Last week, Governor Gavin Newsom proclaimed July as Disability Pride Month. The month marks the anniversary of the Americans with Disabilities Act (ADA) that was signed into law on July 26, 1990. The ADA was a major milestone for civil rights in the U.S. that “prohibits discrimination against individuals with disabilities in all areas of public life, removing barriers to employment, transportation, public services and other critical areas,” per Newsom’s proclamation.
More than 7% of BART riders have a disability, and BART is continuously working to make the system as easy to use as possible for every single person who rides and relies on us. Our work is ongoing.
This month, BART will be celebrating riders with disabilities and the contributions they have made to our transportation system and region.
We begin with the story of Harold Willson, originally published in 2022
When Harold Willson was 21 years old, his life forever changed.
The West Virginia native dropped out of university when his funds ran out and started working as a coal miner. On a regular day in February 1948, about two years after he began working in the mines, Willson was caught in a slate fall. He suffered severe spinal damage, broken ribs, and a broken back.
Willson’s tragic accident spurred a lifetime of advocacy. His work to raise awareness and secure rights and access continues to impact the freedom and mobility of transit riders across the nation. Thanks to Willson’s efforts in the 1960s, BART became the first public transit system in the nation with accessible trains and stations.
“Never again would skeptics be able to argue that trains could not be made wheelchair accessible” after Willson, write Doriz Zames Fleischer and Frieda Zames in “The Disability Rights Movement.”
Four months after his accident, Willson was transferred by train to the Kaiser Foundation Rehabilitation Center in Vallejo. It was a felicitous move, one that would forever alter the course of his life and public transportation. In his two years at the facility, Willson underwent intensive physical therapy and multiple surgeries. Doctors told the young man he would use a wheelchair for the rest of his life.
In 1950, Willson joined Bank of America and married Patricia Leister, who was a member of the nursing staff that treated him at Kaiser. Six years later, he completed a degree in business administration at Golden Gate College, and a year after that, he was hired as an accountant at the Kaiser Foundation Medical Care Program. Willson would go on to hold a variety of positions at Kaiser throughout his life. He’d retire as a senior financial analyst for the Kaiser Foundation Health Plan in 1977.
Said Cuong Le, historian for the nonprofit health care provider: “Kaiser Permanente is fortunate to have passionate and influential employees like Harold Willson, whose remarkable success advocating for historically overlooked needs of people with disabilities led to substantially improved conditions.”
During the years that Willson lived in the Bay Area, the region was aflutter with the news of a soon-to-be-constructed rapid transit system that would connect the Bay. The tenor of excitement shifted for Willson when he learned the system, to be called the San Francisco Bay Area Rapid Transit District, or BART for short, would not be accessible for people with disabilities. Four percent of the Bay Area population at the time had severely limited mobility, meaning the BART system would exclude them from its ridership.
“When the system was built in the 60s, the elevators weren’t a consideration,” said Bob Franklin, BART’s Director of Customer Access and Accessibility. “They were completely an afterthought.”
Willson reached out to BART and offered his services as a “volunteer consultant” to the BART Board starting in 1964. He had a unique and compassionate approach to advocacy, according to the people who knew and worked with him.
“His suggestion was novel for rapid transit, no one had tried it,” A.E. Wolf, the General Superintendent of Transportation for BART, is quoted as saying in the Spring 1973 issue of “Accent on Living.” “It posed all kinds of problems; cost was significant. Our staff, including myself, was hardly enthusiastic.”
“But, he did not threaten, nor picket, nor sulk, nor lose patience,” Wolf continued. “Instead, he was professional, pleasant, firm and persistent. As a result, he won the support of each of our board members while maintaining a friendly relationship with our staff.”
Willson’s approach was to “sell” the idea for an accessible BART system by contacting people one by one and having individual conversations with them, slowly winning them over to his cause.
“You could be a pioneer in being the first major public transportation system to be accessible to the handicapped,” Willson told the BART Board and staff in 1963, according to Michael Healy’s “BART: The Dramatic History of the Bay Area Rapid Transit System.”
Willson’s methods worked. In 1968, the BART Board requested $7 million from the California legislature to include accessible elevators in its plans (the figure was later revised to $10 million).
Willson’s advocacy did not stop there. He and representatives from BART continued to lobby Sacramento until $150 million in additional funding for wheelchair accessibility was allocated to the under-construction system in March 1969. BART, with Willson’s guidance and persistence, was ahead of its time. It would be more than two decades later that the Americans with Disabilities Act (ADA) was signed into law.
Among the accommodations the funding secured were elevators at every station, telephones in elevators and stations that were accessible for wheelchair users, special service gates and handrails, Braille symbols on elevator door casings, loudspeaker directions, closed-circuit televisions as needed, and level boarding between the platform and train.
In the years since Willson’s advocacy, BART has added even more accessible features to the system, which you can read about on bart.gov/guide/accessibility.
After BART was built, Willson would go on to continue advocating for accessibility. In 1971, Willson and Wilmot R. McCutchen, Chief of Design for BART, testified before a special U.S. Senate Committee on Aging. Their testimony was “an important precursor to raising public consciousness of the issue of disabled access,” writes Healy in his BART book. A robust disability rights and independent living movement would emerge in the years that followed Willson’s lobbying.
Willson died in the Bay Area in 1994.
His legacy continues to reverberate across the nation. After BART, the newly built transit systems WMATA and MARTA also made their systems accessible, setting a new precedent for future generations of public transit.
“All of this is possible because one man had a bright shiny dream, and he made it come true,” Wolf is quoted as saying in a 2008 journal.
Denise Figueroa, the Executive Director of the Independent Living Center of the Hudson Valley and a longtime transit advocate, noted that transit has “come a very long way in terms of accessibility” from the 1950s and 1960s.
“In those days, when Willson first started out, there wasn’t an expectation of accessibility,” she said by phone. “Over the years, what has changed is that the public expects transit to be accessible – even non-disabled people.”
Figueroa said the mentality of transit systems was often, “It’s not my problem.” She said agencies would routinely cite cost as the prohibiting factor.
“The argument was always: It’s too expensive,” she said. That changed with the passage of ADA (1990), as well as Section 504 of the Rehabilitation Act (1973), which requires public entities that receive federal funding to ensure that people with disabilities are not discriminated against, nor denied goods or services.
Today, BART continues to bolster its efforts to make the system accessible for all riders. The transit agency hosts a monthly BART Accessibility Task Force on the fourth Thursday of each month, where the public can voice concerns, ask questions, and provide input. BART, which is ADA accessible by law, also encourages passengers to make a Reasonable Modification Request if their needs are not being met.
When transit systems are accessible for all, said Franklin in closing, everybody wins.
“It’s a federal law now that we’re accessible to everyone,” he said. “And when we design it that way, everyone benefits. The more universally we can design something, the better it will be.”
