || A section of the Transbay Tube is opened for pedestrian traffic, prior to being fitted out for train use.<ref>{{cite news |url=https://news.google.com/newspapers?id=fnwzAAAAIBAJ&sjid=4DIHAAAAIBAJ&pg=7115%2C3602744 |title=BART Tube Is Opened For Sunday Visitors |author=<!--Staff writer(s); no by-line.--> |agency=UPI |newspaper=Lodi News-Sentinel |date=10 November 1969 |accessdate=20 August 2016}}</ref> || Transbay Tube
| 1971 || October || Fare collection || IBM demonstrates the first group of prototype fare collection machines to the BARTD Board of Directors. The machines are manufactured at IBM's San Jose plant.<ref name=bart-rescued/>
|-
| 1971 || November 5 || Train cars || The first production car for revenue service is delivered.<ref name=bart-40-years/> Note that SFGate reports the date as June 27, 1965, but this seems incorrect based on the rest of the timeline.<ref name=sfgate-blog/> ||
|-
| 1971 || December || || The BART District Board adopts the official inter-station fare schedule, ranging from a 30 cent minimum to a $1.25 maximum fare.<ref name=bart-rescued/>
| 1972 || January || || The BART District Board approves 75% fare discounts for patrons above 65 years for patrons over 65 and patrons under 13, with discount tickets to be sold through local bank branches instead of at BART stations.<ref name=bart-rescued/>
|-
| 1972 || January || System testing || BART begins total acceptance testing of its entire system. Max Blankenzee, one of the three engineers who would be fired from BART in March, argues against starting total acceptance testing when the subsystems have not been fully tested.<ref name=engineering-ethics/>{{rp|129}} ||
|-
| 1972 || February and March || Controversy || Three engineers working for BART, Max Blankenzee, Robert Bruder, and Holger Hjortsvang, had identified safety problems with the [[w:Automated Train Control|Automated Train Control]] (ATC).<ref name=engineering-ethics/> They contact Daniel Helix, mayor of Concord and a member of the BART board of directors, who raises the matter with the board, and goes public with the issues on Febrary 7-9. On February 24 or 25, at a public meeting of BART, the issues are raised. The board votes ten to two in support of BART management.<ref name="Ethics Center"/><ref name=engineering-ethics/>{{rp|118}} On March 3, BART, having determined the identities of the three whistleblowing engineers, gives them the option of resigning or being fired. After they refuse to resign, they are all fired.<ref name="Ethics Center"/>
| 1973 || January 29 || New stations || BART opens service from MacArthur to Richmond (in the East Bay), as well as all the stations along the line (except MacArthur which was already open).<ref name=bart-40-years/> || Ashby, Berkeley, North Berkeley, El Cerrito Plaza, El Cerrito Del Norte, and Richmond.
|-
| 1973 || January 31 || Report || A report is produced by a special blue ribbon panel of experts, namely Drs. Bernard Oliver, Clarence Lovell, and William Brobeck, commissioned by the Senate Public Utilities and Corporations Committee, working closely with BART. The report includes 21 technical recommendations.<ref name=divided-loyalties/>{{rp|233-235}}<ref name=engineering-ethics/>{{rp|122}} The views of the experts are summarized in "A prescription for BART" in IEEE Spectrum, pp. 40–44, April 1973.<ref name=engineering-ethics/>{{rp|122}} ||
|-
| 1973 || May 21 || New stations || BART opens service from MacArthur to Concord (in the East Bay), as well as all stations on the line (excluding MacArthur that was already in service) completing the East Bay part of its initial plan.<ref name=bart-40-years/> || Rockridge, Orinda, Lafayette, Walnut Creek, Pleasant Hill, and Concord.
|-
| 1973 || August || Report || A 42-page report by the [[w:National Transportation Safety Board|National Transportation Safety Board]] (NTSB), titled ''Safety Methodology in Rapid Rail Transit System Development'' (NTSB-RSS-73-1), is published.<ref>{{cite book|title = Safety Methodology in Rail Rapid Transit System Development: Special Study|publisher = [[w:National Transportation Safety Board|National Transportation Safety Board]]|url = https://books.google.com/books/about/Safety_Methodology_in_Rail_Rapid_Transit.html?id=a7b8vQAACAAJ|date = August 1, 1973|accessdate = June 14, 2017}}</ref> The report is in response to concerns raised around transit system safety, partly due to safety concerns at BART.<ref name=ota-atc-rrt>{{cite web|url = https://www.princeton.edu/~ota/disk3/1976/7614/7614.PDF|title = Automatic Train Control in Rapid Rail Transit|date = May 1, 1976|accessdate = June 14, 2017|publisher = [[w:Office of Technology Assessment|Office of Technology Assessment]]}}</ref> ||
|-
| 1973 || August 10 || Preview || The first test run of a train under automatic control from West Oakland to Montgomery is performed. The train runs at full speed, taking seven minutes and returning in another six minutes.<ref>{{cite news |url=https://news.google.com/newspapers?id=KJozAAAAIBAJ&sjid=kzIHAAAAIBAJ&pg=3805%2C3336413 |title=Bay tube run made by BART |author=<!--Staff writer(s); no by-line.--> |agency=UPI |date=11 August 1973 |newspaper=Lodi News-Sentinel |accessdate=20 August 2016}}</ref> || Transbay Tube, stations of West Oakland, Montgomery
| 1975 || July 30 || Train cars || Rohr Industries, Inc. completes the delivery of the 450 train cars it was contracted to make for BART (the original contract for 250 cars for $80 million was entered into in July 1969, and an additional 200 cars were contracted later, for another $80 million). 64% of the $160 million base cost is funded through federal transit funds.<ref name=bart-rescued>{{cite web|url = https://www.bart.gov/about/history/history3|title = A History of BART: The Project is Rescued|accessdate = June 15, 2017|publisher = [[w:Bay Area Rapid Transit|Bay Area Rapid Transit]]}}</ref>
|-
| 1975 || May 26 || Legislation || The California Senate amends the California Public Utilities Code by adding (or updating?) Section 29047. The new Section 29047 says that the Bay Area Rapid Transit District is subject to regulations of the [[w:California Public Utilities Commission|California Public Utilities Commission]], and must reimburse the California Public Utilities Commission for the cost of regulating it.<ref>{{Cite web|url = https://books.google.com/books?id=bXjj5Wi-RYEC&pg=PA3980&lpg=PA3980&dq=section+29047+of+the+california+public+utilities+code&source=bl&ots=T_8hzIdkig&sig=Ech2rQaL40ZL_kEOurDMFKzXnCI&hl=en&sa=X&ved=0ahUKEwj6g53X-77UAhUDwWMKHXIxDt8Q6AEIOTAE#v=onepage&q=section%2029047%20of%20the%20california%20public%20utilities%20code&f=false|title = Journal of the Senate, Legislature of the State of California, Page 3980|accessdate = June 14, 2017|date = May 26, 1975}}</ref><ref name=ota-atc-rrt/> ||
|-
| 1975 || July 1 || Fares || BART adopts a 75% fare discount for people with disabilities, and increases the discount for seniors from 75% to 90%.<ref name=bart-40-years/>
| 1977 || November || Service hours/frequency/capacity || BART begins Saturday service (6 AM to midnight).<ref name=bart-first-5/>
|-
| 1978 || June 30 || Economics || BART's farebox recovery ratio is reported at 35%, with an average of $0.73 collected in fares and $2.02 spent per passenger. In total, revenue from fares is $28 million and operating cost is $78 million. The shortfall is met through a portion of sales tax and property tax in the three counties where BART is operational.<ref name=bart-first-5/> ||
|-
| 1978 || July || Service hours/frequency/capacity || BART begins Sunday service (9 AM to midnight), thus making it available all days of the week.<ref name=bart-first-5/>
|-
| 1978 || November 3 || Report || The report ''BART's first five years : transportation and travel impacts : interpretive summary of the final report'' is published. This is part of the BART Impact Program, sponsored by the Department of Transportation and the Department of Housing and Urban Development.<ref name=bart-first-5/> This echoes many of the findings of the October 1976 Webber monograph, while also mentioning recent service capacity enhancements and more up-to-date financials.<ref name=bart-experience-uctc/> ||
|-
| 1978 || || Transit connections || The [[w:Amtrak|Amtrak]]-operated ''[[w:San Joaquin (train)|San Joaquin]]'' train, that runs between [[w:Bakersfield, California|Bakersfield (near Los Angeles)]] and [[w:Oakland, California|Oakland]], starts stopping at [[w:Richmond station (California)|Richmond station]], a station shared with (and a terminus for) BART. Previously, the route, that runs on old Southern Pacific Railroad tracks, passed through but did not stop at Richmond. The route started operating under Amtrak on March 5, 1974.<ref name=richmond-gas>{{Cite web|url = http://www.greatamericanstations.com/stations/richmond-ca-ric/|title = Richmond, CA (RIC). The Richmond Transit Center, designed in an industrial post-modern style, allows for easy, convenient transfers between Amtrak, BART and local bus routes.|publisher= The Great American Stations|accessdate = June 18, 2017}}</ref> || Richmond
| 1979 || January 17 || Accident || The fifth and sixth cars of a seven-car westbound BART train (Train No. 117) catch fire at 6:06 p.m. while in the Transbay Tube. Forty passengers and two BART employees are evacuated from the burning train through emergency doors into a gallery walkway located betwen the two tracks, and then into a train on the tracks running the other direction. One fireman dies when the gallery suddenly fills with black toxic smoke. 24 firemen, 17 passengers, 3 emergency personnel, and 12 BART employees are treated for smoke inhalation. Total property damage is estimated at $2,450,000. An investigation by the [[w:National Transportation Safety Board|National Transportation Safety Board]] (NTSB) determines the probable cause of the accident to be the breaking of collector shoe assemblies on the train when it struck a line switchbox cover which had fallen from an earlier train. NTSB also finds the failure of BART to conform to the emergency plan, and to coordinate rescue efforts between the San Francisco and Oakland fire departments, to be contributing factors to the severity of the incident.<ref name=ntsb-fire-1979>{{cite web|url = https://www.ntsb.gov/investigations/AccidentReports/Pages/RAR7905.aspx|title = Bay Area Rapid Transit Fire on Train No. 117 and Evacuation of Passengers While in the Transbay Tube|publisher = [[w:National Transportation Safety Board|National Transportation Safety Board]]|accessdate = June 20, 2017}}</ref> || Transbay Tube
|-
| 1979 || June, September || Report || The BART Impact Program produces its final report. The report is submitted in June and published in September.<ref name=bart-impact-program-final-report>{{cite web|url = https://archive.org/details/bartinsanfrancis1979metr|title = BART in the San Francisco Bay Area: the fina report of the BART Impact Program|publisher = Metropolitan Transportation Commission|date = September 1, 1979|accessdate = June 14, 2017}}</ref> ||
|-
| 1980 || February 18 || Transit connections || The San Francisco [[w:Muni Metro|Muni Metro]] begins operation, with the N line.<ref name=perles1981>{{cite book|last=Perles|first=Anthony|title=The People's Railway: The History of the Municipal Railway of San Francisco|year=1981|publisher=[[Interurban Press]]|location=Glendale, CA (US)|isbn=0-916374-42-4}}</ref>{{rp|250}}<ref>{{cite web|url = http://www.subchat.com/readflat.asp?Id=1427887&p=1#1427893|title = Tuscacora Almanac for February 18|accessdate = June 18, 2017}}</ref> The Muni Metro (and the N line in particular) shares the four downtown San Francisco stations of Embarcadero, Montgomery, Powell, and Civic Center, the four stations that are part of the Market Street Subway. The Market Street Subway and the four stations in it were originally built in a double-deck configuration, with the lower deck used for BART and the upper deck used for Muni Metro -- the start of Metro service puts the upper deck in operation. || Market Street Subway; four stations Embarcadero, Montgomery, Powell, Civic Center
| 2010 || March 30 || Service disruption || A fire between Powell Street and Civic Center during morning rush hour results in delays for many commuters. BART calculates a delay of 15 to 30 minutes, but many commuters experience longer delays. BART apologizes for the disruption and for underestimating delays.<ref>{{cite web|url = https://www.bart.gov/news/articles/2010/news20100330b|title = Apology to our valued customers|date = March 30, 2010|accessdate = April 27, 2019|publisher = Bay Area Rapid Transit}}</ref> || Powell Street, Civic Center, systemwide effects
|-
| 2010 || June 1 || Team || Kenton Rainey, who previously served as the Fairfield Police Chief, becomes the new Chief of BART Police.<ref name=indybay/><ref>{{cite web|url = https://www.sfgate.com/news/article/Likely-BART-police-chief-s-turbulent-past-3263245.php|title = Likely BART police chief's turbulent past|date = May 24, 2010|accessdate = February 25, 2018|publisher = ''San Francisco Chronicle''}}</ref> He would contine to serve till his retirement on December 31, 2016.<ref>{{cite web|url=https://www.eastbaytimes.com/2016/11/11/bart-police-chief-kenton-rainey-retiring/|title = Chief hired amidst ‘worst crisis in BART police’s history’ to retire|date = November 11, 2016|accessdate = February 25, 2018|publisher = East Bay Times}}</ref> Rainey would subsequently go on to become police chief of the University of Chicago Police Department.<ref>{{cite web|url = https://news.uchicago.edu/article/2017/06/01/kenton-w-rainey-named-chief-police-ucpd|title = Kenton W. Rainey named chief of police for UCPD|date = June 1, 2017|accessdate = February 25, 2018|publisher = University of Chicago}}</ref> ||
|-
| 2010 || June 16 || Fare collection || Translink, the smart card payment system used in BART and other Bay Area transit agencies, is renamed Clipper and launches officially at full scale.<ref name=clipper-launch-brochure>{{cite web|url = https://docs.clippercard.com/brochures/en/Clipper%20Launch%20News%20Release.pdf|title = MTC Bay Area Transit Agencies Launch Clipper: All-in-One, Reloadable Fare Card Available Free of Charge All Summer|last = Goodwin|first = John|last2 = Rentschler|first2 = Randy|publisher = Metropolitan Transportation Commission}}</ref><ref>{{cite web|url = http://www.mercurynews.com/2010/06/16/universal-bay-area-transit-fare-card-clipper-launches/|title = Universal Bay Area transit fare card, ‘Clipper,’ launches|last = Mara|first = Janis|date = June 16, 2010|accessdate = July 29, 2017|publisher = ''Mercury News''}}</ref><ref>{{cite web|url = http://sf.streetsblog.org/2010/06/16/clipper-card-transition-for-bay-area-transit-is-now-official/|title = Clipper Card Transition for Bay Area Transit is Now Official|last = Roth|first = Matthew|date = June 16, 2010|accessdate = July 29, 2017|publisher = StreetsBlog SF}}</ref><ref>{{cite web|url = http://blog.sfgate.com/cityinsider/2010/02/10/translink-step-aside/|title = Translink, step aside|last = Cabanatuan|first = Michael|date = February 10, 2010|accessdate = July 29, 2017|publisher = SFGate}}</ref><ref>{{cite web|url = http://www.sfexaminer.com/rebranding-translink/|title = Rebranding TransLink|last = Reisman|first = Will|date = January 3, 2010|accessdate = July 29, 2017|publisher = SF Examiner}}</ref>
|-
| 2010 || July 15 || Legislation || California Governor {{w|Arnold Schwarzenegger}} signs the BART Public Safety Accountability Act into law, giving citizens a role in directing policy and reviewing practice in the BART police force for the first time, in response to problems highlighted by the shooting of Oscar Grant.<ref>{{cite web|url = http://www.berkeleyside.com/2010/07/16/new-bill-sees-creation-of-citizen-oversight-for-bart/|title = New bill creates citizen oversight of BART police|last = Taylor|first = Tracey|date = July 16, 2010|accessdate = July 9, 2017|publisher = BerkeleySide}}</ref><ref>{{cite web|url = http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=200920100AB1586|title = AB-1586 San Francisco Bay Area Rapid Transit District.|date = July 15, 2010|accessdate = July 9, 2017}}</ref> The Act modifies the California Public Utilities Code to include authorization for the BART Board of Directors to establish the Office of Independent Police Auditor (OIPA), with specific authority to investigate issues and recommend solutions. The OIPA submits its first annual report for the year 2011-2012.<ref>{{cite web|url = https://www.bart.gov/sites/default/files/docs/2011-2012_Annual_Report.pdf|title = Office of the Independent Police Auditor Annual Report 2011 - 2012|last = Smith|first = Mark|publisher = BART Office of the Independent Police Auditor|accessdate = July 9, 2017}}</ref> ||
|-
| 2010 || July 17 || Violence || 48-year-old Fred Collins is shot by BART police and Oakland police near the Fruitvale BART station.<ref>{{cite web|url = https://www.sfgate.com/bayarea/article/Man-killed-by-BART-Oakland-police-identified-3258620.php|title = Man killed by BART, Oakland police identified|last = Martínez-Cabrera|first = Alejandro|date = July 19, 2010|accessdate = February 25, 2018|publisher = ''San Francisco Chronicle''}}</ref><ref name=indybay>{{cite web|url = https://www.indybay.org/newsitems/2016/11/20/18793932.php|title = Timeline of BART Police killings, in-custody deaths, and militarization, 1990 - present|date = November 20, 2016|accessdate = February 25, 2018}}</ref> || Fruitvale
| 2010 || October 20 || Construction || BART celebrates groundbreaking of the Oakland Airport Connector (OAC) project, connecting the Coliseum station with the Oakland International Airport.<ref name=bart-40-years/> || Coliseum, Oakland International Airport
|-
| 2010 || October 29 || Construction || BART has an official groundbreaking ceremony for the eBART extension, from the current terminus at Pittsburg/Bay Point to the city of Antioch. The extension will run separate electric trains rather than extend the current routes.<ref name=bart-40-years/> ||
|-
| 2010 || November 4 || Ridership record || BART records 522,200 daily riders, a record high, partly because of the San Francisco Giants World Series victory parade.<ref name=bart-40-years/>
| 2010 || || Report || This is the earliest year for which BART's annual Report to Congress is available online. It is unclear if BART previously submitted reports to Congress.<ref name=bart-reports/><ref name=bart-2010-report-to-congress>{{cite web|url = https://www.bart.gov/sites/default/files/docs/Final%20to%20GM%202%2010%2010C%20.pdf|title = 2010 Report to Congress|publisher = [[w:Bay Area Rapid Transit|Bay Area Rapid Transit]]|accessdate = June 21, 2017}}</ref>
|-
| 2011 || February 19 || New stations || The {{w|West Dublin/Pleasanton station}} opens after several years of delays. It is an infill station, located on the Dublin/Pleasanton line between Castro Valley and Dublin/Pleasanton. It is the second infill station in the BART system after Embarcadero.<ref>{{Cite web|url = http://www.bart.gov/news/articles/2011/news20110121|title = New West Dublin/Pleasanton Station, BART's 44th, to open Feb. 19|last = Lam|first = Xuan|date = February 19, 2011|accessdate = June 18, 2017|publisher = [[w:Bay Area Rapid Transit|Bay Area Rapid Transit]]}}</ref> ||
|-
| 2011 || March, April || Construction || BART receives $19 million from the {{w|Metropolitan Transportation Commisssion}} in toll revenue for the East Contra Costa County Extension Project, and begins construction on the project. The project involves a diesel eBART extension from the current northeast terminus of Pittsburg/Bay Point through Pittsburg, Antioch, Oakley, and Brentwood, to the Byron/Discovery Bay.<ref>{{cite web|url = http://www.city-data.com/forum/san-francisco-oakland/1239645-mtc-approves-19m-ebart-pittsburg-antioch.html|title = MTC Approves $19M for eBART from Pittsburg to Antioch (San Jose: 2015, construction)|accessdate = March 29, 2011|accessdate = July 26, 2017}}</ref><ref>{{cite web|url = http://www.sfexaminer.com/bart-extension-project-receives-19-million-in-funding-from-toll-revenue/|title = BART extension project receives $19 million in funding from toll revenue|last = Reisman|first = Will|date = March 10, 2011|accessdate = July 27, 2017}}</ref>
| 2013 || October 24 || Vehicles and devices on BART || The BART Board votes unanimously to modify BART's Bike Rules. Effective December 1, 2013, BART will allow bikes on all trains at all times—with the exception of the peak commute hours (7 am to 9 am and 4:30 pm and 6:30 pm) when bikes will not be allowed to board the first three cars of any train. The first three car rule provides an option for those who want to avoid bikes altogether. Existing rules, such as no bikes in the first train car, no bikes on crowded trains, etc. still apply. The decision is after three pilots, the first one starting with bikes being allowed on Fridays, and the latest an extended five month pilot starting July 1 of the policy now being officially adopted.<ref>{{cite web|url = https://www.bart.gov/news/articles/2013/news20131024|title = BART Board votes to permanently lift bike ban|date = October 24, 2013|accessdate = April 27, 2019}}</ref>
|-
| 2014 || January 1 || Fares || New, increased BART fares are effective from this date. The minimum fare is now $1.85 (up from $1.75) and the excursion fare is now $5.55 (up from $5.25).<ref>{{cite web|url = https://www.bart.gov/sites/default/files/docs/Fare_Scheds%20Jan%202014.pdf|title = BART Fares and Schedules: Effective January 1, 2014|accessdate = July 5, 2017}}</ref> ||
|-
| 2014 || November 22 || New stations || BART opens (for revenue service) its Oakland International Airport station and its Oakland Airport Connector (OAC) connecting the station with Coliseum station. OAC does not use the standard BART tracks or cars, but rather, uses [[w:automated guideway transit|automated guideway transit]] (AGT). The route has a fee of $6, and although part of the BART system, using this route along with another BART route does not offer any price savings: if the fare for a trip from a station to Coliseum is $x, then the fare from the station to the Oakland International Airport (by combining that trip and AirBART) is $(x + 6). It replaces a $3 bus shuttle called AirBART.<ref>{{cite web|url = https://www.bart.gov/news/articles/2014/news20141121-0|title = New BART service to Oakland International Airport now open|date = November 21, 2014|accessdate = June 18, 2017|publisher = [[w:Bay Area Rapid Transit|Bay Area Rapid Transit]]}}</ref> || Oakland International Airport, Coliseum
| 2016 || November 7 || Book || The book ''BART: The Dramatic History of the Bay Area Rapid Transit System'' by Michael J. Healy is published by Heyday Books.<ref>{{Cite book|url = https://www.amazon.com/Bart-Dramatic-History-Transit-System/dp/1597143707|title = BART: The Dramatic History of the Bay Area Rapid Transit System|last = Healy|first = Michael J.|accessdate = July 9, 2017|publisher = Heyday Books|isbn = 1597143707}}</ref><ref>{{cite web|url = http://www.mercurynews.com/2017/02/06/mike-healy-mr-bart-chronicles-the-bay-area-transit-agencys-history/|title = Mike Healy, ‘Mr. BART,’ chronicles the Bay Area transit agency’s history|last = Rowe|first = Georgia|date = February 6, 2017|accessdate = July 9, 2017|publisher = ''The Mercury News''}}</ref> Healy served as BART's agency spokesman and had been with BART from November 1971 until his retirement in 2004.<ref>{{Cite web|url = http://www.sfgate.com/bayarea/article/BAY-AREA-Next-stop-retirement-for-BART-2759104.php|title = BAY AREA / Next stop retirement for BART spokesman / He's been on board since trains started running|last = Cabanatuan|first = Michael|date = May 14, 2004|accessdate = July 9, 2017|publisher = ''[[w:San Francisco Chronicle|San Francisco Chronicle]]''}}</ref>
|-
| 2016 || November 8 || Referendum || San Francisco Bay Area voters approve Measure RR, providing a $3.5 billion infrastructure bond to BART for system repairs.<ref name=rr-approval/> The bond would be backed by a tax levied on the three counties in the BART district, and would increase property taxes over a term of 30 to 40 years. Estimated average cost per household is $35 to $55 per year. This is the third time BART has issued general obligation bonds, the first time being the $792 million bond in 1962 for initial system construction (Proposition A), and the second time being the $980 million for the Earthquake Safety Program (Proposition AA).<ref name=spurvoterguide>{{cite web|url = https://spurvoterguide.org/sf-nov-16/measure-rr-bart-bond/|title = Measure RR: BART Bond|publisher = SPUR Voter Guide|accessdate = June 21, 2017}}</ref> The vote shares in the three counties are: 59.5% in Contra Costa County, 81.1% in San Francisco, and 70.8% in Alameda County, giving an average of 70.1%.<ref name=rr-approval>{{cite web|url = http://sanfrancisco.cbslocal.com/2016/11/09/bart-bond-measure-rr-approved-infrastructure/|title = Voters Approve Measure RR, $3.5 Billion BART Bond|date = November 9, 2016|accessdate = June 21, 2017|publisher = CBS Local}}</ref><ref>{{cite web|url = http://www.sfchronicle.com/opinion/article/Measure-RR-3-5-billion-BART-infrastructure-bond-9969788.php|title = Measure RR: $3.5 billion BART infrastructure bond|last = Kersten|first = David|last2 = Lack|first2 = Wendy|date = October 13, 2016|accessdate = June 21, 2017|publisher = ''[[w:San Francisco Chronicle|San Francisco Chronicle]]''}}</ref> ||
|-
| 2017 || March 25 || New stations || BART opens its [[w:Warm Springs/South Fremont station|Warm Springs/South Fremont station]] for revenue service on this day (a Saturday), after an inauguration ceremony on Friday, March 24.<ref>{{cite web|url = https://www.bart.gov/news/articles/2017/news20170310|title = Warm Springs Station to open March 25|date = March 10, 2017|accessdate = June 18, 2017|publisher = [[w:Bay Area Rapid Transit|Bay Area Rapid Transit]]}}</ref> Due to limited availability of train cars, service frequency to this station is only half that of Fremont, causing disappointment for BART commuters.<ref>{{cite web|url = http://abc7news.com/traffic/bart-riders-disappointed-by-warm-springs-commute-transfer-/1831868/|title = Some BART riders disappointed by Warm Springs commute transfer|publisher = ABC7News|date = April 3, 2017|accessdate = July 5, 2017}}</ref> || Warm Springs/South Fremont, indirect effect on Fremont (which is no longer the terminus, and therefore has reduced passenger load)
| 2017 || April 22 || Violence || A mass robbery occurs at around 9:30 PM at [[w:Oakland Coliseum station|Oakland Coliseum station]]. A number of juveniles jump the faregates at the station, board a train, threaten the passengers, and extract valuables. By the time BART police arrives, they are already gone.<ref>{{cite web|url = http://www.eastbaytimes.com/2017/04/25/audio-dispatch-of-oakland-bart-mob-its-a-group-of-50-they-bum-rushed-the-entire-train/|title = Audio dispatch of Oakland BART mob: ‘It’s a group of 50. They bum-rushed the entire train’|last = Hurd|first = Rick|last2 = Badassari|first2 = Erin|date = April 25, 2017|accessdate = June 18, 2017|publisher = ''East Bay Times''}}</ref><ref>{{cite web|url = http://www.sfgate.com/crime/article/BART-takeover-robbery-50-to-60-teens-swarm-11094745.php|title = BART takeover robbery: 40 to 60 teens swarm train, hold up riders|last = Bulwa|first = Demian|last2 = Cabanatuan|first2 = Michael|date = April 24, 2017|accessdate = June 18, 2017|publisher = ''[[w:San Francisco Chronicle|San Francisco Chronicle]]''}}</ref><ref>{{cite web|url = http://sanfrancisco.cbslocal.com/2017/04/26/police-id-bart-train-takeover-beating-suspects/|title = Police Identify BART Train Takeover Robbery Suspects|date = April 26, 2017|accessdate = June 18, 2017|publisher = CBS Local}}</ref> || Coliseum
|-
| 2017 || May 25 || Team || BART Police hires a new Chief, Carlos Rojas, who was previously Chief of the Santa Ana Police Department.<ref>{{cite web|url = https://www.bart.gov/news/articles/2017/news20170421|title = Carlos Rojas will be BART's new Chief of Police|date = April 21, 2017|accessdate = February 25, 2018|publisher = Bay Area Rapid Transit}}</ref><ref>{{cite web|url = https://www.bart.gov/news/articles/2017/news20170525|title = New Police Chief officially sworn in|date = May 25, 2017|accessdate = October 23, 2017}}</ref> ||
|-
| 2017 || June 28 || Train cars || BART completes the replacement of decoy cameras by real cameras in all train cars. The total cost of the project comes to $1.42 million; of which $463,749 is for the equipment and units and the remaining is for labor costs.<ref>{{Cite web|url = http://www.sfgate.com/news/article/BART-replaces-all-decoy-on-cameras-on-train-cars-11253276.php|title = BART replaces all decoy cameras on train cars with real ones|date = June 28, 2017|accessdate = October 23, 2017|last = Sernoffsky|first = Evan|publisher = ''San Francisco Chronicle''}}</ref> ||
|-
| 2018 || January 1 (announcement: June 22, 2017) || Fares || Fare increases and a new fare structure are effective from this date. All fares are increased 2.7%. Also, under the new structure, paper tickets have a 50-cent surcharge, but the age limit for youth discounts is increased to 18. BART's budget increases 5.5% to 1.92 billion dollars, most of the increase coming from additional capital improvements.<ref>{{cite web|url = https://www.bart.gov/news/articles/2017/news20170622|title = BART budget sets groundwork for system investments and expansion|date = June 22, 2017|accessdate = April 27, 2019|publisher = Bay Area Rapid Transit}}</ref><ref>{{cite web|url = http://www.mercurynews.com/2017/06/22/bart-board-approves-50-cent-surcharge-for-paper-tickets-expanded-discount-for-youth/|title = BART: 50-cent surcharge for paper tickets, expanded discount for youth|last = Baldassari|first = Erin|date = June 22, 2017|accessdate = November 29, 2017|publisher = ''Mercury News''}}</ref> ||
|-
| 2018 || January 1 (decision: October 26, 2017) || Fares || On October 26, 2017, the BART Board of Directors adopts two ordinances implementing a proof of payment requirement within BART paid areas and trains. Proof of payment means that a passenger must present a valid ticket or Clipper card anywhere within the paid area of the system upon request by authorized BART personnel. The laws go into effect January 1, 2018, with a one-month grace period in which warnings will be issued in lieu of citations for first time violations.<ref>{{cite web|url = https://www.bart.gov/news/articles/2017/news20171026-0|title = BART Board Adopts Proof of Payment Ordinances|date = October 26, 2017|accessdate = February 25, 2018|publisher = Bay Area Rapid Transit}}</ref><ref>{{cite web|url = https://www.thebaycitybeacon.com/politics/bart-proof-of-payment-rule-based-on-shoddy-evidence-hurts/article_1e5658d6-ca5d-11e7-8134-a3bd100eae99.html|title = BART Proof-of-Payment Rule, Based on Shoddy Evidence, Hurts Riders (Pedestrian Observations)|last = Levy|first = Alon|date = November 15, 2017|accessdate = February 25, 2018|publisher = The Bay City Beacon}}</ref><ref>{{Cite web|url = https://www.bart.gov/news/articles/2018/news20180220|title = Proof of Payment policy is in effect|publisher = Bay Area Rapid Transit|date = February 20, 2018|accessdate = February 25, 2018}}</ref>
1,367
edits

Navigation menu