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| Measure RR (BART) | |
|---|---|
| Name | Measure RR |
| Jurisdiction | Bay Area Rapid Transit District |
| Election | November 2020 |
| Result | Passed |
| Type | Bond measure |
| Amount | $3.5 billion |
Measure RR (BART)
Measure RR was a regional bond measure placed on the November 3, 2020 ballot for the Bay Area Rapid Transit District, proposing long-term capital funding for seismic retrofit, station modernization, accessibility, and vehicle procurement. The measure emerged amid debates involving the San Francisco Board of Supervisors, Alameda County Board of Supervisors, Contra Costa County Board of Supervisors, and advocacy groups such as the Sierra Club, AARP, and the League of Women Voters. Support and opposition drew in elected officials including Gavin Newsom, London Breed, and political organizations like the California Democratic Party and the California Republican Party.
Measure RR originated from BART's capital needs assessments and policy planning documents after major reports by the Metropolitan Transportation Commission, California High-Speed Rail Authority, and the Federal Transit Administration highlighted seismic vulnerabilities, aging fleets, and station deficiencies. The measure responded to recommendations from engineering firms, the American Society of Civil Engineers, and academic studies from Stanford University and University of California, Berkeley regarding retrofit priorities and lifecycle replacement for rail vehicles. Key constituencies included unions such as the Transport Workers Union, labor leaders, transit advocates like the San Francisco Transit Riders, and municipal governments across San Mateo County, Marin County, and Solano County.
Measure RR proposed issuing bonds to raise approximately $3.5 billion for projects including seismic strengthening of elevated structures and fare control modernization at core stations like Embarcadero, Powell Street, and 16th Street Mission. The proposal specified allocations for procurement of new railcars, upgrades to traction power substations, elevator and escalator accessibility projects consistent with the Americans with Disabilities Act, and resiliency measures against sea level rise as discussed in reports by the Bay Conservation and Development Commission and NOAA. The text referenced procurement processes overseen by agencies such as the California Public Utilities Commission and compliance expectations involving the Environmental Protection Agency and the National Transportation Safety Board.
Support for Measure RR coalesced around a campaign committee that received contributions from construction firms, labor unions, transit-oriented developers, and local elected officials from San Francisco, Oakland, and San Jose. Prominent endorsements came from the San Francisco Chronicle editorial board, the San Mateo County Transportation Authority, and elected officials including Nancy Pelosi and Barbara Lee. Opponents included tax reform advocates, fiscal watchdogs, and organizations aligned with taxpayer groups and business associations in Contra Costa and Alameda counties. Campaign finance disclosures showed donations tied to engineering contractors, real estate developers, and national groups such as the Service Employees International Union, with ballot argument filings registered with county clerks in San Francisco, Alameda, and Contra Costa.
Measure RR passed with the requisite voter approval in the Bay Area, triggering BART's issuance of general obligation bonds and the start of project prioritization as outlined by the District's Capital Improvement Program and Board of Directors resolutions. Implementation involved contracting cycles governed by procurement rules influenced by California State Controller guidance and audits by the California State Auditor and local inspectors general. Project delivery timelines engaged regional planning partners including the Association of Bay Area Governments and the Metropolitan Transportation Commission, alongside advisory input from civic institutions like the San Francisco Planning Department and the Oakland Mayor's Office.
Following passage, Measure RR faced legal scrutiny via lawsuits filed by taxpayer advocacy groups and municipal challengers citing ballot language, environmental review under the California Environmental Quality Act, and tax levy concerns brought before county superior courts and appellate panels. Litigation referenced precedent from cases argued before the California Supreme Court and filings that involved law firms representing cities and community organizations. Public response included rallies organized by labor unions, public hearings at BART Board meetings, petitions from disability rights organizations, and commentary from media outlets such as KQED, the Los Angeles Times, and the New York Times.
The capital infusion from Measure RR allowed BART to accelerate procurement of new rolling stock, upgrade traction and signaling systems compatible with Communications-Based Train Control projects, and prioritize station accessibility improvements in coordination with the Federal Transit Administration and Metropolitan Transportation Commission. Operational effects included phased service adjustments, fleet deployment planning with input from the California Department of Transportation, and integration of resiliency projects addressing climate projections published by the Intergovernmental Panel on Climate Change. Long-term outcomes influenced regional transit funding strategies involving county transportation agencies, transit advocacy groups, and metropolitan planning organizations.