BART to halve service on failed SFO/Millbrae extension
- Published Tuesday, December 23, 2003, in the Contra Contra Times
BART makes service to SFO easier for Contra Costa riders
By Lisa Vorderbrueggen
Contra Costa County BART riders rejoice: A one-seat ride to San
Francisco Airport on every train will arrive soon.
Starting Feb. 9, BART will shift direct airport service from the
Dublin-Pleasanton line to every Pittsburg-Bay Point line train and all
rush-hour Richmond-Daly City line trains.
Today, Contra Costans have the choice of only six direct airport
trains -- three in the morning, three in the evening. All other
airport trips require a transfer.
"It sounds promising," said Doris Penico, an Alamo resident who vowed
earlier this year that she would never step foot on the new line again
after a bad experience. "Now, if they could kindly drop the parking
charges in Walnut Creek so that it is less expensive than what you
would pay at a lot near the airport, we would seriously reconsider
BART staffers hope a lot more folks like Penico will flock to BART.
They launched these schedule changes and others in the hopes it will
beef up flagging ridership on the $1.5 billion Peninsula extension and
ease a mounting operating deficit.
In other changes set to go into effect Feb. 9, BART will:
* Restore timed transfers for San Francisco-bound riders on the
Richmond-Fremont line who switch at the MacArthur and 12th Street
stations in Oakland. Trains will wait across the platform.
* Cut the transfer wait from 11 to four minutes for Dublin-Pleasanton
line passengers bound for Berkeley.
* Add a few minutes on the schedule for each train to turn around at
the end of the line. It will allow BART to recover more easily from
delays. BART's timetable will shift as much as six minutes on select
* Provide direct airport service during rush hour for Capitol Corridor
train passengers who board BART at the Richmond station.
* Eliminate the little-used shuttle trains between Millbrae and the
San Francisco Airport. Instead, the Pittsburg-Bay Point and Richmond
lines will loop through the two stations.
While BART periodically adjusts its schedule for operating reasons,
lackluster performance on the Peninsula extension has driven the
The line logs 25,000 trips a day, slightly more than half what
planners projected. BART staffers blame the poor economy and improved
traffic conditions on Interstate 101.
The rider shortage has left the San Mateo County Transit District, or
SamTrans, with a $15 million to $18 million operating deficit, two to
three times estimates. Its officials have warned that the agency
cannot withstand such a massive fiscal hit.
Ending the shuttle will shave about $2 million off the shortfall.
BART and SamTrans staffers hope the rest of the cash will come from
more riders. The line needs 50,000 a day to break even.
To lure more local folks, the agencies slashed parking fees in half at
Peninsula stations three weeks ago.
But staffers will also look across the Bay to suburban Contra Costa
County where the market for airport-bound travelers proved more
substantial than anyone expected.
If they make airport service more convenient in Contra Costa County,
BART can pull in travelers who have been reluctant to schlep luggage
through a transfer.
"With six months of service behind us, we are seeing a much larger
demand for airport service from Contra Costa County than we
anticipated," said BART operations chief Paul Oversier. "So, we've
doubled our direct service -- people with luggage are more sensitive
to a transfer."
Every Pittsburg-Bay Point train will travel to San Francisco Airport,
eliminating the transfer time.
The Richmond line that serves El Cerrito, Berkeley and Oakland will
carry riders directly to the airport weekdays from 6-9 a.m. and 3-6
p.m. All other times, this line will end at Colma.
Under the new schedule, the Dublin-Pleasanton and Fremont trains will
end at Daly City.
If this doesn't work, the economy fails to rebound and the operating
deficit continues to mount, it's unclear what BART and SamTrans will
BART General Manager Tom Margro stressed the need for joint
But that offer does not include cash.
BART's nine-member elected board has consistently stated that it will
not bail out the extension.
"I cannot support the use of district funds to subsidize the airport
extension," said BART Director Joel Keller of Antioch. "The primary
beneficiaries of this line are the people of San Mateo County. We have
our own financial problems."
[BATN: No, the sole beneficiaries of the line are the engineering and
construction consultants who prepared studies for, lobbied for,
designed it and constructed it, often out of BART's own offices,
actively aided by BART executive staff, by a 7-2 majority of BART's
board, and by regional and national elected officials.
When do the criminal prosecutions begin?]
Lisa Vorderbrueggen covers transportation and growth.
Reach her at 925-945-4773 or lvorderb@...
- Published Tuesday, December 23, 2003, in the San Jose Mercury News
BART to reconfigure routes to SFO
By Kim Vo
BART officials are rejiggering service to San Francisco International
Airport, after realizing that the new route was most popular among
riders from north Contra Costa County.
Beginning Feb. 9, the Pittsburg/Bay Point line will offer direct
travel to the airport. Currently, the Dublin line goes directly to the
airport but will no longer do so after Feb. 9.
During rush hours, the Richmond line will also extend to the airport
instead of stopping in Daly City.
The changes will essentially offer East Bay travelers two train routes
to the airport during rush hour.
Bay Area Rapid Transit officials hope the changes will boost ridership
on the commuter line. Officials had anticipated that there would be
42,000 daily trips along the BART-to-airport extension, which includes
stops in Colma, South San Francisco, San Bruno, San Francisco Airport
and Millbrae. So far, ridership has fallen short, with nearly 25,000
trips on an average weekday. BART needs 50,000 trips to break even.
- Published Tuesday, December 23, 2003, in the San Francisco Examiner
More changes to Peninsula BART service
By Sara Zaske
With commuter ridership down and costs rising, BART officials
announced sweeping changes to the Peninsula extension service on
Samtrans, which is expected to pay $15 million to $18 million for the
extension's operations, asked BART for the service modifications -- to
cut costs and capitalize on the popularity of the airport station.
"Today there is one route to the airport. We are doubling that," said
Paul Oversier, BART's assistant general manager of operations. "Now on
two East Bay routes, it is a one-seat ride to the airport."
Starting Feb. 9, two lines will feed into SFO during peak hours. The
Pittsburg/Baypoint line will run a direct route into the airport. The
Richmond line will stop at Millbrae first, before traveling on to SFO.
During non-peak hours, only the Pittsburg/Baypoint line will travel
down the Peninsula, stopping at the airport first, before turning
around in Millbrae.
Currently, the Dublin/Pleasanton line travels directly to the airport,
while the Pittsburg/Baypoint feeds into Millbrae. A smaller three-car
BART train that travels between Millbrae and SFO every 20 minutes will
be eliminated with the February changes.
Travel from San Mateo County to points in the East Bay may be more
difficult with the February changes but there are also some benefits
for Peninsula passengers.
Both SFO and San Francisco-bound trains will stop every 15 minutes at
the Millbrae station throughout the day. San Bruno and South San
Francisco passengers will see more regular north and south service,
with trains arriving every seven and eight minutes.
After Feb. 9, all trains will also use the closest platform to
Caltrain at Millbrae, eliminating an awkward up-and-down,
cross-platform hike for airport-bound passengers loaded down with
The changes will also save precious San Mateo County tax dollars as
the extension adjustments will lower operation costs by roughly $2
million, according to BART general manager Tom Margro.
Since the extension opened at the end of June, the line has averaged
roughly 25,000 daily trips -- well below the projected 42,000 trips.
Samtrans had originally expected to pay a $6 million subsidy based on
those ridership projections. While BART's estimates have missed the
mark, Margro maintains that Samtrans is responsible for the entire
shortfall, which could amount to as much as $18 million.
Samtrans officials, however, said it was still a topic for discussion
between the two agencies.
BART has already made an effort to attract more riders to the line by
reducing parking fees at the extension stations, but that cost savings
may be tempered by a 10 percent BART fare increase which goes into
effect systemwide on Jan. 1.
While ridership has been slowly increasing at all the stations, only
the SFO station has flourished from the start, drawing more than 6,000
"The airport has been the real success story of the extension," said
Samtrans spokesperson Jayme Maltbie Kunz. [BATN: Only if you count
"40% below the 10000 a day we promised" as a "success".]
"In making these service changes, we increase the amount of service to
the airport and improve passenger access. And as a result, it will
make it easier to use and more attractive for riders."
Samtrans board chair Mike Guingona also applauded the overhaul of the
"I think it is a great idea, and it is one we have advocated for quite
awhile," he said.
Guingona, who is also a Daly City councilmember, added that the
current adjustments were just a few of many strategies Samtrans will
pursue to deal with the extension's massive operational shortfall.
"This is not the end, but it is a good start," he said.
[BATN suggests that the 100% unnecessary BART tunnels dug underneath
an existing rail right of way through South San Francisco, San Bruno
and Millbrae at a taxpayer cost of many hundreds of millions of
dollars would make fine mushroom farms.]