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"content": "\u003cp>They say imitation is the highest form of flattery, but \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">SFO\u003c/a> is not buying it.\u003c/p>\n\u003cp>After Oakland’s airport announced last month it would \u003ca href=\"https://www.kqed.org/news/12046379/oakland-airport-renamed-again-in-ongoing-legal-dispute-with-san-francisco\">change its name for a second time\u003c/a> in just over a year amid a legal battle with San Francisco, the city across the bay still isn’t satisfied.\u003c/p>\n\u003cp>Port of Oakland officials say the latest rebrand — which changes its official title from “\u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a>” to “Oakland San Francisco Bay Airport” — puts its East Bay roots first. The city of San Francisco, however, has the same problem with the new name as it did with the one Oakland adopted last year, which it alleges infringes on SFO’s trademark privileges.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Oakland San Francisco Bay name is just more of the same,” San Francisco International Airport spokesperson Doug Yakel said during public comment at a heated Oakland port commissioners meeting on Thursday afternoon, where the board unanimously approved the second name change.\u003c/p>\n\u003cp>“Once again, the port has chosen to ignore the city’s rights and the interests of travelers, and the end result will be detrimental to the public,” Yakel said. “Once again, the port has chosen to surprise the city of San Francisco with this latest renaming announcement barely over a week before voting on it.”\u003c/p>\n\u003cfigure id=\"attachment_11985763\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk into Oakland International Airport in Oakland on April 12, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yakel’s comments came after San Francisco City Attorney David Chiu’s office released a statement accusing the Port of Oakland of continuing to try to capitalize on SFO’s international reputation. When he took the public comment podium, commission president Michael Colbruno shot back, welcoming him with faux niceties.\u003c/p>\n\u003cp>“Welcome across San Francisco Bay,” he said to laughs from around the meeting room.\u003c/p>\n\u003cp>In his comments before the vote, Colbruno slammed SFO as hypocritical and disingenuous, reminding meeting attendees that San Francisco International is actually located in Millbrae — which, he said, is only considered inside the bounds of San Francisco “because you guys got a little carve-out.”[aside postID=news_12046379 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/240412-OAKAirport-009-BL_qed.jpg']“In 1927, the San Francisco airport in Millbrae was named Mills Field,” Colbruno said. “They changed the name because people didn’t know where Mills Field and Millbrae was.\u003c/p>\n\u003cp>“I just want to be crystal clear, so you can come here and ask about our name change when you did the exact same thing,” he continued. “It’s really upsetting to me … to bring that kind of elitism over here and to talk about us, when you think you’re special and privileged.”\u003c/p>\n\u003cp>Tension between the airports has built since the Port of Oakland, which operates the city’s airport, announced in a video message last March that the “Metropolitan Oakland International Airport” would be \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">renamed the “San Francisco Bay Oakland International Airport.\u003c/a>” The move was meant to improve the public’s geographic awareness and increase the number of flights in and out of the East Bay airport, port officials said.\u003c/p>\n\u003cp>After the first name change was approved by Port of Oakland commissioners in April 2024, it was \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">quickly slapped with a lawsuit\u003c/a> from Chiu and the city of San Francisco, which operates SFO.\u003c/p>\n\u003cp>In the suit, Chiu wrote that the Port of Oakland failed to give San Francisco officials reasonable notice of the coming change and said the move was an escalation of years of “jabs” Oakland’s airport has made toward SFO.\u003c/p>\n\u003cfigure id=\"attachment_12009320\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\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>“Oakland has perceived itself to be in a rivalry with [San Francisco] over airlines and passengers,” Chiu wrote in legal documents. “Oakland’s fixation on and negativity toward SFO is exemplified by a pre-pandemic video ad campaign titled ‘Inferiority Complex,’ which features ‘stereotypical’ San Franciscans touting the superiority of the Oakland airport.”\u003c/p>\n\u003cp>For another event with airline partners, OAK also made custom fortune cookies containing paper slips that read “SFO? Just say no,” according to the suit.\u003c/p>\n\u003cp>The Port of Oakland counter-sued San Francisco in May, asking a judge to rule that its new name was not a trademark infringement.[aside postID=news_12043328 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-01_qut-1020x680.jpg']Both of those suits are pending, and in the meantime, each side is growing increasingly hostile.\u003c/p>\n\u003cp>The Oakland airport was\u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\"> temporarily blocked from calling itself “San Francisco Bay Oakland International”\u003c/a> after a judge granted SFO a preliminary injunction in November. While the Port of Oakland\u003ca href=\"https://www.kqed.org/news/12018113/oakland-airport-puts-up-fight-keep-san-francisco-bay-new-name\"> continues to appeal that injunction\u003c/a>, officials last month unveiled the second name change.\u003c/p>\n\u003cp>“This year’s name, like last year’s name, invites traveler confusion and risks jeopardizing the brand identity we have built through decades of investment and service to the region,” Jen Kwart, spokesperson for the San Francisco city attorney’s office, said in a statement ahead of the Port of Oakland’s Thursday meeting.\u003c/p>\n\u003cp>It’s unclear whether San Francisco plans to pursue further litigation in response to the now-approved name.\u003c/p>\n\u003cp>Kwart said the office was still assessing next steps, adding that since the city’s original suit is now tied up with a preliminary injunction appeal, “we can’t drop the lawsuit right now even if we wanted to.”\u003c/p>\n\u003cp>A trial for that suit is set for August 2026.\u003c/p>\n\u003cp>“My advice to you is let it be for the benefit of the whole region,” Colbruno said to Yakel. “It’s a benefit to travelers; it’s to the benefit of people coming to the East Bay, who may be going to Livermore or Berkeley or Napa — or San Francisco, which is actually closer [to Oakland] than Millbrae.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Oakland port commissioners approved the airport’s second name change in just over a year amid a legal battle with San Francisco, accusing SFO of “elitism” over its reaction to the rebrand.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>They say imitation is the highest form of flattery, but \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">SFO\u003c/a> is not buying it.\u003c/p>\n\u003cp>After Oakland’s airport announced last month it would \u003ca href=\"https://www.kqed.org/news/12046379/oakland-airport-renamed-again-in-ongoing-legal-dispute-with-san-francisco\">change its name for a second time\u003c/a> in just over a year amid a legal battle with San Francisco, the city across the bay still isn’t satisfied.\u003c/p>\n\u003cp>Port of Oakland officials say the latest rebrand — which changes its official title from “\u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a>” to “Oakland San Francisco Bay Airport” — puts its East Bay roots first. The city of San Francisco, however, has the same problem with the new name as it did with the one Oakland adopted last year, which it alleges infringes on SFO’s trademark privileges.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Oakland San Francisco Bay name is just more of the same,” San Francisco International Airport spokesperson Doug Yakel said during public comment at a heated Oakland port commissioners meeting on Thursday afternoon, where the board unanimously approved the second name change.\u003c/p>\n\u003cp>“Once again, the port has chosen to ignore the city’s rights and the interests of travelers, and the end result will be detrimental to the public,” Yakel said. “Once again, the port has chosen to surprise the city of San Francisco with this latest renaming announcement barely over a week before voting on it.”\u003c/p>\n\u003cfigure id=\"attachment_11985763\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk into Oakland International Airport in Oakland on April 12, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yakel’s comments came after San Francisco City Attorney David Chiu’s office released a statement accusing the Port of Oakland of continuing to try to capitalize on SFO’s international reputation. When he took the public comment podium, commission president Michael Colbruno shot back, welcoming him with faux niceties.\u003c/p>\n\u003cp>“Welcome across San Francisco Bay,” he said to laughs from around the meeting room.\u003c/p>\n\u003cp>In his comments before the vote, Colbruno slammed SFO as hypocritical and disingenuous, reminding meeting attendees that San Francisco International is actually located in Millbrae — which, he said, is only considered inside the bounds of San Francisco “because you guys got a little carve-out.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“In 1927, the San Francisco airport in Millbrae was named Mills Field,” Colbruno said. “They changed the name because people didn’t know where Mills Field and Millbrae was.\u003c/p>\n\u003cp>“I just want to be crystal clear, so you can come here and ask about our name change when you did the exact same thing,” he continued. “It’s really upsetting to me … to bring that kind of elitism over here and to talk about us, when you think you’re special and privileged.”\u003c/p>\n\u003cp>Tension between the airports has built since the Port of Oakland, which operates the city’s airport, announced in a video message last March that the “Metropolitan Oakland International Airport” would be \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">renamed the “San Francisco Bay Oakland International Airport.\u003c/a>” The move was meant to improve the public’s geographic awareness and increase the number of flights in and out of the East Bay airport, port officials said.\u003c/p>\n\u003cp>After the first name change was approved by Port of Oakland commissioners in April 2024, it was \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">quickly slapped with a lawsuit\u003c/a> from Chiu and the city of San Francisco, which operates SFO.\u003c/p>\n\u003cp>In the suit, Chiu wrote that the Port of Oakland failed to give San Francisco officials reasonable notice of the coming change and said the move was an escalation of years of “jabs” Oakland’s airport has made toward SFO.\u003c/p>\n\u003cfigure id=\"attachment_12009320\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\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>“Oakland has perceived itself to be in a rivalry with [San Francisco] over airlines and passengers,” Chiu wrote in legal documents. “Oakland’s fixation on and negativity toward SFO is exemplified by a pre-pandemic video ad campaign titled ‘Inferiority Complex,’ which features ‘stereotypical’ San Franciscans touting the superiority of the Oakland airport.”\u003c/p>\n\u003cp>For another event with airline partners, OAK also made custom fortune cookies containing paper slips that read “SFO? Just say no,” according to the suit.\u003c/p>\n\u003cp>The Port of Oakland counter-sued San Francisco in May, asking a judge to rule that its new name was not a trademark infringement.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both of those suits are pending, and in the meantime, each side is growing increasingly hostile.\u003c/p>\n\u003cp>The Oakland airport was\u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\"> temporarily blocked from calling itself “San Francisco Bay Oakland International”\u003c/a> after a judge granted SFO a preliminary injunction in November. While the Port of Oakland\u003ca href=\"https://www.kqed.org/news/12018113/oakland-airport-puts-up-fight-keep-san-francisco-bay-new-name\"> continues to appeal that injunction\u003c/a>, officials last month unveiled the second name change.\u003c/p>\n\u003cp>“This year’s name, like last year’s name, invites traveler confusion and risks jeopardizing the brand identity we have built through decades of investment and service to the region,” Jen Kwart, spokesperson for the San Francisco city attorney’s office, said in a statement ahead of the Port of Oakland’s Thursday meeting.\u003c/p>\n\u003cp>It’s unclear whether San Francisco plans to pursue further litigation in response to the now-approved name.\u003c/p>\n\u003cp>Kwart said the office was still assessing next steps, adding that since the city’s original suit is now tied up with a preliminary injunction appeal, “we can’t drop the lawsuit right now even if we wanted to.”\u003c/p>\n\u003cp>A trial for that suit is set for August 2026.\u003c/p>\n\u003cp>“My advice to you is let it be for the benefit of the whole region,” Colbruno said to Yakel. “It’s a benefit to travelers; it’s to the benefit of people coming to the East Bay, who may be going to Livermore or Berkeley or Napa — or San Francisco, which is actually closer [to Oakland] than Millbrae.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After the airport’s rebrand from Metropolitan Oakland International Airport to \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a> prompted a lawsuit from San Francisco, the Port of Oakland is asking its board to approve another name change as the case makes its way through the court.\u003c/p>\n\u003cp>If approved, OAK airport will be called the “Oakland San Francisco Bay Airport,” which Port of Oakland Director of Aviation Craig Simon said highlights its position in the city and the larger East Bay.\u003c/p>\n\u003cp>“We’re proud to embrace a name that reflects both our local roots and regional reach,” he said in a letter to SFO on Friday. “‘Oakland San Francisco Bay Airport’ does both, putting Oakland first and highlighting our central location in the Bay Area for all visitors.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Port’s board will consider the new name at its meeting on July 10. Last April, the body officially \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approved the change to “Oakland San Francisco Bay Airport\u003c/a>,” which officials said aimed to raise visitors’ geographic awareness of the airport.\u003c/p>\n\u003cp>It was \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">swiftly slapped with a lawsuit\u003c/a> from the city of San Francisco, which argued that the new name infringed on the trademark for San Francisco International (SFO) Airport, which it owns. City Attorney David Chiu said the change confused travellers and, in some cases, led them to the wrong airport.\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>“We believe that Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography, and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not,” Chiu told KQED at the time.\u003c/p>\n\u003cp>Simon pushed back on the assertion, saying the decision wasn’t intended to stoke confusion, but to improve marketing for the airport.\u003c/p>\n\u003cp>“Really, we were not seeing a significant amount of confusion happening whatsoever,” he said. “The intent of this is to really get our airline partners to put more operations and more flights into Oakland and get us the ability to have more flights that stick going towards the East Coast.”[aside postID=news_12018113 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/240412-OAKAirport-007-BL_qed-1-1020x680.jpg']A district judge awarded San Francisco a \u003ca href=\"https://www.kqed.org/news/12005052/san-francisco-seeks-court-order-to-block-oakland-airports-new-name\">preliminary injunction\u003c/a> in November, which requires Oakland to halt its name change until a trial is held. Right now, that’s scheduled for next August.\u003c/p>\n\u003cp>The Port of Oakland has filed an appeal to San Francisco’s suit, and Simon said he’s confident the original name change doesn’t infringe on San Francisco’s trademark.\u003c/p>\n\u003cp>“In the meantime, however, the port needs to implement a new name for OAK while we wait for final legal resolution,” he said.\u003c/p>\n\u003cp>Chiu’s office said in a statement it was just learning about the development, and would assess any steps necessary to protect SFO’s trademark.\u003c/p>\n\u003cp>Oakland officials say the new name responds to concerns in the court’s injunction by removing the entirety of SFO’s name and reordering the title not to lead with “San Francisco.”\u003c/p>\n\u003cp>“This really puts Oakland first and increases the already immense economic value that the airport brings to the region,” Simon told KQED.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After the airport’s rebrand from Metropolitan Oakland International Airport to \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a> prompted a lawsuit from San Francisco, the Port of Oakland is asking its board to approve another name change as the case makes its way through the court.\u003c/p>\n\u003cp>If approved, OAK airport will be called the “Oakland San Francisco Bay Airport,” which Port of Oakland Director of Aviation Craig Simon said highlights its position in the city and the larger East Bay.\u003c/p>\n\u003cp>“We’re proud to embrace a name that reflects both our local roots and regional reach,” he said in a letter to SFO on Friday. “‘Oakland San Francisco Bay Airport’ does both, putting Oakland first and highlighting our central location in the Bay Area for all visitors.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Port’s board will consider the new name at its meeting on July 10. Last April, the body officially \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approved the change to “Oakland San Francisco Bay Airport\u003c/a>,” which officials said aimed to raise visitors’ geographic awareness of the airport.\u003c/p>\n\u003cp>It was \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">swiftly slapped with a lawsuit\u003c/a> from the city of San Francisco, which argued that the new name infringed on the trademark for San Francisco International (SFO) Airport, which it owns. City Attorney David Chiu said the change confused travellers and, in some cases, led them to the wrong airport.\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>“We believe that Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography, and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not,” Chiu told KQED at the time.\u003c/p>\n\u003cp>Simon pushed back on the assertion, saying the decision wasn’t intended to stoke confusion, but to improve marketing for the airport.\u003c/p>\n\u003cp>“Really, we were not seeing a significant amount of confusion happening whatsoever,” he said. “The intent of this is to really get our airline partners to put more operations and more flights into Oakland and get us the ability to have more flights that stick going towards the East Coast.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A district judge awarded San Francisco a \u003ca href=\"https://www.kqed.org/news/12005052/san-francisco-seeks-court-order-to-block-oakland-airports-new-name\">preliminary injunction\u003c/a> in November, which requires Oakland to halt its name change until a trial is held. Right now, that’s scheduled for next August.\u003c/p>\n\u003cp>The Port of Oakland has filed an appeal to San Francisco’s suit, and Simon said he’s confident the original name change doesn’t infringe on San Francisco’s trademark.\u003c/p>\n\u003cp>“In the meantime, however, the port needs to implement a new name for OAK while we wait for final legal resolution,” he said.\u003c/p>\n\u003cp>Chiu’s office said in a statement it was just learning about the development, and would assess any steps necessary to protect SFO’s trademark.\u003c/p>\n\u003cp>Oakland officials say the new name responds to concerns in the court’s injunction by removing the entirety of SFO’s name and reordering the title not to lead with “San Francisco.”\u003c/p>\n\u003cp>“This really puts Oakland first and increases the already immense economic value that the airport brings to the region,” Simon told KQED.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>If you’ve been hoping for a new speed bump on your street, don’t hold your breath.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco transportation officials \u003c/a>are suspending a popular, long-running program that allows residents to request street safety improvements in their neighborhoods.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency this week said it would be “temporarily pausing” its Residential Traffic Calming Program, citing “rising construction costs, record demand, and a challenging fiscal landscape.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The move comes as the agency faces an \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">anticipated $322 million budget deficit\u003c/a> next year when federal and state one-time relief funds run out.\u003c/p>\n\u003cp>Since the launch of the traffic calming program in 2013, residents have been able to ask the city to install new speed-reducing devices, such as concrete islands, speed bumps (and humps), road markings and rubber road cushions, in their neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_12015012\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">SFMTA is talking about huge cuts to service to help close a $300 million budget deficit by next year. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A surge in applications during the pandemic — when the SFMTA made the process more accessible — has left a significant backlog of projects, many of which are now ready for construction,” the agency said in a statement, noting it would stop taking applications on July 1.\u003c/p>\n\u003cp>SFMTA has installed over 1,200 traffic-calming devices throughout the city since 2018, including more than 500 directly requested by residents, according to the agency.\u003c/p>\n\u003cp>“This work has helped advance\u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\"> San Francisco’s Vision Zero goals \u003c/a>— and that effort continues, even as new residential applications are temporarily paused,” it added, referring to \u003ca href=\"https://www.sfmta.com/vision-zero-sf\">an initiative\u003c/a> the city launched in 2014 to end traffic fatalities within a decade.[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']The policy \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">officially expired\u003c/a> in 2024, the city’s deadliest \u003ca href=\"https://www.sfchronicle.com/bayarea/article/more-people-died-sf-crashes-homicides-19998860.php\">year\u003c/a> in at least two decades, when \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">42 people, \u003c/a>including 24 pedestrians, were killed in crashes.\u003c/p>\n\u003cp>The city’s Civil Grand Jury, a government watchdog group, last week released a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision.pdf\">scathing report\u003c/a> — dubbed “Failed Vision”— that attributed the rise in fatalities in part to “critical failures” in traffic enforcement by the city’s police department, which in recent years has issued significantly fewer traffic tickets amid staffing shortages and new regulations.\u003c/p>\n\u003cp>The number of traffic citations issued by police in the city declined by nearly 90% from 2014 to 2024, \u003ca href=\"https://www.sanfranciscopolice.org/stay-safe/crime-data/traffic-violation-reports\">according to department data\u003c/a>.\u003c/p>\n\u003cp>“There’s a sense of lawlessness on the city streets, due to the almost complete lack of \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">enforcement in recent years\u003c/a>,” Jury Foreperson Michael Carboy said in a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision_Press_Release.pdf\">statement\u003c/a>.\u003c/p>\n\u003cp>With eight \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">pedestrian deaths\u003c/a> in San Francisco so far this year, safety advocates urged the city not to give up on Vision Zero.[aside postID=news_12041243 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg']Marta Lindsey, a spokesperson for Walk San Francisco, a pedestrian advocacy group, said that while the city’s crowd-sourced traffic calming program was well-intentioned, the piecemeal approach was inefficient.\u003c/p>\n\u003cp>“I hope SFMTA catches up on this backlog, but then comes back with a better program that can be proactive and bring speed humps to entire neighborhoods where they’re needed instead of this ‘speed hump by speed-hump’ approach.”\u003c/p>\n\u003cp>Speed, she said, continues to be the number one cause of severe and fatal crashes in San Francisco.\u003c/p>\n\u003cp>“This threat is real. It’s outside our windows every day,” she said. \u003cstrong>“\u003c/strong>People are really seeing and feeling how out of control speeding is on our streets. And they want something to be done that’s concrete. Literally concrete.”\u003c/p>\n\u003cp>\u003cem>This report includes reporting from KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jasminegarnett\">\u003cem>Jasmine Garnett\u003c/em>\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The move comes as the agency faces an \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">anticipated $322 million budget deficit\u003c/a> next year when federal and state one-time relief funds run out.\u003c/p>\n\u003cp>Since the launch of the traffic calming program in 2013, residents have been able to ask the city to install new speed-reducing devices, such as concrete islands, speed bumps (and humps), road markings and rubber road cushions, in their neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_12015012\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">SFMTA is talking about huge cuts to service to help close a $300 million budget deficit by next year. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A surge in applications during the pandemic — when the SFMTA made the process more accessible — has left a significant backlog of projects, many of which are now ready for construction,” the agency said in a statement, noting it would stop taking applications on July 1.\u003c/p>\n\u003cp>SFMTA has installed over 1,200 traffic-calming devices throughout the city since 2018, including more than 500 directly requested by residents, according to the agency.\u003c/p>\n\u003cp>“This work has helped advance\u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\"> San Francisco’s Vision Zero goals \u003c/a>— and that effort continues, even as new residential applications are temporarily paused,” it added, referring to \u003ca href=\"https://www.sfmta.com/vision-zero-sf\">an initiative\u003c/a> the city launched in 2014 to end traffic fatalities within a decade.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The policy \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">officially expired\u003c/a> in 2024, the city’s deadliest \u003ca href=\"https://www.sfchronicle.com/bayarea/article/more-people-died-sf-crashes-homicides-19998860.php\">year\u003c/a> in at least two decades, when \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">42 people, \u003c/a>including 24 pedestrians, were killed in crashes.\u003c/p>\n\u003cp>The city’s Civil Grand Jury, a government watchdog group, last week released a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision.pdf\">scathing report\u003c/a> — dubbed “Failed Vision”— that attributed the rise in fatalities in part to “critical failures” in traffic enforcement by the city’s police department, which in recent years has issued significantly fewer traffic tickets amid staffing shortages and new regulations.\u003c/p>\n\u003cp>The number of traffic citations issued by police in the city declined by nearly 90% from 2014 to 2024, \u003ca href=\"https://www.sanfranciscopolice.org/stay-safe/crime-data/traffic-violation-reports\">according to department data\u003c/a>.\u003c/p>\n\u003cp>“There’s a sense of lawlessness on the city streets, due to the almost complete lack of \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">enforcement in recent years\u003c/a>,” Jury Foreperson Michael Carboy said in a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision_Press_Release.pdf\">statement\u003c/a>.\u003c/p>\n\u003cp>With eight \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">pedestrian deaths\u003c/a> in San Francisco so far this year, safety advocates urged the city not to give up on Vision Zero.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Marta Lindsey, a spokesperson for Walk San Francisco, a pedestrian advocacy group, said that while the city’s crowd-sourced traffic calming program was well-intentioned, the piecemeal approach was inefficient.\u003c/p>\n\u003cp>“I hope SFMTA catches up on this backlog, but then comes back with a better program that can be proactive and bring speed humps to entire neighborhoods where they’re needed instead of this ‘speed hump by speed-hump’ approach.”\u003c/p>\n\u003cp>Speed, she said, continues to be the number one cause of severe and fatal crashes in San Francisco.\u003c/p>\n\u003cp>“This threat is real. It’s outside our windows every day,” she said. \u003cstrong>“\u003c/strong>People are really seeing and feeling how out of control speeding is on our streets. And they want something to be done that’s concrete. Literally concrete.”\u003c/p>\n\u003cp>\u003cem>This report includes reporting from KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jasminegarnett\">\u003cem>Jasmine Garnett\u003c/em>\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Bay Area public transportation advocates have joined with transit labor groups in an attempt to get lawmakers to drop a sales tax proposal in favor of a new levy on businesses.",
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"title": "Proposed Transit Tax Should Be Paid by Businesses, Not People, Progressive Group Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now",
"title": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now",
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"headTitle": "California Lawmakers’ Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now | KQED",
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"content": "\u003cp>\u003cem>Updated 4:56 p.m.\u003c/em>\u003c/p>\n\u003cp>State lawmakers have come up with a plan that offers temporary relief to \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies on the verge of a fiscal crisis that could force drastic service cuts as early as next summer.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://sd11.senate.ca.gov/news/senate-and-assembly-reach-agreement-fund-public-transit-avert-mass-service-cuts\">announced Monday\u003c/a> that the budget blueprint drawn up by Assembly and Senate budget negotiators would reverse \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">a $1.1 billion cut in transit funding\u003c/a> that Gov. Newsom proposed last month.\u003c/p>\n\u003cp>The Legislature’s budget, which must be approved by next Sunday, would also provide as much as $750 million in interest-free loans to Bay Area transit operators who are staring down devastating budget deficits in the fiscal year beginning July 1, 2026.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Arreguín and Wiener issued a joint statement that warned “allowing [public transit] to collapse would devastate California’s economic recovery and quality of life.”\u003c/p>\n\u003cp>But the senators, who have worked for the last several months with Assemblymember Mark Gonzalez, D-Los Angeles, to craft a transit relief package, acknowledged the Legislature’s plan will provide only a temporary respite from transit agencies’ long-term budget problems. Those challenges arise mostly from the pandemic-driven loss of ridership and fare revenue and a downturn in tax receipts that bus and train operators rely on.\u003c/p>\n\u003cfigure id=\"attachment_12043149\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks at a press conference at Jane Warner Plaza in San Francisco on June 6, 2025. \u003ccite>(Samantha Kennedy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our public transportation systems’ future is still far from secure, and they require greater engagement and prioritization from our leaders to avert disaster,” Arreguín and Wiener said. “Even with this one-time relief package, systems across the state continue to face large budget shortfalls that threaten devastating service cuts.”\u003c/p>\n\u003cp>The lawmakers’ solution to the transit crisis, which rejects the governor’s proposal to redirect $1.5 billion of revenue in the state’s cap-and-trade fund to Cal Fire instead of transit, will need Newsom’s approval to take effect. The governor’s office says it’s still reviewing the proposal.\u003c/p>\n\u003cp>Parisa Safarzadeh, director of communications for the San Francisco Municipal Transportation Agency, said in an email statement that city officials will work with community members “to make sure this package is part of the final budget with the governor. We are working to make Muni more efficient and accountable, but our city’s economy cannot withstand the severe Muni service cuts that would result without this state support.”[aside postID=news_12042706 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7164-1020x765.jpeg']\u003ca href=\"https://www.documentcloud.org/documents/25970156-shortfalls-and-fair-share-analysis-mtc-250523/#document/p1\">A recent analysis\u003c/a> for the Metropolitan Transportation Commission found that collectively, BART, Muni, AC Transit, Caltrain and Golden Gate Transit face a total deficit of $3.7 billion in the five fiscal years beginning in July 2026. \u003c/p>\n\u003cp>BART and San Francisco’s Muni system account for $2.9 billion of that total, with both facing staggering shortfalls — $380 million for BART, $320 million for Muni — in fiscal 2026–27.\u003c/p>\n\u003cp>If those deficits are not solved, BART said that it might have to suspend service on two of its five lines, reduce service on those runs to just one or two trains every 60 minutes, shorten daily service hours and shut down some stations as a result. Muni leaders \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">have warned\u003c/a> that the agency might need to suspend service on 20 bus lines, cut the frequency of service by 50% and end service at 9 p.m.\u003c/p>\n\u003cp>To avert those cuts, Wiener, Arreguín and Assemblymember Catherine Stefani, D-San Francisco, are working with the MTC and officials across the Bay Area \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">to craft legislation\u003c/a> to authorize a November 2026 ballot measure that would aid BART, Muni, AC Transit, Caltrain and other operators.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, recently passed the Senate and will be taken up next by the Assembly Transportation Committee. It would impose additional sales taxes in San Francisco, Alameda and Contra Costa counties to support day-to-day operations and to improve regional transit connections. The MTC has estimated that the sales taxes — a half-cent in Alameda and Contra counties and up to one cent in San Francisco — would raise up to $550 million a year.\u003c/p>\n\u003cp>The bill also allows San Mateo and Santa Clara counties to opt in to the ballot measure, a decision each county would have to make by Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The budget blueprint would reverse Gov. Newsom's proposal for a $1.1 billion cut in transit funding and offer emergency loans to BART, Muni and others. ",
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"title": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now | KQED",
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"headline": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:56 p.m.\u003c/em>\u003c/p>\n\u003cp>State lawmakers have come up with a plan that offers temporary relief to \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies on the verge of a fiscal crisis that could force drastic service cuts as early as next summer.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://sd11.senate.ca.gov/news/senate-and-assembly-reach-agreement-fund-public-transit-avert-mass-service-cuts\">announced Monday\u003c/a> that the budget blueprint drawn up by Assembly and Senate budget negotiators would reverse \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">a $1.1 billion cut in transit funding\u003c/a> that Gov. Newsom proposed last month.\u003c/p>\n\u003cp>The Legislature’s budget, which must be approved by next Sunday, would also provide as much as $750 million in interest-free loans to Bay Area transit operators who are staring down devastating budget deficits in the fiscal year beginning July 1, 2026.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Arreguín and Wiener issued a joint statement that warned “allowing [public transit] to collapse would devastate California’s economic recovery and quality of life.”\u003c/p>\n\u003cp>But the senators, who have worked for the last several months with Assemblymember Mark Gonzalez, D-Los Angeles, to craft a transit relief package, acknowledged the Legislature’s plan will provide only a temporary respite from transit agencies’ long-term budget problems. Those challenges arise mostly from the pandemic-driven loss of ridership and fare revenue and a downturn in tax receipts that bus and train operators rely on.\u003c/p>\n\u003cfigure id=\"attachment_12043149\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks at a press conference at Jane Warner Plaza in San Francisco on June 6, 2025. \u003ccite>(Samantha Kennedy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our public transportation systems’ future is still far from secure, and they require greater engagement and prioritization from our leaders to avert disaster,” Arreguín and Wiener said. “Even with this one-time relief package, systems across the state continue to face large budget shortfalls that threaten devastating service cuts.”\u003c/p>\n\u003cp>The lawmakers’ solution to the transit crisis, which rejects the governor’s proposal to redirect $1.5 billion of revenue in the state’s cap-and-trade fund to Cal Fire instead of transit, will need Newsom’s approval to take effect. The governor’s office says it’s still reviewing the proposal.\u003c/p>\n\u003cp>Parisa Safarzadeh, director of communications for the San Francisco Municipal Transportation Agency, said in an email statement that city officials will work with community members “to make sure this package is part of the final budget with the governor. We are working to make Muni more efficient and accountable, but our city’s economy cannot withstand the severe Muni service cuts that would result without this state support.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.documentcloud.org/documents/25970156-shortfalls-and-fair-share-analysis-mtc-250523/#document/p1\">A recent analysis\u003c/a> for the Metropolitan Transportation Commission found that collectively, BART, Muni, AC Transit, Caltrain and Golden Gate Transit face a total deficit of $3.7 billion in the five fiscal years beginning in July 2026. \u003c/p>\n\u003cp>BART and San Francisco’s Muni system account for $2.9 billion of that total, with both facing staggering shortfalls — $380 million for BART, $320 million for Muni — in fiscal 2026–27.\u003c/p>\n\u003cp>If those deficits are not solved, BART said that it might have to suspend service on two of its five lines, reduce service on those runs to just one or two trains every 60 minutes, shorten daily service hours and shut down some stations as a result. Muni leaders \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">have warned\u003c/a> that the agency might need to suspend service on 20 bus lines, cut the frequency of service by 50% and end service at 9 p.m.\u003c/p>\n\u003cp>To avert those cuts, Wiener, Arreguín and Assemblymember Catherine Stefani, D-San Francisco, are working with the MTC and officials across the Bay Area \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">to craft legislation\u003c/a> to authorize a November 2026 ballot measure that would aid BART, Muni, AC Transit, Caltrain and other operators.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, recently passed the Senate and will be taken up next by the Assembly Transportation Committee. It would impose additional sales taxes in San Francisco, Alameda and Contra Costa counties to support day-to-day operations and to improve regional transit connections. The MTC has estimated that the sales taxes — a half-cent in Alameda and Contra counties and up to one cent in San Francisco — would raise up to $550 million a year.\u003c/p>\n\u003cp>The bill also allows San Mateo and Santa Clara counties to opt in to the ballot measure, a decision each county would have to make by Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension",
"title": "VTA Officials Want to Ditch Contractor on South Bay BART Extension",
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"headTitle": "VTA Officials Want to Ditch Contractor on South Bay BART Extension | KQED",
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"content": "\u003cp>\u003cem>Updated 5:19 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>South Bay transit officials overseeing the $12.7 billion \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">BART extension\u003c/a> through downtown San José are looking to cut ties with the project’s primary contractor due to a dispute over cost, a move that could cause even more delays for the backed-up public works project.\u003c/p>\n\u003cp>Leadership of Santa Clara Valley Transportation Authority will recommend to its board of directors in upcoming meetings that the public transit agency take an “offramp” out of the contract it has in place with Kiewit Shea Traylor — a joint venture of three large and well known contractors charged with the major tunneling and track work of the massive project — and find a new one.\u003c/p>\n\u003cp>“We believe it’s time to explore a fresh start,” Tom Maguire, VTA’s head of megaprojects, told reporters on Monday during a briefing of the plans. The VTA is responsible for planning and building the extension project.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The contractor has been on the project since 2022, and is responsible for large portions of work that are already underway, including the building of a $76 million tunnel boring machine, and the preparation of a launch structure where the boring machine would be put into the ground in Santa Clara.\u003c/p>\n\u003cp>Agency officials said KST would be owed a maximum of about $1 billion for the work it has already begun and would still plan to complete if the VTA board decides to end the contract.\u003c/p>\n\u003cp>But Maguire said VTA and KST have not been able to come to an agreement about the “lump sum” cost of the rest of the planned work, including the tunneling and excavation needed for underground stations, and the tracking and creation of entrances and exits, despite negotiating since last summer.\u003c/p>\n\u003cfigure id=\"attachment_11998675\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11998675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg\" alt=\"The mayor of San Jose stands behind a podium. A poster breaking down the project budget is displayed next to the speaker.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan speaks during a gathering in Santa Clara on Aug. 2, 2024, to announce a nearly $5.1 billion funding commitment from federal transit officials toward the VTA BART Silicon Valley Phase II extension project. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is about making sure that a contractor who can’t give us a price that is within our budget, that we hold them accountable,” Maguire said.\u003c/p>\n\u003cp>The agency created an internal task force to seek out other contracting opportunities and has begun conversations with 10 national tunnelling contractors that have shown “strong interest in taking this project on in a way that fits within VTA’s budget and model,” Maguire said.\u003c/p>\n\u003cp>A spokesperson for KST declined an interview Monday, but in an emailed statement to KQED said, “KST remains focused on safely and successfully delivering its current scope of work” on the project.\u003c/p>\n\u003cp>The cost of the project’s second phase — which is planned to extend BART six miles from its current end of the line at Berryessa Station in North San José and run west to create four new stations ending in Santa Clara — has been a major stumbling block for transit officials and local and regional leaders almost since its inception.\u003c/p>\n\u003cp>While originally pegged at a budget of $4.7 billion in 2014, with an intended completion date in 2026, the entire project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>With the potential change of contractors, Maguire said tunneling work, which was expected to start this year in recent estimates, is likely to be pushed out to 2027. However, Maguire said the completion date for the project overall is not being changed for the moment, and that a potential redesign with a new contractor could accelerate the timeline.[aside postID=news_12043139 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250606-SJICEPROTEST-JG-2-KQED.jpg']The BART extension notched a major milestone in August when the Federal Transit Administration said it would commit \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5.1 billion\u003c/a> to help pay for the project. While significant, the pledge also left a roughly $1.2 billion gap in funding for the project, which is also being largely paid for with regional tax measures.\u003c/p>\n\u003cp>Transit officials and local leaders said at the time they were confident the budget hole could be addressed, in part by allocating $500 million more from a regional tax measure into the project than was previously committed. The remaining gap of roughly $700 million is still pending.\u003c/p>\n\u003cp>While the federal funds were pledged under President Joe Biden’s administration, the agency would need to apply for a grant agreement to access the money from the government.\u003c/p>\n\u003cp>While officials said the agency is confident the project will still be a viable one in the eyes of the federal government as it works through balancing its budget, Maguire noted that VTA “has gotten some pretty clear advice” against asking for $5 billion from a Trump-controlled Federal Transportation Administration right now.\u003c/p>\n\u003cp>Trump’s administration has recently pulled back billions for the state’s long-delayed \u003ca href=\"https://www.kqed.org/news/12042706/california-high-speed-rail-is-a-track-to-nowhere-us-says-in-move-to-pull-funding\">High Speed Rail project\u003c/a>, and a $20 million grant to improve transit between \u003ca href=\"https://www.kqed.org/science/1997068/sf-planned-to-improve-treasure-islands-transit-trump-took-back-the-funds\">Treasure Island and San Francisco\u003c/a>.\u003c/p>\n\u003cp>VTA General Manager Carolyn Gonot said the decision to hold off on applying for the funds is largely based on needing to cut costs, but acknowledged it is partially political.\u003c/p>\n\u003cp>“We also need to get a clear and better understanding about what the administration wants to see,” Gonot said.\u003c/p>\n\u003cp>Campbell Mayor Sergio Lopez, the chair of the VTA board and the vice chair of the oversight committee, said that by evaluating tough decisions like this one, the agency is showing the leadership necessary to keep the project going.\u003c/p>\n\u003cp>He acknowledged that there haven’t been major problems with KST’s work to date.\u003c/p>\n\u003cp>“It’s not about quality, it’s not about safety. There’s complete alignment on those. It’s really just disagreements about the costs and the services,” Lopez told KQED Monday. “But when we went out to multiple respected independent cost estimators, there was just a stark gulf in terms of the expected cost.”\u003c/p>\n\u003cp>Maguire didn’t share details about how much the agency expects to save through finding a new contractor, but said it would be one part of an overall price reduction strategy.\u003c/p>\n\u003cp>In addition to shopping around, the agency is looking at reshaping the tunneling contract package, as well as changing the risk-sharing agreement between VTA and a potential new contractor, and adjusting the schedule of the work.\u003c/p>\n\u003cp>“We remain fully committed to finding ways to cut costs and reduce the overall program schedule to ensure that we stay within our overall funding and budget,” Maguire said. “We do think that the offramp and restructuring the tunnel contract is going to give us a better price, and that better price is going to help us secure the long-term viability of the project.”\u003c/p>\n\u003cp>The oversight committee and board will also hear more details about other potential cost-saving measures in upcoming meetings, including a value engineering report. The agency also plans to share long-awaited results of an independent consultant’s analysis of the VTA’s twin-bore construction alternative and cost estimates.\u003c/p>\n\u003cp>The agency has long been committed to a huge, single tunnel design that would be deeper underground than standard BART tunnels, but has faced increasing criticism for previously dismissing a shallower, two-tunnel approach, which could disrupt businesses and traffic on city streets for years.\u003c/p>\n\u003cp>It’s unclear if KST would sue VTA over the ending of the contract or other aspects of the agreement with the agency. Maguire acknowledged “you can never say never,” about being sued, but said the agency is confident “we’ve got a very, very strong case moving forward, and we’re not deeply concerned about an action from [KST].”\u003c/p>\n\u003cp>San José Mayor Matt Mahan, the chair of the oversight committee, said in a statement he supports VTA’s efforts to control costs on this “once in a generation” project.\u003c/p>\n\u003cp>“We don’t have a blank check for this project, and it’s important that everyone — from the agency to its contractors — is held accountable for staying within budget,” he said.\u003c/p>\n\u003cp>VTA officials will first make the offramp recommendation to the BART Silicon Valley Phase II Oversight Committee at its meeting on June 12 at noon. The full VTA Board of Directors, who have the final say on the decision, will consider the recommendation at its meeting on June 27 at 9 a.m.\u003c/p>\n\u003cp>“VTA remains unwavering in its commitment to complete this extension of the BART service to Silicon Valley and produce these last six miles in a way that is financially responsible, technically sound, and fully accountable to the public,” Gonot said Monday.\u003c/p>\n\u003cp>“So every decision we make is rooted in our responsibility to deliver a project that transforms our region with transparency, efficiency and lasting benefits.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "VTA officials are recommending that transit agency leaders find a new contractor to head up major tunneling and track work due to a dispute over cost.",
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"title": "VTA Officials Want to Ditch Contractor on South Bay BART Extension | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:19 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>South Bay transit officials overseeing the $12.7 billion \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">BART extension\u003c/a> through downtown San José are looking to cut ties with the project’s primary contractor due to a dispute over cost, a move that could cause even more delays for the backed-up public works project.\u003c/p>\n\u003cp>Leadership of Santa Clara Valley Transportation Authority will recommend to its board of directors in upcoming meetings that the public transit agency take an “offramp” out of the contract it has in place with Kiewit Shea Traylor — a joint venture of three large and well known contractors charged with the major tunneling and track work of the massive project — and find a new one.\u003c/p>\n\u003cp>“We believe it’s time to explore a fresh start,” Tom Maguire, VTA’s head of megaprojects, told reporters on Monday during a briefing of the plans. The VTA is responsible for planning and building the extension project.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The contractor has been on the project since 2022, and is responsible for large portions of work that are already underway, including the building of a $76 million tunnel boring machine, and the preparation of a launch structure where the boring machine would be put into the ground in Santa Clara.\u003c/p>\n\u003cp>Agency officials said KST would be owed a maximum of about $1 billion for the work it has already begun and would still plan to complete if the VTA board decides to end the contract.\u003c/p>\n\u003cp>But Maguire said VTA and KST have not been able to come to an agreement about the “lump sum” cost of the rest of the planned work, including the tunneling and excavation needed for underground stations, and the tracking and creation of entrances and exits, despite negotiating since last summer.\u003c/p>\n\u003cfigure id=\"attachment_11998675\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11998675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg\" alt=\"The mayor of San Jose stands behind a podium. A poster breaking down the project budget is displayed next to the speaker.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan speaks during a gathering in Santa Clara on Aug. 2, 2024, to announce a nearly $5.1 billion funding commitment from federal transit officials toward the VTA BART Silicon Valley Phase II extension project. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is about making sure that a contractor who can’t give us a price that is within our budget, that we hold them accountable,” Maguire said.\u003c/p>\n\u003cp>The agency created an internal task force to seek out other contracting opportunities and has begun conversations with 10 national tunnelling contractors that have shown “strong interest in taking this project on in a way that fits within VTA’s budget and model,” Maguire said.\u003c/p>\n\u003cp>A spokesperson for KST declined an interview Monday, but in an emailed statement to KQED said, “KST remains focused on safely and successfully delivering its current scope of work” on the project.\u003c/p>\n\u003cp>The cost of the project’s second phase — which is planned to extend BART six miles from its current end of the line at Berryessa Station in North San José and run west to create four new stations ending in Santa Clara — has been a major stumbling block for transit officials and local and regional leaders almost since its inception.\u003c/p>\n\u003cp>While originally pegged at a budget of $4.7 billion in 2014, with an intended completion date in 2026, the entire project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>With the potential change of contractors, Maguire said tunneling work, which was expected to start this year in recent estimates, is likely to be pushed out to 2027. However, Maguire said the completion date for the project overall is not being changed for the moment, and that a potential redesign with a new contractor could accelerate the timeline.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The BART extension notched a major milestone in August when the Federal Transit Administration said it would commit \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5.1 billion\u003c/a> to help pay for the project. While significant, the pledge also left a roughly $1.2 billion gap in funding for the project, which is also being largely paid for with regional tax measures.\u003c/p>\n\u003cp>Transit officials and local leaders said at the time they were confident the budget hole could be addressed, in part by allocating $500 million more from a regional tax measure into the project than was previously committed. The remaining gap of roughly $700 million is still pending.\u003c/p>\n\u003cp>While the federal funds were pledged under President Joe Biden’s administration, the agency would need to apply for a grant agreement to access the money from the government.\u003c/p>\n\u003cp>While officials said the agency is confident the project will still be a viable one in the eyes of the federal government as it works through balancing its budget, Maguire noted that VTA “has gotten some pretty clear advice” against asking for $5 billion from a Trump-controlled Federal Transportation Administration right now.\u003c/p>\n\u003cp>Trump’s administration has recently pulled back billions for the state’s long-delayed \u003ca href=\"https://www.kqed.org/news/12042706/california-high-speed-rail-is-a-track-to-nowhere-us-says-in-move-to-pull-funding\">High Speed Rail project\u003c/a>, and a $20 million grant to improve transit between \u003ca href=\"https://www.kqed.org/science/1997068/sf-planned-to-improve-treasure-islands-transit-trump-took-back-the-funds\">Treasure Island and San Francisco\u003c/a>.\u003c/p>\n\u003cp>VTA General Manager Carolyn Gonot said the decision to hold off on applying for the funds is largely based on needing to cut costs, but acknowledged it is partially political.\u003c/p>\n\u003cp>“We also need to get a clear and better understanding about what the administration wants to see,” Gonot said.\u003c/p>\n\u003cp>Campbell Mayor Sergio Lopez, the chair of the VTA board and the vice chair of the oversight committee, said that by evaluating tough decisions like this one, the agency is showing the leadership necessary to keep the project going.\u003c/p>\n\u003cp>He acknowledged that there haven’t been major problems with KST’s work to date.\u003c/p>\n\u003cp>“It’s not about quality, it’s not about safety. There’s complete alignment on those. It’s really just disagreements about the costs and the services,” Lopez told KQED Monday. “But when we went out to multiple respected independent cost estimators, there was just a stark gulf in terms of the expected cost.”\u003c/p>\n\u003cp>Maguire didn’t share details about how much the agency expects to save through finding a new contractor, but said it would be one part of an overall price reduction strategy.\u003c/p>\n\u003cp>In addition to shopping around, the agency is looking at reshaping the tunneling contract package, as well as changing the risk-sharing agreement between VTA and a potential new contractor, and adjusting the schedule of the work.\u003c/p>\n\u003cp>“We remain fully committed to finding ways to cut costs and reduce the overall program schedule to ensure that we stay within our overall funding and budget,” Maguire said. “We do think that the offramp and restructuring the tunnel contract is going to give us a better price, and that better price is going to help us secure the long-term viability of the project.”\u003c/p>\n\u003cp>The oversight committee and board will also hear more details about other potential cost-saving measures in upcoming meetings, including a value engineering report. The agency also plans to share long-awaited results of an independent consultant’s analysis of the VTA’s twin-bore construction alternative and cost estimates.\u003c/p>\n\u003cp>The agency has long been committed to a huge, single tunnel design that would be deeper underground than standard BART tunnels, but has faced increasing criticism for previously dismissing a shallower, two-tunnel approach, which could disrupt businesses and traffic on city streets for years.\u003c/p>\n\u003cp>It’s unclear if KST would sue VTA over the ending of the contract or other aspects of the agreement with the agency. Maguire acknowledged “you can never say never,” about being sued, but said the agency is confident “we’ve got a very, very strong case moving forward, and we’re not deeply concerned about an action from [KST].”\u003c/p>\n\u003cp>San José Mayor Matt Mahan, the chair of the oversight committee, said in a statement he supports VTA’s efforts to control costs on this “once in a generation” project.\u003c/p>\n\u003cp>“We don’t have a blank check for this project, and it’s important that everyone — from the agency to its contractors — is held accountable for staying within budget,” he said.\u003c/p>\n\u003cp>VTA officials will first make the offramp recommendation to the BART Silicon Valley Phase II Oversight Committee at its meeting on June 12 at noon. The full VTA Board of Directors, who have the final say on the decision, will consider the recommendation at its meeting on June 27 at 9 a.m.\u003c/p>\n\u003cp>“VTA remains unwavering in its commitment to complete this extension of the BART service to Silicon Valley and produce these last six miles in a way that is financially responsible, technically sound, and fully accountable to the public,” Gonot said Monday.\u003c/p>\n\u003cp>“So every decision we make is rooted in our responsibility to deliver a project that transforms our region with transparency, efficiency and lasting benefits.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "california-high-speed-rail-is-a-track-to-nowhere-us-says-in-move-to-pull-funding",
"title": "California High-Speed Rail Is a ‘Track to Nowhere,’ US Says in Move to Pull Funding",
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"content": "\u003cp>California’s \u003ca href=\"https://www.kqed.org/news/tag/california-high-speed-rail\">high-speed rail project\u003c/a> is a “story of broken promises,” a “waste of Federal taxpayer dollars” and a “Sisyphean endeavor.”\u003c/p>\n\u003cp>Or so the Trump administration’s Transportation Department said, which on Wednesday announced it was pulling $4 billion in federal funding from the woefully protracted, over-budget project that the state \u003ca href=\"https://www.kqed.org/news/10400360/brown-history-will-affirm-wisdom-of-building-bullet-train\">first broke ground on\u003c/a> more than a decade ago.\u003c/p>\n\u003cp>“What started as a proposed 800-mile system was first reduced to 500 miles, then became a 171-mile segment, and is now very likely ended as a 119-mile track to nowhere,” Drew Feeley, acting administrator of the Federal Railroad Administration, wrote in his scathing \u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/2025-06/FRA%20Letter%20%20Enclosure%20to%20Mr.%20Ian%20Choudri%206.4.25.pdf\">report\u003c/a> to the state’s high-speed rail authority. “In essence, [the project] has conned the taxpayer out of its $4 billion investment, with no viable plan to deliver even that partial segment on time.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The clawback of high-speed rail funding, originally granted by the Biden administration, should come as little surprise to state officials. Republicans have excoriated the massive infrastructure project almost since its inception in 1996, casting it as the epitome of government waste and inefficiency.\u003c/p>\n\u003cp>After unsuccessfully attempting to cut its funding during his first term, President Trump in February vowed to \u003ca href=\"https://www.sfchronicle.com/california/article/high-speed-rail-trump-20148959.php\">personally investigate the project\u003c/a>, directing transportation officials to \u003ca href=\"https://www.kqed.org/news/12028135/the-future-for-california-high-speed-rail-just-got-even-more-uncertain\">conduct a compliance review\u003c/a>.\u003c/p>\n\u003cp>As expected, the subsequent report didn’t pull any punches, concluding that the California High-Speed Rail Authority has failed to comply with the terms of the federal grant.\u003c/p>\n\u003cfigure id=\"attachment_12034292\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12034292\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/AP25092726973833-scaled-e1745005220186.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">President Donald Trump speaks during an event to announce new tariffs in the Rose Garden at the White House, Wednesday, April 2, 2025, in Washington. \u003ccite>(Mark Schiefelbein/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There is no viable path,” it asserted, for the state to complete the first 171-mile segment of the project, between Merced and Bakersfield, by the 2033 deadline — let alone to ever realize its original goal of an 800-mile system transporting riders from San Francisco to Los Angeles and San Diego at speeds of up to 220 mph.\u003c/p>\n\u003cp>“This 2025 compliance review demonstrates that CHSRA has not learned from its mistakes and mismanagement and has therefore failed to create an organization capable of effectively and efficiently managing project delivery,” the report stated.\u003c/p>\n\u003cp>Transportation Secretary Sean Duffy on Wednesday said he supports the concept of high-speed rail, but stressed that the administration doesn’t want to “invest in boondoggles.”[aside postID=news_12028135 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1020x680.jpg']“I want to see high-speed rail in America,” \u003ca href=\"https://x.com/atrupar/status/1930270198675689949\">he told Fox News\u003c/a>. “Why it can’t be built in America and why it can’t be built within time frames that work for the people that invest in these projects makes no sense to me.”\u003c/p>\n\u003cp>Before the administration can terminate the funding, California has 30 days to take any corrective action and make the case that it has complied with the terms of the grant.\u003c/p>\n\u003cp>CHSRA on Wednesday said the report’s conclusions were “misguided and do not reflect the substantial progress made to deliver high-speed rail in California.”\u003c/p>\n\u003cp>“We remain firmly committed to completing the nation’s first true high-speed rail system connecting the major population centers in the state,” CHSRA spokesperson Daniela Contreras said in a statement to KQED. She noted that while ongoing federal support is important, the majority of the project’s funding has come from the state.\u003c/p>\n\u003cp>“To that end, the Governor’s budget proposal, which is currently before the Legislature, extends at least $1 billion per year in funding for the next 20 years, providing the necessary resources to complete the project’s initial operating segment,” Contreras said.\u003c/p>\n\u003cp>When California voters \u003ca href=\"https://eastbayexpress.com/who-said-building-a-railroad-was-easy-1/\">approved a $10 billion high-speed rail bond measure\u003c/a> in 2008, the project’s promoters suggested the entire system could be completed in just over a decade, for under $40 billion. But those timelines have been repeatedly extended, and costs have skyrocketed — with CHSRA’s \u003ca href=\"https://hsr.ca.gov/about/high-speed-rail-business-plans/2024-business-plan/chapter-3/\">estimates\u003c/a> now ranging from $89 billion to $128 billion.\u003c/p>\n\u003cfigure id=\"attachment_12040027\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040027\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Gov. Gavin Newsom stands in front of a state flag during a press conference about President Donald Trump’s tariffs on Wednesday, April 16, 2025, at an almond farm in Ceres, California. \u003ccite>(Noah Berger/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nevertheless, Gov. Gavin Newsom and state Democrats have continued to fund the project in previous budgets, and are expected to do so again this year, even as the state now faces a \u003ca href=\"https://www.kqed.org/news/12040637/newsoms-plan-to-balance-budget-could-face-tough-going-in-sacramento\">$12 billion shortfall\u003c/a>.\u003c/p>\n\u003cp>The governor, who is already challenging multiple other threats by the administration to withhold health care and education funding from the state, has also vowed to fight any effort to revoke rail funding.\u003c/p>\n\u003cp>But even if the $4 billion in federal funding is preserved, the state would still need to come up with as much as $6.5 billion more to finish the Central Valley segment, prompting the inspector general for CHSRA to \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2024/10/Funding-Review-24-R-01-A11Y.pdf\">recently cast doubt\u003c/a> on whether the agency can line up all the necessary funding to meet its 2033 service launch date.[aside postID=news_12041824 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/006_KQED_SanFrancisco_Muni_04062020_qed-1020x680.jpg']State Sen. Scott Wiener, D-San Francisco, a staunch advocate for the bullet train, conceded that the state “struggles with project delivery.”\u003c/p>\n\u003cp>“We need to be very clear that we have work to do in California to turn this project around, and we do have self-inflicted wounds,” he said, noting that sluggish, prohibitively costly transit development is a national problem, not just one in California. “It takes too long. It’s too expensive. The permitting is too difficult.”\u003c/p>\n\u003cp>But he said the state is working to streamline those permitting and development processes, and has recently hired new leaders to steer the project.\u003c/p>\n\u003cp>“We absolutely need to do better,” he said. “But that doesn’t mean we should give up on projects that will make people’s lives better and more affordable. And that’s what the high-speed rail will do.”\u003c/p>\n\u003cp>A statewide rail network would transform California’s economy, connect its many disparate regions, and dramatically reduce traffic congestion and carbon emissions, Wiener said.\u003c/p>\n\u003cp>“Trump and his minions are hostile to rail, and to public transportation,” he said. “They want to get everyone in a car and maximize traffic congestion. And it’s really tragic that he’s politicizing this.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California’s \u003ca href=\"https://www.kqed.org/news/tag/california-high-speed-rail\">high-speed rail project\u003c/a> is a “story of broken promises,” a “waste of Federal taxpayer dollars” and a “Sisyphean endeavor.”\u003c/p>\n\u003cp>Or so the Trump administration’s Transportation Department said, which on Wednesday announced it was pulling $4 billion in federal funding from the woefully protracted, over-budget project that the state \u003ca href=\"https://www.kqed.org/news/10400360/brown-history-will-affirm-wisdom-of-building-bullet-train\">first broke ground on\u003c/a> more than a decade ago.\u003c/p>\n\u003cp>“What started as a proposed 800-mile system was first reduced to 500 miles, then became a 171-mile segment, and is now very likely ended as a 119-mile track to nowhere,” Drew Feeley, acting administrator of the Federal Railroad Administration, wrote in his scathing \u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/2025-06/FRA%20Letter%20%20Enclosure%20to%20Mr.%20Ian%20Choudri%206.4.25.pdf\">report\u003c/a> to the state’s high-speed rail authority. “In essence, [the project] has conned the taxpayer out of its $4 billion investment, with no viable plan to deliver even that partial segment on time.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The clawback of high-speed rail funding, originally granted by the Biden administration, should come as little surprise to state officials. Republicans have excoriated the massive infrastructure project almost since its inception in 1996, casting it as the epitome of government waste and inefficiency.\u003c/p>\n\u003cp>After unsuccessfully attempting to cut its funding during his first term, President Trump in February vowed to \u003ca href=\"https://www.sfchronicle.com/california/article/high-speed-rail-trump-20148959.php\">personally investigate the project\u003c/a>, directing transportation officials to \u003ca href=\"https://www.kqed.org/news/12028135/the-future-for-california-high-speed-rail-just-got-even-more-uncertain\">conduct a compliance review\u003c/a>.\u003c/p>\n\u003cp>As expected, the subsequent report didn’t pull any punches, concluding that the California High-Speed Rail Authority has failed to comply with the terms of the federal grant.\u003c/p>\n\u003cfigure id=\"attachment_12034292\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12034292\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/AP25092726973833-scaled-e1745005220186.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">President Donald Trump speaks during an event to announce new tariffs in the Rose Garden at the White House, Wednesday, April 2, 2025, in Washington. \u003ccite>(Mark Schiefelbein/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There is no viable path,” it asserted, for the state to complete the first 171-mile segment of the project, between Merced and Bakersfield, by the 2033 deadline — let alone to ever realize its original goal of an 800-mile system transporting riders from San Francisco to Los Angeles and San Diego at speeds of up to 220 mph.\u003c/p>\n\u003cp>“This 2025 compliance review demonstrates that CHSRA has not learned from its mistakes and mismanagement and has therefore failed to create an organization capable of effectively and efficiently managing project delivery,” the report stated.\u003c/p>\n\u003cp>Transportation Secretary Sean Duffy on Wednesday said he supports the concept of high-speed rail, but stressed that the administration doesn’t want to “invest in boondoggles.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I want to see high-speed rail in America,” \u003ca href=\"https://x.com/atrupar/status/1930270198675689949\">he told Fox News\u003c/a>. “Why it can’t be built in America and why it can’t be built within time frames that work for the people that invest in these projects makes no sense to me.”\u003c/p>\n\u003cp>Before the administration can terminate the funding, California has 30 days to take any corrective action and make the case that it has complied with the terms of the grant.\u003c/p>\n\u003cp>CHSRA on Wednesday said the report’s conclusions were “misguided and do not reflect the substantial progress made to deliver high-speed rail in California.”\u003c/p>\n\u003cp>“We remain firmly committed to completing the nation’s first true high-speed rail system connecting the major population centers in the state,” CHSRA spokesperson Daniela Contreras said in a statement to KQED. She noted that while ongoing federal support is important, the majority of the project’s funding has come from the state.\u003c/p>\n\u003cp>“To that end, the Governor’s budget proposal, which is currently before the Legislature, extends at least $1 billion per year in funding for the next 20 years, providing the necessary resources to complete the project’s initial operating segment,” Contreras said.\u003c/p>\n\u003cp>When California voters \u003ca href=\"https://eastbayexpress.com/who-said-building-a-railroad-was-easy-1/\">approved a $10 billion high-speed rail bond measure\u003c/a> in 2008, the project’s promoters suggested the entire system could be completed in just over a decade, for under $40 billion. But those timelines have been repeatedly extended, and costs have skyrocketed — with CHSRA’s \u003ca href=\"https://hsr.ca.gov/about/high-speed-rail-business-plans/2024-business-plan/chapter-3/\">estimates\u003c/a> now ranging from $89 billion to $128 billion.\u003c/p>\n\u003cfigure id=\"attachment_12040027\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040027\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Gov. Gavin Newsom stands in front of a state flag during a press conference about President Donald Trump’s tariffs on Wednesday, April 16, 2025, at an almond farm in Ceres, California. \u003ccite>(Noah Berger/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nevertheless, Gov. Gavin Newsom and state Democrats have continued to fund the project in previous budgets, and are expected to do so again this year, even as the state now faces a \u003ca href=\"https://www.kqed.org/news/12040637/newsoms-plan-to-balance-budget-could-face-tough-going-in-sacramento\">$12 billion shortfall\u003c/a>.\u003c/p>\n\u003cp>The governor, who is already challenging multiple other threats by the administration to withhold health care and education funding from the state, has also vowed to fight any effort to revoke rail funding.\u003c/p>\n\u003cp>But even if the $4 billion in federal funding is preserved, the state would still need to come up with as much as $6.5 billion more to finish the Central Valley segment, prompting the inspector general for CHSRA to \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2024/10/Funding-Review-24-R-01-A11Y.pdf\">recently cast doubt\u003c/a> on whether the agency can line up all the necessary funding to meet its 2033 service launch date.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>State Sen. Scott Wiener, D-San Francisco, a staunch advocate for the bullet train, conceded that the state “struggles with project delivery.”\u003c/p>\n\u003cp>“We need to be very clear that we have work to do in California to turn this project around, and we do have self-inflicted wounds,” he said, noting that sluggish, prohibitively costly transit development is a national problem, not just one in California. “It takes too long. It’s too expensive. The permitting is too difficult.”\u003c/p>\n\u003cp>But he said the state is working to streamline those permitting and development processes, and has recently hired new leaders to steer the project.\u003c/p>\n\u003cp>“We absolutely need to do better,” he said. “But that doesn’t mean we should give up on projects that will make people’s lives better and more affordable. And that’s what the high-speed rail will do.”\u003c/p>\n\u003cp>A statewide rail network would transform California’s economy, connect its many disparate regions, and dramatically reduce traffic congestion and carbon emissions, Wiener said.\u003c/p>\n\u003cp>“Trump and his minions are hostile to rail, and to public transportation,” he said. “They want to get everyone in a car and maximize traffic congestion. And it’s really tragic that he’s politicizing this.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>Updated 12:19 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a>‘s largest labor union has approved the transit agency’s latest contract offer, bringing an end to nearly a year of negotiations that included a historic and disruptive 17-day strike in March.\u003c/p>\n\u003cp>Members of the Amalgamated Transit Union Local 265, including bus drivers, light rail operators, maintenance workers and dispatchers, voted 689-298 to ratify the \u003ca href=\"https://www.kqed.org/news/12042427/south-bay-transit-workers-to-vote-on-new-vta-contract-offer-after-historic-strike\">new proposal from the VTA\u003c/a>, which includes a 14.5% wage increase spread over four years. The voting took place all of Tuesday, and the results were tallied by the early morning hours on Wednesday.\u003c/p>\n\u003cp>Per the agreement, if the union returns the signed version of the contract to the agency by noon Wednesday, the VTA will present the contract to the agency’s board of directors for final approval at their meeting on Thursday afternoon.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Once approved by the board, the contract would go into effect on June 9 and run through June 4, 2029.\u003c/p>\n\u003cp>Greg Richardson, VTA’s deputy general manager, said at a press conference Wednesday morning that officials are “delighted” that the union supported the contract, which he said will allow for the agency to predictably manage labor costs.\u003c/p>\n\u003cp>“This agreement achieves an important and necessary balance to allow VTA to operate within the financial limits of declining sales tax-based revenue, while also providing meaningful wage increases that reflect the vital contributions of our employees,” Richardson said.\u003c/p>\n\u003cp>ATU Local 265 President Raj Singh was not immediately available for comment Wednesday morning.\u003c/p>\n\u003cp>In a letter to the union, Singh thanked members for voting and sharing their voices.\u003c/p>\n\u003cp>“We acknowledge and recognize that these past several months have been really difficult, that this offer did not completely address all of our needs. However, you, the majority, have spoken and the democratic process must be recognized,” Singh wrote.\u003c/p>\n\u003cfigure id=\"attachment_12032853\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032853\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Amalgamated Transit Union Local 265 President Raj Singh shares the results of a vote on a contract offer from the Santa Clara Valley Transportation Authority in San José on March 24, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The pact puts an end to months of tense and at times bitter contract talks between the agency and the union that began in August but didn’t result in a contract, leading to \u003ca href=\"https://www.kqed.org/news/12030584/santa-clara-county-transit-grinds-to-a-halt-as-vta-workers-strike\">a historic strike\u003c/a> on March 10.\u003c/p>\n\u003cp>The work stoppage by roughly 1,500 ATU members ground VTA services to a halt, leaving tens of thousands of riders across Santa Clara County without the buses and trains they rely on. Large proportions of VTA riders represent populations with fewer options for transportation, including many who \u003ca href=\"https://www.kqed.org/news/12030951/vta-strike-underscores-silicon-valleys-widening-income-inequality\">earn very low incomes\u003c/a> or are students.\u003c/p>\n\u003cp>The VTA almost immediately \u003ca href=\"https://www.kqed.org/news/12030759/vta-sues-to-end-historic-south-bay-transit-workers-strike\">sued the union\u003c/a>, claiming the action violated their contract’s “no-strike” clause. A county judge initially denied the agency’s request for \u003ca href=\"https://www.kqed.org/news/12031632/vtas-legal-challenge-ongoing-transit-strike-hits-snag\">a temporary restraining order\u003c/a> against the union, but he approved a preliminary injunction on March 26 that abruptly \u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\">brought the strike to an end\u003c/a>.\u003c/p>\n\u003cp>Following the ruling, workers were quickly ordered back to their roles, and service has run as normal for the past two months while negotiations continued.[aside postID=news_12042427 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/240409-VTAfile-02-BL_qed-1-1020x680.jpg']The union later filed an appeal of the county court’s decision, which is still pending. However, under the new contract, the VTA and the ATU agreed to drop their respective legal actions.\u003c/p>\n\u003cp>Prior to the court ruling, the union had \u003ca href=\"https://www.kqed.org/news/12032851/transit-standoff-continues-union-vta-blame-each-other-as-riders-struggle\">rejected the agency’s previous offer\u003c/a> on March 24, which proposed 11% raises spread over three years. The newly approved contract adds a fourth year but no additional increase in pay over each year of the deal, compared to the prior offer.\u003c/p>\n\u003cp>Sergio Lopez, the VTA’s board chair and the mayor of Campbell, acknowledged Wednesday that the drawn-out labor dispute and negotiations showed there is still work to be done on employee relations.\u003c/p>\n\u003cp>“I think it unearthed underlying tensions that came out through this process, and in my perspective, that added to some of the challenges in getting to resolution in the time that we would have hoped,” Lopez said.\u003c/p>\n\u003cp>Lopez noted there are complex issues from past grievances that won’t all be solved by one contract deal.\u003c/p>\n\u003cp>He said the agency is working to address the tensions on multiple fronts, including through a Culture and Climate Change Committee that will include board members, VTA management and union leadership collaborating to solve workplace issues.\u003c/p>\n\u003cp>VTA officials have emphasized throughout negotiations that the agency is contending with financial difficulties that don’t allow for higher increases, and characterized the current deal as competitive and fair, maintaining workers as the second-highest paid transit employees in the region.\u003c/p>\n\u003cp>VTA spokesperson Stacey Hendler Ross said Monday that the agency is dealing with a roughly $800,000 deficit in the coming year but could be facing a deficit as high as $14 million in the 2027 budget year, with sales tax revenue projections lagging.\u003c/p>\n\u003cp>In the new contract, the agency and union also agreed that VTA wouldn’t seek punishments or charges against the union members for their strike actions, which the prior contract offer didn’t include.\u003c/p>\n\u003cp>Singh, in his letter to members, also thanked them for their “perseverance” and their patience through the lengthy labor dispute.\u003c/p>\n\u003cp>“As we move forward, our hope is that the VTA and the Board of Directors appreciate our commitment, dedication and the value we all have brought and continue to bring to this Agency,” he wrote. “We are the backbone of this organization, we demand and deserve respect!”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 12:19 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a>‘s largest labor union has approved the transit agency’s latest contract offer, bringing an end to nearly a year of negotiations that included a historic and disruptive 17-day strike in March.\u003c/p>\n\u003cp>Members of the Amalgamated Transit Union Local 265, including bus drivers, light rail operators, maintenance workers and dispatchers, voted 689-298 to ratify the \u003ca href=\"https://www.kqed.org/news/12042427/south-bay-transit-workers-to-vote-on-new-vta-contract-offer-after-historic-strike\">new proposal from the VTA\u003c/a>, which includes a 14.5% wage increase spread over four years. The voting took place all of Tuesday, and the results were tallied by the early morning hours on Wednesday.\u003c/p>\n\u003cp>Per the agreement, if the union returns the signed version of the contract to the agency by noon Wednesday, the VTA will present the contract to the agency’s board of directors for final approval at their meeting on Thursday afternoon.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Once approved by the board, the contract would go into effect on June 9 and run through June 4, 2029.\u003c/p>\n\u003cp>Greg Richardson, VTA’s deputy general manager, said at a press conference Wednesday morning that officials are “delighted” that the union supported the contract, which he said will allow for the agency to predictably manage labor costs.\u003c/p>\n\u003cp>“This agreement achieves an important and necessary balance to allow VTA to operate within the financial limits of declining sales tax-based revenue, while also providing meaningful wage increases that reflect the vital contributions of our employees,” Richardson said.\u003c/p>\n\u003cp>ATU Local 265 President Raj Singh was not immediately available for comment Wednesday morning.\u003c/p>\n\u003cp>In a letter to the union, Singh thanked members for voting and sharing their voices.\u003c/p>\n\u003cp>“We acknowledge and recognize that these past several months have been really difficult, that this offer did not completely address all of our needs. However, you, the majority, have spoken and the democratic process must be recognized,” Singh wrote.\u003c/p>\n\u003cfigure id=\"attachment_12032853\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032853\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Amalgamated Transit Union Local 265 President Raj Singh shares the results of a vote on a contract offer from the Santa Clara Valley Transportation Authority in San José on March 24, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The pact puts an end to months of tense and at times bitter contract talks between the agency and the union that began in August but didn’t result in a contract, leading to \u003ca href=\"https://www.kqed.org/news/12030584/santa-clara-county-transit-grinds-to-a-halt-as-vta-workers-strike\">a historic strike\u003c/a> on March 10.\u003c/p>\n\u003cp>The work stoppage by roughly 1,500 ATU members ground VTA services to a halt, leaving tens of thousands of riders across Santa Clara County without the buses and trains they rely on. Large proportions of VTA riders represent populations with fewer options for transportation, including many who \u003ca href=\"https://www.kqed.org/news/12030951/vta-strike-underscores-silicon-valleys-widening-income-inequality\">earn very low incomes\u003c/a> or are students.\u003c/p>\n\u003cp>The VTA almost immediately \u003ca href=\"https://www.kqed.org/news/12030759/vta-sues-to-end-historic-south-bay-transit-workers-strike\">sued the union\u003c/a>, claiming the action violated their contract’s “no-strike” clause. A county judge initially denied the agency’s request for \u003ca href=\"https://www.kqed.org/news/12031632/vtas-legal-challenge-ongoing-transit-strike-hits-snag\">a temporary restraining order\u003c/a> against the union, but he approved a preliminary injunction on March 26 that abruptly \u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\">brought the strike to an end\u003c/a>.\u003c/p>\n\u003cp>Following the ruling, workers were quickly ordered back to their roles, and service has run as normal for the past two months while negotiations continued.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The union later filed an appeal of the county court’s decision, which is still pending. However, under the new contract, the VTA and the ATU agreed to drop their respective legal actions.\u003c/p>\n\u003cp>Prior to the court ruling, the union had \u003ca href=\"https://www.kqed.org/news/12032851/transit-standoff-continues-union-vta-blame-each-other-as-riders-struggle\">rejected the agency’s previous offer\u003c/a> on March 24, which proposed 11% raises spread over three years. The newly approved contract adds a fourth year but no additional increase in pay over each year of the deal, compared to the prior offer.\u003c/p>\n\u003cp>Sergio Lopez, the VTA’s board chair and the mayor of Campbell, acknowledged Wednesday that the drawn-out labor dispute and negotiations showed there is still work to be done on employee relations.\u003c/p>\n\u003cp>“I think it unearthed underlying tensions that came out through this process, and in my perspective, that added to some of the challenges in getting to resolution in the time that we would have hoped,” Lopez said.\u003c/p>\n\u003cp>Lopez noted there are complex issues from past grievances that won’t all be solved by one contract deal.\u003c/p>\n\u003cp>He said the agency is working to address the tensions on multiple fronts, including through a Culture and Climate Change Committee that will include board members, VTA management and union leadership collaborating to solve workplace issues.\u003c/p>\n\u003cp>VTA officials have emphasized throughout negotiations that the agency is contending with financial difficulties that don’t allow for higher increases, and characterized the current deal as competitive and fair, maintaining workers as the second-highest paid transit employees in the region.\u003c/p>\n\u003cp>VTA spokesperson Stacey Hendler Ross said Monday that the agency is dealing with a roughly $800,000 deficit in the coming year but could be facing a deficit as high as $14 million in the 2027 budget year, with sales tax revenue projections lagging.\u003c/p>\n\u003cp>In the new contract, the agency and union also agreed that VTA wouldn’t seek punishments or charges against the union members for their strike actions, which the prior contract offer didn’t include.\u003c/p>\n\u003cp>Singh, in his letter to members, also thanked them for their “perseverance” and their patience through the lengthy labor dispute.\u003c/p>\n\u003cp>“As we move forward, our hope is that the VTA and the Board of Directors appreciate our commitment, dedication and the value we all have brought and continue to bring to this Agency,” he wrote. “We are the backbone of this organization, we demand and deserve respect!”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>More than 1,500 transit workers in the \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> — who staged a historic 17-day strike in March over wages and benefits negotiations with the Valley Transportation Authority — are set to vote on a new contract offer from the agency on Tuesday.\u003c/p>\n\u003cp>The Amalgamated Transit Union Local 265, which represents bus drivers, light rail operators, maintenance workers and dispatchers, confirmed its members will vote on the latest offer from the VTA, which includes a 14.5% wage increase over a period of four years.\u003c/p>\n\u003cp>“I couldn’t even tell you confidently which way the vote’s going to go,” Raj Singh, the president of ATU Local 265, said Monday afternoon. “I think it’s going to be a very divided vote.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The vote comes more than two months after Santa Clara County Superior Court Judge Daniel T. Nishigaya issued a preliminary injunction to \u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\">end the union’s strike\u003c/a>. The VTA had sought the injunction, claiming the union breached the “no-strike” clause of their contract by walking off the job.\u003c/p>\n\u003cp>The ruling brought an abrupt end to a grueling work stoppage that left tens of thousands of daily riders in the region without transportation and was marked by bitter exchanges between the union and the agency, which often blamed each other for the dispute.\u003c/p>\n\u003cfigure id=\"attachment_12032416\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032416\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Hundreds of Santa Clara Valley Transportation Authority workers and represented by the Amalgamated Transit Union Local 265 raise fists during their historic 17-day strike in early March, in front of the VTA headquarters, on N First St, in San José, to demand a better contract and an increase in wages, on March 11, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Workers were \u003ca href=\"https://www.kqed.org/news/12033549/all-vta-bus-routes-rolling-after-strike-some-light-rail-returns-monday\">forced back to their jobs on March 27\u003c/a>. Singh said the agency and the union leadership had met three times since early April to continue contract negotiations.\u003c/p>\n\u003cp>Stacey Hendler Ross, a spokesperson for VTA, said Monday the agency is hopeful for a positive vote.\u003c/p>\n\u003cp>“It’s been several months now that employees have gone without a contract. We are eager to get this settled and have people move on and get the raises they deserve and kind of put this behind us,” she said.\u003c/p>\n\u003cp>She added that the contract offer is based on the agency’s “financial realities,” as the VTA, which is primarily funded by sales taxes, is facing a potential $14 million budget deficit in 2027.\u003c/p>\n\u003cp>“These financial constraints have made it essential for all labor agreements, not just ATUs, to remain within sustainable budget limits,” she said. “We want to be able to pay employees a fair, competitive contract and, at the same time, we need to be able to continue to serve our customers.”\u003c/p>\n\u003cp>[aside postID=news_12033248 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-05-KQED-1020x680.jpg']\u003c/p>\n\u003cp>Prior to the court ruling, union members overwhelmingly rejected the agency’s previous contract offer, which included an 11% raise over a period of three years. The current offer adds a fourth year onto the deal, which matches the contract lengths of other VTA labor groups.\u003c/p>\n\u003cp>Singh said the agency and union also negotiated terms ensuring the agency won’t seek punishments or retaliation against the union members for their strike actions, which the prior offer didn’t include.\u003c/p>\n\u003cp>While it includes some positive changes, Singh said he doesn’t feel the wage proposal is a fair deal for the union, but felt compelled to bring the latest offer to a vote so members can voice their opinion.\u003c/p>\n\u003cp>He accused VTA of “politely threatening” the union by noting there might not be another chance to get a deal approved by the agency’s board of directors for a month or more because of the Fourth of July holiday.\u003c/p>\n\u003cp>“We are at the point where we’ve been negotiating over eight months, and the agency is using the time and the injunction against us at this point,” Singh said. “They want to continue dragging their feet, and we owe it to our members to put this offer in front of them and let them decide if they are acceptable to the terms.”\u003c/p>\n\u003cp>Hendler Ross said the agency has “been eager and open” to negotiating the entire length of the contract dispute.\u003c/p>\n\u003cp>“There is nothing that VTA has done or would do to drag its feet or to draw this out. It’s not to anyone’s benefit to do that,” she said.\u003c/p>\n\u003cp>Singh said voting will likely take place all day Tuesday to give members on different shifts a chance to cast their vote, and results could be ready by early Wednesday.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than 1,500 transit workers in the \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> — who staged a historic 17-day strike in March over wages and benefits negotiations with the Valley Transportation Authority — are set to vote on a new contract offer from the agency on Tuesday.\u003c/p>\n\u003cp>The Amalgamated Transit Union Local 265, which represents bus drivers, light rail operators, maintenance workers and dispatchers, confirmed its members will vote on the latest offer from the VTA, which includes a 14.5% wage increase over a period of four years.\u003c/p>\n\u003cp>“I couldn’t even tell you confidently which way the vote’s going to go,” Raj Singh, the president of ATU Local 265, said Monday afternoon. “I think it’s going to be a very divided vote.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The vote comes more than two months after Santa Clara County Superior Court Judge Daniel T. Nishigaya issued a preliminary injunction to \u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\">end the union’s strike\u003c/a>. The VTA had sought the injunction, claiming the union breached the “no-strike” clause of their contract by walking off the job.\u003c/p>\n\u003cp>The ruling brought an abrupt end to a grueling work stoppage that left tens of thousands of daily riders in the region without transportation and was marked by bitter exchanges between the union and the agency, which often blamed each other for the dispute.\u003c/p>\n\u003cfigure id=\"attachment_12032416\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032416\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Hundreds of Santa Clara Valley Transportation Authority workers and represented by the Amalgamated Transit Union Local 265 raise fists during their historic 17-day strike in early March, in front of the VTA headquarters, on N First St, in San José, to demand a better contract and an increase in wages, on March 11, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Workers were \u003ca href=\"https://www.kqed.org/news/12033549/all-vta-bus-routes-rolling-after-strike-some-light-rail-returns-monday\">forced back to their jobs on March 27\u003c/a>. Singh said the agency and the union leadership had met three times since early April to continue contract negotiations.\u003c/p>\n\u003cp>Stacey Hendler Ross, a spokesperson for VTA, said Monday the agency is hopeful for a positive vote.\u003c/p>\n\u003cp>“It’s been several months now that employees have gone without a contract. We are eager to get this settled and have people move on and get the raises they deserve and kind of put this behind us,” she said.\u003c/p>\n\u003cp>She added that the contract offer is based on the agency’s “financial realities,” as the VTA, which is primarily funded by sales taxes, is facing a potential $14 million budget deficit in 2027.\u003c/p>\n\u003cp>“These financial constraints have made it essential for all labor agreements, not just ATUs, to remain within sustainable budget limits,” she said. “We want to be able to pay employees a fair, competitive contract and, at the same time, we need to be able to continue to serve our customers.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Prior to the court ruling, union members overwhelmingly rejected the agency’s previous contract offer, which included an 11% raise over a period of three years. The current offer adds a fourth year onto the deal, which matches the contract lengths of other VTA labor groups.\u003c/p>\n\u003cp>Singh said the agency and union also negotiated terms ensuring the agency won’t seek punishments or retaliation against the union members for their strike actions, which the prior offer didn’t include.\u003c/p>\n\u003cp>While it includes some positive changes, Singh said he doesn’t feel the wage proposal is a fair deal for the union, but felt compelled to bring the latest offer to a vote so members can voice their opinion.\u003c/p>\n\u003cp>He accused VTA of “politely threatening” the union by noting there might not be another chance to get a deal approved by the agency’s board of directors for a month or more because of the Fourth of July holiday.\u003c/p>\n\u003cp>“We are at the point where we’ve been negotiating over eight months, and the agency is using the time and the injunction against us at this point,” Singh said. “They want to continue dragging their feet, and we owe it to our members to put this offer in front of them and let them decide if they are acceptable to the terms.”\u003c/p>\n\u003cp>Hendler Ross said the agency has “been eager and open” to negotiating the entire length of the contract dispute.\u003c/p>\n\u003cp>“There is nothing that VTA has done or would do to drag its feet or to draw this out. It’s not to anyone’s benefit to do that,” she said.\u003c/p>\n\u003cp>Singh said voting will likely take place all day Tuesday to give members on different shifts a chance to cast their vote, and results could be ready by early Wednesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The northern tip of the Vermont Square neighborhood in South Los Angeles gentrified in many of the usual ways over the last decade.\u003c/p>\n\u003cp>Median incomes shot up. The neighborhood’s share of Black residents declined. On the list of fastest growing home prices across the region, \u003ca href=\"https://la.curbed.com/2019/12/23/21031672/los-angeles-home-prices-highland-park\">Vermont Square cracked the top ten.\u003c/a> Along Western Avenue, new apartment buildings popped up as visible markers of change.\u003c/p>\n\u003cp>But there is a less obvious, if no less profound, marker: Fewer people began riding the bus.\u003c/p>\n\u003cp>Between 2012 and 2017, public transit ridership fell in \u003ca href=\"https://censusreporter.org/profiles/14000US06037231500-census-tract-2315-los-angeles-ca/\">this Census designated tract\u003c/a> — a roughly half-square mile neighborhood spanning Western — by 24%. In that same period, the neighborhood-wide rent increased by an average of $468 per month.\u003c/p>\n\u003cp>That, according to UCLA researchers, is probably not a coincidence. A \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0966692324002576?ref=pdf_download&fr=RR-2&rr=94702006b85db976\">study published late last year\u003c/a> compared changes in transit ridership numbers to rental market trends in neighborhoods across Los Angeles and Orange counties. It found that in neighborhoods well-served by buses and trains, transit ridership tended to fall in places where the rents were rising.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At the south end of Chinatown, average rents went up $379 and transit use fell by 21%. In a sliver of Pacoima in the San Fernando Valley, rent was up $305, ridership was down 28%. Across the region, a neighborhood-wide rental hike of an extra $230 per month predicted a 22% decline in bus and train boardings.\u003c/p>\n\u003cp>The most likely explanation, according to the researchers, is that as dense urban neighborhoods grow more costly, lower- and moderate-income renters, the very people most likely to ride the bus, are pushed out and replaced by a more affluent set who, on the whole, tend to favor getting around by car.\u003c/p>\n\u003cp>The findings suggest gentrification isn’t just bad for residents displaced by rising rents and scarce affordable units: It’s also bad for the transit systems those displaced residents rely upon.\u003c/p>\n\u003ch2>Twin crises: Housing and transit\u003c/h2>\n\u003cp>California’s public bus and rail agencies are in a decade-long slump. For that, there’s plenty of blame to go around.\u003c/p>\n\u003cp>COVID-19 steered commuters \u003ca href=\"https://escholarship.org/uc/item/29k730kk\">away from crowded buses and train cars\u003c/a> and ridership numbers have \u003ca href=\"https://www.apta.com/wp-content/uploads/APTA-Policy-Brief-Transit-Ridership-May-2025.pdf\">yet to fully recover\u003c/a>. Federal rescue funding passed by Congress in 2020 and 2021 propped up these systems for a time but has now mostly dried up. Inflation, supply chain snags and now tariffs have made the cost of maintaining aging, legacy infrastructure even costlier. Even before the pandemic-era tumult, the \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0965856422000945\">advent of rideshare apps\u003c/a> and a steady nationwide \u003ca href=\"https://link.springer.com/article/10.1007/s11116-021-10245-w\">rise in car ownership rates\u003c/a> resulted in a \u003ca href=\"https://sbud.senate.ca.gov/system/files/2025-02/cal-transit-fiscal-outlook_ucla_6-feb-25.pdf\">slow and steady decline\u003c/a> of transit ridership.\u003c/p>\n\u003cp>The UCLA study points to yet another culprit behind the state’s public transit woes: California’s housing affordability crisis.\u003c/p>\n\u003cp>“The basic premise of the paper is, ‘Can rising rents help explain why you’re losing transit ridership?’ And it seems to be that they can, because they reduce the likelihood that very high transit riders will live near transit stops,” said urban planning professor Michael Manville, lead author of the paper. [aside postID=\"arts_13972877,news_12030792,news_12036934\" label=\"Related Stories\"]\u003c/p>\n\u003cp>Manville and his fellow researchers weren’t able to track where displaced transit riders wound up. But given the relatively few number of transit-friendly neighborhoods in the Los Angeles and Orange County metro area, it’s likely most settled in neighborhoods with fewer public transportation options. Some may have felt compelled to lease or buy a car, at considerable expense to their own finances and to the environment. For others, unwilling or unable to incur that expense, being priced out of a neighborhood with steady bus and rail service might simply mean having fewer travel options.\u003c/p>\n\u003cp>That latter outcome might be more likely these days. The study uses data collected before the pandemic. Now, with higher interest rates, \u003ca href=\"https://www.latimes.com/business/story/2025-02-19/uber-lyft-risk-losing-customers-as-fares-jump-7-2-report-says\">higher ride-share costs\u003c/a> and higher auto prices — which could sail higher still if high tariffs remain in place — “you might actually see people not being able to switch to driving as much,” said Manville. Instead, displaced renters may simply be forced to move and rely on “transit in neighborhoods where the transit isn’t as good.”\u003c/p>\n\u003cp>Fewer transportation options have been found to \u003ca href=\"https://www.urban.org/urban-wire/how-commuters-low-incomes-use-public-transit-and-how-one-city-expanded-ridership\">put a person at risk\u003c/a> of higher unemployment, poorer health and more pronounced social isolation.\u003c/p>\n\u003cp>The findings in and around the L.A. Basin are consistent with a general trend across California and North America, in which higher rents and prices push lower income residents further and further out of many dense, urban job centers. This “suburbanization of poverty” has changed who has access to public transit in cities as different and far apart as \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0966692323001072\">Toronto, Canada\u003c/a> and \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0966692320310073\">Durham, North Carolina\u003c/a>.\u003c/p>\n\u003cp>The desperate unaffordability of housing in California has a way of making \u003ca href=\"https://worksinprogress.co/issue/the-housing-theory-of-everything/\">virtually every other statewide problem worse\u003c/a>. Higher rents swell the state’s population of homeless. Higher home prices widen economic inequality and put \u003ca href=\"https://eric.ed.gov/?id=ED558178\">wealth accumulation out of reach\u003c/a> for millions. Shortages of housing in urban cores push people further away from their jobs, snarling traffic and pumping more carbon dioxide into the atmosphere.\u003c/p>\n\u003cp>The story of Vermont Square, and hundreds of other similar neighborhoods across the region, shows that California’s housing crisis is also making its transit crisis harder to solve.\u003c/p>\n\u003ch2>Will California beef up housing near transit?\u003c/h2>\n\u003cp>That double-whammy is top of mind for many legislators in Sacramento this year. San Francisco Sen. Scott Wiener, a Democrat and prominent author of bills to boost housing production and support public transit agencies, is pushing legislation this year that is supposed to do both. \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb79\">Senate Bill 79\u003c/a> would allow for dense apartment construction around major public transit stops, including on land owned by transit agencies.\u003c/p>\n\u003cp>“If we’re going to make big public investments in public transportation, which of course I support and I know many of us support, we need to make sure that people can actually live near those stations and ride on those trains or those high-quality bus lines,” Wiener said at a \u003ca href=\"https://calmatters.digitaldemocracy.org/hearings/258774?t=355&f=318ed5cda9bc25d17899a11dffac3547\">legislative hearing\u003c/a> late last month.\u003c/p>\n\u003cp>The bill has survived three committee hearings, but only barely, overcoming the \u003ca href=\"https://calmatters.org/housing/2025/04/committee-chairs-housing-policy/\">opposition of two committee chairs\u003c/a>. Supported by advocates for denser housing development and public transportation, it is fiercely opposed by construction labor unions, an array of city governments, anti-density activists and some advocates who argue the state should prioritize new housing set aside for low-income residents over market rate development.\u003c/p>\n\u003cp>The committee chairs who oppose the bill said they support more housing construction but think legislation like Wiener’s should come with more terms and conditions for private developers.\u003c/p>\n\u003cp>In an opposition letter written to a Senate committee last month, a coalition of anti-poverty and environmental justice groups led by the California Rural Legal Assistance Foundation wrote that California law should “ensure that the existing low-income households and people of color who disproportionately use transit daily benefit from transit-oriented development.”\u003c/p>\n\u003cp>By allowing for more dense housing around transit stops without explicit affordability requirements the bill “risks accelerating displacement of these core transit users,” the letter reads.\u003c/p>\n\u003cp>The bill now awaits a vote before the entire Senate. The vote is expected next week.\u003c/p>\n\u003cp>The debate \u003ca href=\"https://calmatters.org/housing/2025/04/committee-chairs-housing-policy/\">represents a broader rift\u003c/a> within the California Democratic Party between those who believe the best way to alleviate gentrification is to build additional housing to accommodate an influx of new, higher earning residents and those who see market-rate development as, at best, a poor substitute for affordable housing and, at worst, something that makes the problem worse.\u003c/p>\n\u003cp>Manville said he has not been following the legislative debate closely, but argued that building more housing near transit stops is likely to boost ridership in two ways.\u003c/p>\n\u003cp>First, he said, incoming residents will be \u003ca href=\"https://journals.sagepub.com/doi/10.1177/0739456X19872255\">more\u003c/a> \u003ca href=\"https://journals.sagepub.com/doi/10.1177/0042098021995139\">likely\u003c/a> to take the bus or train. Higher income gentrifiers may not ride transit as much as the lower income residents, but at least from a pollution and climate perspective, “one reduced trip by a high-income person eliminates so many more miles of driving than a trip by a low-income person, because rich people drive more.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Second, and more importantly, building more apartment units diverts some of the feverish competition for existing units and eases pressure on rents. Slowing rent hikes will make it “easier for lower income people to stay in that neighborhood and continue to ride,” he said.\u003c/p>\n\n",
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"excerpt": "Rent hikes have led to fewer bus and train riders in an example of how California’s housing crisis is also making its transit crisis harder to solve.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The northern tip of the Vermont Square neighborhood in South Los Angeles gentrified in many of the usual ways over the last decade.\u003c/p>\n\u003cp>Median incomes shot up. The neighborhood’s share of Black residents declined. On the list of fastest growing home prices across the region, \u003ca href=\"https://la.curbed.com/2019/12/23/21031672/los-angeles-home-prices-highland-park\">Vermont Square cracked the top ten.\u003c/a> Along Western Avenue, new apartment buildings popped up as visible markers of change.\u003c/p>\n\u003cp>But there is a less obvious, if no less profound, marker: Fewer people began riding the bus.\u003c/p>\n\u003cp>Between 2012 and 2017, public transit ridership fell in \u003ca href=\"https://censusreporter.org/profiles/14000US06037231500-census-tract-2315-los-angeles-ca/\">this Census designated tract\u003c/a> — a roughly half-square mile neighborhood spanning Western — by 24%. In that same period, the neighborhood-wide rent increased by an average of $468 per month.\u003c/p>\n\u003cp>That, according to UCLA researchers, is probably not a coincidence. A \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0966692324002576?ref=pdf_download&fr=RR-2&rr=94702006b85db976\">study published late last year\u003c/a> compared changes in transit ridership numbers to rental market trends in neighborhoods across Los Angeles and Orange counties. It found that in neighborhoods well-served by buses and trains, transit ridership tended to fall in places where the rents were rising.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At the south end of Chinatown, average rents went up $379 and transit use fell by 21%. In a sliver of Pacoima in the San Fernando Valley, rent was up $305, ridership was down 28%. Across the region, a neighborhood-wide rental hike of an extra $230 per month predicted a 22% decline in bus and train boardings.\u003c/p>\n\u003cp>The most likely explanation, according to the researchers, is that as dense urban neighborhoods grow more costly, lower- and moderate-income renters, the very people most likely to ride the bus, are pushed out and replaced by a more affluent set who, on the whole, tend to favor getting around by car.\u003c/p>\n\u003cp>The findings suggest gentrification isn’t just bad for residents displaced by rising rents and scarce affordable units: It’s also bad for the transit systems those displaced residents rely upon.\u003c/p>\n\u003ch2>Twin crises: Housing and transit\u003c/h2>\n\u003cp>California’s public bus and rail agencies are in a decade-long slump. For that, there’s plenty of blame to go around.\u003c/p>\n\u003cp>COVID-19 steered commuters \u003ca href=\"https://escholarship.org/uc/item/29k730kk\">away from crowded buses and train cars\u003c/a> and ridership numbers have \u003ca href=\"https://www.apta.com/wp-content/uploads/APTA-Policy-Brief-Transit-Ridership-May-2025.pdf\">yet to fully recover\u003c/a>. Federal rescue funding passed by Congress in 2020 and 2021 propped up these systems for a time but has now mostly dried up. Inflation, supply chain snags and now tariffs have made the cost of maintaining aging, legacy infrastructure even costlier. Even before the pandemic-era tumult, the \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0965856422000945\">advent of rideshare apps\u003c/a> and a steady nationwide \u003ca href=\"https://link.springer.com/article/10.1007/s11116-021-10245-w\">rise in car ownership rates\u003c/a> resulted in a \u003ca href=\"https://sbud.senate.ca.gov/system/files/2025-02/cal-transit-fiscal-outlook_ucla_6-feb-25.pdf\">slow and steady decline\u003c/a> of transit ridership.\u003c/p>\n\u003cp>The UCLA study points to yet another culprit behind the state’s public transit woes: California’s housing affordability crisis.\u003c/p>\n\u003cp>“The basic premise of the paper is, ‘Can rising rents help explain why you’re losing transit ridership?’ And it seems to be that they can, because they reduce the likelihood that very high transit riders will live near transit stops,” said urban planning professor Michael Manville, lead author of the paper. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Manville and his fellow researchers weren’t able to track where displaced transit riders wound up. But given the relatively few number of transit-friendly neighborhoods in the Los Angeles and Orange County metro area, it’s likely most settled in neighborhoods with fewer public transportation options. Some may have felt compelled to lease or buy a car, at considerable expense to their own finances and to the environment. For others, unwilling or unable to incur that expense, being priced out of a neighborhood with steady bus and rail service might simply mean having fewer travel options.\u003c/p>\n\u003cp>That latter outcome might be more likely these days. The study uses data collected before the pandemic. Now, with higher interest rates, \u003ca href=\"https://www.latimes.com/business/story/2025-02-19/uber-lyft-risk-losing-customers-as-fares-jump-7-2-report-says\">higher ride-share costs\u003c/a> and higher auto prices — which could sail higher still if high tariffs remain in place — “you might actually see people not being able to switch to driving as much,” said Manville. Instead, displaced renters may simply be forced to move and rely on “transit in neighborhoods where the transit isn’t as good.”\u003c/p>\n\u003cp>Fewer transportation options have been found to \u003ca href=\"https://www.urban.org/urban-wire/how-commuters-low-incomes-use-public-transit-and-how-one-city-expanded-ridership\">put a person at risk\u003c/a> of higher unemployment, poorer health and more pronounced social isolation.\u003c/p>\n\u003cp>The findings in and around the L.A. Basin are consistent with a general trend across California and North America, in which higher rents and prices push lower income residents further and further out of many dense, urban job centers. This “suburbanization of poverty” has changed who has access to public transit in cities as different and far apart as \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0966692323001072\">Toronto, Canada\u003c/a> and \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0966692320310073\">Durham, North Carolina\u003c/a>.\u003c/p>\n\u003cp>The desperate unaffordability of housing in California has a way of making \u003ca href=\"https://worksinprogress.co/issue/the-housing-theory-of-everything/\">virtually every other statewide problem worse\u003c/a>. Higher rents swell the state’s population of homeless. Higher home prices widen economic inequality and put \u003ca href=\"https://eric.ed.gov/?id=ED558178\">wealth accumulation out of reach\u003c/a> for millions. Shortages of housing in urban cores push people further away from their jobs, snarling traffic and pumping more carbon dioxide into the atmosphere.\u003c/p>\n\u003cp>The story of Vermont Square, and hundreds of other similar neighborhoods across the region, shows that California’s housing crisis is also making its transit crisis harder to solve.\u003c/p>\n\u003ch2>Will California beef up housing near transit?\u003c/h2>\n\u003cp>That double-whammy is top of mind for many legislators in Sacramento this year. San Francisco Sen. Scott Wiener, a Democrat and prominent author of bills to boost housing production and support public transit agencies, is pushing legislation this year that is supposed to do both. \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb79\">Senate Bill 79\u003c/a> would allow for dense apartment construction around major public transit stops, including on land owned by transit agencies.\u003c/p>\n\u003cp>“If we’re going to make big public investments in public transportation, which of course I support and I know many of us support, we need to make sure that people can actually live near those stations and ride on those trains or those high-quality bus lines,” Wiener said at a \u003ca href=\"https://calmatters.digitaldemocracy.org/hearings/258774?t=355&f=318ed5cda9bc25d17899a11dffac3547\">legislative hearing\u003c/a> late last month.\u003c/p>\n\u003cp>The bill has survived three committee hearings, but only barely, overcoming the \u003ca href=\"https://calmatters.org/housing/2025/04/committee-chairs-housing-policy/\">opposition of two committee chairs\u003c/a>. Supported by advocates for denser housing development and public transportation, it is fiercely opposed by construction labor unions, an array of city governments, anti-density activists and some advocates who argue the state should prioritize new housing set aside for low-income residents over market rate development.\u003c/p>\n\u003cp>The committee chairs who oppose the bill said they support more housing construction but think legislation like Wiener’s should come with more terms and conditions for private developers.\u003c/p>\n\u003cp>In an opposition letter written to a Senate committee last month, a coalition of anti-poverty and environmental justice groups led by the California Rural Legal Assistance Foundation wrote that California law should “ensure that the existing low-income households and people of color who disproportionately use transit daily benefit from transit-oriented development.”\u003c/p>\n\u003cp>By allowing for more dense housing around transit stops without explicit affordability requirements the bill “risks accelerating displacement of these core transit users,” the letter reads.\u003c/p>\n\u003cp>The bill now awaits a vote before the entire Senate. The vote is expected next week.\u003c/p>\n\u003cp>The debate \u003ca href=\"https://calmatters.org/housing/2025/04/committee-chairs-housing-policy/\">represents a broader rift\u003c/a> within the California Democratic Party between those who believe the best way to alleviate gentrification is to build additional housing to accommodate an influx of new, higher earning residents and those who see market-rate development as, at best, a poor substitute for affordable housing and, at worst, something that makes the problem worse.\u003c/p>\n\u003cp>Manville said he has not been following the legislative debate closely, but argued that building more housing near transit stops is likely to boost ridership in two ways.\u003c/p>\n\u003cp>First, he said, incoming residents will be \u003ca href=\"https://journals.sagepub.com/doi/10.1177/0739456X19872255\">more\u003c/a> \u003ca href=\"https://journals.sagepub.com/doi/10.1177/0042098021995139\">likely\u003c/a> to take the bus or train. Higher income gentrifiers may not ride transit as much as the lower income residents, but at least from a pollution and climate perspective, “one reduced trip by a high-income person eliminates so many more miles of driving than a trip by a low-income person, because rich people drive more.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Second, and more importantly, building more apartment units diverts some of the feverish competition for existing units and eases pressure on rents. Slowing rent hikes will make it “easier for lower income people to stay in that neighborhood and continue to ride,” he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse",
"title": "Bay Area Transit Faces a Fiscal Crisis. Newsom’s Budget Plan Could Make It Worse",
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"headTitle": "Bay Area Transit Faces a Fiscal Crisis. Newsom’s Budget Plan Could Make It Worse | KQED",
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"content": "\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.[aside postID=news_12040951 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg']As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Bay Area Transit Faces a Fiscal Crisis. Newsom’s Budget Plan Could Make It Worse | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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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.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"id": "californiareportmagazine",
"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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"rss": "https://ww2.kqed.org/news/tag/tcrmag/feed/podcast"
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"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",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"code-switch-life-kit": {
"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"meta": {
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"here-and-now": {
"id": "here-and-now",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"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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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"spotify": "https://open.spotify.com/show/0OLWoyizopu6tY1XiuX70x",
"tuneIn": "https://tunein.com/radio/On-Our-Watch-p1436229/",
"stitcher": "https://www.stitcher.com/show/on-our-watch",
"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",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
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