Azul is a reporter for KQED focusing on transportation and features. He joined KQED in 2021 as an alumna of KALW's Audio Academy radio journalism training program.
California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws
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Bay Area Transit Funding Ballot Question Isn’t Biased, Judge Rules
The Botched Launch of Clipper 2.0
Exclusive: Errors Plagued Clipper 2.0 Long Before Botched Launch, Records Reveal
Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents
Bay Area Group Files Lawsuit Against Transit Funding Measure, Says It’s ‘Deceptive’
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"slug": "california-cracks-down-on-e-motos-youth-e-bike-riders-with-new-laws",
"title": "California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws",
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"headTitle": "California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws | KQED",
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"content": "\n\u003cp>Gov. Gavin Newsom signed three laws on Wednesday aimed at addressing some of the most pressing \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">safety concerns\u003c/a> surrounding e-bikes, as the devices’ popularity continues to rise in California.\u003c/p>\n\n\n\n\u003cp>SB 1167 prohibits any electric device capable of traveling faster than 20 mph with a throttle or 28 mph with a pedal assist — California’s existing speed limits for e-bikes — from being sold or advertised as an e-bike. \u003c/p>\n\n\n\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n\n\n\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg\" alt=\"\" class=\"wp-image-12051115\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A young person rides an e-bike through Mill Valley on July 24, 2025. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n\n\n\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n\n\n\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n\n\n\n\n\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n\n\n\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n\n\n\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n\n\n\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n\n\n\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg\" alt=\"\" class=\"wp-image-12036523\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A bicyclist rides on the Valencia Street center running bike lane in San Francisco’s Mission District on Aug. 23, 2024. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n\n\n\n\u003cp>The bill gives each local authority in San Mateo County the option to enact the pilot in its jurisdiction. \u003c/p>\n\n\n\n\u003cp>Foster City Councilmember Stacy Jimenez said she was looking forward to “bringing this tool to Foster City.”\u003c/p>\n\n\n\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n\n\n\n\n\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n\n\n\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n\n\n\n\u003cp>Corzo said she thought the right solutions were to invest more in safe street infrastructure to help prevent collisions with cars and other vehicles. She also expressed concern about how the law would be enforced. \u003c/p>\n\n\n\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n\n\n\n\u003cp>The pilot would authorize police officers to issue a fine of $25 to any underage riders 60 days after the law comes into effect.\u003c/p>\n\n\n\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n\n\n\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>SB 1167 prohibits any electric device capable of traveling faster than 20 mph with a throttle or 28 mph with a pedal assist — California’s existing speed limits for e-bikes — from being sold or advertised as an e-bike. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\u003c/p>\n",
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"\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg\" alt=\"\" class=\"wp-image-12051115\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A young person rides an e-bike through Mill Valley on July 24, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n",
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"\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n"
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"innerHTML": "\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n",
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"\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n",
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"\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n"
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"innerHTML": "\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n",
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"\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n",
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"\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n",
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"\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \u003c/p>\n",
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"\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg\" alt=\"\" class=\"wp-image-12036523\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1920x1280.jpg 1920w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A bicyclist rides on the Valencia Street center running bike lane in San Francisco’s Mission District on Aug. 23, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n",
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"\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The bill gives each local authority in San Mateo County the option to enact the pilot in its jurisdiction. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Foster City Councilmember Stacy Jimenez said she was looking forward to “bringing this tool to Foster City.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n",
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"\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Corzo said she thought the right solutions were to invest more in safe street infrastructure to help prevent collisions with cars and other vehicles. She also expressed concern about how the law would be enforced. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>The pilot would authorize police officers to issue a fine of $25 to any underage riders 60 days after the law comes into effect.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n",
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"\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n",
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"\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n"
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"excerpt": "Gov. Gavin Newsom signed bills regulating the most dangerous devices and allowing a pilot ban on youth e-bike riding in San Mateo County.",
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"title": "California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Gov. Gavin Newsom signed three laws on Wednesday aimed at addressing some of the most pressing \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">safety concerns\u003c/a> surrounding e-bikes, as the devices’ popularity continues to rise in California.\u003c/p>\n\n\n\n\u003cp>SB 1167 prohibits any electric device capable of traveling faster than 20 mph with a throttle or 28 mph with a pedal assist — California’s existing speed limits for e-bikes — from being sold or advertised as an e-bike. \u003c/p>\n\n\n\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n\n\n\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg\" alt=\"\" class=\"wp-image-12051115\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A young person rides an e-bike through Mill Valley on July 24, 2025. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n\n\n\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n\n\n\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n\n\n\n\n\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n\n\n\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n\n\n\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n\n\n\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n\n\n\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg\" alt=\"\" class=\"wp-image-12036523\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A bicyclist rides on the Valencia Street center running bike lane in San Francisco’s Mission District on Aug. 23, 2024. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n\n\n\n\u003cp>The bill gives each local authority in San Mateo County the option to enact the pilot in its jurisdiction. \u003c/p>\n\n\n\n\u003cp>Foster City Councilmember Stacy Jimenez said she was looking forward to “bringing this tool to Foster City.”\u003c/p>\n\n\n\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n\n\n\n\n\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n\n\n\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n\n\n\n\u003cp>Corzo said she thought the right solutions were to invest more in safe street infrastructure to help prevent collisions with cars and other vehicles. She also expressed concern about how the law would be enforced. \u003c/p>\n\n\n\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n\n\n\n\u003cp>The pilot would authorize police officers to issue a fine of $25 to any underage riders 60 days after the law comes into effect.\u003c/p>\n\n\n\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n\n\n\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Here’s What All-Electric Bay Area Restaurants Have Learned From Ditching Gas",
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"content": "\n\u003cp>\u003cem>This story is part of \u003ca href=\"https://next.kqed.org/flippingtheswitch\">Flipping the Switch\u003c/a>, KQED’s series about California’s transition to clean energy and what it means for you. What works? What doesn’t? And how much does it cost?\u003c/em>\u003c/p>\n\n\n\n\u003cp>In the highly partisan debate over which \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> restaurant makes the best pizza, Thomas McNaughton admitted his choice to use an electric oven is controversial. \u003c/p>\n\n\n\n\u003cp>For years, the CEO of Flour + Water Hospitality Group — a collection of six Bay Area restaurants and a food brand — couldn’t fathom an electric oven that produced the high heat critical for its award-winning pizza. Most pizza joints use gas or wood-fired ovens instead.\u003c/p>\n\n\n\n\u003cp>But that changed after he discovered professional electric pizza ovens around six years ago and fell in love with how they performed. \u003c/p>\n\n\n\n\u003cp>“ If you’re talking deck ovens, the electric models now outperform gas ovens 100%,” McNaughton said. “I didn’t realize how evolved the technology really is. They’re incredibly powerful.”\u003c/p>\n\n\n\n\u003cp>At the helm of a restaurant group that holds environmental sustainability as one of its core values, McNaughton realized Flour + Water could have an even greater impact if he switched the power source in their restaurants and kitchens from gas to electric. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001590\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee prepares a pizza before placing it in an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-5 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001594\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001594\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A deep fryer at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001589\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001589\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee places a pizza into an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ If this oven is so powerful, couldn’t we build our entire operation around electricity?” McNaughton said. \u003c/p>\n\n\n\n\u003cp>Flour + Water’s Oakland location, which opened Jan. 2026, is a testament to that vision. There, everything from the boozy slushie machine to the deep fryer, induction cooktops and pizza ovens — which churn out hundreds of pies a day — are 100% electric. \u003c/p>\n\n\n\n\u003cp>Three years ago, the company committed to all-electric power in all of its future buildouts, McNaughton said, including a planned pizza shop in Palo Alto and a dough production space in Oakland. Two of Flour + Water’s restaurants are now gas-less, and its flagship location in San Francisco’s pizza-dense North Beach neighborhood is mostly electric.\u003c/p>\n\n\n\n\u003cp>“It’s much easier than people think, and I think there will be a point where it’s not an option,” McNaughton said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001592\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Thomas McNaughton, co-executive chef and CEO at Flour + Water Pizza Shop in Oakland on July 29, 2026. The Oakland location uses all-electric appliances in its kitchen. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Chefs like McNaughton are part of a Bay Area culinary movement proving that all-electric restaurants are not only financially viable, but able to produce the same quality food — or even better — as their fossil-fueled peers. \u003c/p>\n\n\n\n\u003cp>Still, these chefs are cutting against the grain in California, where restaurants still rely heavily on gas and industry groups have resisted the switch to electric cooking in the past, most notably by defeating Berkeley’s first-in-the-nation ban on natural gas hookups in new construction.\u003cbr>\u003cbr>The switch to electric appliances — which are less polluting, safer and cleaner — continues to be hampered by transition costs and misconceptions about inferiority.\u003c/p>\n\n\n\n\u003cp>“ We’re truly not giving up a single thing,” McNaughton said. “In fact, we’re enhancing what we believe we’re doing.”\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘A gas-heavy state’\u003c/h2>\n\n\n\n\u003cp>Despite California’s goals to fight climate change, including achieving net zero greenhouse gas emissions by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220AB1279\">2045\u003c/a>, it’s a “gas-heavy state,” according to Rob Jackson, an environmental scientist at Stanford University. \u003c/p>\n\n\n\n\u003cp>In California, 85% of restaurants use gas to power their appliances, Jackson said, higher than the \u003ca href=\"https://restaurant.org/nra/media/downloads/pdfs/advocacy/2022/banning-natural-gas-at-the-local-level.pdf\">national average\u003c/a> of 76%.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg\" alt=\"\" class=\"wp-image-2001894\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Rob Jackson, environmental scientist at Stanford University, poses for a portrait in the Jackson Lab in Stanford on Aug. 27, 2026. Jackson and his team examine how humans affect the Earth through global warming. He chairs the Global Carbon Project, which is working to measure and reduce greenhouse gas emissions. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ If we’re to reach our climate goals, eventually that has to stop,” Jackson said.\u003c/p>\n\n\n\n\u003cp>Buildings account for nearly a quarter of all greenhouse gas emissions in the state, and restaurants require more energy to run than other commercial buildings, Jackson said. \u003c/p>\n\n\n\n\u003cp>Natural gas is mainly composed of methane, a greenhouse gas 28 times more potent, but shorter-lasting, than carbon dioxide. Transitioning from natural gas to electric appliances is the best way for restaurants to reduce their environmental and carbon footprints, Jackson said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg\" alt=\"\" class=\"wp-image-2001895\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an air pump to her ear to ensure air is pumping to the Aeris analyzer, which measures greenhouse gases in the air, at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-6 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001896\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED.jpg\" alt=\"\" class=\"wp-image-2001896\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Jackson Lab at Stanford University on Aug. 27, 2026. The Jackson Lab examines how people affect the Earth and works on projects, including greenhouse gas emissions and climate change. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001892\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED.jpg\" alt=\"\" class=\"wp-image-2001892\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, a staff researcher at the Jackson Lab, holds a thermocouple logger that measures the temperature on ovens at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>Utilities in the state are under a mandate from lawmakers to source 100% of their electricity from renewable sources by 2045. The state is more than halfway to that goal, having sourced 67% of its energy from renewables in 2024. \u003c/p>\n\n\n\n\u003cp>But more emphasis needs to be put on decarbonizing the demand for energy in the state, said Brady Seals, director of electrification for health at Stanford’s Center for Human and Planetary Health. \u003c/p>\n\n\n\n\u003cp>“ If we’re not addressing the demand side, we’re going to be building buildings that are going to be using [natural gas] for the next thirty to fifty years,” Seals said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">A healthier, more efficient kitchen\u003cstrong> \u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Emissions released by burning natural gas may also enter the human body, posing serious health risks. Gas cooking exposes restaurant workers — and homeowners alike — to harmful gases such as methane, benzene and nitrogen dioxide, which leak from stoves whether on or off, Jackson said. \u003c/p>\n\n\n\n\u003cp>Exposure to nitrogen dioxide from gas and propane stoves may be responsible for up to 19,000 deaths annually in the United States, roughly 40% of the deaths attributable to secondhand smoke, according to a \u003ca href=\"https://www.science.org/doi/10.1126/sciadv.adm8680\">2024 study\u003c/a> which Jackson led.\u003c/p>\n\n\n\n\u003cp>“You would never stand over the tailpipe of your car breathing in those pollutants, and yet people stand over the stove breathing the same pollutants day after day, meal after meal,” Jackson said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1358\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED.jpg\" alt=\"\" class=\"wp-image-2001890\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-160x109.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-768x521.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-1536x1043.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Aeris analyzers, which measure methane, ethane, nitrous oxide, carbon dioxide and carbon monoxide, in the air rest at the Jackson Lab at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>He called commercial kitchens “amplifiers” of that pollution. Instead of using a single stove, like in a home, professional cooks may work at a 12-burner stove for hours, increasing their exposure. \u003c/p>\n\n\n\n\u003cp>“ We know the pollution that’s created by burning fossil fuels is harmful, and there’s no reason to do that when cleaner, better technologies are available,” Jackson said.\u003c/p>\n\n\n\n\u003cp>Chefs have reported other benefits from switching to induction cooktops, a type of electric stove which uses electromagnetic energy.\u003c/p>\n\n\n\n\u003cp>Induction cooktops are more efficient than gas ones because they heat pots and pans directly, instead of a gas cooktop, where an open flame heats the air around cookware, indirectly warming it, Jackson said. \u003c/p>\n\n\n\n\n\n\u003cp>“ When people say ‘electric kitchen,’ they think about your average apartment stove with a little coil on it, and they’re like, ‘You expect me to run a restaurant on that?’ But that’s not what it is at all,” said Ava Agopsowicz, a line cook at Flour + Water’s Oakland location. \u003c/p>\n\n\n\n\u003cp>Working at an induction cooktop feels “less greasy,” Agopsowicz said, adding that the kitchen also doesn’t get as hot as cooking with an open flame.\u003cbr>\u003cbr>Induction cooktops give chefs what McNaughton described as an “insane” amount of temperature control.\u003c/p>\n\n\n\n\u003cp>“You will never have a pot of cream boil over because they’re just so exact, which is really, really great,” McNaughton said.\u003c/p>\n\n\n\n\u003cp>Induction cooktops also drastically reduce the time restaurant workers spend cleaning their workstations, because they eliminate the soot and heat buildup characteristic of gas grills, said Jilly Middleton, program lead on chefs and cooktops for the Global Cooksafe Coalition.\u003c/p>\n\n\n\n\u003cp>“ With induction it’s literally a 20-second wipe down, and you can have apprentices do it safely because it cools down as soon as you turn the heat off,” Middleton said.\u003c/p>\n\n\n\n\u003cp>Switching from gas to induction also reduces the risk of kitchen workplace hazards such as burns, fires and explosions, Middleton said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001595\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Jairo Pérez prepares food at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Katie Chin, a Southern California-based “chefluencer” for the Building Decarbonization Coalition, a group that works to eliminate fossil fuels in buildings, said she was thankful to find an induction kitchen at a client’s house once working as a caterer. \u003c/p>\n\n\n\n\u003cp>She said she was late to the gig and needed to boil a lot of water in a hurry for a 200-person event.\u003c/p>\n\n\n\n\u003cp>“ Luckily that client had induction, so I was able to boil the water for six hundred dumplings in a fraction of the time it would’ve taken for me to use a gas stove and heat up all that water,” Chin said. \u003c/p>\n\n\n\n\u003cp>But while the advantages are many, the barriers are still significant.\u003c/p>\n\n\n\n\u003cp>“Let’s not sugarcoat it. It’s not easy to electrify when you already have gas,” Seals said.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Change is hard — and expensive \u003c/h2>\n\n\n\n\u003cp>One of the biggest challenges for Flour + Water to realize its all-electric dreams has been finding spaces that can be upgraded to provide the massive amount of energy needed to power their electric ovens, McNaughton said. \u003c/p>\n\n\n\n\u003cp>“A lot of older properties we’re not able to look at, so that can feel somewhat constricting at times,” McNaughton said.\u003c/p>\n\n\n\n\u003cp>Whereas many commercial spaces come with gas lines sufficient for restaurant service already installed, McNaughton said setting up the electric service at their Oakland location was a challenge, as it required contractors to “push incredibly thick conduit through many different 90-degree turns,” a step that wouldn’t have been necessary if they opted to use gas. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED.jpg\" alt=\"\" class=\"wp-image-2001898\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Brady Seals, Director of Electrification for Health, Human and Planetary Health, poses for a portrait at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>A lot of the cost of converting to all-electric isn’t the appliances themselves; “it’s really the whole electrical system to support it,” Seals said. \u003c/p>\n\n\n\n\u003cp>California’s highest-in-the-continental-U.S. electricity rates are also a consideration. Flour + Water’s Oakland location spends around $8,000 a month on electricity, according to a utility bill shared with KQED. Flour + Water’s most recent electric bill saw usage about 34 times greater than the average home in California uses in a month, according to the latest \u003ca href=\"https://www.eia.gov/electricity/sales_revenue_price/pdf/table_5A.pdf\">data\u003c/a> from the U.S. Energy Information Administration. \u003c/p>\n\n\n\n\u003cp>“ The rule of thumb for us is that it’s a small increase to purchase this equipment, and slightly more to run it on a monthly basis,” McNaughton said. \u003c/p>\n\n\n\n\u003cp>Chefluencers like Chin are also working hard to dispel stereotypes about induction cooking, namely, that it doesn’t get hot enough to appropriately use culturally specific cooking techniques, like Asian Wok cooking. \u003c/p>\n\n\n\n\u003cp>“ You just have to keep an open mind that Asian cooking isn’t synonymous with the blue flame,” Chin said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001591\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee walks through a kitchen with all-electric appliances at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>On the contrary, induction wok burners get “super hot, so quickly,” and have actually improved her cooking due to induction’s superior temperature control, Chin said.\u003c/p>\n\n\n\n\u003cp>“And I’m not so cranky because it’s cooler in my kitchen,” Chin said. \u003c/p>\n\n\n\n\u003cp>Learning to cook on induction does require some technique changes, “but we’re hearing that line cooks are picking it up in a matter of weeks, not months,” Middleton said. \u003c/p>\n\n\n\n\u003cp>“When cooks try induction cookware, they’re often surprised and don’t want to go back,” she said. \u003c/p>\n\n\n\n\u003cp>The idea that induction cooktops could replace gas ones has been challenged by restaurant industry trade groups, such as the California Restaurant Association, which has argued induction cooking is inadequate. \u003c/p>\n\n\n\n\u003cp>The group did not respond to an interview request, but Jot Condie, the Association’s president and CEO, has previously \u003ca href=\"https://www.calrest.org/news/california-restaurant-association-continues-fight-against-ban-natural-gas-infrastructure\">said\u003c/a> that the loss of flame cooking “would dramatically impact restaurant kitchens” and that chefs rely on gas stoves to “grill vegetables, sear meats and create meals of all kinds inspired by cuisines from all over the world.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Building momentum \u003c/h2>\n\n\n\n\u003cp>The city of Berkeley led the charge to incentivize building electrification in 2019 when it passed a first-in-the-nation ban on natural gas hookups in new construction.\u003c/p>\n\n\n\n\u003cp>“ The essential point of the bill was to say, if you’re building something new, then you would be putting in all-electric,” said Kate Harrison, a former Berkeley City Council member who spearheaded the ban. “We don’t want to expand the gas network.”\u003c/p>\n\n\n\n\u003cp>But Berkeley was ultimately forced to repeal the ban after a federal court sided with a lawsuit brought by the California Restaurant Association, which argued the city overstepped its authority and violated federal energy law.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg\" alt=\"\" class=\"wp-image-2001891\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an eye button that measures the temperature on stoves and wall heaters, at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Still, other municipalities are moving forward with all-electric mandates of their own. \u003c/p>\n\n\n\n\u003cp>California \u003ca href=\"https://www.energy.ca.gov/news/2024-09/energy-commission-adopts-updated-building-standards-expanding-requirements-heat\">established\u003c/a> electric-ready infrastructure requirements for some newly constructed commercial kitchens in 2024, mandating that buildings be constructed with the wiring and circuits necessary to replace gas infrastructure. New York City has also successfully \u003ca href=\"https://www.wired.com/story/us-cities-seeking-to-ban-natural-gas-in-new-buildings-just-got-a-big-win-in-court/\">defended\u003c/a> its own ban on natural gas in new buildings against legal challenges brought by plumbing and building trade groups. \u003c/p>\n\n\n\n\u003cp>As support for going all-electric builds, Harrison said she sees Berkeley’s original ban as a “proof of concept.” \u003c/p>\n\n\n\n\u003cp>“It’s inevitable. This is where we’re going,” Harrison said. \u003c/p>\n\n\n\n\u003cp>Electric-ready mandates in new construction are good policy if California is to meet its climate goals, Seals said. But retrofits — redesigning existing spaces to use electricity instead of gas — are “the hardest nut to crack,” she said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed.jpg\" alt=\"\" class=\"wp-image-2002113\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee places a pizza into an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. The Oakland location uses all-electric appliances, including its pizza ovens. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Policymakers have a real role to play for spurring this market, and that’s going to be happening in places like building codes and other kinds of rulemaking,” Seals said. “ This is a sleeper issue that hasn’t gotten a lot of attention until recently, and we’re really in the beginning part of this wave, which I find to be very exciting.”\u003c/p>\n\n\n\n\u003cp>For Chin, encouraging electrification also means education tailored towards specific ethnic groups and overcoming language barriers. \u003c/p>\n\n\n\n\u003cp>“ I do feel like a lot of the Asian restaurant owners may not have access to learning about induction cooking,” Chin said. \u003c/p>\n\n\n\n\u003cp>Induction advocates said the future is all-electric. \u003c/p>\n\n\n\n\u003cp>“ The Great British Bake Off is induction. Some of the top restaurants in the world are induction,” Seals said. “The momentum in the market is pushing toward renewable energy and electrification.”\u003c/p>\n\n\n\n\u003cp>Flour + Water’s McNaughton isn’t looking back.\u003c/p>\n\n\n\n\u003cp>“We’ve never said, ‘Oh man, I really wish we had a six-burner all-gas range,’” he said. “I don’t miss it at all.”\u003c/p>\n\n\n\n\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium aligncenter\" style=\"width: 500px;margin: 80px auto 40px\" src=\"https://cdn.kqed.org/wp-content/uploads/2026/06/KQED-membership-your-support-makes-this-work-possible-500x353@2x.png\" alt=\"Your support makes this work possible.\" width=\"1000\" height=\"706\" />\nFrom KQED’s Climate desk, “Flipping the Switch” documents California’s transition to clean energy and what it means for you. What works? What doesn’t? How much does it cost? Help us find these answers and more by donating today.\n\u003ca href=\"https://donate.kqed.org/sojo?ms=W2510EANXXXX26\" target=\"_blank\" rel=\"noopener\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter\" style=\"width: 272px;margin: 40px auto\" src=\"https://cdn.kqed.org/wp-content/uploads/2026/06/KQED-membership-support-kqed-journalism-272x57@2x.png\" alt=\"Button: Support KQED journalism\" width=\"544\" height=\"114\" />\u003c/a>\n",
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"innerHTML": "\n\u003cp>\u003cem>This story is part of \u003ca href=\"https://next.kqed.org/flippingtheswitch\">Flipping the Switch\u003c/a>, KQED’s series about California’s transition to clean energy and what it means for you. What works? What doesn’t? And how much does it cost?\u003c/em>\u003c/p>\n",
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"innerHTML": "\n\u003cp>In the highly partisan debate over which \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> restaurant makes the best pizza, Thomas McNaughton admitted his choice to use an electric oven is controversial. \u003c/p>\n",
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"\n\u003cp>In the highly partisan debate over which \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> restaurant makes the best pizza, Thomas McNaughton admitted his choice to use an electric oven is controversial. \u003c/p>\n"
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"innerHTML": "\n\u003cp>For years, the CEO of Flour + Water Hospitality Group — a collection of six Bay Area restaurants and a food brand — couldn’t fathom an electric oven that produced the high heat critical for its award-winning pizza. Most pizza joints use gas or wood-fired ovens instead.\u003c/p>\n",
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"\n\u003cp>For years, the CEO of Flour + Water Hospitality Group — a collection of six Bay Area restaurants and a food brand — couldn’t fathom an electric oven that produced the high heat critical for its award-winning pizza. Most pizza joints use gas or wood-fired ovens instead.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But that changed after he discovered professional electric pizza ovens around six years ago and fell in love with how they performed. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ If you’re talking deck ovens, the electric models now outperform gas ovens 100%,” McNaughton said. “I didn’t realize how evolved the technology really is. They’re incredibly powerful.”\u003c/p>\n",
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"\n\u003cp>“ If you’re talking deck ovens, the electric models now outperform gas ovens 100%,” McNaughton said. “I didn’t realize how evolved the technology really is. They’re incredibly powerful.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>At the helm of a restaurant group that holds environmental sustainability as one of its core values, McNaughton realized Flour + Water could have an even greater impact if he switched the power source in their restaurants and kitchens from gas to electric. \u003c/p>\n",
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"\n\u003cp>At the helm of a restaurant group that holds environmental sustainability as one of its core values, McNaughton realized Flour + Water could have an even greater impact if he switched the power source in their restaurants and kitchens from gas to electric. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Flour + Water’s Oakland location, which opened Jan. 2026, is a testament to that vision. There, everything from the boozy slushie machine to the deep fryer, induction cooktops and pizza ovens — which churn out hundreds of pies a day — are 100% electric. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Three years ago, the company committed to all-electric power in all of its future buildouts, McNaughton said, including a planned pizza shop in Palo Alto and a dough production space in Oakland. Two of Flour + Water’s restaurants are now gas-less, and its flagship location in San Francisco’s pizza-dense North Beach neighborhood is mostly electric.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“It’s much easier than people think, and I think there will be a point where it’s not an option,” McNaughton said. \u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001592\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Thomas McNaughton, co-executive chef and CEO at Flour + Water Pizza Shop in Oakland on July 29, 2026. The Oakland location uses all-electric appliances in its kitchen.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Chefs like McNaughton are part of a Bay Area culinary movement proving that all-electric restaurants are not only financially viable, but able to produce the same quality food — or even better — as their fossil-fueled peers. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Still, these chefs are cutting against the grain in California, where restaurants still rely heavily on gas and industry groups have resisted the switch to electric cooking in the past, most notably by defeating Berkeley’s first-in-the-nation ban on natural gas hookups in new construction.\u003cbr>\u003cbr>The switch to electric appliances — which are less polluting, safer and cleaner — continues to be hampered by transition costs and misconceptions about inferiority.\u003c/p>\n",
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"\n\u003cp>Still, these chefs are cutting against the grain in California, where restaurants still rely heavily on gas and industry groups have resisted the switch to electric cooking in the past, most notably by defeating Berkeley’s first-in-the-nation ban on natural gas hookups in new construction.\u003cbr>\u003cbr>The switch to electric appliances — which are less polluting, safer and cleaner — continues to be hampered by transition costs and misconceptions about inferiority.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“ We’re truly not giving up a single thing,” McNaughton said. “In fact, we’re enhancing what we believe we’re doing.”\u003c/p>\n",
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"text": "‘A gas-heavy state’",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">‘A gas-heavy state’\u003c/h2>\n",
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"innerHTML": "\n\u003cp>Despite California’s goals to fight climate change, including achieving net zero greenhouse gas emissions by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220AB1279\">2045\u003c/a>, it’s a “gas-heavy state,” according to Rob Jackson, an environmental scientist at Stanford University. \u003c/p>\n",
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"\n\u003cp>Despite California’s goals to fight climate change, including achieving net zero greenhouse gas emissions by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220AB1279\">2045\u003c/a>, it’s a “gas-heavy state,” according to Rob Jackson, an environmental scientist at Stanford University. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In California, 85% of restaurants use gas to power their appliances, Jackson said, higher than the \u003ca href=\"https://restaurant.org/nra/media/downloads/pdfs/advocacy/2022/banning-natural-gas-at-the-local-level.pdf\">national average\u003c/a> of 76%.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg\" alt=\"\" class=\"wp-image-2001894\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Rob Jackson, environmental scientist at Stanford University, poses for a portrait in the Jackson Lab in Stanford on Aug. 27, 2026. Jackson and his team examine how humans affect the Earth through global warming. He chairs the Global Carbon Project, which is working to measure and reduce greenhouse gas emissions.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg\" alt=\"\" class=\"wp-image-2001894\"/>\u003cfigcaption class=\"wp-element-caption\">Rob Jackson, environmental scientist at Stanford University, poses for a portrait in the Jackson Lab in Stanford on Aug. 27, 2026. Jackson and his team examine how humans affect the Earth through global warming. He chairs the Global Carbon Project, which is working to measure and reduce greenhouse gas emissions.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ If we’re to reach our climate goals, eventually that has to stop,” Jackson said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Buildings account for nearly a quarter of all greenhouse gas emissions in the state, and restaurants require more energy to run than other commercial buildings, Jackson said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Natural gas is mainly composed of methane, a greenhouse gas 28 times more potent, but shorter-lasting, than carbon dioxide. Transitioning from natural gas to electric appliances is the best way for restaurants to reduce their environmental and carbon footprints, Jackson said. \u003c/p>\n",
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"\n\u003cp>Natural gas is mainly composed of methane, a greenhouse gas 28 times more potent, but shorter-lasting, than carbon dioxide. Transitioning from natural gas to electric appliances is the best way for restaurants to reduce their environmental and carbon footprints, Jackson said. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg\" alt=\"\" class=\"wp-image-2001895\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an air pump to her ear to ensure air is pumping to the Aeris analyzer, which measures greenhouse gases in the air, at Stanford University on Aug. 27, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg\" alt=\"\" class=\"wp-image-2001895\"/>\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an air pump to her ear to ensure air is pumping to the Aeris analyzer, which measures greenhouse gases in the air, at Stanford University on Aug. 27, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED.jpg\" alt=\"\" class=\"wp-image-2001896\"/>\u003cfigcaption class=\"wp-element-caption\">The Jackson Lab at Stanford University on Aug. 27, 2026. The Jackson Lab examines how people affect the Earth and works on projects, including greenhouse gas emissions and climate change.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED.jpg\" alt=\"\" class=\"wp-image-2001892\"/>\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, a staff researcher at the Jackson Lab, holds a thermocouple logger that measures the temperature on ovens at Stanford University on Aug. 27, 2026.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Utilities in the state are under a mandate from lawmakers to source 100% of their electricity from renewable sources by 2045. The state is more than halfway to that goal, having sourced 67% of its energy from renewables in 2024. \u003c/p>\n",
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"innerHTML": "\n\u003cp>But more emphasis needs to be put on decarbonizing the demand for energy in the state, said Brady Seals, director of electrification for health at Stanford’s Center for Human and Planetary Health. \u003c/p>\n",
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"\n\u003cp>But more emphasis needs to be put on decarbonizing the demand for energy in the state, said Brady Seals, director of electrification for health at Stanford’s Center for Human and Planetary Health. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ If we’re not addressing the demand side, we’re going to be building buildings that are going to be using [natural gas] for the next thirty to fifty years,” Seals said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Emissions released by burning natural gas may also enter the human body, posing serious health risks. Gas cooking exposes restaurant workers — and homeowners alike — to harmful gases such as methane, benzene and nitrogen dioxide, which leak from stoves whether on or off, Jackson said. \u003c/p>\n",
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"\n\u003cp>Emissions released by burning natural gas may also enter the human body, posing serious health risks. Gas cooking exposes restaurant workers — and homeowners alike — to harmful gases such as methane, benzene and nitrogen dioxide, which leak from stoves whether on or off, Jackson said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Exposure to nitrogen dioxide from gas and propane stoves may be responsible for up to 19,000 deaths annually in the United States, roughly 40% of the deaths attributable to secondhand smoke, according to a \u003ca href=\"https://www.science.org/doi/10.1126/sciadv.adm8680\">2024 study\u003c/a> which Jackson led.\u003c/p>\n",
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"\n\u003cp>Exposure to nitrogen dioxide from gas and propane stoves may be responsible for up to 19,000 deaths annually in the United States, roughly 40% of the deaths attributable to secondhand smoke, according to a \u003ca href=\"https://www.science.org/doi/10.1126/sciadv.adm8680\">2024 study\u003c/a> which Jackson led.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“You would never stand over the tailpipe of your car breathing in those pollutants, and yet people stand over the stove breathing the same pollutants day after day, meal after meal,” Jackson said.\u003c/p>\n",
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"\n\u003cp>“You would never stand over the tailpipe of your car breathing in those pollutants, and yet people stand over the stove breathing the same pollutants day after day, meal after meal,” Jackson said.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED.jpg\" alt=\"\" class=\"wp-image-2001890\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-160x109.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-768x521.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-1536x1043.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Aeris analyzers, which measure methane, ethane, nitrous oxide, carbon dioxide and carbon monoxide, in the air rest at the Jackson Lab at Stanford University on Aug. 27, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>He called commercial kitchens “amplifiers” of that pollution. Instead of using a single stove, like in a home, professional cooks may work at a 12-burner stove for hours, increasing their exposure. \u003c/p>\n",
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"\n\u003cp>He called commercial kitchens “amplifiers” of that pollution. Instead of using a single stove, like in a home, professional cooks may work at a 12-burner stove for hours, increasing their exposure. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ We know the pollution that’s created by burning fossil fuels is harmful, and there’s no reason to do that when cleaner, better technologies are available,” Jackson said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Chefs have reported other benefits from switching to induction cooktops, a type of electric stove which uses electromagnetic energy.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Induction cooktops are more efficient than gas ones because they heat pots and pans directly, instead of a gas cooktop, where an open flame heats the air around cookware, indirectly warming it, Jackson said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ When people say ‘electric kitchen,’ they think about your average apartment stove with a little coil on it, and they’re like, ‘You expect me to run a restaurant on that?’ But that’s not what it is at all,” said Ava Agopsowicz, a line cook at Flour + Water’s Oakland location. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Working at an induction cooktop feels “less greasy,” Agopsowicz said, adding that the kitchen also doesn’t get as hot as cooking with an open flame.\u003cbr>\u003cbr>Induction cooktops give chefs what McNaughton described as an “insane” amount of temperature control.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“You will never have a pot of cream boil over because they’re just so exact, which is really, really great,” McNaughton said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Induction cooktops also drastically reduce the time restaurant workers spend cleaning their workstations, because they eliminate the soot and heat buildup characteristic of gas grills, said Jilly Middleton, program lead on chefs and cooktops for the Global Cooksafe Coalition.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ With induction it’s literally a 20-second wipe down, and you can have apprentices do it safely because it cools down as soon as you turn the heat off,” Middleton said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Switching from gas to induction also reduces the risk of kitchen workplace hazards such as burns, fires and explosions, Middleton said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Katie Chin, a Southern California-based “chefluencer” for the Building Decarbonization Coalition, a group that works to eliminate fossil fuels in buildings, said she was thankful to find an induction kitchen at a client’s house once working as a caterer. \u003c/p>\n",
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"innerHTML": "\n\u003cp>She said she was late to the gig and needed to boil a lot of water in a hurry for a 200-person event.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Luckily that client had induction, so I was able to boil the water for six hundred dumplings in a fraction of the time it would’ve taken for me to use a gas stove and heat up all that water,” Chin said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Let’s not sugarcoat it. It’s not easy to electrify when you already have gas,” Seals said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>One of the biggest challenges for Flour + Water to realize its all-electric dreams has been finding spaces that can be upgraded to provide the massive amount of energy needed to power their electric ovens, McNaughton said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“A lot of older properties we’re not able to look at, so that can feel somewhat constricting at times,” McNaughton said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Whereas many commercial spaces come with gas lines sufficient for restaurant service already installed, McNaughton said setting up the electric service at their Oakland location was a challenge, as it required contractors to “push incredibly thick conduit through many different 90-degree turns,” a step that wouldn’t have been necessary if they opted to use gas. \u003c/p>\n",
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"innerHTML": "\n\u003cp>A lot of the cost of converting to all-electric isn’t the appliances themselves; “it’s really the whole electrical system to support it,” Seals said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>California’s highest-in-the-continental-U.S. electricity rates are also a consideration. Flour + Water’s Oakland location spends around $8,000 a month on electricity, according to a utility bill shared with KQED. Flour + Water’s most recent electric bill saw usage about 34 times greater than the average home in California uses in a month, according to the latest \u003ca href=\"https://www.eia.gov/electricity/sales_revenue_price/pdf/table_5A.pdf\">data\u003c/a> from the U.S. Energy Information Administration. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ The rule of thumb for us is that it’s a small increase to purchase this equipment, and slightly more to run it on a monthly basis,” McNaughton said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Chefluencers like Chin are also working hard to dispel stereotypes about induction cooking, namely, that it doesn’t get hot enough to appropriately use culturally specific cooking techniques, like Asian Wok cooking. \u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001591\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">An employee walks through a kitchen with all-electric appliances at Flour + Water Pizza Shop in Oakland on July 29, 2026. \u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>On the contrary, induction wok burners get “super hot, so quickly,” and have actually improved her cooking due to induction’s superior temperature control, Chin said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“And I’m not so cranky because it’s cooler in my kitchen,” Chin said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Learning to cook on induction does require some technique changes, “but we’re hearing that line cooks are picking it up in a matter of weeks, not months,” Middleton said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“When cooks try induction cookware, they’re often surprised and don’t want to go back,” she said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The idea that induction cooktops could replace gas ones has been challenged by restaurant industry trade groups, such as the California Restaurant Association, which has argued induction cooking is inadequate. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The group did not respond to an interview request, but Jot Condie, the Association’s president and CEO, has previously \u003ca href=\"https://www.calrest.org/news/california-restaurant-association-continues-fight-against-ban-natural-gas-infrastructure\">said\u003c/a> that the loss of flame cooking “would dramatically impact restaurant kitchens” and that chefs rely on gas stoves to “grill vegetables, sear meats and create meals of all kinds inspired by cuisines from all over the world.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The city of Berkeley led the charge to incentivize building electrification in 2019 when it passed a first-in-the-nation ban on natural gas hookups in new construction.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ The essential point of the bill was to say, if you’re building something new, then you would be putting in all-electric,” said Kate Harrison, a former Berkeley City Council member who spearheaded the ban. “We don’t want to expand the gas network.”\u003c/p>\n",
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"\n\u003cp>“ The essential point of the bill was to say, if you’re building something new, then you would be putting in all-electric,” said Kate Harrison, a former Berkeley City Council member who spearheaded the ban. “We don’t want to expand the gas network.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>But Berkeley was ultimately forced to repeal the ban after a federal court sided with a lawsuit brought by the California Restaurant Association, which argued the city overstepped its authority and violated federal energy law.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg\" alt=\"\" class=\"wp-image-2001891\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an eye button that measures the temperature on stoves and wall heaters, at Stanford University on Aug. 27, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg\" alt=\"\" class=\"wp-image-2001891\"/>\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an eye button that measures the temperature on stoves and wall heaters, at Stanford University on Aug. 27, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Still, other municipalities are moving forward with all-electric mandates of their own. \u003c/p>\n",
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"innerHTML": "\n\u003cp>California \u003ca href=\"https://www.energy.ca.gov/news/2024-09/energy-commission-adopts-updated-building-standards-expanding-requirements-heat\">established\u003c/a> electric-ready infrastructure requirements for some newly constructed commercial kitchens in 2024, mandating that buildings be constructed with the wiring and circuits necessary to replace gas infrastructure. New York City has also successfully \u003ca href=\"https://www.wired.com/story/us-cities-seeking-to-ban-natural-gas-in-new-buildings-just-got-a-big-win-in-court/\">defended\u003c/a> its own ban on natural gas in new buildings against legal challenges brought by plumbing and building trade groups. \u003c/p>\n",
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"\n\u003cp>California \u003ca href=\"https://www.energy.ca.gov/news/2024-09/energy-commission-adopts-updated-building-standards-expanding-requirements-heat\">established\u003c/a> electric-ready infrastructure requirements for some newly constructed commercial kitchens in 2024, mandating that buildings be constructed with the wiring and circuits necessary to replace gas infrastructure. New York City has also successfully \u003ca href=\"https://www.wired.com/story/us-cities-seeking-to-ban-natural-gas-in-new-buildings-just-got-a-big-win-in-court/\">defended\u003c/a> its own ban on natural gas in new buildings against legal challenges brought by plumbing and building trade groups. \u003c/p>\n"
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"innerHTML": "\n\u003cp>As support for going all-electric builds, Harrison said she sees Berkeley’s original ban as a “proof of concept.” \u003c/p>\n",
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"\n\u003cp>As support for going all-electric builds, Harrison said she sees Berkeley’s original ban as a “proof of concept.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s inevitable. This is where we’re going,” Harrison said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Electric-ready mandates in new construction are good policy if California is to meet its climate goals, Seals said. But retrofits — redesigning existing spaces to use electricity instead of gas — are “the hardest nut to crack,” she said. \u003c/p>\n",
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"\n\u003cp>Electric-ready mandates in new construction are good policy if California is to meet its climate goals, Seals said. But retrofits — redesigning existing spaces to use electricity instead of gas — are “the hardest nut to crack,” she said. \u003c/p>\n"
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed.jpg\" alt=\"\" class=\"wp-image-2002113\"/>\u003cfigcaption class=\"wp-element-caption\">An employee places a pizza into an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. The Oakland location uses all-electric appliances, including its pizza ovens.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ Policymakers have a real role to play for spurring this market, and that’s going to be happening in places like building codes and other kinds of rulemaking,” Seals said. “ This is a sleeper issue that hasn’t gotten a lot of attention until recently, and we’re really in the beginning part of this wave, which I find to be very exciting.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>For Chin, encouraging electrification also means education tailored towards specific ethnic groups and overcoming language barriers. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ I do feel like a lot of the Asian restaurant owners may not have access to learning about induction cooking,” Chin said. \u003c/p>\n",
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"\n\u003cp>“ I do feel like a lot of the Asian restaurant owners may not have access to learning about induction cooking,” Chin said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Induction advocates said the future is all-electric. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ The Great British Bake Off is induction. Some of the top restaurants in the world are induction,” Seals said. “The momentum in the market is pushing toward renewable energy and electrification.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Flour + Water’s McNaughton isn’t looking back.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“We’ve never said, ‘Oh man, I really wish we had a six-burner all-gas range,’” he said. “I don’t miss it at all.”\u003c/p>\n",
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"\n\u003cp>“We’ve never said, ‘Oh man, I really wish we had a six-burner all-gas range,’” he said. “I don’t miss it at all.”\u003c/p>\n"
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"innerHTML": "\n\u003cimg class=\"size-medium aligncenter\" style=\"width: 500px;margin: 80px auto 40px\" src=\"https://cdn.kqed.org/wp-content/uploads/2026/06/KQED-membership-your-support-makes-this-work-possible-500x353@2x.png\" alt=\"Your support makes this work possible.\" width=\"1000\" height=\"706\" />\nFrom KQED’s Climate desk, “Flipping the Switch” documents California’s transition to clean energy and what it means for you. What works? What doesn’t? How much does it cost? Help us find these answers and more by donating today.\n\u003ca href=\"https://donate.kqed.org/sojo?ms=W2510EANXXXX26\" target=\"_blank\" rel=\"noopener\">\u003cimg class=\"aligncenter\" style=\"width: 272px;margin: 40px auto\" src=\"https://cdn.kqed.org/wp-content/uploads/2026/06/KQED-membership-support-kqed-journalism-272x57@2x.png\" alt=\"Button: Support KQED journalism\" width=\"544\" height=\"114\" />\u003c/a>\n",
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"excerpt": "Electric kitchen conversions are expensive, but as California weans itself off fossil fuels, these chefs say it’s good for food quality, climate and health. ",
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"title": "Here’s What All-Electric Bay Area Restaurants Have Learned From Ditching Gas | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cem>This story is part of \u003ca href=\"https://next.kqed.org/flippingtheswitch\">Flipping the Switch\u003c/a>, KQED’s series about California’s transition to clean energy and what it means for you. What works? What doesn’t? And how much does it cost?\u003c/em>\u003c/p>\n\n\n\n\u003cp>In the highly partisan debate over which \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> restaurant makes the best pizza, Thomas McNaughton admitted his choice to use an electric oven is controversial. \u003c/p>\n\n\n\n\u003cp>For years, the CEO of Flour + Water Hospitality Group — a collection of six Bay Area restaurants and a food brand — couldn’t fathom an electric oven that produced the high heat critical for its award-winning pizza. Most pizza joints use gas or wood-fired ovens instead.\u003c/p>\n\n\n\n\u003cp>But that changed after he discovered professional electric pizza ovens around six years ago and fell in love with how they performed. \u003c/p>\n\n\n\n\u003cp>“ If you’re talking deck ovens, the electric models now outperform gas ovens 100%,” McNaughton said. “I didn’t realize how evolved the technology really is. They’re incredibly powerful.”\u003c/p>\n\n\n\n\u003cp>At the helm of a restaurant group that holds environmental sustainability as one of its core values, McNaughton realized Flour + Water could have an even greater impact if he switched the power source in their restaurants and kitchens from gas to electric. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001590\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-02-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee prepares a pizza before placing it in an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-5 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001594\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001594\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-10-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A deep fryer at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001589\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001589\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee places a pizza into an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ If this oven is so powerful, couldn’t we build our entire operation around electricity?” McNaughton said. \u003c/p>\n\n\n\n\u003cp>Flour + Water’s Oakland location, which opened Jan. 2026, is a testament to that vision. There, everything from the boozy slushie machine to the deep fryer, induction cooktops and pizza ovens — which churn out hundreds of pies a day — are 100% electric. \u003c/p>\n\n\n\n\u003cp>Three years ago, the company committed to all-electric power in all of its future buildouts, McNaughton said, including a planned pizza shop in Palo Alto and a dough production space in Oakland. Two of Flour + Water’s restaurants are now gas-less, and its flagship location in San Francisco’s pizza-dense North Beach neighborhood is mostly electric.\u003c/p>\n\n\n\n\u003cp>“It’s much easier than people think, and I think there will be a point where it’s not an option,” McNaughton said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001592\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-07-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Thomas McNaughton, co-executive chef and CEO at Flour + Water Pizza Shop in Oakland on July 29, 2026. The Oakland location uses all-electric appliances in its kitchen. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Chefs like McNaughton are part of a Bay Area culinary movement proving that all-electric restaurants are not only financially viable, but able to produce the same quality food — or even better — as their fossil-fueled peers. \u003c/p>\n\n\n\n\u003cp>Still, these chefs are cutting against the grain in California, where restaurants still rely heavily on gas and industry groups have resisted the switch to electric cooking in the past, most notably by defeating Berkeley’s first-in-the-nation ban on natural gas hookups in new construction.\u003cbr>\u003cbr>The switch to electric appliances — which are less polluting, safer and cleaner — continues to be hampered by transition costs and misconceptions about inferiority.\u003c/p>\n\n\n\n\u003cp>“ We’re truly not giving up a single thing,” McNaughton said. “In fact, we’re enhancing what we believe we’re doing.”\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘A gas-heavy state’\u003c/h2>\n\n\n\n\u003cp>Despite California’s goals to fight climate change, including achieving net zero greenhouse gas emissions by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220AB1279\">2045\u003c/a>, it’s a “gas-heavy state,” according to Rob Jackson, an environmental scientist at Stanford University. \u003c/p>\n\n\n\n\u003cp>In California, 85% of restaurants use gas to power their appliances, Jackson said, higher than the \u003ca href=\"https://restaurant.org/nra/media/downloads/pdfs/advocacy/2022/banning-natural-gas-at-the-local-level.pdf\">national average\u003c/a> of 76%.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg\" alt=\"\" class=\"wp-image-2001894\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-7-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Rob Jackson, environmental scientist at Stanford University, poses for a portrait in the Jackson Lab in Stanford on Aug. 27, 2026. Jackson and his team examine how humans affect the Earth through global warming. He chairs the Global Carbon Project, which is working to measure and reduce greenhouse gas emissions. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ If we’re to reach our climate goals, eventually that has to stop,” Jackson said.\u003c/p>\n\n\n\n\u003cp>Buildings account for nearly a quarter of all greenhouse gas emissions in the state, and restaurants require more energy to run than other commercial buildings, Jackson said. \u003c/p>\n\n\n\n\u003cp>Natural gas is mainly composed of methane, a greenhouse gas 28 times more potent, but shorter-lasting, than carbon dioxide. Transitioning from natural gas to electric appliances is the best way for restaurants to reduce their environmental and carbon footprints, Jackson said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg\" alt=\"\" class=\"wp-image-2001895\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-9-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an air pump to her ear to ensure air is pumping to the Aeris analyzer, which measures greenhouse gases in the air, at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-6 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001896\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED.jpg\" alt=\"\" class=\"wp-image-2001896\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-11-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Jackson Lab at Stanford University on Aug. 27, 2026. The Jackson Lab examines how people affect the Earth and works on projects, including greenhouse gas emissions and climate change. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"2001892\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED.jpg\" alt=\"\" class=\"wp-image-2001892\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-4-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, a staff researcher at the Jackson Lab, holds a thermocouple logger that measures the temperature on ovens at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>Utilities in the state are under a mandate from lawmakers to source 100% of their electricity from renewable sources by 2045. The state is more than halfway to that goal, having sourced 67% of its energy from renewables in 2024. \u003c/p>\n\n\n\n\u003cp>But more emphasis needs to be put on decarbonizing the demand for energy in the state, said Brady Seals, director of electrification for health at Stanford’s Center for Human and Planetary Health. \u003c/p>\n\n\n\n\u003cp>“ If we’re not addressing the demand side, we’re going to be building buildings that are going to be using [natural gas] for the next thirty to fifty years,” Seals said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">A healthier, more efficient kitchen\u003cstrong> \u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Emissions released by burning natural gas may also enter the human body, posing serious health risks. Gas cooking exposes restaurant workers — and homeowners alike — to harmful gases such as methane, benzene and nitrogen dioxide, which leak from stoves whether on or off, Jackson said. \u003c/p>\n\n\n\n\u003cp>Exposure to nitrogen dioxide from gas and propane stoves may be responsible for up to 19,000 deaths annually in the United States, roughly 40% of the deaths attributable to secondhand smoke, according to a \u003ca href=\"https://www.science.org/doi/10.1126/sciadv.adm8680\">2024 study\u003c/a> which Jackson led.\u003c/p>\n\n\n\n\u003cp>“You would never stand over the tailpipe of your car breathing in those pollutants, and yet people stand over the stove breathing the same pollutants day after day, meal after meal,” Jackson said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1358\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED.jpg\" alt=\"\" class=\"wp-image-2001890\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-160x109.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-768x521.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-2-KQED-1536x1043.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Aeris analyzers, which measure methane, ethane, nitrous oxide, carbon dioxide and carbon monoxide, in the air rest at the Jackson Lab at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>He called commercial kitchens “amplifiers” of that pollution. Instead of using a single stove, like in a home, professional cooks may work at a 12-burner stove for hours, increasing their exposure. \u003c/p>\n\n\n\n\u003cp>“ We know the pollution that’s created by burning fossil fuels is harmful, and there’s no reason to do that when cleaner, better technologies are available,” Jackson said.\u003c/p>\n\n\n\n\u003cp>Chefs have reported other benefits from switching to induction cooktops, a type of electric stove which uses electromagnetic energy.\u003c/p>\n\n\n\n\u003cp>Induction cooktops are more efficient than gas ones because they heat pots and pans directly, instead of a gas cooktop, where an open flame heats the air around cookware, indirectly warming it, Jackson said. \u003c/p>\n\n\n\n\n\n\u003cp>“ When people say ‘electric kitchen,’ they think about your average apartment stove with a little coil on it, and they’re like, ‘You expect me to run a restaurant on that?’ But that’s not what it is at all,” said Ava Agopsowicz, a line cook at Flour + Water’s Oakland location. \u003c/p>\n\n\n\n\u003cp>Working at an induction cooktop feels “less greasy,” Agopsowicz said, adding that the kitchen also doesn’t get as hot as cooking with an open flame.\u003cbr>\u003cbr>Induction cooktops give chefs what McNaughton described as an “insane” amount of temperature control.\u003c/p>\n\n\n\n\u003cp>“You will never have a pot of cream boil over because they’re just so exact, which is really, really great,” McNaughton said.\u003c/p>\n\n\n\n\u003cp>Induction cooktops also drastically reduce the time restaurant workers spend cleaning their workstations, because they eliminate the soot and heat buildup characteristic of gas grills, said Jilly Middleton, program lead on chefs and cooktops for the Global Cooksafe Coalition.\u003c/p>\n\n\n\n\u003cp>“ With induction it’s literally a 20-second wipe down, and you can have apprentices do it safely because it cools down as soon as you turn the heat off,” Middleton said.\u003c/p>\n\n\n\n\u003cp>Switching from gas to induction also reduces the risk of kitchen workplace hazards such as burns, fires and explosions, Middleton said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001595\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-11-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Jairo Pérez prepares food at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Katie Chin, a Southern California-based “chefluencer” for the Building Decarbonization Coalition, a group that works to eliminate fossil fuels in buildings, said she was thankful to find an induction kitchen at a client’s house once working as a caterer. \u003c/p>\n\n\n\n\u003cp>She said she was late to the gig and needed to boil a lot of water in a hurry for a 200-person event.\u003c/p>\n\n\n\n\u003cp>“ Luckily that client had induction, so I was able to boil the water for six hundred dumplings in a fraction of the time it would’ve taken for me to use a gas stove and heat up all that water,” Chin said. \u003c/p>\n\n\n\n\u003cp>But while the advantages are many, the barriers are still significant.\u003c/p>\n\n\n\n\u003cp>“Let’s not sugarcoat it. It’s not easy to electrify when you already have gas,” Seals said.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Change is hard — and expensive \u003c/h2>\n\n\n\n\u003cp>One of the biggest challenges for Flour + Water to realize its all-electric dreams has been finding spaces that can be upgraded to provide the massive amount of energy needed to power their electric ovens, McNaughton said. \u003c/p>\n\n\n\n\u003cp>“A lot of older properties we’re not able to look at, so that can feel somewhat constricting at times,” McNaughton said.\u003c/p>\n\n\n\n\u003cp>Whereas many commercial spaces come with gas lines sufficient for restaurant service already installed, McNaughton said setting up the electric service at their Oakland location was a challenge, as it required contractors to “push incredibly thick conduit through many different 90-degree turns,” a step that wouldn’t have been necessary if they opted to use gas. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED.jpg\" alt=\"\" class=\"wp-image-2001898\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Brady Seals, Director of Electrification for Health, Human and Planetary Health, poses for a portrait at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>A lot of the cost of converting to all-electric isn’t the appliances themselves; “it’s really the whole electrical system to support it,” Seals said. \u003c/p>\n\n\n\n\u003cp>California’s highest-in-the-continental-U.S. electricity rates are also a consideration. Flour + Water’s Oakland location spends around $8,000 a month on electricity, according to a utility bill shared with KQED. Flour + Water’s most recent electric bill saw usage about 34 times greater than the average home in California uses in a month, according to the latest \u003ca href=\"https://www.eia.gov/electricity/sales_revenue_price/pdf/table_5A.pdf\">data\u003c/a> from the U.S. Energy Information Administration. \u003c/p>\n\n\n\n\u003cp>“ The rule of thumb for us is that it’s a small increase to purchase this equipment, and slightly more to run it on a monthly basis,” McNaughton said. \u003c/p>\n\n\n\n\u003cp>Chefluencers like Chin are also working hard to dispel stereotypes about induction cooking, namely, that it doesn’t get hot enough to appropriately use culturally specific cooking techniques, like Asian Wok cooking. \u003c/p>\n\n\n\n\u003cp>“ You just have to keep an open mind that Asian cooking isn’t synonymous with the blue flame,” Chin said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-2001591\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/260729-ELECTRICRESTAURANT-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee walks through a kitchen with all-electric appliances at Flour + Water Pizza Shop in Oakland on July 29, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>On the contrary, induction wok burners get “super hot, so quickly,” and have actually improved her cooking due to induction’s superior temperature control, Chin said.\u003c/p>\n\n\n\n\u003cp>“And I’m not so cranky because it’s cooler in my kitchen,” Chin said. \u003c/p>\n\n\n\n\u003cp>Learning to cook on induction does require some technique changes, “but we’re hearing that line cooks are picking it up in a matter of weeks, not months,” Middleton said. \u003c/p>\n\n\n\n\u003cp>“When cooks try induction cookware, they’re often surprised and don’t want to go back,” she said. \u003c/p>\n\n\n\n\u003cp>The idea that induction cooktops could replace gas ones has been challenged by restaurant industry trade groups, such as the California Restaurant Association, which has argued induction cooking is inadequate. \u003c/p>\n\n\n\n\u003cp>The group did not respond to an interview request, but Jot Condie, the Association’s president and CEO, has previously \u003ca href=\"https://www.calrest.org/news/california-restaurant-association-continues-fight-against-ban-natural-gas-infrastructure\">said\u003c/a> that the loss of flame cooking “would dramatically impact restaurant kitchens” and that chefs rely on gas stoves to “grill vegetables, sear meats and create meals of all kinds inspired by cuisines from all over the world.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Building momentum \u003c/h2>\n\n\n\n\u003cp>The city of Berkeley led the charge to incentivize building electrification in 2019 when it passed a first-in-the-nation ban on natural gas hookups in new construction.\u003c/p>\n\n\n\n\u003cp>“ The essential point of the bill was to say, if you’re building something new, then you would be putting in all-electric,” said Kate Harrison, a former Berkeley City Council member who spearheaded the ban. “We don’t want to expand the gas network.”\u003c/p>\n\n\n\n\u003cp>But Berkeley was ultimately forced to repeal the ban after a federal court sided with a lawsuit brought by the California Restaurant Association, which argued the city overstepped its authority and violated federal energy law.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg\" alt=\"\" class=\"wp-image-2001891\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/08/20260827_ElectricKitchens_GC-3-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Samea Derrick, staff researcher at the Jackson Lab, holds an eye button that measures the temperature on stoves and wall heaters, at Stanford University on Aug. 27, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Still, other municipalities are moving forward with all-electric mandates of their own. \u003c/p>\n\n\n\n\u003cp>California \u003ca href=\"https://www.energy.ca.gov/news/2024-09/energy-commission-adopts-updated-building-standards-expanding-requirements-heat\">established\u003c/a> electric-ready infrastructure requirements for some newly constructed commercial kitchens in 2024, mandating that buildings be constructed with the wiring and circuits necessary to replace gas infrastructure. New York City has also successfully \u003ca href=\"https://www.wired.com/story/us-cities-seeking-to-ban-natural-gas-in-new-buildings-just-got-a-big-win-in-court/\">defended\u003c/a> its own ban on natural gas in new buildings against legal challenges brought by plumbing and building trade groups. \u003c/p>\n\n\n\n\u003cp>As support for going all-electric builds, Harrison said she sees Berkeley’s original ban as a “proof of concept.” \u003c/p>\n\n\n\n\u003cp>“It’s inevitable. This is where we’re going,” Harrison said. \u003c/p>\n\n\n\n\u003cp>Electric-ready mandates in new construction are good policy if California is to meet its climate goals, Seals said. But retrofits — redesigning existing spaces to use electricity instead of gas — are “the hardest nut to crack,” she said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed.jpg\" alt=\"\" class=\"wp-image-2002113\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2026/09/260729-ElectricRestaurant-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">An employee places a pizza into an all-electric oven at Flour + Water Pizza Shop in Oakland on July 29, 2026. The Oakland location uses all-electric appliances, including its pizza ovens. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Policymakers have a real role to play for spurring this market, and that’s going to be happening in places like building codes and other kinds of rulemaking,” Seals said. “ This is a sleeper issue that hasn’t gotten a lot of attention until recently, and we’re really in the beginning part of this wave, which I find to be very exciting.”\u003c/p>\n\n\n\n\u003cp>For Chin, encouraging electrification also means education tailored towards specific ethnic groups and overcoming language barriers. \u003c/p>\n\n\n\n\u003cp>“ I do feel like a lot of the Asian restaurant owners may not have access to learning about induction cooking,” Chin said. \u003c/p>\n\n\n\n\u003cp>Induction advocates said the future is all-electric. \u003c/p>\n\n\n\n\u003cp>“ The Great British Bake Off is induction. Some of the top restaurants in the world are induction,” Seals said. “The momentum in the market is pushing toward renewable energy and electrification.”\u003c/p>\n\n\n\n\u003cp>Flour + Water’s McNaughton isn’t looking back.\u003c/p>\n\n\n\n\u003cp>“We’ve never said, ‘Oh man, I really wish we had a six-burner all-gas range,’” he said. “I don’t miss it at all.”\u003c/p>\n\n\n\n\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium aligncenter\" style=\"width: 500px;margin: 80px auto 40px\" src=\"https://cdn.kqed.org/wp-content/uploads/2026/06/KQED-membership-your-support-makes-this-work-possible-500x353@2x.png\" alt=\"Your support makes this work possible.\" width=\"1000\" height=\"706\" />\nFrom KQED’s Climate desk, “Flipping the Switch” documents California’s transition to clean energy and what it means for you. What works? What doesn’t? How much does it cost? Help us find these answers and more by donating today.\n\u003ca href=\"https://donate.kqed.org/sojo?ms=W2510EANXXXX26\" target=\"_blank\" rel=\"noopener\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter\" style=\"width: 272px;margin: 40px auto\" src=\"https://cdn.kqed.org/wp-content/uploads/2026/06/KQED-membership-support-kqed-journalism-272x57@2x.png\" alt=\"Button: Support KQED journalism\" width=\"544\" height=\"114\" />\u003c/a>\n\u003c/div>\u003c/p>",
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"title": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds",
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"headTitle": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds | KQED",
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"content": "\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\"/>\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n",
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"\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n"
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"innerHTML": "\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n",
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"\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n",
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"\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n"
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"innerHTML": "\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n",
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"\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n"
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"innerHTML": "\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n",
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"\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n"
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"innerHTML": "\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n",
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"\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n"
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"innerHTML": "\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n",
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"\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n",
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"\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n",
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"\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n"
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"innerHTML": "\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n",
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"\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\"/>\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n",
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"\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n",
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"\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n",
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"\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n",
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"\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n",
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"\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n"
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"innerHTML": "\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n",
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"\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\"/>\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n",
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"\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n",
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"\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n",
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"\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n",
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"\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n",
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"\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n",
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"\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\"/>\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n",
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"\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n",
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"\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n",
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"\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n"
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"excerpt": "The new findings show that reduced public transit service and station closures would affect traffic and quality of life throughout the region.",
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"title": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds | KQED",
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"headline": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows",
"title": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows",
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"headTitle": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows | KQED",
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"content": "\n\u003cp>As San Francisco voters weigh in on a \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax\u003c/a> measure to fund Muni this November, a new economic impact report released Wednesday by San Francisco’s Office of the Controller projects the sweeping toll that massive service cuts to the city’s public transit agency will have. \u003c/p>\n\n\n\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n\n\n\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n\n\n\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n\n\n\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n\n\n\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n\n\n\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n\n\n\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n\n\n\n\n\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n\n\n\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n\n\n\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n\n\n\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n\n\n\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n\n\n\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n\n\n\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n\n\n\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n\n\n\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n\n\n\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n\n\n\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n",
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"\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n",
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"\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n"
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"innerHTML": "\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n",
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"\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n",
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"\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n",
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"\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n",
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"\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n",
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"\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n",
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"\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n",
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"\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n"
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"innerHTML": "\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n",
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"\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n",
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"\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n",
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"\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n",
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"\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n",
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"\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n",
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"\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n",
"innerContent": [
"\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n",
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"\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n"
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"excerpt": "The findings project fallout related to Proposition H, a proposed parcel tax meant to fund the transit agency.",
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"title": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>As San Francisco voters weigh in on a \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax\u003c/a> measure to fund Muni this November, a new economic impact report released Wednesday by San Francisco’s Office of the Controller projects the sweeping toll that massive service cuts to the city’s public transit agency will have. \u003c/p>\n\n\n\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n\n\n\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n\n\n\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n\n\n\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n\n\n\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n\n\n\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n\n\n\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n\n\n\n\n\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n\n\n\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n\n\n\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n\n\n\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n\n\n\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n\n\n\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n\n\n\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n\n\n\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n\n\n\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n\n\n\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n\n\n\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Says Aging Infrastructure to Blame for Substation Fire, Days of Delays",
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"content": "\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART \u003c/a>substation fire that snarled commutes and disrupted airport service and travel across the Bay Area this week was caused by aging infrastructure that had been previously shortlisted for repairs, agency officials said Thursday. \u003c/p>\n\n\n\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n\n\n\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n\n\n\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n\n\n\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n\n\n\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n\n\n\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n\n\n\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n\n\n\n\n\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n\n\n\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n\n\n\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n\n\n\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n\n\n\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART \u003c/a>substation fire that snarled commutes and disrupted airport service and travel across the Bay Area this week was caused by aging infrastructure that had been previously shortlisted for repairs, agency officials said Thursday. \u003c/p>\n\n\n\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n\n\n\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n\n\n\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n\n\n\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n\n\n\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n\n\n\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n\n\n\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n\n\n\n\n\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n\n\n\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n\n\n\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n\n\n\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n\n\n\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-reports-major-crime-drop-1-year-after-new-fare-gates",
"title": "BART Reports Major Crime Drop 1 Year After New Fare Gates",
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"headTitle": "BART Reports Major Crime Drop 1 Year After New Fare Gates | KQED",
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"content": "\n\u003cp>New data shows \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> has seen a massive drop in crime, something the agency credits to the one-year anniversary of its next-generation fare gates.\u003c/p>\n\n\n\n\u003cp>The agency reported Tuesday that, for every million trips, crimes against riders (such as robbery, aggravated assault, rape and homicide) fell \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260908\">67%\u003c/a> between December 2024 and June 2026. The improved fare gates, which are intended to reduce fare evasion, began operating at all 50 stations last year. \u003c/p>\n\n\n\n\u003cp>“They’ve been a real game changer,” BART General Manager Robert Powers said Tuesday during a news conference at San Francisco’s Powell Street station.\u003c/p>\n\n\n\n\u003cp>The agency also reported a 47% reduction in BART Police and other safety-related delays over the same time period.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg\" alt=\"\" class=\"wp-image-12098710\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART General Manager Robert Powers points to a part that helps swing a fare gate open faster, as compared with previous models, at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098711\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg\" alt=\"\" class=\"wp-image-12098711\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART Police Chief Kevin Franklin speaks at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098713\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg\" alt=\"\" class=\"wp-image-12098713\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A chart showing the increase in ridership since the implementation of BART’s Next Generation Fare Gates is displayed at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ Not only is crime less frequent on BART, but because of that drop my officers are able to respond more quickly to the emergencies that we do need to address,” BART Police Chief Kevin Franklin said, calling the fare gates a “force multiplier.”\u003c/p>\n\n\n\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n\n\n\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n\n\n\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n\n\n\n\n\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n\n\n\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n\n\n\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n\n\n\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n\n\n\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n\n\n\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n\n\n\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n\n\n\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n\n\n\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n",
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"innerHTML": "\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n",
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"\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n"
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"innerHTML": "\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n",
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"\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n",
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"\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n"
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"innerHTML": "\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n",
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"\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n"
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n",
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"excerpt": "The next-generation fare gates have also improved reliability and added revenue, but the agency still faces challenges with fare evasion. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>New data shows \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> has seen a massive drop in crime, something the agency credits to the one-year anniversary of its next-generation fare gates.\u003c/p>\n\n\n\n\u003cp>The agency reported Tuesday that, for every million trips, crimes against riders (such as robbery, aggravated assault, rape and homicide) fell \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260908\">67%\u003c/a> between December 2024 and June 2026. The improved fare gates, which are intended to reduce fare evasion, began operating at all 50 stations last year. \u003c/p>\n\n\n\n\u003cp>“They’ve been a real game changer,” BART General Manager Robert Powers said Tuesday during a news conference at San Francisco’s Powell Street station.\u003c/p>\n\n\n\n\u003cp>The agency also reported a 47% reduction in BART Police and other safety-related delays over the same time period.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg\" alt=\"\" class=\"wp-image-12098710\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART General Manager Robert Powers points to a part that helps swing a fare gate open faster, as compared with previous models, at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098711\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg\" alt=\"\" class=\"wp-image-12098711\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART Police Chief Kevin Franklin speaks at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098713\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg\" alt=\"\" class=\"wp-image-12098713\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A chart showing the increase in ridership since the implementation of BART’s Next Generation Fare Gates is displayed at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ Not only is crime less frequent on BART, but because of that drop my officers are able to respond more quickly to the emergencies that we do need to address,” BART Police Chief Kevin Franklin said, calling the fare gates a “force multiplier.”\u003c/p>\n\n\n\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n\n\n\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n\n\n\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n\n\n\n\n\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n\n\n\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n\n\n\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n\n\n\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n\n\n\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n\n\n\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n\n\n\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n\n\n\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n\n\n\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>Memories of the \u003ca href=\"https://www.kqed.org/news/12089915/sf-supe-to-launch-inquiry-on-waymos-july-fourth-traffic-meltdown\">traffic meltdown\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12090516/too-much-traffic-not-enough-toilets-sf-city-officials-revisit-fourth-of-july-mishaps\">bathroom shortages\u003c/a> that defined this year’s July 4 fireworks show on the Golden Gate Bridge loom over the planning for Fleet Week, one of San Francisco’s marquee events, which has historically drawn tens of thousands of people to the city. \u003c/p>\n\n\n\n\u003cp>Stephen Sherrill, a San Francisco supervisor who represents the Marina District, where the October airshow will take place, has raised concerns that city departments still lack an official crowd-size estimate, which typically comes from the San Francisco Fleet Week Association, the event’s sponsor.\u003c/p>\n\n\n\n\u003cp>“ Crowd size has been the flaw in planning over the past year, and when crowd size is mixed with a lack of time around preparation, we end up with negative outcomes,” Sherrill said, addressing reporters Thursday.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1280\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut.jpg\" alt=\"\" class=\"wp-image-11697029\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-520x347.jpg 520w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">From left: Jackson Buttler, 4; Wyatt Buttler, 3; and Kai Super, 4, play with toy Blue Angel jets as a little girl looks on during the Fleet Week air show at the Marina Green in San Francisco. (Anne Wernikoff/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-1 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1020\" height=\"670\" data-id=\"11778620\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-1020x670.jpg\" alt=\"\" class=\"wp-image-11778620\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-1020x670.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-800x525.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-1200x788.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut.jpg 1920w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\" />\u003cfigcaption class=\"wp-element-caption\">U.S. Navy Blue Angels perform an air show during San Francisco Fleet Week in 2019. (Anne Wernikoff/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1020\" height=\"680\" data-id=\"11697046\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1020x680.jpg\" alt=\"\" class=\"wp-image-11697046\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-520x347.jpg 520w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\" />\u003cfigcaption class=\"wp-element-caption\">Stephen Dunphy, of Danville, California, waves the American flag at Battery East while a parade of ships passes by on the San Francisco Bay. (Anne Wernikoff/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>Lewis Loeven, executive director of the San Francisco Fleet Week Association, said he expected attendance to be similar to that of 2024 — an estimated 7,500 people at peak times — and that he would release the 2026 figures at “a later date.” \u003c/p>\n\n\n\n\u003cp>Peak crowd estimates for Fleet Week have varied dramatically in recent years, according to the city’s Department of Emergency Management. Fleet Week 2025 saw around 2,000 spectators at its peak, as the show was stymied by a government shutdown, preventing the participation of any U.S. military outfits, including the famed Blue Angels. \u003c/p>\n\n\n\n\u003cp>The U.S. Navy’s annual weeklong visit to San Francisco, which has brought boat tours and a chance to meet military sailors and pilots to the city for decades, is “extremely well run,” Sherrill emphasized, but he said he called Thursday’s hearing to make sure “excellent stays excellent.”\u003c/p>\n\n\n\n\n\n\u003cp>The shortcomings of the city’s Fourth of July celebration remain fresh. That night, an estimated 100,000 people streamed into the northwestern corner of the city, expecting to catch a special fireworks show staged from the Golden Gate Bridge. But the surge of people leaving the event resulted in gridlock for hours, and the situation worsened when autonomous vehicles stalled out on city streets, blocking traffic. \u003c/p>\n\n\n\n\u003cp>Loeven said Fleet Week “has not had many of the problems that were identified” with the Fourth of July celebration, since events are spaced out across multiple days, times and locations in the city. \u003c/p>\n\n\n\n\u003cp>Taking lessons from the Fourth of July 2026 fiasco and previous Fleet Weeks, the city’s Municipal Transportation Agency has submitted geofencing requests — a temporary off-limits zone for autonomous vehicles run by companies like Waymo and Zoox — for segments of major thoroughfares, such as Van Ness Boulevard, the Embarcadero and Lombard Street, during some Fleet Week events. The SFMTA also plans to offer extra service on key routes. \u003c/p>\n\n\n\n\u003cp>San Francisco’s Recreation and Parks Department plans to supply 20% more portable toilets than it has in previous years, for a total of 65. \u003c/p>\n\n\n\n\u003cp>This year, with the Blue Angels set to return, Sherrill wondered if city leaders should apply a “San Francisco is back” multiplier to any crowd estimates, based on what he thought was the city’s improving reputation and ability to attract crowds. He said higher-than-expected attendance at events like a Red Bull-sponsored Formula One race last February or the last Fourth of July underscores a need to do better planning around major events. \u003c/p>\n\n\n\n\u003cp>“When you can’t baseline against the past for new events, I’m not satisfied that there’s great crowd-capacity planning or infrastructure in place at this point,” Sherrill said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Lewis Loeven, executive director of the San Francisco Fleet Week Association, said he expected attendance to be similar to that of 2024 — an estimated 7,500 people at peak times — and that he would release the 2026 figures at “a later date.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Peak crowd estimates for Fleet Week have varied dramatically in recent years, according to the city’s Department of Emergency Management. Fleet Week 2025 saw around 2,000 spectators at its peak, as the show was stymied by a government shutdown, preventing the participation of any U.S. military outfits, including the famed Blue Angels. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The U.S. Navy’s annual weeklong visit to San Francisco, which has brought boat tours and a chance to meet military sailors and pilots to the city for decades, is “extremely well run,” Sherrill emphasized, but he said he called Thursday’s hearing to make sure “excellent stays excellent.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>The shortcomings of the city’s Fourth of July celebration remain fresh. That night, an estimated 100,000 people streamed into the northwestern corner of the city, expecting to catch a special fireworks show staged from the Golden Gate Bridge. But the surge of people leaving the event resulted in gridlock for hours, and the situation worsened when autonomous vehicles stalled out on city streets, blocking traffic. \u003c/p>\n",
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"\n\u003cp>The shortcomings of the city’s Fourth of July celebration remain fresh. That night, an estimated 100,000 people streamed into the northwestern corner of the city, expecting to catch a special fireworks show staged from the Golden Gate Bridge. But the surge of people leaving the event resulted in gridlock for hours, and the situation worsened when autonomous vehicles stalled out on city streets, blocking traffic. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Loeven said Fleet Week “has not had many of the problems that were identified” with the Fourth of July celebration, since events are spaced out across multiple days, times and locations in the city. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Taking lessons from the Fourth of July 2026 fiasco and previous Fleet Weeks, the city’s Municipal Transportation Agency has submitted geofencing requests — a temporary off-limits zone for autonomous vehicles run by companies like Waymo and Zoox — for segments of major thoroughfares, such as Van Ness Boulevard, the Embarcadero and Lombard Street, during some Fleet Week events. The SFMTA also plans to offer extra service on key routes. \u003c/p>\n",
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"\n\u003cp>Taking lessons from the Fourth of July 2026 fiasco and previous Fleet Weeks, the city’s Municipal Transportation Agency has submitted geofencing requests — a temporary off-limits zone for autonomous vehicles run by companies like Waymo and Zoox — for segments of major thoroughfares, such as Van Ness Boulevard, the Embarcadero and Lombard Street, during some Fleet Week events. The SFMTA also plans to offer extra service on key routes. \u003c/p>\n"
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"innerHTML": "\n\u003cp>San Francisco’s Recreation and Parks Department plans to supply 20% more portable toilets than it has in previous years, for a total of 65. \u003c/p>\n",
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"excerpt": "As the city prepares for the annual air shows, including the return of the Blue Angels, it’s dealing with the lingering impact of a recent logistical nightmare. ",
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"title": "Could San Francisco See July 4 Crowds for Fleet Week? City Leaders Say Not Exactly | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Memories of the \u003ca href=\"https://www.kqed.org/news/12089915/sf-supe-to-launch-inquiry-on-waymos-july-fourth-traffic-meltdown\">traffic meltdown\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12090516/too-much-traffic-not-enough-toilets-sf-city-officials-revisit-fourth-of-july-mishaps\">bathroom shortages\u003c/a> that defined this year’s July 4 fireworks show on the Golden Gate Bridge loom over the planning for Fleet Week, one of San Francisco’s marquee events, which has historically drawn tens of thousands of people to the city. \u003c/p>\n\n\n\n\u003cp>Stephen Sherrill, a San Francisco supervisor who represents the Marina District, where the October airshow will take place, has raised concerns that city departments still lack an official crowd-size estimate, which typically comes from the San Francisco Fleet Week Association, the event’s sponsor.\u003c/p>\n\n\n\n\u003cp>“ Crowd size has been the flaw in planning over the past year, and when crowd size is mixed with a lack of time around preparation, we end up with negative outcomes,” Sherrill said, addressing reporters Thursday.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1280\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut.jpg\" alt=\"\" class=\"wp-image-11697029\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33070_10052018_AW_FleetWeek_08-qut-520x347.jpg 520w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">From left: Jackson Buttler, 4; Wyatt Buttler, 3; and Kai Super, 4, play with toy Blue Angel jets as a little girl looks on during the Fleet Week air show at the Marina Green in San Francisco. (Anne Wernikoff/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-1 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1020\" height=\"670\" data-id=\"11778620\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-1020x670.jpg\" alt=\"\" class=\"wp-image-11778620\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-1020x670.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-800x525.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut-1200x788.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS33073_10052018_AW_FleetWeek_11-qut.jpg 1920w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\" />\u003cfigcaption class=\"wp-element-caption\">U.S. Navy Blue Angels perform an air show during San Francisco Fleet Week in 2019. (Anne Wernikoff/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1020\" height=\"680\" data-id=\"11697046\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1020x680.jpg\" alt=\"\" class=\"wp-image-11697046\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/RS33074_10052018_AW_FleetWeek_12-qut-520x347.jpg 520w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\" />\u003cfigcaption class=\"wp-element-caption\">Stephen Dunphy, of Danville, California, waves the American flag at Battery East while a parade of ships passes by on the San Francisco Bay. (Anne Wernikoff/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>Lewis Loeven, executive director of the San Francisco Fleet Week Association, said he expected attendance to be similar to that of 2024 — an estimated 7,500 people at peak times — and that he would release the 2026 figures at “a later date.” \u003c/p>\n\n\n\n\u003cp>Peak crowd estimates for Fleet Week have varied dramatically in recent years, according to the city’s Department of Emergency Management. Fleet Week 2025 saw around 2,000 spectators at its peak, as the show was stymied by a government shutdown, preventing the participation of any U.S. military outfits, including the famed Blue Angels. \u003c/p>\n\n\n\n\u003cp>The U.S. Navy’s annual weeklong visit to San Francisco, which has brought boat tours and a chance to meet military sailors and pilots to the city for decades, is “extremely well run,” Sherrill emphasized, but he said he called Thursday’s hearing to make sure “excellent stays excellent.”\u003c/p>\n\n\n\n\n\n\u003cp>The shortcomings of the city’s Fourth of July celebration remain fresh. That night, an estimated 100,000 people streamed into the northwestern corner of the city, expecting to catch a special fireworks show staged from the Golden Gate Bridge. But the surge of people leaving the event resulted in gridlock for hours, and the situation worsened when autonomous vehicles stalled out on city streets, blocking traffic. \u003c/p>\n\n\n\n\u003cp>Loeven said Fleet Week “has not had many of the problems that were identified” with the Fourth of July celebration, since events are spaced out across multiple days, times and locations in the city. \u003c/p>\n\n\n\n\u003cp>Taking lessons from the Fourth of July 2026 fiasco and previous Fleet Weeks, the city’s Municipal Transportation Agency has submitted geofencing requests — a temporary off-limits zone for autonomous vehicles run by companies like Waymo and Zoox — for segments of major thoroughfares, such as Van Ness Boulevard, the Embarcadero and Lombard Street, during some Fleet Week events. The SFMTA also plans to offer extra service on key routes. \u003c/p>\n\n\n\n\u003cp>San Francisco’s Recreation and Parks Department plans to supply 20% more portable toilets than it has in previous years, for a total of 65. \u003c/p>\n\n\n\n\u003cp>This year, with the Blue Angels set to return, Sherrill wondered if city leaders should apply a “San Francisco is back” multiplier to any crowd estimates, based on what he thought was the city’s improving reputation and ability to attract crowds. He said higher-than-expected attendance at events like a Red Bull-sponsored Formula One race last February or the last Fourth of July underscores a need to do better planning around major events. \u003c/p>\n\n\n\n\u003cp>“When you can’t baseline against the past for new events, I’m not satisfied that there’s great crowd-capacity planning or infrastructure in place at this point,” Sherrill said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-funding-ballot-question-isnt-biased-judge-rules",
"title": "Bay Area Transit Funding Ballot Question Isn’t Biased, Judge Rules",
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"headTitle": "Bay Area Transit Funding Ballot Question Isn’t Biased, Judge Rules | KQED",
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"content": "\n\u003cp>A judge rejected an effort to \u003ca href=\"https://www.kqed.org/news/12095616/bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive\">rewrite a major Bay Area\u003c/a> public transit funding ballot question set to go before voters this November. \u003c/p>\n\n\n\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n\n\n\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n\n\n\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n\n\n\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1989\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\n\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n\n\n\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n\n\n\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n",
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"\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n",
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"innerHTML": "\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n",
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"\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n"
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"innerHTML": "\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n",
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"\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n",
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"\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n",
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"\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n",
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"\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n",
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"excerpt": "A court rejected the challenge to the Bay Area transit tax ballot measure ahead of a November vote.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A judge rejected an effort to \u003ca href=\"https://www.kqed.org/news/12095616/bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive\">rewrite a major Bay Area\u003c/a> public transit funding ballot question set to go before voters this November. \u003c/p>\n\n\n\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n\n\n\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n\n\n\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n\n\n\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1989\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\n\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n\n\n\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n\n\n\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Last December, Bay Area transit officials launched Clipper 2.0 – a revamp of the payment system used across the region’s 22 public transportation systems. But the rollout has been a disaster, with customers reporting glitches like payments not being credited and frequent account lockouts. Now, \u003ca href=\"https://www.kqed.org/news/12096240/exclusive-errors-plagued-clipper-2-0-long-before-botched-launch-records-reveal\">a KQED investigation\u003c/a> has found that officials had been ringing alarm bells about Clipper 2.0 long before the bungled rollout.\u003c/p>\n\n\n\n\u003cp>\u003cem>This episode first aired on Feb. 2, 2026.\u003c/em>\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-wp-embed is-provider-megaphone wp-block-embed-megaphone\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://playlist.megaphone.fm/?e=KQINC4108726518&light=true\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003ca href=\"https://www.speakpipe.com/msg/s/495334/4/4cwroc1y5a4mo68s\">Callout: Share your story about San Francisco’s rental market!\u003c/a>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>\u003cem>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n\n\n\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n\n\n\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n\n\n\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n\n\n\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n\n\n\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n\n\n\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n\n\n\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n\n\n\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n\n\n\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n\n\n\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096269\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0. (Courtesy of the Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096252\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. (Erin Baldassari/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n\n\n\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n\n\n\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n\n\n\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n\n\n\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n\n\n\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n\n\n\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n\n\n\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n\n\n\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n\n\n\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1332\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024. (Celal Gunes/Anadolu via Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n\n\n\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n\n\n\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n\n\n\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n\n\n\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n\n\n\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n\n\n\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n\n\n\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n\n\n\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n\n\n\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n\n\n\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n\n\n\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n\n\n\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n\n\n\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n\n\n\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n\n\n\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n\n\n\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1975\" height=\"1317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1975px) 100vw, 1975px\" />\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n\n\n\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n\n\n\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n\n\n\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n\n\n\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n\n\n\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n\n\n\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n\n\n\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n\n\n\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n\n\n\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n\n\n\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n\n\n\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n\n\n\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n\n\n\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n\n\n\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n\n\n\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n\n\n\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n\n\n\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n\n\n\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n\n\n\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n\n\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr />\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/iZooa/2/\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n\n\n\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n\n\n\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n\n\n\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n\n\n\n\u003cp>The last major outage was on June 10. \u003c/p>\n\n\n\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n\n\n\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n\n\n\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n\n\n\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n\n\n\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n\n\n\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n\n\n\n\n\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n\n\n\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n\n\n\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n\n\n\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n\n\n\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n\n\n\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n",
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"\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n",
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"\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n",
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"\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n",
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"\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\"/>\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n",
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"\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n",
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"\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n"
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"innerHTML": "\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n",
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"\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n",
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"\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\"/>\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n",
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"\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n"
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"innerHTML": "\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n",
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"\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n",
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"\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n",
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"\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\"/>\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n",
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"\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n",
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"\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n",
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"\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n",
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"\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped\">\n\n\u003c/figure>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\"/>\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\"/>\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\"/>\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. \u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\"/>\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. \u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n",
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"\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n",
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"\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n",
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"\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n",
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"\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n",
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"innerHTML": "\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n",
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"\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n",
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"\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n",
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"\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\"/>\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n",
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"\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n",
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"\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n",
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"\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n",
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"\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Celal Gunes/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\"/>\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Celal Gunes/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n",
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"\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n",
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"\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n",
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"\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n"
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n",
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"innerHTML": "\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n",
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"\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n",
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"\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n",
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"\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n",
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"\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n",
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"\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n",
"innerContent": [
"\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n",
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"\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n",
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"\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n",
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"\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n"
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"innerHTML": "\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n",
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"\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\"/>\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n",
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"\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n",
"innerContent": [
"\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n",
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"\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n",
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"\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\"/>\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n",
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"\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n",
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"\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n",
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"\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "Whac-A-Mole",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n",
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"\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n",
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"\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\"/>\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n",
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"\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n"
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"innerHTML": "\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n",
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"\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n",
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"\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n",
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"\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n",
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"\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n",
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"\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n",
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"\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n",
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"\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n"
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"attrs": {
"text": "‘Cheated’ and ‘embarrassed’",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n",
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"innerHTML": "\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n",
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"\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n",
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"\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n",
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"\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\"/>\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n",
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"\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n",
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"\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n",
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"\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n",
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"\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n"
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"resolvedEmbed": "\u003cblockquote class=\"bluesky-embed\" data-bluesky-uri=\"at://did:plc:dv5kwqbcc24iv2xrvlc5s33o/app.bsky.feed.post/3mnsatydsds27\" data-bluesky-cid=\"bafyreifdfglkqclqpxzovr4utk4g5f4urxiifc4kwgcr7mlcgoamd77n7q\">\u003cp lang=\"en\">BART Station Agent Audio:@BART was having Problems withParking Validation & Clipper Card Vending MachinesEspecially at El Cerrito del Norte and Richmond BART StationsJune 8, 2026, 6:08 AM @danbrekke.bsky.social\u003c/p>— \u003ca href=\"https://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o?ref_src=embed\"> (@bartfare.bsky.social)\u003c/a> \u003ca href=\"https://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27?ref_src=embed\">2026-06-08T17:54:32.179Z\u003c/a>\u003c/blockquote>\u003cscript async src=\"https://embed.bsky.app/static/embed.js\" charset=\"utf-8\">\u003c/script>"
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"innerHTML": "\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n",
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"\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n",
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"\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n",
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"\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n",
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"\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n",
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"\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n"
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"innerHTML": "\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n",
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"\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n",
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"\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n",
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"\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The last major outage was on June 10. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n",
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"\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n"
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"innerHTML": "\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n",
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"\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n"
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n",
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"innerHTML": "\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n",
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"\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n",
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"\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n",
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"\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\"/>\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n",
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"\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n",
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"\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n"
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"innerHTML": "\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n",
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"\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n",
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"excerpt": "An analysis of internal emails and other records by KQED found that problems with Clipper 2.0 persisted long before its bungled rollout late last year. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n\n\n\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n\n\n\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n\n\n\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n\n\n\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n\n\n\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n\n\n\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n\n\n\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n\n\n\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n\n\n\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n\n\n\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096269\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0. (Courtesy of the Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096252\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. (Erin Baldassari/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n\n\n\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n\n\n\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n\n\n\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n\n\n\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n\n\n\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n\n\n\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n\n\n\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n\n\n\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n\n\n\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1332\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024. (Celal Gunes/Anadolu via Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n\n\n\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n\n\n\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n\n\n\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n\n\n\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n\n\n\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n\n\n\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n\n\n\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n\n\n\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n\n\n\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n\n\n\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n\n\n\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n\n\n\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n\n\n\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n\n\n\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n\n\n\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n\n\n\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1975\" height=\"1317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1975px) 100vw, 1975px\" />\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n\n\n\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n\n\n\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n\n\n\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n\n\n\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n\n\n\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n\n\n\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n\n\n\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n\n\n\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n\n\n\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n\n\n\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n\n\n\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n\n\n\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n\n\n\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n\n\n\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n\n\n\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n\n\n\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n\n\n\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n\n\n\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n\n\n\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n\n\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr />\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/iZooa/2/\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n\n\n\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n\n\n\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n\n\n\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n\n\n\n\u003cp>The last major outage was on June 10. \u003c/p>\n\n\n\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n\n\n\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n\n\n\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n\n\n\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n\n\n\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n\n\n\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n\n\n\n\n\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n\n\n\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n\n\n\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n\n\n\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n\n\n\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n\n\n\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "oakland-speed-cameras-show-promise-more-than-half-of-tickets-go-to-non-residents",
"title": "Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents",
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"headTitle": "Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents | KQED",
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"content": "\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n\n\n\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n\n\n\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2295\" height=\"1631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg 2295w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2000x1421.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-1536x1092.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2048x1455.jpg 2048w\" sizes=\"auto, (max-width: 2295px) 100vw, 2295px\">\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city. (Oakland Department of Transportation)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n\n\n\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n\n\n\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n\n\n\n\n\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n\n\n\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n\n\n\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n\n\n\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n\n\n\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n\n\n\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n\n\n\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n",
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"\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\"/>\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n",
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"\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n"
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"innerHTML": "\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n",
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"\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n"
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"innerHTML": "\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n",
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"\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n"
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n\n\n\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n\n\n\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2295\" height=\"1631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg 2295w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2000x1421.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-1536x1092.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2048x1455.jpg 2048w\" sizes=\"auto, (max-width: 2295px) 100vw, 2295px\">\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city. (Oakland Department of Transportation)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n\n\n\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n\n\n\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n\n\n\n\n\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n\n\n\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n\n\n\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n\n\n\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n\n\n\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n\n\n\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n\n\n\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive",
"title": "Bay Area Group Files Lawsuit Against Transit Funding Measure, Says It’s ‘Deceptive’",
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"headTitle": "Bay Area Group Files Lawsuit Against Transit Funding Measure, Says It’s ‘Deceptive’ | KQED",
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"content": "\u003cp>Ten Bay Area voters called on a judge Monday to change the ballot language of a proposed regional sales tax \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">measure\u003c/a> that transit advocates say is critical to avoid deep service cuts.\u003c/p>\n\n\n\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n\n\n\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n\n\n\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. (Juliana Yamada/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n\n\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n\n\n\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" class=\"wp-image-12083263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. (Gustavo Hernandez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n\n\n\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n\n\n\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n\n\n\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n",
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"innerHTML": "\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n",
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"innerHTML": "\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n",
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"\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n",
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"\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n",
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"\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n",
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"excerpt": "Demanding a court injunction, opponents of the proposed November ballot initiative say it is biased and undercounts what the tax will generate. ",
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"title": "Bay Area Group Files Lawsuit Against Transit Funding Measure, Says It’s ‘Deceptive’ | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ten Bay Area voters called on a judge Monday to change the ballot language of a proposed regional sales tax \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">measure\u003c/a> that transit advocates say is critical to avoid deep service cuts.\u003c/p>\n\n\n\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n\n\n\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n\n\n\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. (Juliana Yamada/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n\n\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n\n\n\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" class=\"wp-image-12083263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. (Gustavo Hernandez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n\n\n\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n\n\n\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n\n\n\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"order": 1
},
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"code-switch-life-kit": {
"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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