He is an alumnus of the University of Southern California. Paperback, 6 x 9, with 50 black-and-white photographs, pages. By John King , Michael C. In this exquisitely researched work, Healy not only brings the dramatic stories of BART's development to light, but shares the fragile web of energies, power, funding, and sheer will that created this monumental system of people-moving.
Hartig , executive director of the California Historical Society. Bechtel joined with Parsons, Brinckerhoff, Hall, and Macdonald, the New York engineering firm brought in by BAC to conduct initial studies, and Tudor Engineering of San Francisco, to capture the design and construction contract in a no-bid process. Bechtel and BAC sought a publicly funded rapid transit project to provide commuter access from the suburbs into downtown San Francisco and Oakland.
Such a rail line would vastly increase the property values in the downtowns, spurring the construction of high-rise office buildings in downtown San Francisco and pushing suburban growth out in the East Bay. The locations of BART stations, combined with the inflexibility of the system, favor driving to BART, outward urban growth, and above all else, protect the property values of downtown San Francisco real estate.
The predominantly African American neighborhoods in San Francisco and Oakland were either cut out or cut in half. They called for job development within their neighborhoods rather than a transit system to take them to suburban jobs. The global standard for rail track width is 4 feet, 8 inches. BART stands alone in the distance between its tracks—a fact that costs Bay Area residents untold millions of dollars.
The State Legislature lowered the requirement for voter approval from 66 percent to 60 percent. Between and , engineering plans were developed for a system that would usher in a new era in rapid transit. Electric trains would run on grade-separated right-of-ways, reaching maximum speeds of mph, averaging perhaps 45 mph, including station stops. Advanced transit cars, with sophisticated suspensions, braking and propulsion systems, and luxurious interiors, would be strong competition to "King Car " in the Bay Area.
Stations would be pleasant, conveniently located, and striking architectural enhancements to their respective on-line communities. Hundreds of meetings were held in the District communities to encourage local citizen participation in the development of routes and station locations.
By midsummer, , the final plan was submitted to the supervisors of the five District counties for approval. San Mateo County Supervisors were cool to the plan. Citing the high costs of a new system-plus adequate existing service from Southern Pacific commuter trains - they voted to withdraw their county from the District in December With the District-wide tax base thus weakened by the withdrawal of San Mateo County, Marin County was forced to withdraw in early because its marginal tax base could not adequately absorb its share of BART's projected cost.
Another important factor in Marin's withdrawal was an engineering controversy over the feasibility of carrying trains across the Golden Gate Bridge. Well, they didn't have a slick mascot named "Clip," but they did have untarnished seats and some 70's appropriate uniforms.
In September of , wedged between an explanation of San Francisco's first noise ordinance and an update on Jimmy Hoffa, the San Francisco Chronicle report quoted riders calling the system's first day "glorious.
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