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"content": "\u003cp>Complaints about scooters in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> more than doubled last year, with residents primarily frustrated by haphazardly parked e-scooters blocking sidewalks and driveways, even as the popularity of the electric vehicles continues to grow.\u003c/p>\n\u003cp>Amid these two competing trends, city transit officials on Tuesday paved the way to extend operating permits for two scooter share companies for up to two more years.\u003c/p>\n\u003cp>The city’s Powered Scooter Share Permit Program currently allows the companies Lime and Spin, both headquartered in San Francisco, to operate fleets of no more than 3,250 scooters each.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>With those permits previously set to expire on June 30, the San Francisco Municipal Transportation Agency (SFMTA) Board of Directors voted unanimously to authorize an extension of the permits up to June 2028, without having the companies formally reapply. Lime and Spin have both operated in the city since 2019 and had fleets of roughly 2,600 and 2,100 scooters on average in 2025, respectively.\u003c/p>\n\u003cp>Ridership on Lime more than doubled between 2024 and 2025, said Monica DiLullo, a spokesperson at Lime. But, according to a KQED analysis of data from the city’s 311 Customer Service center, so too have complaints about illegally parked e-scooters and unsafe riding, which rose from over 5,000 to more than 11,000 during the same time frame.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Scooter 311 Complaints, January through April\" aria-label=\"Grouped column chart\" id=\"datawrapper-chart-tsl66\" src=\"https://datawrapper.dwcdn.net/tsl66/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"503\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“More activity commensurate with that rise does make sense,” DiLullo said of the 311 complaints. SFMTA data shows Lime logged over 260,000 trips in October 2025, the highest recorded for the scooter share program. “As we continue to grow, we always want to do better, and we’ll keep working on improving service for riders and non-riders alike.”\u003c/p>\n\u003cp>Spin did not respond to requests for comment.\u003c/p>\n\u003cp>Kate Torin, SFMTA’s Director of the Taxis, Access & Mobility Services Division, said the rise in complaints could be attributed to several factors, including changes made to the 311 reporting process, as well as confusion by members of the public as to what is or isn’t a scooter.\u003c/p>\n\u003cp>“ There are a whole lot of new e-device types, and people may be referring to those as scooters. It could be a reflection of the growing micromobility category and the looseness with which we use the term ‘scooter’ to define a range of micromobility types,” Torin said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"700\" height=\"600\" allow=\"local-network-access; geolocation\" title=\"San Francisco 311 Scooter Complaints in 2025\" src=\"https://kqedsf.maps.arcgis.com/apps/mapviewer/index.html?configurableview=true&webmap=c2448430afcc4a428fd720613d7652f7&theme=light&heading=true&legend=true&scroll=false¢er=-122.44719999423074,37.761386048658764&scale=72223.819286\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Some neighborhoods, however, feel the pain of improperly parked scooters more than others, with the majority of 311 complaints originating in the city’s North Beach neighborhood.\u003c/p>\n\u003cp>“It’s scooter-geddon down here,” said former San Francisco Supervisor Aaron Peskin, who lives in North Beach and is the treasurer of the North Beach Business Association.\u003c/p>\n\u003cp>Peskin singled out Lime specifically, accusing the company of routinely redistributing scooters in the middle of sidewalks or blocking ADA-accessible ramps. Spin, he said, generally tethers scooters to a bicycle rack or a pole at the edge of a sidewalk.\u003c/p>\n\u003cfigure id=\"attachment_12082576\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082576\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lime scooters crowd the sidewalk in San Francisco’s North Beach neighborhood. \u003ccite>(Courtesy of Aaron Peskin)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ It is an ADA lawsuit waiting to happen because of out-of-control behavior by a city-permitted, for-profit organization that is thumbing their nose at the city,” Peskin said. “ They should put these companies on a short leash and hold them accountable.”\u003c/p>\n\u003cp>DiLullo said photos shared by Peskin of improperly parked scooters were “rider misparked vehicles.” She noted the company only deploys vehicles to bike racks and strictly adheres to city requirements, which allow workers to park two scooters per rack.\u003c/p>\n\u003cp>DiLullo said Lime employs foot patrol teams who actively work to fix misparked vehicles. She added that the company is launching a new campaign later this week, called “Parking Wardens,” which discourages sidewalk riding and bad parking by offering discounts to riders who follow the rules, among other incentives.\u003c/p>\n\u003cfigure id=\"attachment_12082574\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082574\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A member of Lime’s foot patrol parks vehicles at bike racks in San Francisco. \u003ccite>(Courtesy of Lime)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Anyone with complaints about vehicles in the wrong locations should come directly to Lime, and we will get right on fixing the problem,” DiLullo said.\u003c/p>\n\u003cp>By providing the option to travel by a small, electric motorized scooter instead of a private car, the SFMTA cites shared scooters as a way to improve public health and safety and to reduce traffic. And for street safety advocates like Robin Pam, San Francisco director at Streets For All, the program is an important tool for the city to meet its transit goals.\u003c/p>\n\u003cp>If there are issues with parking, Pam said the city should build scooter parking corrals in existing no-parking zones, such as those made available by the state’s recent \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting \u003c/a>law.\u003c/p>\n\u003cp>“We can clear sidewalks and improve intersection safety at the same time by turning these daylighting spaces into organized parking for bikes and scooters,” Pam said.[aside postID=news_12078969 hero='https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreetscooter-1020x669.jpg']Instead of making the companies reapply for permits, SFMTA staff said extending the term of the permits would make more efficient use of limited staff resources, and any changes to the program would be minimal.\u003c/p>\n\u003cp>Under its permit rules, the SFMTA may cite scooter share companies for improperly parked scooters and other violations. The agency may also waive fines if the companies consistently address parking-related violations quickly. According to an SFMTA \u003ca href=\"https://www.sfmta.com/scooter-and-bike-citations-issued-san-francisco\">dashboard\u003c/a>, since Dec. 31, 2023, the agency has handed out 16,950 parking citations to Lime and 7,150 to Spin, but both companies are considered to be in good standing.\u003c/p>\n\u003cp>”Now that the program is mature, we thought this was a good time to request the permit term extension so we can focus on some of the larger micromobility issues,” Torin said, citing demand for the SFMTA to weigh in on “various e-bikes, e-motos, one-wheel devices and everything in between.”\u003c/p>\n\u003cp>Torin said the agency meets with Lime and Spin regularly to share issues, and it can restrict parking in certain areas as the need arises. The SFMTA updated parking restrictions for the program as recently as September 2025, prohibiting riders from parking scooters at the city’s Fisherman’s Wharf and other areas.\u003c/p>\n\u003cp>Torin said that while the SFMTA does not have jurisdiction to regulate private scooters or other micromobility modes, the scooter share program allows the SFMTA to hold Lime and Spin accountable.\u003c/p>\n\u003cp>“We do want to emphasize that having a regulated service that fills that transportation need is something that we find important and want to focus on,” Torin said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The complaints were largely about poorly parked scooters. City transit leaders voted Tuesday to extend Lime and Spin’s permits for up to two more years. ",
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"title": "SF’s E-Scooter Complaints Have More Than Doubled. The City Moves to Extend Lime, Spin Permits Anyway | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Complaints about scooters in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> more than doubled last year, with residents primarily frustrated by haphazardly parked e-scooters blocking sidewalks and driveways, even as the popularity of the electric vehicles continues to grow.\u003c/p>\n\u003cp>Amid these two competing trends, city transit officials on Tuesday paved the way to extend operating permits for two scooter share companies for up to two more years.\u003c/p>\n\u003cp>The city’s Powered Scooter Share Permit Program currently allows the companies Lime and Spin, both headquartered in San Francisco, to operate fleets of no more than 3,250 scooters each.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>With those permits previously set to expire on June 30, the San Francisco Municipal Transportation Agency (SFMTA) Board of Directors voted unanimously to authorize an extension of the permits up to June 2028, without having the companies formally reapply. Lime and Spin have both operated in the city since 2019 and had fleets of roughly 2,600 and 2,100 scooters on average in 2025, respectively.\u003c/p>\n\u003cp>Ridership on Lime more than doubled between 2024 and 2025, said Monica DiLullo, a spokesperson at Lime. But, according to a KQED analysis of data from the city’s 311 Customer Service center, so too have complaints about illegally parked e-scooters and unsafe riding, which rose from over 5,000 to more than 11,000 during the same time frame.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Scooter 311 Complaints, January through April\" aria-label=\"Grouped column chart\" id=\"datawrapper-chart-tsl66\" src=\"https://datawrapper.dwcdn.net/tsl66/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"503\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“More activity commensurate with that rise does make sense,” DiLullo said of the 311 complaints. SFMTA data shows Lime logged over 260,000 trips in October 2025, the highest recorded for the scooter share program. “As we continue to grow, we always want to do better, and we’ll keep working on improving service for riders and non-riders alike.”\u003c/p>\n\u003cp>Spin did not respond to requests for comment.\u003c/p>\n\u003cp>Kate Torin, SFMTA’s Director of the Taxis, Access & Mobility Services Division, said the rise in complaints could be attributed to several factors, including changes made to the 311 reporting process, as well as confusion by members of the public as to what is or isn’t a scooter.\u003c/p>\n\u003cp>“ There are a whole lot of new e-device types, and people may be referring to those as scooters. It could be a reflection of the growing micromobility category and the looseness with which we use the term ‘scooter’ to define a range of micromobility types,” Torin said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"700\" height=\"600\" allow=\"local-network-access; geolocation\" title=\"San Francisco 311 Scooter Complaints in 2025\" src=\"https://kqedsf.maps.arcgis.com/apps/mapviewer/index.html?configurableview=true&webmap=c2448430afcc4a428fd720613d7652f7&theme=light&heading=true&legend=true&scroll=false¢er=-122.44719999423074,37.761386048658764&scale=72223.819286\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Some neighborhoods, however, feel the pain of improperly parked scooters more than others, with the majority of 311 complaints originating in the city’s North Beach neighborhood.\u003c/p>\n\u003cp>“It’s scooter-geddon down here,” said former San Francisco Supervisor Aaron Peskin, who lives in North Beach and is the treasurer of the North Beach Business Association.\u003c/p>\n\u003cp>Peskin singled out Lime specifically, accusing the company of routinely redistributing scooters in the middle of sidewalks or blocking ADA-accessible ramps. Spin, he said, generally tethers scooters to a bicycle rack or a pole at the edge of a sidewalk.\u003c/p>\n\u003cfigure id=\"attachment_12082576\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082576\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lime scooters crowd the sidewalk in San Francisco’s North Beach neighborhood. \u003ccite>(Courtesy of Aaron Peskin)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ It is an ADA lawsuit waiting to happen because of out-of-control behavior by a city-permitted, for-profit organization that is thumbing their nose at the city,” Peskin said. “ They should put these companies on a short leash and hold them accountable.”\u003c/p>\n\u003cp>DiLullo said photos shared by Peskin of improperly parked scooters were “rider misparked vehicles.” She noted the company only deploys vehicles to bike racks and strictly adheres to city requirements, which allow workers to park two scooters per rack.\u003c/p>\n\u003cp>DiLullo said Lime employs foot patrol teams who actively work to fix misparked vehicles. She added that the company is launching a new campaign later this week, called “Parking Wardens,” which discourages sidewalk riding and bad parking by offering discounts to riders who follow the rules, among other incentives.\u003c/p>\n\u003cfigure id=\"attachment_12082574\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082574\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A member of Lime’s foot patrol parks vehicles at bike racks in San Francisco. \u003ccite>(Courtesy of Lime)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Anyone with complaints about vehicles in the wrong locations should come directly to Lime, and we will get right on fixing the problem,” DiLullo said.\u003c/p>\n\u003cp>By providing the option to travel by a small, electric motorized scooter instead of a private car, the SFMTA cites shared scooters as a way to improve public health and safety and to reduce traffic. And for street safety advocates like Robin Pam, San Francisco director at Streets For All, the program is an important tool for the city to meet its transit goals.\u003c/p>\n\u003cp>If there are issues with parking, Pam said the city should build scooter parking corrals in existing no-parking zones, such as those made available by the state’s recent \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting \u003c/a>law.\u003c/p>\n\u003cp>“We can clear sidewalks and improve intersection safety at the same time by turning these daylighting spaces into organized parking for bikes and scooters,” Pam said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Instead of making the companies reapply for permits, SFMTA staff said extending the term of the permits would make more efficient use of limited staff resources, and any changes to the program would be minimal.\u003c/p>\n\u003cp>Under its permit rules, the SFMTA may cite scooter share companies for improperly parked scooters and other violations. The agency may also waive fines if the companies consistently address parking-related violations quickly. According to an SFMTA \u003ca href=\"https://www.sfmta.com/scooter-and-bike-citations-issued-san-francisco\">dashboard\u003c/a>, since Dec. 31, 2023, the agency has handed out 16,950 parking citations to Lime and 7,150 to Spin, but both companies are considered to be in good standing.\u003c/p>\n\u003cp>”Now that the program is mature, we thought this was a good time to request the permit term extension so we can focus on some of the larger micromobility issues,” Torin said, citing demand for the SFMTA to weigh in on “various e-bikes, e-motos, one-wheel devices and everything in between.”\u003c/p>\n\u003cp>Torin said the agency meets with Lime and Spin regularly to share issues, and it can restrict parking in certain areas as the need arises. The SFMTA updated parking restrictions for the program as recently as September 2025, prohibiting riders from parking scooters at the city’s Fisherman’s Wharf and other areas.\u003c/p>\n\u003cp>Torin said that while the SFMTA does not have jurisdiction to regulate private scooters or other micromobility modes, the scooter share program allows the SFMTA to hold Lime and Spin accountable.\u003c/p>\n\u003cp>“We do want to emphasize that having a regulated service that fills that transportation need is something that we find important and want to focus on,” Torin said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "one-year-in-advocates-launch-campaign-to-expand-sfs-speed-camera-program",
"title": "1 Year in, Advocates Launch Campaign to Expand SF’s Speed Camera Program",
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"headTitle": "1 Year in, Advocates Launch Campaign to Expand SF’s Speed Camera Program | KQED",
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"content": "\u003cp>Hailing the results of a new report showing \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">automated speed cameras\u003c/a> are reducing dangerous speeding in San Francisco, city leaders and traffic safety advocates on Wednesday kicked off a campaign to expand the program.\u003c/p>\n\u003cp>Since the first of the city’s speed cameras, which are spread out across 33 locations in the city, were installed in March 2025, the share of drivers traveling 10 mph or more above the speed limit has dropped by nearly 80% across camera locations, compared to pre-implementation levels, according to a report by the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“ San Francisco is proving that this is a technology that works, it’s saving lives, and it’s time to double down and get more of it,” said San Francisco District Six Supervisor Matt Dorsey, who said he plans to introduce a resolution to the city’s Board of Supervisors on Tuesday reaffirming support for the program and highlighting its success.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The cameras began issuing citations starting at $50 to drivers traveling 11 mph or more over the speed limit in August 2025, following a several-month warning period, when $0 citations were issued.\u003c/p>\n\u003cp>The speed camera program was authorized by AB 645, a 2023 law which allowed six California cities — including \u003ca href=\"https://www.kqed.org/news/12075751/oaklands-speed-cameras-start-ticketing-sunday-here-are-the-hot-spots\">Oakland\u003c/a>, San Jose, Los Angeles, Glendale and Long Beach — to pilot automated speed cameras for five years, in a bid to make streets safer. Speeding is a primary factor in traffic collisions that cause serious injury or death in San Francisco, according to the SFMTA. An average of 29 people have died in traffic collisions in the city each year since 2014.\u003c/p>\n\u003cp>The pedestrian safety advocacy non-profit Walk San Francisco said it’s beginning to explore ways to expand and strengthen automated speed camera programs in both San Francisco and across the state, including making the pilot permanent or increasing the number of cameras.\u003c/p>\n\u003cfigure id=\"attachment_12081689\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081689\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicles drive on 10th Street between Harrison and Folsom streets in San Francisco on April 28, 2026, where a speed camera is part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>”Drivers need to slow down, and the great news is that because of this technology, they are,” said Jodie Medeiros, executive director of Walk San Francisco.\u003c/p>\n\u003cp>SFMTA officials said the cameras issued more than 163,900 citations and over 553,600 warnings as of the end of March.\u003c/p>\n\u003cp>The number of warnings and citations issued by the cameras steadily decreased from August 2025 to January, but has since ticked up, hitting a high of nearly 53,000 in March, the highest yet since all cameras started citing drivers.\u003c/p>\n\u003cp>The SFMTA said a range of factors, including traffic volume, major events like the Super Bowl, construction activity and ongoing refinements to the technology, can influence the citation rate.[aside postID=news_12050882 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0003_GH-KQED.jpg']SFMTA Streets Division Director Viktoriya Wise said the agency isn’t measuring success by the number of citations issued, but rather if drivers are slowing down.\u003c/p>\n\u003cp>In August 2025, 43% of drivers who received a citation were traveling 16-20 mph over the speed limit, but by last month, that number had dropped to 24%. Meanwhile, the percentage of people who received a ticket for driving 11-15 mph over the speed limit climbed in August 2025 from 49% to 71% in March 2026.\u003c/p>\n\u003cp>“ If we all slow down a little bit, and if our behavior is adjusted through this program, that is a success,” Wise said.\u003c/p>\n\u003cp>For Lori Lai, a survivor of a 2023 traffic collision involving a speeding driver in the city’s Excelsior neighborhood, the speed camera program is a way to keep other people from getting hurt.\u003c/p>\n\u003cp>“I had made it a little more than halfway to the median in the middle of Alemany Boulevard, when out of nowhere, a driver making a left turn struck me, throwing my body up over the hood of his car, and my head slammed against the windshield,” Lai said. “ It was loud enough that people heard it from their homes.”\u003c/p>\n\u003cp>Lai is a member of Families for Safe Streets, a group of people who have been directly affected by traffic crashes. She said the incident forced her to go on disability, which cut her pay. It took her over a year to recover, she said, but she counts herself as one of the lucky ones.\u003c/p>\n\u003cp>“ When I look around our city, it is clear that we need more prevention when it comes to keeping people safe. When I see a speed camera, I see lives saved and tragedies averted,” Lai said.\u003c/p>\n\u003cfigure id=\"attachment_12081688\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081688\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on 10th Street monitors traffic between Harrison and Folsom streets in San Francisco on April 28, 2026, as part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland joined San Francisco in implementing its speed camera program earlier this year, while San Jose is planning to install its cameras later this year. No matter when San Jose begins its five-year pilot, the programs have a hard cutoff date of January 2032.\u003c/p>\n\u003cp>Dorsey said he was surprised at how difficult it was to get AB 645 passed, noting that it took six attempts over eight years in the California legislature.\u003c/p>\n\u003cp>“It was revelatory to me here in the bubble of San Francisco. I don’t think we fully appreciate that this is a great, big, car-driving state, and we really had an uphill battle for many years,” Dorsey said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Street safety advocates in San Francisco said a new report on the first year of automated speed cameras is proof that the state needs to invest further in the program.",
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"title": "1 Year in, Advocates Launch Campaign to Expand SF’s Speed Camera Program | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hailing the results of a new report showing \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">automated speed cameras\u003c/a> are reducing dangerous speeding in San Francisco, city leaders and traffic safety advocates on Wednesday kicked off a campaign to expand the program.\u003c/p>\n\u003cp>Since the first of the city’s speed cameras, which are spread out across 33 locations in the city, were installed in March 2025, the share of drivers traveling 10 mph or more above the speed limit has dropped by nearly 80% across camera locations, compared to pre-implementation levels, according to a report by the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“ San Francisco is proving that this is a technology that works, it’s saving lives, and it’s time to double down and get more of it,” said San Francisco District Six Supervisor Matt Dorsey, who said he plans to introduce a resolution to the city’s Board of Supervisors on Tuesday reaffirming support for the program and highlighting its success.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The cameras began issuing citations starting at $50 to drivers traveling 11 mph or more over the speed limit in August 2025, following a several-month warning period, when $0 citations were issued.\u003c/p>\n\u003cp>The speed camera program was authorized by AB 645, a 2023 law which allowed six California cities — including \u003ca href=\"https://www.kqed.org/news/12075751/oaklands-speed-cameras-start-ticketing-sunday-here-are-the-hot-spots\">Oakland\u003c/a>, San Jose, Los Angeles, Glendale and Long Beach — to pilot automated speed cameras for five years, in a bid to make streets safer. Speeding is a primary factor in traffic collisions that cause serious injury or death in San Francisco, according to the SFMTA. An average of 29 people have died in traffic collisions in the city each year since 2014.\u003c/p>\n\u003cp>The pedestrian safety advocacy non-profit Walk San Francisco said it’s beginning to explore ways to expand and strengthen automated speed camera programs in both San Francisco and across the state, including making the pilot permanent or increasing the number of cameras.\u003c/p>\n\u003cfigure id=\"attachment_12081689\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081689\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicles drive on 10th Street between Harrison and Folsom streets in San Francisco on April 28, 2026, where a speed camera is part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>”Drivers need to slow down, and the great news is that because of this technology, they are,” said Jodie Medeiros, executive director of Walk San Francisco.\u003c/p>\n\u003cp>SFMTA officials said the cameras issued more than 163,900 citations and over 553,600 warnings as of the end of March.\u003c/p>\n\u003cp>The number of warnings and citations issued by the cameras steadily decreased from August 2025 to January, but has since ticked up, hitting a high of nearly 53,000 in March, the highest yet since all cameras started citing drivers.\u003c/p>\n\u003cp>The SFMTA said a range of factors, including traffic volume, major events like the Super Bowl, construction activity and ongoing refinements to the technology, can influence the citation rate.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>SFMTA Streets Division Director Viktoriya Wise said the agency isn’t measuring success by the number of citations issued, but rather if drivers are slowing down.\u003c/p>\n\u003cp>In August 2025, 43% of drivers who received a citation were traveling 16-20 mph over the speed limit, but by last month, that number had dropped to 24%. Meanwhile, the percentage of people who received a ticket for driving 11-15 mph over the speed limit climbed in August 2025 from 49% to 71% in March 2026.\u003c/p>\n\u003cp>“ If we all slow down a little bit, and if our behavior is adjusted through this program, that is a success,” Wise said.\u003c/p>\n\u003cp>For Lori Lai, a survivor of a 2023 traffic collision involving a speeding driver in the city’s Excelsior neighborhood, the speed camera program is a way to keep other people from getting hurt.\u003c/p>\n\u003cp>“I had made it a little more than halfway to the median in the middle of Alemany Boulevard, when out of nowhere, a driver making a left turn struck me, throwing my body up over the hood of his car, and my head slammed against the windshield,” Lai said. “ It was loud enough that people heard it from their homes.”\u003c/p>\n\u003cp>Lai is a member of Families for Safe Streets, a group of people who have been directly affected by traffic crashes. She said the incident forced her to go on disability, which cut her pay. It took her over a year to recover, she said, but she counts herself as one of the lucky ones.\u003c/p>\n\u003cp>“ When I look around our city, it is clear that we need more prevention when it comes to keeping people safe. When I see a speed camera, I see lives saved and tragedies averted,” Lai said.\u003c/p>\n\u003cfigure id=\"attachment_12081688\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081688\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on 10th Street monitors traffic between Harrison and Folsom streets in San Francisco on April 28, 2026, as part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland joined San Francisco in implementing its speed camera program earlier this year, while San Jose is planning to install its cameras later this year. No matter when San Jose begins its five-year pilot, the programs have a hard cutoff date of January 2032.\u003c/p>\n\u003cp>Dorsey said he was surprised at how difficult it was to get AB 645 passed, noting that it took six attempts over eight years in the California legislature.\u003c/p>\n\u003cp>“It was revelatory to me here in the bubble of San Francisco. I don’t think we fully appreciate that this is a great, big, car-driving state, and we really had an uphill battle for many years,” Dorsey said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback",
"title": "The ‘Ohtani Effect’ and More: What’s Behind Bay Area Transit’s Comeback",
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"headTitle": "The ‘Ohtani Effect’ and More: What’s Behind Bay Area Transit’s Comeback | KQED",
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"content": "\u003cp>It’s been the kind of spring Bay Area transit agencies have been hoping for.\u003c/p>\n\u003cp>BART, Caltrain and Muni reported record-breaking post-pandemic ridership in March, as they continue to claw their way back from drops in usage and revenue wrought by the pandemic and hybrid work schedules. There’s no one reason for the uptick, but explanations range from \u003ca href=\"https://www.kqed.org/news/12077385/12077385\">higher fuel prices\u003c/a> due to the war in Iran, an unseasonably warm March, and an earlier-than-usual start of the Giants’ season, to name a few.\u003c/p>\n\u003cp>“We’re calling it the Ohtani effect,” said BART General Manager Robert Powers, referencing the draw of the Dodgers star player after the agency in April came close to smashing its record for busiest post-pandemic day, when the Dodgers were in town to play the Giants.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency did hit that milestone nearly a month earlier, however, on March 25, with 227,300 exits, coinciding with the Giants Opening Day — a feat that, in turn, broke the previous record set in February, during Super Bowl LX week.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, the city’s bus, light rail and streetcar service, reports total ridership hit 85% of pre-pandemic levels in March, with weekend ridership at 99% compared to the year prior. Caltrain saw a 33% jump — an increase of nearly 300,000 more people riding the rail line serving San Francisco and areas south.\u003c/p>\n\u003cp>AC Transit spokesperson Robert Lyles said March ridership data was still not available due to “software issues with a vendor that is currently impacting several key performance indicators.”\u003c/p>\n\u003cfigure id=\"attachment_12081652\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081652\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders exit a Muni train on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The added revenue from the surge still falls far short of fixing the agencies’ looming budget deficits, but agency officials said they welcomed the news.\u003c/p>\n\u003cp>“ Typically, March is when things begin to creep up. But this isn’t a creep. This is a jump,” said Dan Lieberman, a spokesman for Caltrain. “ If this is what it feels like to just be warming up, we are going to have an outstanding summer.”\u003c/p>\n\u003cp>With AAA marking the average price of gas in San Francisco at $6.13 for a gallon of regular, it’s likely that some commuters are deciding to switch from driving to riding public transit, according to Michael Anderson, who researches transportation economics at UC Berkeley. But dramatic impacts on public transit ridership would take time and depend on how long fuel prices remain elevated, he said.\u003c/p>\n\u003cp>“ You might get an immediate group of switchers who are pretty flexible, but the majority of people who might change modes might need to rework their schedules or where they live before they would be able to substitute away from driving to taking transit,” Anderson said. “ There’s a lot of people for whom it’s not really feasible to just ditch the car.”\u003c/p>\n\u003cfigure id=\"attachment_12081646\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081646\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Andrew Jardner poses for a portrait at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Jardner, 32, started taking Caltrain six months ago, when he got a job working in software development in San Francisco. The Hillsdale resident now takes Caltrain and Muni to get to and from work three days a week, leaving his car at home.\u003c/p>\n\u003cp>“ Having the option to take the train was one of the reasons I accepted the job,” Jardner said. “I would’ve been more hesitant if I had to drive into the city.”\u003c/p>\n\u003cp>Muni’s ridership gains were driven by more people taking the agency’s Metro service, which hit a post-pandemic record of 74% of 2019 levels in March, according to Michael Roccaforte, spokesperson for the SFMTA.\u003c/p>\n\u003cp>“This is a big deal. Up to this point, the highest performing bus lines have been carrying system growth with Muni Metro ridership, and downtown being the missing piece of the puzzle,” Roccaforte said.\u003c/p>\n\u003cfigure id=\"attachment_12081653\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081653\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fernando Zermeno poses for a portrait at a Muni station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Roccaforte said the increases were proof that the agency’s Muni Forward \u003ca href=\"https://www.sfmta.com/projects/muni-forward\">initiative\u003c/a>, which aims to make the service faster, safer and more reliable, was working to increase ridership.\u003c/p>\n\u003cp>Fernando Zermeno moved to downtown San Francisco a year ago from Mexico and said he rides the T-Third Street line every day to take his daughter to and from daycare, and that he prefers the light rail over the bus.\u003c/p>\n\u003cp>“ It’s more convenient and spacious,” he said.\u003c/p>\n\u003cp>BART has reported a steady monthly year-over-year growth in ridership of about 10%-13%. But March saw that number jump to nearly 20%. Still, BART’s average weekday ridership is about half of what it was before the pandemic, according to monthly ridership reports.[aside postID=news_12081471 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-COSTOFDRIVING00282_TV-KQED.jpg']Caltrain, SFMTA and BART are all facing severe pandemic-related budget deficits beginning in the next fiscal year and are warning of steep service cuts unless voters in five Bay Area counties approve a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> to provide additional funding.\u003c/p>\n\u003cp>Volunteers are currently collecting signatures to get the measure on the November ballot, as well as a separate \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">San Francisco-specific parcel tax measure\u003c/a>.\u003c/p>\n\u003cp>“ Even though we’re seeing multiple records for post-pandemic ridership, our fare revenue is still falling far short of what we need to sustain our operations,” said Anna Duckworth, a spokesperson for BART, which is facing a $376 million budget deficit in the next fiscal year. “Continued growth in ridership alone is not enough to close the funding gap.”\u003c/p>\n\u003cp>The same is true of the SFMTA, which has also been affected by less parking revenue and allocations from the city’s general fund, Roccaforte said.\u003c/p>\n\u003cp>“ The pandemic really devastated our revenue sources,” he said. “There’s no way that we can bridge that gap through fares alone.”\u003c/p>\n\u003cp>All three agencies have warned of drastic cuts in service if the regional sales tax measure doesn’t pass.\u003c/p>\n\u003cfigure id=\"attachment_12081645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Trains are stationed at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rhea Kaur started taking Caltrain nine months ago, after graduating from college and landing a job at UC San Francisco working as a clinical research coordinator at its cancer center. She commutes from Gilroy three days a week.\u003c/p>\n\u003cp>“ I drove for the first month or so, and it was pretty miserable. The ETA will say one thing, and then you get there two hours later. It was just very inconsistent and unreliable. So for that reason, I felt like Caltrain was better for me,” Kaur said.\u003c/p>\n\u003cp>If Caltrain were to reduce service or become less reliable, she said she’d be forced to drive and would probably reconsider her employment.\u003c/p>\n\u003cp>“The burnout from transporting myself for that far, for that long would honestly make me start looking for a new job,” Kaur said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART, Muni and Caltrain report major increases in ridership this spring. The agencies say that’s due to nice weather, better service and the Ohtani Effect, among other reasons.",
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"title": "The ‘Ohtani Effect’ and More: What’s Behind Bay Area Transit’s Comeback | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been the kind of spring Bay Area transit agencies have been hoping for.\u003c/p>\n\u003cp>BART, Caltrain and Muni reported record-breaking post-pandemic ridership in March, as they continue to claw their way back from drops in usage and revenue wrought by the pandemic and hybrid work schedules. There’s no one reason for the uptick, but explanations range from \u003ca href=\"https://www.kqed.org/news/12077385/12077385\">higher fuel prices\u003c/a> due to the war in Iran, an unseasonably warm March, and an earlier-than-usual start of the Giants’ season, to name a few.\u003c/p>\n\u003cp>“We’re calling it the Ohtani effect,” said BART General Manager Robert Powers, referencing the draw of the Dodgers star player after the agency in April came close to smashing its record for busiest post-pandemic day, when the Dodgers were in town to play the Giants.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency did hit that milestone nearly a month earlier, however, on March 25, with 227,300 exits, coinciding with the Giants Opening Day — a feat that, in turn, broke the previous record set in February, during Super Bowl LX week.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, the city’s bus, light rail and streetcar service, reports total ridership hit 85% of pre-pandemic levels in March, with weekend ridership at 99% compared to the year prior. Caltrain saw a 33% jump — an increase of nearly 300,000 more people riding the rail line serving San Francisco and areas south.\u003c/p>\n\u003cp>AC Transit spokesperson Robert Lyles said March ridership data was still not available due to “software issues with a vendor that is currently impacting several key performance indicators.”\u003c/p>\n\u003cfigure id=\"attachment_12081652\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081652\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders exit a Muni train on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The added revenue from the surge still falls far short of fixing the agencies’ looming budget deficits, but agency officials said they welcomed the news.\u003c/p>\n\u003cp>“ Typically, March is when things begin to creep up. But this isn’t a creep. This is a jump,” said Dan Lieberman, a spokesman for Caltrain. “ If this is what it feels like to just be warming up, we are going to have an outstanding summer.”\u003c/p>\n\u003cp>With AAA marking the average price of gas in San Francisco at $6.13 for a gallon of regular, it’s likely that some commuters are deciding to switch from driving to riding public transit, according to Michael Anderson, who researches transportation economics at UC Berkeley. But dramatic impacts on public transit ridership would take time and depend on how long fuel prices remain elevated, he said.\u003c/p>\n\u003cp>“ You might get an immediate group of switchers who are pretty flexible, but the majority of people who might change modes might need to rework their schedules or where they live before they would be able to substitute away from driving to taking transit,” Anderson said. “ There’s a lot of people for whom it’s not really feasible to just ditch the car.”\u003c/p>\n\u003cfigure id=\"attachment_12081646\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081646\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Andrew Jardner poses for a portrait at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Jardner, 32, started taking Caltrain six months ago, when he got a job working in software development in San Francisco. The Hillsdale resident now takes Caltrain and Muni to get to and from work three days a week, leaving his car at home.\u003c/p>\n\u003cp>“ Having the option to take the train was one of the reasons I accepted the job,” Jardner said. “I would’ve been more hesitant if I had to drive into the city.”\u003c/p>\n\u003cp>Muni’s ridership gains were driven by more people taking the agency’s Metro service, which hit a post-pandemic record of 74% of 2019 levels in March, according to Michael Roccaforte, spokesperson for the SFMTA.\u003c/p>\n\u003cp>“This is a big deal. Up to this point, the highest performing bus lines have been carrying system growth with Muni Metro ridership, and downtown being the missing piece of the puzzle,” Roccaforte said.\u003c/p>\n\u003cfigure id=\"attachment_12081653\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081653\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fernando Zermeno poses for a portrait at a Muni station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Roccaforte said the increases were proof that the agency’s Muni Forward \u003ca href=\"https://www.sfmta.com/projects/muni-forward\">initiative\u003c/a>, which aims to make the service faster, safer and more reliable, was working to increase ridership.\u003c/p>\n\u003cp>Fernando Zermeno moved to downtown San Francisco a year ago from Mexico and said he rides the T-Third Street line every day to take his daughter to and from daycare, and that he prefers the light rail over the bus.\u003c/p>\n\u003cp>“ It’s more convenient and spacious,” he said.\u003c/p>\n\u003cp>BART has reported a steady monthly year-over-year growth in ridership of about 10%-13%. But March saw that number jump to nearly 20%. Still, BART’s average weekday ridership is about half of what it was before the pandemic, according to monthly ridership reports.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Caltrain, SFMTA and BART are all facing severe pandemic-related budget deficits beginning in the next fiscal year and are warning of steep service cuts unless voters in five Bay Area counties approve a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> to provide additional funding.\u003c/p>\n\u003cp>Volunteers are currently collecting signatures to get the measure on the November ballot, as well as a separate \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">San Francisco-specific parcel tax measure\u003c/a>.\u003c/p>\n\u003cp>“ Even though we’re seeing multiple records for post-pandemic ridership, our fare revenue is still falling far short of what we need to sustain our operations,” said Anna Duckworth, a spokesperson for BART, which is facing a $376 million budget deficit in the next fiscal year. “Continued growth in ridership alone is not enough to close the funding gap.”\u003c/p>\n\u003cp>The same is true of the SFMTA, which has also been affected by less parking revenue and allocations from the city’s general fund, Roccaforte said.\u003c/p>\n\u003cp>“ The pandemic really devastated our revenue sources,” he said. “There’s no way that we can bridge that gap through fares alone.”\u003c/p>\n\u003cp>All three agencies have warned of drastic cuts in service if the regional sales tax measure doesn’t pass.\u003c/p>\n\u003cfigure id=\"attachment_12081645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Trains are stationed at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rhea Kaur started taking Caltrain nine months ago, after graduating from college and landing a job at UC San Francisco working as a clinical research coordinator at its cancer center. She commutes from Gilroy three days a week.\u003c/p>\n\u003cp>“ I drove for the first month or so, and it was pretty miserable. The ETA will say one thing, and then you get there two hours later. It was just very inconsistent and unreliable. So for that reason, I felt like Caltrain was better for me,” Kaur said.\u003c/p>\n\u003cp>If Caltrain were to reduce service or become less reliable, she said she’d be forced to drive and would probably reconsider her employment.\u003c/p>\n\u003cp>“The burnout from transporting myself for that far, for that long would honestly make me start looking for a new job,” Kaur said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "oaklands-airport-name-dispute-finally-lands-after-2-years-of-legal-turbulence",
"title": "Oakland's Airport Name Dispute Finally Lands After 2 Years of Legal Turbulence",
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"headTitle": "Oakland’s Airport Name Dispute Finally Lands After 2 Years of Legal Turbulence | KQED",
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"content": "\u003cp>After a two-year legal battle and several rebrands, the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-bay-oakland-international-airport\">Oakland San Francisco Bay Airport \u003c/a>is here to stay — the name, that is.\u003c/p>\n\u003cp>The city of San Francisco and the Port of Oakland announced a settlement on Tuesday, announcing that both parties will drop their lawsuits over a trademark dispute related to the airport’s renaming.\u003c/p>\n\u003cp>“We’re proud Oakland fought for, and preserved the right to retain our airport’s full name that puts Oakland first and recognizes OAK’s location on the San Francisco Bay,” said Mary Richardson, attorney for the Port of Oakland. “We believe more awareness of the airports in the region benefits all consumers.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In April 2024, the Oakland airport \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">caused a stir \u003c/a>with its decision to rename itself, citing a need to “raise more geographic awareness” and draw more traffic to the less-frequented traveling hub across the Bay.\u003c/p>\n\u003cp>The original choice? “The San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>A week after the rechristening, City Attorney David Chiu \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">swiftly slapped the Port\u003c/a> with a lawsuit, telling KQED at the time that “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography.”\u003c/p>\n\u003cfigure id=\"attachment_12000413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also alleged that the airport intended to “mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>A federal district judge ruled in favor of San Francisco, awarding a preliminary injunction that prevented Oakland from proceeding with its new name, but the Port of Oakland wasn’t ready to raise the white flag just yet — it filed an appeal through the Ninth Circuit court, and presented a \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">new name\u003c/a>: The Oakland San Francisco Bay Airport.\u003c/p>\n\u003cp>Switching the first two terms around, however, did not cut it with San Francisco city officials, who \u003ca href=\"https://www.kqed.org/news/12047645/now-its-the-oakland-san-francisco-bay-airport-sfo-still-isnt-happy\">balked\u003c/a> at the adjustment as relatively the same as the prior name.[aside postID=news_12079892 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/240412-OAKAirport-007-BL_qed-1-1020x680.jpg']But as of Tuesday, the city seemed to come around — in a statement, Chiu celebrated the resolution, calling it one “that accomplishes Oakland’s goals while still protecting the San Francisco International Airport trademark.”\u003c/p>\n\u003cp>San Francisco International Airport’s director, Mike Nakornkhet, echoed Chiu’s remarks, saying that the agreement “provides clarity for travelers to make informed decisions about travel through our respective airports.”\u003c/p>\n\u003cp>According to Tuesday’s agreement, the Oakland airport may keep this current iteration under several conditions.\u003c/p>\n\u003cp>First, the words “San Francisco” cannot appear larger than “Oakland” on its displays and marketing materials.\u003c/p>\n\u003cp>In online advertising, the airport must refrain from using keywords such as “San Francisco Airport,” “SF Airport,” and “San Francisco International Airport,” terms related to the origin of San Francisco’s trademark infringement claims against Oakland airport’s renaming.\u003c/p>\n\u003cp>And finally, Oakland’s airport agreed not to add “SF” to its existing IATA code, which means that it’s still just OAK.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Port of Oakland and the city of San Francisco have finally settled a trademark infringement lawsuit over the East Bay airport’s name.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After a two-year legal battle and several rebrands, the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-bay-oakland-international-airport\">Oakland San Francisco Bay Airport \u003c/a>is here to stay — the name, that is.\u003c/p>\n\u003cp>The city of San Francisco and the Port of Oakland announced a settlement on Tuesday, announcing that both parties will drop their lawsuits over a trademark dispute related to the airport’s renaming.\u003c/p>\n\u003cp>“We’re proud Oakland fought for, and preserved the right to retain our airport’s full name that puts Oakland first and recognizes OAK’s location on the San Francisco Bay,” said Mary Richardson, attorney for the Port of Oakland. “We believe more awareness of the airports in the region benefits all consumers.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In April 2024, the Oakland airport \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">caused a stir \u003c/a>with its decision to rename itself, citing a need to “raise more geographic awareness” and draw more traffic to the less-frequented traveling hub across the Bay.\u003c/p>\n\u003cp>The original choice? “The San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>A week after the rechristening, City Attorney David Chiu \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">swiftly slapped the Port\u003c/a> with a lawsuit, telling KQED at the time that “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography.”\u003c/p>\n\u003cfigure id=\"attachment_12000413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also alleged that the airport intended to “mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>A federal district judge ruled in favor of San Francisco, awarding a preliminary injunction that prevented Oakland from proceeding with its new name, but the Port of Oakland wasn’t ready to raise the white flag just yet — it filed an appeal through the Ninth Circuit court, and presented a \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">new name\u003c/a>: The Oakland San Francisco Bay Airport.\u003c/p>\n\u003cp>Switching the first two terms around, however, did not cut it with San Francisco city officials, who \u003ca href=\"https://www.kqed.org/news/12047645/now-its-the-oakland-san-francisco-bay-airport-sfo-still-isnt-happy\">balked\u003c/a> at the adjustment as relatively the same as the prior name.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But as of Tuesday, the city seemed to come around — in a statement, Chiu celebrated the resolution, calling it one “that accomplishes Oakland’s goals while still protecting the San Francisco International Airport trademark.”\u003c/p>\n\u003cp>San Francisco International Airport’s director, Mike Nakornkhet, echoed Chiu’s remarks, saying that the agreement “provides clarity for travelers to make informed decisions about travel through our respective airports.”\u003c/p>\n\u003cp>According to Tuesday’s agreement, the Oakland airport may keep this current iteration under several conditions.\u003c/p>\n\u003cp>First, the words “San Francisco” cannot appear larger than “Oakland” on its displays and marketing materials.\u003c/p>\n\u003cp>In online advertising, the airport must refrain from using keywords such as “San Francisco Airport,” “SF Airport,” and “San Francisco International Airport,” terms related to the origin of San Francisco’s trademark infringement claims against Oakland airport’s renaming.\u003c/p>\n\u003cp>And finally, Oakland’s airport agreed not to add “SF” to its existing IATA code, which means that it’s still just OAK.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "19th-ave-closure-san-francisco-april-24-27-golden-gate-bridge-caltrans",
"title": "19th Avenue Closure: What to Know About Travel Through San Francisco This Weekend",
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"content": "\u003cp>On the heels of last weekend’s closure of nearly\u003ca href=\"https://www.kqed.org/news/12080542/empty-i-80-allows-caltrans-to-repair-key-san-francisco-bay-bridge-connector\"> two miles of Eastbound Interstate 80\u003c/a> in San Francisco, another major thoroughfare will partially close to traffic this weekend on the west side of the city.\u003c/p>\n\u003cp>From Friday to Monday, Caltrans will close two lanes of northbound 19th Avenue between Sloat Boulevard and Lincoln Way for roughly six lane miles of repaving work.\u003c/p>\n\u003cp>About 40,000 vehicles travel on 19th Avenue on any given day, according to an estimate by Caltrans. The artery doubles as State Highway 1 and is a primary way for drivers to access the Golden Gate Bridge from the south.\u003c/p>\n\u003cp>Keep reading for what to know about the 19th Avenue closure and how it could affect your weekend.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>What part of 19th Avenue will be closed this weekend?\u003c/h2>\n\u003cp>Matt O’Donnell, a spokesperson for Caltrans, said crews will start at Sloat Boulevard, by Stonestown Galleria, on Friday and work their way north up 19th Avenue towards Golden Gate Park.\u003c/p>\n\u003cp>“ We are encouraging people that aren’t residents or business owners to try to use alternate routes, and if they’re coming from Marin County or San Mateo County, try to stay out of the area as much as possible,” O’Donnell said.\u003c/p>\n\u003cfigure id=\"attachment_12081201\" class=\"wp-caption alignleft\" style=\"max-width: 1932px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081201\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED.jpg\" alt=\"\" width=\"1932\" height=\"2500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED.jpg 1932w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED-160x207.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED-1187x1536.jpg 1187w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED-1583x2048.jpg 1583w\" sizes=\"auto, (max-width: 1932px) 100vw, 1932px\">\u003cfigcaption class=\"wp-caption-text\">Caltrans suggested a detour route for drivers navigating the Northbound 19th Avenue partial closure. \u003ccite>(Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One lane will remain open on 19th Avenue for public transit, emergency responders and local access. Parking on 19th Avenue will also be restricted in work zones.\u003c/p>\n\u003cp>“ There’s been a lot of outreach. This is a really major corridor,” O’Donnell said, adding that Caltrans has canvassed the area to alert residents and businesses of the upcoming work.\u003c/p>\n\u003ch2>When exactly will the 19th Avenue closure start and end?\u003c/h2>\n\u003cp>This weekend’s closure will start at 7 a.m. Friday, April 24, and end at 5:00 a.m. Monday, April 27.\u003c/p>\n\u003ch2>What detours and alternative routes are recommended during the 19th Avenue closure?\u003c/h2>\n\u003cp>Caltrans is urging motorists traveling through the area to detour west to Sunset Boulevard, also known as the Sunset Parkway, and rejoin 19th Avenue/State Highway 1 at Martin Luther King Jr. Way in Golden Gate Park.\u003c/p>\n\u003cp>Caltrans said the work is needed to improve driver safety, upgrade facilities to the Americans with Disabilities Act standards and extend the life of the existing pavement.\u003c/p>\n\u003ch2>Will this 19th Avenue closure end this weekend?\u003c/h2>\n\u003cp>No: This weekend’s work is the first of three planned weekend closures on 19th Avenue over roughly the next month. Additional closures are planned for the weekend of Friday, May 8, and Memorial Day weekend.\u003c/p>\n\u003cp>When completed, Caltrans said it will have repaved more than 18 lane miles of 19th Avenue, stretching from Lincoln Way to Holloway Avenue, by San Francisco State University.\u003c/p>\n\u003ch2>Will public transit be affected by the 19th Avenue closure?\u003c/h2>\n\u003cp>San Francisco Municipal Transportation Agency Director Julie Kirschbaum said the agency worked with Caltrans to schedule the work over three long weekends, dramatically shortening the timeline for completion from an estimated 40 days to nine.\u003c/p>\n\u003cp>During the repaving work, the SFMTA is \u003ca href=\"https://www.sfmta.com/travel-updates/northbound-19th-avenue-repaving-friday-april-24-monday-april-27-2026\">adjusting \u003c/a>stops for the 28, 28R, 48, 66, and 91 Muni routes and said the 7, 29, L-Owl, N-Owl, N Bus, L Taraval, and N Judah may experience delays.\u003c/p>\n\u003cp>Kirschbaum said she expects travel to be slow on the corridor during construction.\u003c/p>\n\u003cfigure id=\"attachment_10934955\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10934955\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut.jpg\" alt=\"A Muni bus stops at 19th and Holloway avenues, near San Francisco State University, on March 17, 2014.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-400x225.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-1180x664.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-960x540.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Muni bus stops at 19th and Holloway avenues, near San Francisco State University, on March 17, 2014. \u003ccite>(\u003ca href=\"https://www.flickr.com/photos/116334989@N03/\" target=\"_blank\">Sergio Portela\u003c/a>/\u003ca href=\"https://www.flickr.com/photos/116334989@N03/13234025773/in/photolist-srC1s-7Lnfmo-59j1Ca-marQNa-7HAMxT-yJUma-zXSrn-9wZszj\" target=\"_blank\">Flickr\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a major construction project, and it will inconvenience people who travel on 19th Avenue,” Kirschbaum said. “We know Muni riders and drivers will appreciate the smooth ride they’ll experience after the repaving work is done.”\u003c/p>\n\u003cp>The 19th Avenue repaving project is part of Caltrans’ “Fab 4 Rehab,” four \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-fab-4-rehabilitation-projects-toolkit\">major\u003c/a> road rehabilitation projects in San Francisco County that are planned or currently underway.\u003c/p>\n\u003cp>Despite concerns about last weekend’s closure of Eastbound I-80 causing a traffic “carmaggedon,” O’Donnell said, “ we had so much media out there that people did really stay away,” an outcome the agency is hoping to replicate this weekend.\u003c/p>\n\u003cp>BART said ridership \u003ca href=\"https://www.kqed.org/news/12080707/bart-ridership-surged-while-i-80-was-closed-through-san-francisco\">surged 46%\u003c/a> during the I-80 closure compared with the previous weekend, which the agency attributed to drivers heeding warnings to avoid the area and take public transit instead.\u003c/p>\n\u003cp>“We’re hoping that people understand the message and will drive accordingly,” O’Donnell said.\u003c/p>\n\u003ch2>Will the Golden Gate Bridge be affected by the 19th Avenue closure?\u003c/h2>\n\u003cp>The Golden Gate Bridge, Highway and Transportation District said it does not anticipate major traffic impacts due to the closure, but said it will be ready to respond if the need arises.\u003c/p>\n\u003cp>“Our staff will be monitoring traffic over the weekend and, if backups arise, will reconfigure traffic lanes using the moveable median barrier to improve traffic flow,” said Paolo Cosulich-Schwartz, director of public affairs for the Golden Gate Bridge, Highway and Transportation District.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On the heels of last weekend’s closure of nearly\u003ca href=\"https://www.kqed.org/news/12080542/empty-i-80-allows-caltrans-to-repair-key-san-francisco-bay-bridge-connector\"> two miles of Eastbound Interstate 80\u003c/a> in San Francisco, another major thoroughfare will partially close to traffic this weekend on the west side of the city.\u003c/p>\n\u003cp>From Friday to Monday, Caltrans will close two lanes of northbound 19th Avenue between Sloat Boulevard and Lincoln Way for roughly six lane miles of repaving work.\u003c/p>\n\u003cp>About 40,000 vehicles travel on 19th Avenue on any given day, according to an estimate by Caltrans. The artery doubles as State Highway 1 and is a primary way for drivers to access the Golden Gate Bridge from the south.\u003c/p>\n\u003cp>Keep reading for what to know about the 19th Avenue closure and how it could affect your weekend.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>What part of 19th Avenue will be closed this weekend?\u003c/h2>\n\u003cp>Matt O’Donnell, a spokesperson for Caltrans, said crews will start at Sloat Boulevard, by Stonestown Galleria, on Friday and work their way north up 19th Avenue towards Golden Gate Park.\u003c/p>\n\u003cp>“ We are encouraging people that aren’t residents or business owners to try to use alternate routes, and if they’re coming from Marin County or San Mateo County, try to stay out of the area as much as possible,” O’Donnell said.\u003c/p>\n\u003cfigure id=\"attachment_12081201\" class=\"wp-caption alignleft\" style=\"max-width: 1932px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081201\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED.jpg\" alt=\"\" width=\"1932\" height=\"2500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED.jpg 1932w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED-160x207.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED-1187x1536.jpg 1187w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260423-19th-Ave-Closure-KQED-1583x2048.jpg 1583w\" sizes=\"auto, (max-width: 1932px) 100vw, 1932px\">\u003cfigcaption class=\"wp-caption-text\">Caltrans suggested a detour route for drivers navigating the Northbound 19th Avenue partial closure. \u003ccite>(Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One lane will remain open on 19th Avenue for public transit, emergency responders and local access. Parking on 19th Avenue will also be restricted in work zones.\u003c/p>\n\u003cp>“ There’s been a lot of outreach. This is a really major corridor,” O’Donnell said, adding that Caltrans has canvassed the area to alert residents and businesses of the upcoming work.\u003c/p>\n\u003ch2>When exactly will the 19th Avenue closure start and end?\u003c/h2>\n\u003cp>This weekend’s closure will start at 7 a.m. Friday, April 24, and end at 5:00 a.m. Monday, April 27.\u003c/p>\n\u003ch2>What detours and alternative routes are recommended during the 19th Avenue closure?\u003c/h2>\n\u003cp>Caltrans is urging motorists traveling through the area to detour west to Sunset Boulevard, also known as the Sunset Parkway, and rejoin 19th Avenue/State Highway 1 at Martin Luther King Jr. Way in Golden Gate Park.\u003c/p>\n\u003cp>Caltrans said the work is needed to improve driver safety, upgrade facilities to the Americans with Disabilities Act standards and extend the life of the existing pavement.\u003c/p>\n\u003ch2>Will this 19th Avenue closure end this weekend?\u003c/h2>\n\u003cp>No: This weekend’s work is the first of three planned weekend closures on 19th Avenue over roughly the next month. Additional closures are planned for the weekend of Friday, May 8, and Memorial Day weekend.\u003c/p>\n\u003cp>When completed, Caltrans said it will have repaved more than 18 lane miles of 19th Avenue, stretching from Lincoln Way to Holloway Avenue, by San Francisco State University.\u003c/p>\n\u003ch2>Will public transit be affected by the 19th Avenue closure?\u003c/h2>\n\u003cp>San Francisco Municipal Transportation Agency Director Julie Kirschbaum said the agency worked with Caltrans to schedule the work over three long weekends, dramatically shortening the timeline for completion from an estimated 40 days to nine.\u003c/p>\n\u003cp>During the repaving work, the SFMTA is \u003ca href=\"https://www.sfmta.com/travel-updates/northbound-19th-avenue-repaving-friday-april-24-monday-april-27-2026\">adjusting \u003c/a>stops for the 28, 28R, 48, 66, and 91 Muni routes and said the 7, 29, L-Owl, N-Owl, N Bus, L Taraval, and N Judah may experience delays.\u003c/p>\n\u003cp>Kirschbaum said she expects travel to be slow on the corridor during construction.\u003c/p>\n\u003cfigure id=\"attachment_10934955\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10934955\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut.jpg\" alt=\"A Muni bus stops at 19th and Holloway avenues, near San Francisco State University, on March 17, 2014.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-400x225.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-1180x664.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19215_13234025773_170d03f828_o-qut-960x540.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Muni bus stops at 19th and Holloway avenues, near San Francisco State University, on March 17, 2014. \u003ccite>(\u003ca href=\"https://www.flickr.com/photos/116334989@N03/\" target=\"_blank\">Sergio Portela\u003c/a>/\u003ca href=\"https://www.flickr.com/photos/116334989@N03/13234025773/in/photolist-srC1s-7Lnfmo-59j1Ca-marQNa-7HAMxT-yJUma-zXSrn-9wZszj\" target=\"_blank\">Flickr\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a major construction project, and it will inconvenience people who travel on 19th Avenue,” Kirschbaum said. “We know Muni riders and drivers will appreciate the smooth ride they’ll experience after the repaving work is done.”\u003c/p>\n\u003cp>The 19th Avenue repaving project is part of Caltrans’ “Fab 4 Rehab,” four \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-fab-4-rehabilitation-projects-toolkit\">major\u003c/a> road rehabilitation projects in San Francisco County that are planned or currently underway.\u003c/p>\n\u003cp>Despite concerns about last weekend’s closure of Eastbound I-80 causing a traffic “carmaggedon,” O’Donnell said, “ we had so much media out there that people did really stay away,” an outcome the agency is hoping to replicate this weekend.\u003c/p>\n\u003cp>BART said ridership \u003ca href=\"https://www.kqed.org/news/12080707/bart-ridership-surged-while-i-80-was-closed-through-san-francisco\">surged 46%\u003c/a> during the I-80 closure compared with the previous weekend, which the agency attributed to drivers heeding warnings to avoid the area and take public transit instead.\u003c/p>\n\u003cp>“We’re hoping that people understand the message and will drive accordingly,” O’Donnell said.\u003c/p>\n\u003ch2>Will the Golden Gate Bridge be affected by the 19th Avenue closure?\u003c/h2>\n\u003cp>The Golden Gate Bridge, Highway and Transportation District said it does not anticipate major traffic impacts due to the closure, but said it will be ready to respond if the need arises.\u003c/p>\n\u003cp>“Our staff will be monitoring traffic over the weekend and, if backups arise, will reconfigure traffic lanes using the moveable median barrier to improve traffic flow,” said Paolo Cosulich-Schwartz, director of public affairs for the Golden Gate Bridge, Highway and Transportation District.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>If you are ever in the southeast corner of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>, you may have noticed a fleet of \u003ca href=\"https://www.kqed.org/news/12015320/san-francisco-launches-on-demand-shuttle-service-in-bayview-hunters-point\">purple-and-orange \u003c/a>vans picking up and dropping people off.\u003c/p>\n\u003cp>These shuttles are a special service run by the San Francisco Municipal Transportation Agency, in an effort to bridge mobility gaps in the Bayview-Hunters Point neighborhood.\u003c/p>\n\u003cp>And the shuttles will continue running through November 2027, thanks to funding recently extended by the \u003ca href=\"https://ww2.arb.ca.gov/\">California Air Resources Board\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“That actually makes me happy,” said shuttle passenger Ashley Milburn, catching a ride on Wednesday morning. “Just [for] the community as a whole and individuals needing rides to doctor’s appointments, or even just the grocery store.”\u003c/p>\n\u003cp>A previous $10.5 million grant allowed city officials to launch the Bayview Community Shuttle in 2024. Residents can order a shuttle anywhere in the area, as well as to \u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">several destinations outside the neighborhood\u003c/a>, including the 24th Street BART station — all for the cost of a Muni fare.\u003c/p>\n\u003cp>Michael Roccaforte, a spokesperson for the SFMTA, said the neighborhood “has historically lacked adequate transit connections” and “overall received a historic disinvestment in government services,” creating service gaps.[aside postID=news_12080707 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg']Milburn said she started using the shuttle more in the last month due to car troubles and has found it a useful resource. Especially since Bayview, she said, does not have as many bus routes as other neighborhoods in the city.\u003c/p>\n\u003cp>Milburn said she has used the shuttle for household tasks like laundry.\u003c/p>\n\u003cp>“It’s all so convenient, because, like I said, the community needs this type of service,” Milburn said, although she added that she wished it were available more hours of the day.\u003c/p>\n\u003cp>All of the vehicles in the shuttle program are electric.\u003c/p>\n\u003cp>Roccaforte said \u003ca href=\"https://www.kqed.org/news/12060929/pge-tower-symbol-of-environmental-racism-removed-from-bayview-hunters-point\">the neighborhood’s history of industry\u003c/a> has created an overburden of \u003ca href=\"https://criticalurbanenvironments.ucsc.edu/articles/the-breathers-of-bayview-hill-redevelopment-and-environmental-justice-in-southeast-san-francisco/\">health problems\u003c/a> “in terms of respiratory illnesses for the community here.” “This shuttle service is zero emission and helps to actively reduce carbon emissions in the Bayview neighborhood,” he said.\u003c/p>\n\u003cp>CARB considered those unique circumstances in the agency’s efforts to launch service.\u003c/p>\n\u003cp>“The funding from the Air Resources Board is so important because without a grant award like this, we wouldn’t be able to operate this service at the level we provide because of our financial constraints,” Roccaforte said.\u003c/p>\n\u003cp>According to March data provided by SFMTA, ridership for the shuttle has increased by 53% since last year, with around 200 riders a day.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you are ever in the southeast corner of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>, you may have noticed a fleet of \u003ca href=\"https://www.kqed.org/news/12015320/san-francisco-launches-on-demand-shuttle-service-in-bayview-hunters-point\">purple-and-orange \u003c/a>vans picking up and dropping people off.\u003c/p>\n\u003cp>These shuttles are a special service run by the San Francisco Municipal Transportation Agency, in an effort to bridge mobility gaps in the Bayview-Hunters Point neighborhood.\u003c/p>\n\u003cp>And the shuttles will continue running through November 2027, thanks to funding recently extended by the \u003ca href=\"https://ww2.arb.ca.gov/\">California Air Resources Board\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“That actually makes me happy,” said shuttle passenger Ashley Milburn, catching a ride on Wednesday morning. “Just [for] the community as a whole and individuals needing rides to doctor’s appointments, or even just the grocery store.”\u003c/p>\n\u003cp>A previous $10.5 million grant allowed city officials to launch the Bayview Community Shuttle in 2024. Residents can order a shuttle anywhere in the area, as well as to \u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">several destinations outside the neighborhood\u003c/a>, including the 24th Street BART station — all for the cost of a Muni fare.\u003c/p>\n\u003cp>Michael Roccaforte, a spokesperson for the SFMTA, said the neighborhood “has historically lacked adequate transit connections” and “overall received a historic disinvestment in government services,” creating service gaps.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Milburn said she started using the shuttle more in the last month due to car troubles and has found it a useful resource. Especially since Bayview, she said, does not have as many bus routes as other neighborhoods in the city.\u003c/p>\n\u003cp>Milburn said she has used the shuttle for household tasks like laundry.\u003c/p>\n\u003cp>“It’s all so convenient, because, like I said, the community needs this type of service,” Milburn said, although she added that she wished it were available more hours of the day.\u003c/p>\n\u003cp>All of the vehicles in the shuttle program are electric.\u003c/p>\n\u003cp>Roccaforte said \u003ca href=\"https://www.kqed.org/news/12060929/pge-tower-symbol-of-environmental-racism-removed-from-bayview-hunters-point\">the neighborhood’s history of industry\u003c/a> has created an overburden of \u003ca href=\"https://criticalurbanenvironments.ucsc.edu/articles/the-breathers-of-bayview-hill-redevelopment-and-environmental-justice-in-southeast-san-francisco/\">health problems\u003c/a> “in terms of respiratory illnesses for the community here.” “This shuttle service is zero emission and helps to actively reduce carbon emissions in the Bayview neighborhood,” he said.\u003c/p>\n\u003cp>CARB considered those unique circumstances in the agency’s efforts to launch service.\u003c/p>\n\u003cp>“The funding from the Air Resources Board is so important because without a grant award like this, we wouldn’t be able to operate this service at the level we provide because of our financial constraints,” Roccaforte said.\u003c/p>\n\u003cp>According to March data provided by SFMTA, ridership for the shuttle has increased by 53% since last year, with around 200 riders a day.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Ridership Surged While I-80 Was Closed Through San Francisco",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> ridership surged over the weekend amid a major freeway closure through San Francisco that rerouted traffic heading toward the Bay Bridge.\u003c/p>\n\u003cp>The transit agency recorded a 46% increase on both Saturday and Sunday compared to the same days the previous weekend. It saw a smaller boost, about 16%, on Friday. Eastbound Interstate 80 through San Francisco \u003ca href=\"https://www.kqed.org/news/12080542/empty-i-80-allows-caltrans-to-repair-key-san-francisco-bay-bridge-connector\">was closed\u003c/a> for about 48 hours beginning at 11 p.m. Friday.\u003c/p>\n\u003cp>Officials said the boost shows that BART is still vital to the Bay Area’s transportation network, as it faces a major budget shortfall and possible drastic service cuts while it struggles to recover from pandemic ridership losses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The sharp increases underscore BART’s critical role in keeping the region moving when major infrastructure is out of commission,” the agency said in a press release.\u003c/p>\n\u003cp>Local transportation officials had\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> warned drivers to avoid the area\u003c/a> around the eastbound I-80 closure, which extended about 1.6 miles from 17th Street to 4th Street. The connector ramps from northbound and southbound U.S. 101 were also closed.\u003c/p>\n\u003cfigure id=\"attachment_12079174\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079174\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sign for eastbound I-80 and the Bay Bridge on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrans urged motorists to use alternative routes or ditch their cars entirely in favor of public transit to avoid delays — and it seems many did.\u003c/p>\n\u003cp>As BART ridership increased, vehicle traffic over the Bay Bridge into San Francisco dipped about 7% on Saturday compared to the previous week, according to preliminary data from the Bay Area Toll Authority. Traffic was down 16% compared to the same weekend last year. While the toll authority only tracks bridge trips in the westbound direction, which was unaffected by the closure, John Goodwin, a spokesperson for the agency, said it usually assumes that traffic numbers will be roughly the same in the opposite direction.\u003c/p>\n\u003cp>The toll authority data showed little impact on vehicle traffic Sunday, with about 150 more cars crossing the Bay Bridge than the previous week, though traffic was down 15% compared to the same weekend last year.\u003c/p>\n\u003cp>Separate from the road closure, BART numbers have been increasing in recent months, with the agency recording its highest post-COVID-19 ridership levels in March. April ridership so far is up 10% compared to last year.\u003c/p>\n\u003cp>The agency saw a major drop-off during the pandemic, when significantly fewer Bay Area residents were commuting into the city for work. Lasting shifts toward more hybrid and remote work, and companies moving out of downtown, have made it difficult for BART to recoup ridership in recent years, contributing to what it’s called a “fiscal cliff.” [aside postID=news_12078991 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-11-BL_qed.jpg'] The agency is currently lobbying for additional funding in the coming November election, warning that without new revenue, it could make major service cuts.\u003c/p>\n\u003cp>A coalition of transit advocates, led by state Sens. Scott Wiener and Jesse Arreguín, is campaigning for a ballot measure called the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax that would generate around $1 billion annually for BART, Muni, AC Transit, Caltrain and other regional transit agencies.\u003c/p>\n\u003cp>BART has \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-doomsday-station-closures-21944447.php\">approved a plan\u003c/a> that could close 10 to 15 stations, eliminate the Red and Green lines or cut late night service beginning next year if the Connect Bay Area Act isn’t passed. The \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">“doomsday” plan\u003c/a> would reduce service by more than 60% to stave off a $376 million budget deficit.\u003c/p>\n\u003cp>BART representatives have previously warned weekend service could be cut to help close the budget deficit.\u003c/p>\n\u003cp>The agency said its capacity to accommodate increased ridership needs over the weekend while I-80 was closed came “while running standard 5-line weekend service.”\u003c/p>\n\u003cp>“BART will continue to play a vital role in supporting the Bay Area during major events, infrastructure projects, and other moments when reliable transit is needed most,” the agency said in its press release.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Bay Area transit agency said a nearly 50% increase in ridership over the prior weekend underscores the critical role it plays in the region’s transportation network.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> ridership surged over the weekend amid a major freeway closure through San Francisco that rerouted traffic heading toward the Bay Bridge.\u003c/p>\n\u003cp>The transit agency recorded a 46% increase on both Saturday and Sunday compared to the same days the previous weekend. It saw a smaller boost, about 16%, on Friday. Eastbound Interstate 80 through San Francisco \u003ca href=\"https://www.kqed.org/news/12080542/empty-i-80-allows-caltrans-to-repair-key-san-francisco-bay-bridge-connector\">was closed\u003c/a> for about 48 hours beginning at 11 p.m. Friday.\u003c/p>\n\u003cp>Officials said the boost shows that BART is still vital to the Bay Area’s transportation network, as it faces a major budget shortfall and possible drastic service cuts while it struggles to recover from pandemic ridership losses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The sharp increases underscore BART’s critical role in keeping the region moving when major infrastructure is out of commission,” the agency said in a press release.\u003c/p>\n\u003cp>Local transportation officials had\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> warned drivers to avoid the area\u003c/a> around the eastbound I-80 closure, which extended about 1.6 miles from 17th Street to 4th Street. The connector ramps from northbound and southbound U.S. 101 were also closed.\u003c/p>\n\u003cfigure id=\"attachment_12079174\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079174\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sign for eastbound I-80 and the Bay Bridge on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrans urged motorists to use alternative routes or ditch their cars entirely in favor of public transit to avoid delays — and it seems many did.\u003c/p>\n\u003cp>As BART ridership increased, vehicle traffic over the Bay Bridge into San Francisco dipped about 7% on Saturday compared to the previous week, according to preliminary data from the Bay Area Toll Authority. Traffic was down 16% compared to the same weekend last year. While the toll authority only tracks bridge trips in the westbound direction, which was unaffected by the closure, John Goodwin, a spokesperson for the agency, said it usually assumes that traffic numbers will be roughly the same in the opposite direction.\u003c/p>\n\u003cp>The toll authority data showed little impact on vehicle traffic Sunday, with about 150 more cars crossing the Bay Bridge than the previous week, though traffic was down 15% compared to the same weekend last year.\u003c/p>\n\u003cp>Separate from the road closure, BART numbers have been increasing in recent months, with the agency recording its highest post-COVID-19 ridership levels in March. April ridership so far is up 10% compared to last year.\u003c/p>\n\u003cp>The agency saw a major drop-off during the pandemic, when significantly fewer Bay Area residents were commuting into the city for work. Lasting shifts toward more hybrid and remote work, and companies moving out of downtown, have made it difficult for BART to recoup ridership in recent years, contributing to what it’s called a “fiscal cliff.” \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp> The agency is currently lobbying for additional funding in the coming November election, warning that without new revenue, it could make major service cuts.\u003c/p>\n\u003cp>A coalition of transit advocates, led by state Sens. Scott Wiener and Jesse Arreguín, is campaigning for a ballot measure called the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax that would generate around $1 billion annually for BART, Muni, AC Transit, Caltrain and other regional transit agencies.\u003c/p>\n\u003cp>BART has \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-doomsday-station-closures-21944447.php\">approved a plan\u003c/a> that could close 10 to 15 stations, eliminate the Red and Green lines or cut late night service beginning next year if the Connect Bay Area Act isn’t passed. The \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">“doomsday” plan\u003c/a> would reduce service by more than 60% to stave off a $376 million budget deficit.\u003c/p>\n\u003cp>BART representatives have previously warned weekend service could be cut to help close the budget deficit.\u003c/p>\n\u003cp>The agency said its capacity to accommodate increased ridership needs over the weekend while I-80 was closed came “while running standard 5-line weekend service.”\u003c/p>\n\u003cp>“BART will continue to play a vital role in supporting the Bay Area during major events, infrastructure projects, and other moments when reliable transit is needed most,” the agency said in its press release.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "uber-violated-california-gig-worker-law-rideshare-drivers-group-says-in-new-lawsuit",
"title": "Uber Violated California Gig-Worker Law, Rideshare Drivers Group Says in New Lawsuit",
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"content": "\u003cp>A ride-hail driver organization alleged \u003ca href=\"https://www.kqed.org/news/tag/uber\">Uber\u003c/a> broke a California gig-worker law by failing to provide terminated drivers enough of a recourse to challenge account deactivations, according to a lawsuit filed Monday in San Francisco. If successful, the complaint could open a way for workers in the industry to claim additional rights.\u003c/p>\n\u003cp>Approved by voters in 2020, \u003ca href=\"https://www.kqed.org/news/11843123/prop-22-explained-why-gig-companies-are-spending-huge-money-on-an-unprecedented-measure\">Proposition 22\u003c/a> gave Uber a big win, allowing the company to classify its drivers as independent contractors — who are often cheaper to hire and easier to fire than employees. But attorneys for Rideshare Drivers United, which represents about 20,000 app-based drivers statewide, contend Uber terminated thousands of them without an appeals process required by that law.\u003c/p>\n\u003cp>“Uber has not held up its end of the bargain,” said Shannon Liss-Riordan, an attorney for the group. “It has not complied with Prop. 22, and as a result, it should not get the benefit of Prop. 22, meaning that Uber should not be able to claim that the drivers are independent contractors.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>An Uber spokesperson rejected the allegations, slamming the lawsuit as a “publicity stunt” that the company will fight in court.\u003c/p>\n\u003cp>The legal challenge represents the latest attempt in a years-long battle by gig workers to gain more labor protections. Independent contractors have more flexibility on the job, but lack employee rights such as overtime pay, unemployment insurance benefits and expense reimbursements. If the state court grants Rideshare Drivers United’s request to bar Uber from treating its drivers as independent contractors, they could then be entitled to employee protections, Liss-Riordan said.\u003c/p>\n\u003cfigure id=\"attachment_11910763\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11910763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/yes2-scaled-e1776791757748.jpg\" alt='A woman wearing sunglasses drives a car while holding a sign that says: \"Lyft and Uber we see you profiting off our back!\"' width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Rideshare drivers protest outside Uber’s former headquarters on Market Street in downtown San Francisco on Aug. 27, 2019. \u003ccite>(Courtesy of Gig Workers Rising)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The most \u003ca href=\"https://www.uber.com/us/en/drive/driver-app/deactivation-review/\">common reasons\u003c/a> drivers lose access to their accounts are an expired document or a background check issue, according to Uber. The company said it provides drivers with multiple channels to raise concerns, request reviews of deactivations, and provide evidence to support their case.\u003c/p>\n\u003cp>“This is a baseless lawsuit by an opportunistic trial lawyer seeking to overturn Proposition 22 and the will of California voters,” an Uber spokesperson said in a statement. “Uber complies with Prop 22, including providing drivers with clear processes to appeal deactivations, raise concerns and request reviews, while delivering guaranteed earnings, healthcare support, and the flexibility drivers value.”\u003c/p>\n\u003cp>At a press conference on the steps of the California Supreme Court building near Civic Center Plaza, several terminated drivers said Uber unfairly cut them off the platform, without sufficient explanation or a meaningful way to challenge the decision. They said they tried calling the company and interacting with its chatbots, to no avail.[aside postID=news_12057798 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2003719181-1020x680.jpg']“It seems like it was nothing but a copy and paste response,” said Devins Baker, 36, who said he was deactivated the week before Christmas in 2024 after driving for Uber for years. “No matter what I sent, even going in person, just seems like they had already made a decision even prior to my appeal.”\u003c/p>\n\u003cp>Baker, an Oakland resident, said suddenly losing his Uber driver job left him scrambling to find another way to make money, so he could keep his housing.\u003c/p>\n\u003cp>“The process actually has been very much of a headache,” he said.\u003c/p>\n\u003cp>Other Bay Area drivers with high ratings and years of experience said Uber account deactivations left them struggling to make ends meet. Mirwais Noory, a father of four living in Antioch, said he moved his family from one house to another because they couldn’t afford the rent.\u003c/p>\n\u003cp>Since his termination in November 2024, he has worked as a security guard and part-time rideshare driver for Lyft, he said, but still owes thousands of dollars in credit card debt.\u003c/p>\n\u003cp>“It affected me hugely because I’m the only one making money in my family,” said Noory, 38. “It just turned my situation upside down … and basically, there was no accountability from Uber.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A ride-hail driver organization alleged \u003ca href=\"https://www.kqed.org/news/tag/uber\">Uber\u003c/a> broke a California gig-worker law by failing to provide terminated drivers enough of a recourse to challenge account deactivations, according to a lawsuit filed Monday in San Francisco. If successful, the complaint could open a way for workers in the industry to claim additional rights.\u003c/p>\n\u003cp>Approved by voters in 2020, \u003ca href=\"https://www.kqed.org/news/11843123/prop-22-explained-why-gig-companies-are-spending-huge-money-on-an-unprecedented-measure\">Proposition 22\u003c/a> gave Uber a big win, allowing the company to classify its drivers as independent contractors — who are often cheaper to hire and easier to fire than employees. But attorneys for Rideshare Drivers United, which represents about 20,000 app-based drivers statewide, contend Uber terminated thousands of them without an appeals process required by that law.\u003c/p>\n\u003cp>“Uber has not held up its end of the bargain,” said Shannon Liss-Riordan, an attorney for the group. “It has not complied with Prop. 22, and as a result, it should not get the benefit of Prop. 22, meaning that Uber should not be able to claim that the drivers are independent contractors.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>An Uber spokesperson rejected the allegations, slamming the lawsuit as a “publicity stunt” that the company will fight in court.\u003c/p>\n\u003cp>The legal challenge represents the latest attempt in a years-long battle by gig workers to gain more labor protections. Independent contractors have more flexibility on the job, but lack employee rights such as overtime pay, unemployment insurance benefits and expense reimbursements. If the state court grants Rideshare Drivers United’s request to bar Uber from treating its drivers as independent contractors, they could then be entitled to employee protections, Liss-Riordan said.\u003c/p>\n\u003cfigure id=\"attachment_11910763\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11910763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/yes2-scaled-e1776791757748.jpg\" alt='A woman wearing sunglasses drives a car while holding a sign that says: \"Lyft and Uber we see you profiting off our back!\"' width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Rideshare drivers protest outside Uber’s former headquarters on Market Street in downtown San Francisco on Aug. 27, 2019. \u003ccite>(Courtesy of Gig Workers Rising)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The most \u003ca href=\"https://www.uber.com/us/en/drive/driver-app/deactivation-review/\">common reasons\u003c/a> drivers lose access to their accounts are an expired document or a background check issue, according to Uber. The company said it provides drivers with multiple channels to raise concerns, request reviews of deactivations, and provide evidence to support their case.\u003c/p>\n\u003cp>“This is a baseless lawsuit by an opportunistic trial lawyer seeking to overturn Proposition 22 and the will of California voters,” an Uber spokesperson said in a statement. “Uber complies with Prop 22, including providing drivers with clear processes to appeal deactivations, raise concerns and request reviews, while delivering guaranteed earnings, healthcare support, and the flexibility drivers value.”\u003c/p>\n\u003cp>At a press conference on the steps of the California Supreme Court building near Civic Center Plaza, several terminated drivers said Uber unfairly cut them off the platform, without sufficient explanation or a meaningful way to challenge the decision. They said they tried calling the company and interacting with its chatbots, to no avail.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“It seems like it was nothing but a copy and paste response,” said Devins Baker, 36, who said he was deactivated the week before Christmas in 2024 after driving for Uber for years. “No matter what I sent, even going in person, just seems like they had already made a decision even prior to my appeal.”\u003c/p>\n\u003cp>Baker, an Oakland resident, said suddenly losing his Uber driver job left him scrambling to find another way to make money, so he could keep his housing.\u003c/p>\n\u003cp>“The process actually has been very much of a headache,” he said.\u003c/p>\n\u003cp>Other Bay Area drivers with high ratings and years of experience said Uber account deactivations left them struggling to make ends meet. Mirwais Noory, a father of four living in Antioch, said he moved his family from one house to another because they couldn’t afford the rent.\u003c/p>\n\u003cp>Since his termination in November 2024, he has worked as a security guard and part-time rideshare driver for Lyft, he said, but still owes thousands of dollars in credit card debt.\u003c/p>\n\u003cp>“It affected me hugely because I’m the only one making money in my family,” said Noory, 38. “It just turned my situation upside down … and basically, there was no accountability from Uber.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Eastbound Interstate 80 was largely empty Saturday, a rare break in traffic that allowed crews to take over one of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’\u003c/a>s busiest corridors.\u003c/p>\n\u003cp>More than 100 workers with Caltrans spread out across the closed lanes, working around the clock to resurface a section of roadway leading to the Bay Bridge. The weekend closure halted traffic along the connector between U.S. Highway 101 and Interstate 80, a key route for commuters.\u003c/p>\n\u003cp>On an overpass above the work zone, crews in hard hats and high-visibility vests prepared the surface for a new layer designed to extend the life of the bridge deck. Below, a staging area held trucks, equipment and materials.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It requires a huge crew to make it happen,” Caltrans spokesperson Lori Shepherd said. “And it really requires that the public stay out of the area if they can.”\u003c/p>\n\u003cp>Shepherd said the agency is asking people to take public transportation during the closure.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\">Previous KQED reporting noted\u003c/a> that traffic was expected to shift onto city streets and other highways during the shutdown.\u003c/p>\n\u003cfigure id=\"attachment_12080551\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080551\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1707\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-2000x1334.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-2048x1366.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">\u003cspan class=\"hover:entity-accent entity-underline inline cursor-pointer align-baseline\">\u003cspan class=\"whitespace-normal\">Caltrans\u003c/span>\u003c/span> crews perform construction on eastbound Interstate 80 in San Francisco on Saturday, April 18, 2026. Workers are repairing viaducts where I-80 intersects with U.S. Highway 101 near the Bay Bridge, prompting closures through early Monday morning. \u003ccite>(Juliana Yamada for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pedro Quintana, a Caltrans communications manager for the Bay Area, said crews are applying what is known as a poly-overlay — an additional layer of material about an inch thick placed on top of the existing surface.\u003c/p>\n\u003cp>“We have crews right now getting ready to do another poly-overlay,” Quintana said. He described it as “an extra layer, an inch of layer onto the bridge deck.”\u003c/p>\n\u003cp>“This is going to definitely help revive the bridge deck for the next 10 years,” Quintana said. “You’re not going to experience those potholes, those cracks in the cement at all.”\u003c/p>\n\u003cfigure id=\"attachment_12080548\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-2000x1333.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-2048x1365.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">\u003cspan class=\"hover:entity-accent entity-underline inline cursor-pointer align-baseline\">\u003cspan class=\"whitespace-normal\">Caltrans\u003c/span>\u003c/span> Public Information Officer Lori Shepherd speaks with \u003cspan class=\"hover:entity-accent entity-underline inline cursor-pointer align-baseline\">\u003cspan class=\"whitespace-normal\">KQED\u003c/span>\u003c/span> reporter Billy Cruz about the “Fab Rehab” of eastbound Interstate 80 in San Francisco on April 18, 2026. Caltrans crews are repairing viaducts where I-80 intersects with U.S. 101 near the Bay Bridge, prompting closures through early Monday morning. \u003ccite>(Juliana Yamada for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On Saturday, workers operated machinery, inspected sections of roadway and coordinated tasks across the site without traffic moving through the area.\u003c/p>\n\u003cp>The closure is expected to last through the weekend, with lanes reopening once the resurfacing work is complete.\u003c/p>\n\u003cp>“We’re asking people to take public transportation this weekend, if possible,” Shepherd said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/otaylor\">Otis R. Taylor Jr.\u003c/a> contributed to this story\u003c/em>.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It requires a huge crew to make it happen,” Caltrans spokesperson Lori Shepherd said. “And it really requires that the public stay out of the area if they can.”\u003c/p>\n\u003cp>Shepherd said the agency is asking people to take public transportation during the closure.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\">Previous KQED reporting noted\u003c/a> that traffic was expected to shift onto city streets and other highways during the shutdown.\u003c/p>\n\u003cfigure id=\"attachment_12080551\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080551\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1707\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-2000x1334.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-05-2048x1366.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">\u003cspan class=\"hover:entity-accent entity-underline inline cursor-pointer align-baseline\">\u003cspan class=\"whitespace-normal\">Caltrans\u003c/span>\u003c/span> crews perform construction on eastbound Interstate 80 in San Francisco on Saturday, April 18, 2026. Workers are repairing viaducts where I-80 intersects with U.S. Highway 101 near the Bay Bridge, prompting closures through early Monday morning. \u003ccite>(Juliana Yamada for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pedro Quintana, a Caltrans communications manager for the Bay Area, said crews are applying what is known as a poly-overlay — an additional layer of material about an inch thick placed on top of the existing surface.\u003c/p>\n\u003cp>“We have crews right now getting ready to do another poly-overlay,” Quintana said. He described it as “an extra layer, an inch of layer onto the bridge deck.”\u003c/p>\n\u003cp>“This is going to definitely help revive the bridge deck for the next 10 years,” Quintana said. “You’re not going to experience those potholes, those cracks in the cement at all.”\u003c/p>\n\u003cfigure id=\"attachment_12080548\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-2000x1333.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/041826-I80Closure-JY-02-2048x1365.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">\u003cspan class=\"hover:entity-accent entity-underline inline cursor-pointer align-baseline\">\u003cspan class=\"whitespace-normal\">Caltrans\u003c/span>\u003c/span> Public Information Officer Lori Shepherd speaks with \u003cspan class=\"hover:entity-accent entity-underline inline cursor-pointer align-baseline\">\u003cspan class=\"whitespace-normal\">KQED\u003c/span>\u003c/span> reporter Billy Cruz about the “Fab Rehab” of eastbound Interstate 80 in San Francisco on April 18, 2026. Caltrans crews are repairing viaducts where I-80 intersects with U.S. 101 near the Bay Bridge, prompting closures through early Monday morning. \u003ccite>(Juliana Yamada for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On Saturday, workers operated machinery, inspected sections of roadway and coordinated tasks across the site without traffic moving through the area.\u003c/p>\n\u003cp>The closure is expected to last through the weekend, with lanes reopening once the resurfacing work is complete.\u003c/p>\n\u003cp>“We’re asking people to take public transportation this weekend, if possible,” Shepherd said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/otaylor\">Otis R. Taylor Jr.\u003c/a> contributed to this story\u003c/em>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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},
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"id": "californiareport",
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"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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},
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"order": 10
},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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},
"closealltabs": {
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"order": 1
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"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",
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"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.",
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"source": "Commonwealth Club of California"
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"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.",
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"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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"officialWebsiteLink": "http://freakonomics.com/",
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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},
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"id": "fresh-air",
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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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"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.",
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"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"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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"order": 15
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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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"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/",
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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": {
"site": "news",
"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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"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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}
},
"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",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"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",
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