Mass Transit: Actions Needed for the BART Airport Extension
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Mass Transit: Actions Needed for the BART Airport Extension

Filetype[PDF-656.75 KB]


  • English
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    • Creators:
    • Corporate Contributors:
      United States. Government Accountability Office
    • Subject/TRT Terms:
    • Publication/ Report Number:
      GAO/RCED-96-176
    • Resource Type:
      Research Paper
    • Geographical Coverage:
      San Francisco Bay Area
    • Abstract:
      The Bay Area Rapid Transit District (BART) intends to spend over $1.1 billion, including $750 million in federal funds, to extend mass transit service to the San Francisco International Airport. The project is controversial, encountering both widespread support and opposition in the San Francisco Bay area. The controversy, which includes concerns over the project's environmental impacts and cost, has resulted in two redesigns of the project since 1992. Before the Federal Transit Administration (FTA) can provide BART with the funds requested, federal law requires FTA to ensure that BART complies with federal environmental laws and develops a viable financing plan. In addition, FTA has been requested by the House and Senate Appropriations Committees to certify that BART's environmental and finance plans are reasonable and determine if various alternatives have been adequately considered to meet the San Francisco Bay area's future transportation needs. Construction is expected to begin by October 1996 and the line is projected to open in October 2000. BART's schedule is ambitious. Whether or not BART can begin the project by October 1996 and complete construction within the estimated cost depends on whether (1) environmental reviews-the final environmental impact statement (EIS) and wetlands permit-are complete, (2) the use of innovative construction procedures will produce the expected savings and (3) BART has adequately included contingencies and cost escalations in estimating the project's total cost. Four assumptions in the finance plan could affect its viability. First, the project's borrowing costs could grow should BART not receive federal appropriations of between $51 million and $121 million each year for the next 7 fiscal years. Second, the California state legislature must amend BART's statute to allow BART to pledge its own revenues as a source of collateral for a borrowing program. BART must establish a borrowing program because expenses are expected to exceed revenues during the height of construction and produce cash shortfalls of up to $240 million. Third, the San Francisco airport, which has pledged up to $200 million for the project, has yet to identify how it intends to fund its contribution-either through revenue bonds, passenger facility charges, or the use of federal funds from the Airport Improvement Program. Finally, all of the remaining state and local contributors face financial limitations that have capped their current pledges to the BART project. Tables, appendices. 684k, 57p.
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