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"content": "\u003cp>As Bay Area transit systems ride on the edge of financial catastrophe, some state leaders and transit advocates were disappointed to see that Gov. Gavin Newsom did not include a funding boost in his \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">revised budget proposal\u003c/a> on Wednesday.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, had asked for $2 billion in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">emergency funding\u003c/a> for transit agencies, a stopgap solution ahead of their proposed sales tax measure for the November 2026 ballot that would raise much-needed money.\u003c/p>\n\u003cp>Bay Area transit agencies, including BART, Muni, AC Transit and Caltrain, face a combined budget deficit of more than $800 million in the next fiscal year. Without immediate funding, some supporters are worried that the agencies may be forced to reduce operations before a sales tax measure can be voted on.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s critical that we include in the adopted budget funding to keep transit agencies in operation in California,” Arreguín said. “We’re at the edge of a fiscal cliff, and the impact this will have on our state and particularly the Bay Area, will be significant.”\u003c/p>\n\u003cp>He added, however, that Newsom’s decision not to include transit funds in the revised state budget was not surprising. California now faces a $12 billion budget deficit in the coming fiscal year, according to the governor’s revised proposal, and the Trump administration’s hostilities threaten to further exacerbate the state’s economic uncertainty.\u003c/p>\n\u003cfigure id=\"attachment_12040183\" class=\"wp-caption aligncenter\" style=\"max-width: 1533px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040183\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg\" alt=\"\" width=\"1533\" height=\"1154\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg 1533w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-800x602.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-160x120.jpg 160w\" sizes=\"auto, (max-width: 1533px) 100vw, 1533px\">\u003cfigcaption class=\"wp-caption-text\">A banner reading “Gavin: Fund Transit” hangs from the pedestrian bridge over US-101 at Utah and 18th streets in San Francisco on Tuesday, May 13, 2025. Public transit advocates in 12 cities across California dropped banners over highway overpasses to demand that Gov. Newsom include $2 billion in the upcoming state budget revision to keep transit systems running over the next two years. \u003ccite>(Courtesy of Fund California Public Transit.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We knew when we submitted our budget request that it would be challenging,” Arreguín said. “We’re not going to expect that the federal government’s going to save us here, so it’s up to the state. We’re going to work harder over the next few weeks to make our case.”\u003c/p>\n\u003cp>While Newsom’s revised budget proposal does not include the emergency transit funding, the state Legislature may decide to add it before the budget is finalized in June, Arreguín noted.\u003c/p>\n\u003cp>If the money doesn’t come through, Arreguín warned that problems like last week’s \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">hourslong BART outage\u003c/a> that resulted in massive traffic jams and frustrated commuters could become more common.[aside postID=news_12040025 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1020x680.jpg']Cyrus Hall, a transportation activist, urged state legislators to reconsider the emergency funding. Without the $2 billion requested by Wiener and Arreguín, transit agencies are going to struggle to survive, he said. Many of them, such as BART and Muni, will have to drastically reduce services, which could mean slashing weekend operations and running fewer trains.\u003c/p>\n\u003cp>Alternatively, transit agencies could also decide to sustain themselves by reallocating funds, Hall said, adding that money typically spent on upkeep may be moved around in order to keep buses running, which could lead to unexpected failures. It’s not sustainable, he said.\u003c/p>\n\u003cp>“Public transit is that linchpin that allows people to get to work, to get to school. Without it, particularly here in the Bay Area with our geography, transportation will collapse,” Hall said. “We need to find the money in order to keep the system running.”\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission, said that because state funding is unreliable, Bay Area residents should prioritize long-term solutions such as the tax measure proposed by Wiener and Arreguín.\u003c/p>\n\u003cp>According to Long, while funds resulting from the measure wouldn’t be available until 2027, transit agencies could take out loans against the anticipated funding to prevent service reductions in the meantime.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Cyrus Hall, a transportation activist, urged state legislators to reconsider the emergency funding. Without the $2 billion requested by Wiener and Arreguín, transit agencies are going to struggle to survive, he said. Many of them, such as BART and Muni, will have to drastically reduce services, which could mean slashing weekend operations and running fewer trains.\u003c/p>\n\u003cp>Alternatively, transit agencies could also decide to sustain themselves by reallocating funds, Hall said, adding that money typically spent on upkeep may be moved around in order to keep buses running, which could lead to unexpected failures. It’s not sustainable, he said.\u003c/p>\n\u003cp>“Public transit is that linchpin that allows people to get to work, to get to school. Without it, particularly here in the Bay Area with our geography, transportation will collapse,” Hall said. “We need to find the money in order to keep the system running.”\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission, said that because state funding is unreliable, Bay Area residents should prioritize long-term solutions such as the tax measure proposed by Wiener and Arreguín.\u003c/p>\n\u003cp>According to Long, while funds resulting from the measure wouldn’t be available until 2027, transit agencies could take out loans against the anticipated funding to prevent service reductions in the meantime.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "how-a-ford-factory-in-milpitas-changed-the-face-of-a-town",
"title": "How a Ford Factory in Milpitas Changed the Face of a Town",
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"headTitle": "How a Ford Factory in Milpitas Changed the Face of a Town | KQED",
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"content": "\u003cp>\u003cem>\u003ca href=\"#A\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>For Karl Cortese, the Great Mall of Milpitas is much more than just a mall. He’s come here often over the years, to go shopping with his wife or spend time at the Dave and Buster’s with his grandkids. But each time he visits, he can’t help but remember the place as it used to be.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Back in Karl’s day, the building was home to a massive Ford factory. Officially known as the San José Assembly Plant, the factory opened its doors in 1955. Karl started working there in 1968 and spent 15 years on the assembly line. For him, the mall’s shipping center offers the best window into the building’s industrial past. “There was that old green color and white letters and … the floor was all concrete,” Karl said. If you peek inside these days, not much has changed.\u003c/p>\n\u003cfigure id=\"attachment_12040150\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040150\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy.jpg\" alt=\"\" width=\"1000\" height=\"750\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy-160x120.jpg 160w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\">\u003cfigcaption class=\"wp-caption-text\">The green walls at Ford’s San José Assembly Plant are still part of the Great Mall today. \u003ccite>(The Milpitas Beat, courtesy of the Sabin family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nowadays, the only other way a visitor might know this building used to manufacture Ford cars is a small — and easy-to-overlook — display case of Ford-era memorabilia. For the most part, mall goers seem unaware of the factory’s history and its importance to the surrounding area.\u003c/p>\n\u003cp>The Ford plant put Milpitas on the map, forever changing what had been a sleepy agricultural town into a thriving city. The factory’s opening also sparked historic social change: the creation of one of the first integrated neighborhoods in America.\u003c/p>\n\u003cfigure id=\"attachment_12039976\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039976\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Karl Cortese, a former employee at the Ford Motor Company’s San José Assembly Plant, stands outside the Great Mall in Milpitas on April 29, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Moving to Milpitas\u003c/h2>\n\u003cp>Before Ford opened its Milpitas plant, \u003ca href=\"https://www.nps.gov/places/ford-motor-company-assembly-plant.htm\">the automaker had already been operating in Richmond for decades\u003c/a>. During World War II, the so-called “Richmond Tank Depot” helped produce jeeps, tanks, and other military vehicles. After the war ended, the American economy began to boom and demand for American cars increased. The outdated Richmond factory struggled to meet demand. Ford needed to expand.\u003c/p>\n\u003cp>In 1950s California, Milpitas was a great option. The agricultural town offered expansive acreage at an affordable price. According to historian Herbert Ruffin II, Milpitas “was just a place that you drive through [and] you see nothing but cornfields.” Ruffin spent part of his childhood in Milpitas, a town so agriculturally rooted its name literally means “little cornfield.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After staving off annexation from San José, Milpitas was officially incorporated in 1954. According to Herbert, “San José wanted Milpitas real bad, primarily because they wanted … the tax money that came from that [Ford] plant.”\u003c/p>\n\u003cp>When the Ford factory opened in 1955, just a year later, it called Milpitas home.\u003c/p>\n\u003ch2>Working at the San José Assembly Plant\u003c/h2>\n\u003cp>David McFeely grew up in Milpitas, with the Ford factory in the background. “On a clear summer night, when sound really carries, you could hear the switch engines moving all the freight cars in and out of the Ford plant,” McFeely said.\u003c/p>\n\u003cp>For a high school graduate on the job hunt, Ford was a great option. It offered some of the highest pay in the Santa Clara Valley. McFeely’s plan was to stay short-term and save up money to go to college. So, he joined the factory’s part-time replacement program. When he finally got the chance to peek behind the curtain, he was in awe.\u003c/p>\n\u003cp>“I mean for a technical mind, it was like being a kid in a candy store,” he said.\u003c/p>\n\u003cfigure id=\"attachment_12039982\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039982\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1545\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-800x618.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-1020x788.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-160x124.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-1536x1187.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-1920x1483.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicle frames on the assembly line at the San José Assembly Plant, 1974. \u003ccite>(Courtesy of the Ford Motor Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Milpitas operation was responsible for making some iconic Ford models — the Mustang, F-series pickups, Pintos, and Falcons. The 1.4 million square-foot factory served as Ford’s West Coast production outpost. At its peak, the plant employed nearly 6,000 workers and operated at a rate of 55 cars and 22 trucks per hour.\u003c/p>\n\u003cp>“God knows how they were able to do this,” McFeely said. “But the logistical coordination was fascinating.”\u003c/p>\n\u003cp>The expansive factory was a network of assembly lines. There was the paint department, the trim department, the chassis department, the repair hole, just to name a few. Workers were assigned a station and task to repeat ad nauseam. Former Ford worker John Wilcoxson said that “[the work] could get boring at times, but … you kind of had to make your own fun.” He remembered causing a stir when he smuggled headphones into the factory to provide a soundtrack to the monotonous, repetitive work.\u003c/p>\n\u003cp>“It was just sort of some nice background noise, instead of the constant clash of metal and things going on around me,” Wilcoxson said.\u003c/p>\n\u003cfigure id=\"attachment_12039981\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039981\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1545\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-800x618.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-1020x788.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-160x124.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-1536x1187.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-1920x1483.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An inside look at the San José Assembly Plant, 1974. \u003ccite>(Courtesy of the Ford Motor Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Former workers remember a strong community around the plant. There was a company softball team where different departments competed against one another and during the holiday season, workers barbecued on the blacksmith’s forge.\u003c/p>\n\u003cp>Many workers lived in a nearby neighborhood called Sunnyhills, which Ford’s local union built to accommodate an influx of workers to Milpitas. There was even a Ford Union Hall in the development. But the most remarkable thing about the neighborhood was its diversity. In 1956, when it opened, Sunnyhills was one of the first planned integrated neighborhoods in America.\u003c/p>\n\u003ch2>The Story of Sunnyhills\u003c/h2>\n\u003cp>https://www.youtube.com/watch?v=S5QKBKrNKGo\u003c/p>\n\u003cp>When Ford shut down its Richmond plant to relocate to Milpitas, many workers opted to continue at the new location. But Milpitas lacked housing, particularly for African American workers who were barred from buying or renting homes in the surrounding towns. Historian Herbert Ruffin II says many of these workers first tried commuting from Richmond by car.\u003c/p>\n\u003cp>“There [was] no BART, there [was] no Caltrain, there [was] none of that,” he said.\u003c/p>\n\u003cp>But it was a long commute, over 40 miles. Ford’s union leaders were determined to find a solution to this housing problem.\u003c/p>\n\u003cp>Leading the charge was\u003ca href=\"https://www.blackpast.org/african-american-history/ben-gross-1921/\"> an African American worker by the name of Ben Gross\u003c/a>. Gross was born and raised in Arkansas, lived under Jim Crow laws, and picked cotton during the Great Depression. After leaving the army, he joined Ford and quickly became an active union member. In 1950, he was the first African American elected to the Local 560s bargaining committee.\u003c/p>\n\u003cp>“Gross believed that he worked on the same lines as everybody, African Americans, and that they should be afforded the same type of treatments,” Ruffin said.\u003c/p>\n\u003cp>In 1954, Gross was appointed to the union’s special housing subcommittee tasked with finding a plot of land to build an integrated housing development. The project \u003ca href=\"https://www.habitatebsv.org/blog/milpitas-fair-housing-history\">met its fair share of setbacks\u003c/a> along the way.\u003c/p>\n\u003cp>“At every point in time as this is being developed … [there were always] these barriers that would be thrown out there,” Ruffin said. “You can’t build this here because of sewage. You can’t do this because of this. You can’t do this because of that.”\u003c/p>\n\u003cp>Despite obstacles, Gross and local union members were able to find some old ranch land for a housing development. With funding and additional support from a handful of Quaker-affiliated organizations, they started to build. When it was completed, it was one of the first integrated neighborhoods in the country, and it helped diversify Milpitas’ population, which had previously been majority white.\u003c/p>\n\u003cp>“When it did open … it was a big deal … it was plastered all over newspapers,” Ruffin said.\u003c/p>\n\u003cp>Gross was eventually elected mayor of Milpitas. He was one of the first African Americans to hold that office in the state of California. Reflecting on his legacy, Gross was quoted in \u003cem>The Peninsula Times Tribune\u003c/em>:\u003c/p>\n\u003cp>“A citizens’ group said they wanted to change the city’s name … I told them we should change its image instead. We sat down and developed a master plan that brought Milpitas from a small farm community to the thriving city it is today. It’s a city on the move.”\u003c/p>\n\u003ch2>The Ford Factory Closes\u003c/h2>\n\u003cp>Ford changed the face of Milpitas, but the golden age of American cars wouldn’t last forever.\u003c/p>\n\u003cfigure id=\"attachment_12040154\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040154\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy.jpg\" alt=\"\" width=\"1000\" height=\"750\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy-160x120.jpg 160w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\">\u003cfigcaption class=\"wp-caption-text\">One of the last Ford cars built at the San José Assembly Plant before the factory closed in 1983. \u003ccite>(The Milpitas Beat, courtesy of the Sabin family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It was the late [19]70s, and all the different auto manufacturers, they were producing more cars than they were selling,” Wilcoxson remembered. The \u003ca href=\"https://history.state.gov/milestones/1969-1976/oil-embargo\">1973 oil crisis spelled disaster\u003c/a> for big American cars. “Everything kind of shut back the amount of cars people were buying.” And Japanese automakers started gaining market share with their smaller, more fuel-efficient cars.\u003c/p>\n\u003cp>Ford eventually closed the Milpitas operation in 1983.\u003c/p>\n\u003cp>“They had a manager’s meeting that the plant was going to be closing, that they were completely shutting it down and moving production to the Midwest,” Wilcoxson recalled.\u003c/p>\n\u003cp>Those who stayed until the end helped to pack up the plant, stripping it of anything valuable.\u003c/p>\n\u003cp>“They were literally having a yard sale in the parking lot of tool benches, air guns,” Wilcoxson said.\u003c/p>\n\u003ch2>Becoming the Great Mall of Milpitas\u003c/h2>\n\u003cp>After the factory closed in 1983, Milpitas’ economy took a hit. Thousands of high-paying jobs were gone. Soon enough, however, the 1980s and ’90s Silicon Valley boom brought new opportunities to the area, but not in manufacturing. The factory itself sat vacant for nearly ten years before it would be transformed into the mall it is today.\u003c/p>\n\u003cp>In 1994, the Great Mall of Milpitas celebrated its grand opening.\u003c/p>\n\u003cfigure id=\"attachment_12040155\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040155\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy.jpg\" alt=\"\" width=\"1600\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">The Great Mall of Milpitas holds a secret history. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The grand opening was an exciting event, tying up traffic on the nearby freeways and bringing shoppers out to marvel at the massive retail space. There was even an old Ford car on display, a nod to the building’s prior use.\u003c/p>\n\u003cp>Visit the Great Mall today, and it’s much harder to see remnants of the past. The high ceilings crisscrossed with industrial beams are one tell, and the shipping area’s green paint is yet another. But standing in the food court, it’s hard to imagine Mustangs rolling off an assembly line. That doesn’t mean you shouldn’t close your eyes and try.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2>\u003ca id=\"A\">\u003c/a>Episode Transcript\u003c/h2>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Post World War II America was a time of economic opportunity and people wanted cars.\u003c/p>\n\u003cp>\u003cstrong>Advertisement:\u003c/strong> Mustang, the original, America’s favorite sports car. With three new models.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Imagine the open road, cruising with the windows down, radio blaring. The epitome of freedom. That’s the image Ford was selling.\u003c/p>\n\u003cp>\u003cstrong>Advertisement: \u003c/strong>Falcon 1966, low, lean, long hooded.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>At the start of the 1960s Ford had cornered nearly a third of the U.S. car market. Many of those vehicles were manufactured in the Midwest, but Ford automobiles were so popular the company had expanded manufacturing nationwide. Ford had outposts in Edgewater, New Jersey, Seattle, Washington, Dallas, Texas, just to name a few.\u003c/p>\n\u003cp>\u003cstrong>Advertisement: \u003c/strong>You’re ahead in a Ford, all the way!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Many of these factories have since closed but some of this history is still hidden in plain sight. You might have even stepped foot in an old Ford factory without knowing it. Take the Great Mall of Milpitas in the San Francisco Bay Area, for instance.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Bob Marsden:\u003c/strong> This is Bob Marsden, reporting from the Ford Motor Company assembly plant at Milpitas.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>That’s right. The Great Mall of Milpitas used to be an enormous Ford factory.\u003c/p>\n\u003cp>\u003cstrong>Bob Marsden: \u003c/strong>This particular facility which employees 3,000 is the West Coast plant for Mustang and light truck assemblage.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The plant first opened seventy years ago, on May 17th, 1955. At the time, it was one of the largest automotive assembly plants on the West Coast. It represented thousands of good jobs and brought social change to what had been a small, agricultural community. But visit the mall today and there isn’t much left to mark this history. Bay Curious listener Brandon Choy only knows about it because he saw a plaque once that mentioned the old Ford factory.\u003c/p>\n\u003cp>\u003cstrong>Brandon Choy:\u003c/strong> I was just wondering what the story behind this former Ford plant is and how it eventually became the Great Mall?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>This week on Bay Curious, we dive into the history of the Ford factory that put Milpitas on the map. We’ll hear from former Ford workers about life at the factory and then we’ll explore how the plant changed Milpitas itself, transforming a quiet agricultural town into a bustling city, a city with one of the first integrated neighborhoods in America. I’m Katrina Schwartz. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz:\u003c/strong> The Ford factory opened in Milpitas in 1955. To help us understand its history and how it became the Great Mall of Milpitas, we sent Bay Curious producer Gabriela Glueck to the Mall to meet up with someone who used to work there when it was a Ford plant.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck:\u003c/strong> Standing inside of the Great Mall today, it feels like any other American mall. But it’s got kind of an unusual shape. It’s a rough oval with a band of stores around the outside and a hidden open space in the middle where trucks can drive in shipments. It’s this secret inner area Karl Cortese is most excited to show me.\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>I just kind of know where everything is at.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Karl started working in this building back in 1968 when it was a Ford plant. He spent 15 years sweating on the assembly line.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>There wasn’t any air conditioning. So I remember that very well, because I used to take it all the way down to my underwear and then put my coveralls on and that’s all I had to wear, because it was so hot in here, so noisy and everything else. So I put up with it like I said for a long time, but it’s okay.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Walking through the Great Mall with Karl is a strange experience. Where I see a food court, he sees an assembly line.\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>I could tell you small parts here, upholstery was here, trim was over here, chassis was over here.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>It’s like he can still hear the clanging metal, the chatter of workers, the sounds of nonstop progress.\u003c/p>\n\u003cp>\u003cstrong>Advertisement: \u003c/strong>They’re rolling and they’re moving fast. They’re the new Ford trucks 460 with certified economy. And they’re coming off the assembly lines and onto the highways, heading for Ford dealers all over America.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Talking with Karl got me wondering why Ford decided to build a factory in Milpitas at all. The answer is actually pretty simple. In the 1950s, Milpitas was largely agricultural land. The name Milpitas means “little cornfield” and after World War II, Ford was looking to expand. Ford had already been operating for decades in Richmond, California. During the war, the factory there manufactured tanks.\u003c/p>\n\u003cp>But post-war, the Richmond plant was just too small and outdated. So in 1955, Ford packed up its boxes and moved to Milpitas, quite the upgrade. The new factory was roughly three times as big. 1,414,000 square feet to be exact. That’s nearly 25 football fields dedicated to making as many cars as humanly possible. I spoke with a handful of men who worked at the Milpitas Ford Factory about their jobs.\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>I put the back hinges on for the three doors and things like that, and the station wagons.\u003c/p>\n\u003cp>\u003cstrong>Don Conley:\u003c/strong> So I was putting in the glass, the side glass, the quarter glass windshield and back glass, wherever they needed me.\u003c/p>\n\u003cp>\u003cstrong>Leo Cozzo: \u003c/strong>I worked in the Mustang, putting the pin stripes on and big emblems and louvers and stuff like that.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>I also worked in the repair hole at the end of the production line on cars that had missing parts, damaged parts, that sort of thing.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Each worker was assigned a station and a task, to repeat, repeat, repeat. One former worker told me it was a job that could turn young bodies into old ones real fast. They worked on all sorts of models, the F-series pickups, the Mustangs, the Falcons and the Pintos.\u003c/p>\n\u003cp>\u003cstrong>Pinto Advertisement:\u003c/strong> The new little car from Ford, moves with a tough little engine that’s not only frisky but thrifty.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>But outside of the factory walls a problem was brewing: a housing problem. When Ford relocated to Milpitas, many Richmond workers came with it, including many of the plant’s African American employees. They needed a place to live.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II: \u003c/strong>And they’re looking around, and they’re like, you know, okay, so what’s down there? And so how are we going to keep our jobs going back and forth? There is no BART, there is no CalTrain, there is none of that.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>That’s Herbert Ruffin II. He’s an Associate Professor of African American studies at Syracuse University. He also spent part of his childhood in Milpitas. He says an African American worker named Ben Gross was a key player in solving this housing crisis.\u003c/p>\n\u003cp>Gross was born and raised in Arkansas, lived under Jim Crow laws, and picked cotton during the Great Depression. He joined the army, then joined Ford. He quickly became involved in union politics with the Local 560, a branch of the United Auto Workers Union.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II:\u003c/strong> Gross believed that he worked on the same lines as everybody, African Americans, and that they should be afforded the same type of treatments.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Top of mind was housing for Black workers who were barred from buying or renting homes in many towns nearby. Gross was appointed to a special housing subcommittee, tasked with finding a plot of land to build an integrated community. But prior to Ford’s move, Milpitas had been almost entirely white. And not everyone was thrilled at the prospect of change.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II:\u003c/strong> But at every point in time as this is being developed, there were always like these, these barriers that would be thrown out there. Well, you can’t build this here because of sewage. You can’t do this because of this. You can’t do this because of that, that, that, you know.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Despite obstacles, Gross and local union members were able to find some old ranch land for a housing development. It would become one of the first integrated neighborhoods in America. And with funding and additional support from a handful of Quaker affiliated organizations, they started to build.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II: \u003c/strong>When it did open it, and it was a big deal, you know, it was plastered all over newspapers.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Called Sunnyhills, it opened in 1956, just a year after the factory. Soon families like John Wilcoxson’s started moving in.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>We had a Black family on one side of us, a Hispanic family on the other side, and we had a Polish family on the backside of our fence.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>John is white and was young enough that he didn’t realize there was anything special about such a diverse community.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson:\u003c/strong> And we knew all of them going in, and my father worked with them. All knew him by name, and it was just something that I grew up with, and I thought was normal everywhere.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>The Union Hall was at the entrance to the neighborhood and pretty much everyone who lived there worked at Ford. John told me there was a real community feel to the place. From the Fourth of July parties to the potlucks.\u003c/p>\n\u003cp>Neighbors also came together on more somber occasions, like the assassination of Dr. Martin Luther King Jr. In its wake, the Sunnyhills United Methodist Church held a mourning event, with an open conversation about race.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson:\u003c/strong> And it wasn’t until I was older and actually we were moving away that my parents told me that – and this is when the ‘65 riots were starting – that not everybody lived in a nice community like we had been in.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Ben Gross, the man responsible for getting Sunnyhills built, was eventually elected Mayor of Milpitas. He was one of the first African Americans to hold that office in the state of California. Reflecting on his legacy in Milpitas, Gross was quoted in \u003cem>The Peninsula Times Tribune\u003c/em> saying that when:\u003c/p>\n\u003cp>\u003cstrong>Ben Gross:\u003c/strong> A citizens’ group said they wanted to change the city’s name, I told them we should change its image instead. We sat down and developed a master plan that brought Milpitas from a small farm community to the thriving city it is today. It’s a city on the move.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Ford was a big part of this “city on the move.” And many neighborhood kids like John, who grew up in Sunnyhills, ended up working at the factory.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>Going into Ford, it was not something I originally had planned on doing, but it was sort of a natural event once it kind of came about.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>For many, working at the Ford plant was a pathway to the middle class, they could buy a home, have a family, and a guaranteed retirement. But all that was threatened when American automobile sales started slowing. John remembers it all too well.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson:\u003c/strong> Well it was the late ’70s, and everybody, all the different auto manufacturers, they were producing more cars than they were selling.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>It was a real rough patch for the American car industry.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>There was the oil crisis, everything kind of shut back the amount of cars people were buying.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>He remembers seeing last year’s models lined up in the factory lot, Ford had made more than they could sell. It was evidence of a changing tide. In 1983, the factory closed its doors, thousands of well-paid jobs were gone. But this was the hey-day of Silicon Valley and tech companies were bringing a new kind of job to the area. The factory itself lay vacant for a while — nearly 10 years — until it would get the chance to fulfill its second destiny.\u003c/p>\n\u003cp>\u003cstrong>KGO-TV: \u003c/strong>A huge commercial venture that’s opened up hundreds of jobs in Milpitas tied up traffic on the Montague expressway today and sent thousands of people into a shopping frenzy.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>In 1990s America, a massive indoor space like that could only really become one thing.\u003c/p>\n\u003cp>\u003cstrong>KGO-TV:\u003c/strong> And with that, the Great Mall opened its doors today, offering the promise of an economic boom.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Local TV station KGO was there to cover the mall’s 1994 opening.\u003c/p>\n\u003cp>\u003cstrong>KGO-TV:\u003c/strong> Built on the site of the old Ford Motor Company plant, this monster outlet mall is expected to generate 350 million dollars worth of annual sales.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>It was a festive occasion, people milling around, exploring all the new stores. The footage is grainy, but you can still make out what looks like an old-school Ford car on the floor. A small history exhibit commemorating the factory. These days, that car and the exhibit are no more. But traces of the past still linger, if you know where to look.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>That was Bay Curious producer Gabriela Glueck.\u003c/p>\n\u003cp>\u003cstrong>Brandon Choy: \u003c/strong>Bay Curious is produced in San Francisco at member-supported KQED.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Our show is made by: Gabriela Glueck, Christopher Beale, and me, Katrina Schwartz. With extra support from Alana Walker, Maha Sanad, Katie Springer, Jen Chien, Holly Kernan, and everyone on team KQED. Thanks for listening. Have a great week!\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#A\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>For Karl Cortese, the Great Mall of Milpitas is much more than just a mall. He’s come here often over the years, to go shopping with his wife or spend time at the Dave and Buster’s with his grandkids. But each time he visits, he can’t help but remember the place as it used to be.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Back in Karl’s day, the building was home to a massive Ford factory. Officially known as the San José Assembly Plant, the factory opened its doors in 1955. Karl started working there in 1968 and spent 15 years on the assembly line. For him, the mall’s shipping center offers the best window into the building’s industrial past. “There was that old green color and white letters and … the floor was all concrete,” Karl said. If you peek inside these days, not much has changed.\u003c/p>\n\u003cfigure id=\"attachment_12040150\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040150\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy.jpg\" alt=\"\" width=\"1000\" height=\"750\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/FordInterior-copy-160x120.jpg 160w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\">\u003cfigcaption class=\"wp-caption-text\">The green walls at Ford’s San José Assembly Plant are still part of the Great Mall today. \u003ccite>(The Milpitas Beat, courtesy of the Sabin family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nowadays, the only other way a visitor might know this building used to manufacture Ford cars is a small — and easy-to-overlook — display case of Ford-era memorabilia. For the most part, mall goers seem unaware of the factory’s history and its importance to the surrounding area.\u003c/p>\n\u003cp>The Ford plant put Milpitas on the map, forever changing what had been a sleepy agricultural town into a thriving city. The factory’s opening also sparked historic social change: the creation of one of the first integrated neighborhoods in America.\u003c/p>\n\u003cfigure id=\"attachment_12039976\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039976\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GREATMALLMILPITAS-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Karl Cortese, a former employee at the Ford Motor Company’s San José Assembly Plant, stands outside the Great Mall in Milpitas on April 29, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Moving to Milpitas\u003c/h2>\n\u003cp>Before Ford opened its Milpitas plant, \u003ca href=\"https://www.nps.gov/places/ford-motor-company-assembly-plant.htm\">the automaker had already been operating in Richmond for decades\u003c/a>. During World War II, the so-called “Richmond Tank Depot” helped produce jeeps, tanks, and other military vehicles. After the war ended, the American economy began to boom and demand for American cars increased. The outdated Richmond factory struggled to meet demand. Ford needed to expand.\u003c/p>\n\u003cp>In 1950s California, Milpitas was a great option. The agricultural town offered expansive acreage at an affordable price. According to historian Herbert Ruffin II, Milpitas “was just a place that you drive through [and] you see nothing but cornfields.” Ruffin spent part of his childhood in Milpitas, a town so agriculturally rooted its name literally means “little cornfield.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After staving off annexation from San José, Milpitas was officially incorporated in 1954. According to Herbert, “San José wanted Milpitas real bad, primarily because they wanted … the tax money that came from that [Ford] plant.”\u003c/p>\n\u003cp>When the Ford factory opened in 1955, just a year later, it called Milpitas home.\u003c/p>\n\u003ch2>Working at the San José Assembly Plant\u003c/h2>\n\u003cp>David McFeely grew up in Milpitas, with the Ford factory in the background. “On a clear summer night, when sound really carries, you could hear the switch engines moving all the freight cars in and out of the Ford plant,” McFeely said.\u003c/p>\n\u003cp>For a high school graduate on the job hunt, Ford was a great option. It offered some of the highest pay in the Santa Clara Valley. McFeely’s plan was to stay short-term and save up money to go to college. So, he joined the factory’s part-time replacement program. When he finally got the chance to peek behind the curtain, he was in awe.\u003c/p>\n\u003cp>“I mean for a technical mind, it was like being a kid in a candy store,” he said.\u003c/p>\n\u003cfigure id=\"attachment_12039982\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039982\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1545\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-800x618.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-1020x788.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-160x124.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-1536x1187.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-3-KQED-1920x1483.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicle frames on the assembly line at the San José Assembly Plant, 1974. \u003ccite>(Courtesy of the Ford Motor Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Milpitas operation was responsible for making some iconic Ford models — the Mustang, F-series pickups, Pintos, and Falcons. The 1.4 million square-foot factory served as Ford’s West Coast production outpost. At its peak, the plant employed nearly 6,000 workers and operated at a rate of 55 cars and 22 trucks per hour.\u003c/p>\n\u003cp>“God knows how they were able to do this,” McFeely said. “But the logistical coordination was fascinating.”\u003c/p>\n\u003cp>The expansive factory was a network of assembly lines. There was the paint department, the trim department, the chassis department, the repair hole, just to name a few. Workers were assigned a station and task to repeat ad nauseam. Former Ford worker John Wilcoxson said that “[the work] could get boring at times, but … you kind of had to make your own fun.” He remembered causing a stir when he smuggled headphones into the factory to provide a soundtrack to the monotonous, repetitive work.\u003c/p>\n\u003cp>“It was just sort of some nice background noise, instead of the constant clash of metal and things going on around me,” Wilcoxson said.\u003c/p>\n\u003cfigure id=\"attachment_12039981\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039981\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1545\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-800x618.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-1020x788.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-160x124.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-1536x1187.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250513-GREAT-MALL-OF-MILPITAS-ARCHIVAL-2-KQED-1920x1483.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An inside look at the San José Assembly Plant, 1974. \u003ccite>(Courtesy of the Ford Motor Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Former workers remember a strong community around the plant. There was a company softball team where different departments competed against one another and during the holiday season, workers barbecued on the blacksmith’s forge.\u003c/p>\n\u003cp>Many workers lived in a nearby neighborhood called Sunnyhills, which Ford’s local union built to accommodate an influx of workers to Milpitas. There was even a Ford Union Hall in the development. But the most remarkable thing about the neighborhood was its diversity. In 1956, when it opened, Sunnyhills was one of the first planned integrated neighborhoods in America.\u003c/p>\n\u003ch2>The Story of Sunnyhills\u003c/h2>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/S5QKBKrNKGo'\n title='//www.youtube.com/embed/S5QKBKrNKGo'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>When Ford shut down its Richmond plant to relocate to Milpitas, many workers opted to continue at the new location. But Milpitas lacked housing, particularly for African American workers who were barred from buying or renting homes in the surrounding towns. Historian Herbert Ruffin II says many of these workers first tried commuting from Richmond by car.\u003c/p>\n\u003cp>“There [was] no BART, there [was] no Caltrain, there [was] none of that,” he said.\u003c/p>\n\u003cp>But it was a long commute, over 40 miles. Ford’s union leaders were determined to find a solution to this housing problem.\u003c/p>\n\u003cp>Leading the charge was\u003ca href=\"https://www.blackpast.org/african-american-history/ben-gross-1921/\"> an African American worker by the name of Ben Gross\u003c/a>. Gross was born and raised in Arkansas, lived under Jim Crow laws, and picked cotton during the Great Depression. After leaving the army, he joined Ford and quickly became an active union member. In 1950, he was the first African American elected to the Local 560s bargaining committee.\u003c/p>\n\u003cp>“Gross believed that he worked on the same lines as everybody, African Americans, and that they should be afforded the same type of treatments,” Ruffin said.\u003c/p>\n\u003cp>In 1954, Gross was appointed to the union’s special housing subcommittee tasked with finding a plot of land to build an integrated housing development. The project \u003ca href=\"https://www.habitatebsv.org/blog/milpitas-fair-housing-history\">met its fair share of setbacks\u003c/a> along the way.\u003c/p>\n\u003cp>“At every point in time as this is being developed … [there were always] these barriers that would be thrown out there,” Ruffin said. “You can’t build this here because of sewage. You can’t do this because of this. You can’t do this because of that.”\u003c/p>\n\u003cp>Despite obstacles, Gross and local union members were able to find some old ranch land for a housing development. With funding and additional support from a handful of Quaker-affiliated organizations, they started to build. When it was completed, it was one of the first integrated neighborhoods in the country, and it helped diversify Milpitas’ population, which had previously been majority white.\u003c/p>\n\u003cp>“When it did open … it was a big deal … it was plastered all over newspapers,” Ruffin said.\u003c/p>\n\u003cp>Gross was eventually elected mayor of Milpitas. He was one of the first African Americans to hold that office in the state of California. Reflecting on his legacy, Gross was quoted in \u003cem>The Peninsula Times Tribune\u003c/em>:\u003c/p>\n\u003cp>“A citizens’ group said they wanted to change the city’s name … I told them we should change its image instead. We sat down and developed a master plan that brought Milpitas from a small farm community to the thriving city it is today. It’s a city on the move.”\u003c/p>\n\u003ch2>The Ford Factory Closes\u003c/h2>\n\u003cp>Ford changed the face of Milpitas, but the golden age of American cars wouldn’t last forever.\u003c/p>\n\u003cfigure id=\"attachment_12040154\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040154\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy.jpg\" alt=\"\" width=\"1000\" height=\"750\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/LastFordCar-copy-160x120.jpg 160w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\">\u003cfigcaption class=\"wp-caption-text\">One of the last Ford cars built at the San José Assembly Plant before the factory closed in 1983. \u003ccite>(The Milpitas Beat, courtesy of the Sabin family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It was the late [19]70s, and all the different auto manufacturers, they were producing more cars than they were selling,” Wilcoxson remembered. The \u003ca href=\"https://history.state.gov/milestones/1969-1976/oil-embargo\">1973 oil crisis spelled disaster\u003c/a> for big American cars. “Everything kind of shut back the amount of cars people were buying.” And Japanese automakers started gaining market share with their smaller, more fuel-efficient cars.\u003c/p>\n\u003cp>Ford eventually closed the Milpitas operation in 1983.\u003c/p>\n\u003cp>“They had a manager’s meeting that the plant was going to be closing, that they were completely shutting it down and moving production to the Midwest,” Wilcoxson recalled.\u003c/p>\n\u003cp>Those who stayed until the end helped to pack up the plant, stripping it of anything valuable.\u003c/p>\n\u003cp>“They were literally having a yard sale in the parking lot of tool benches, air guns,” Wilcoxson said.\u003c/p>\n\u003ch2>Becoming the Great Mall of Milpitas\u003c/h2>\n\u003cp>After the factory closed in 1983, Milpitas’ economy took a hit. Thousands of high-paying jobs were gone. Soon enough, however, the 1980s and ’90s Silicon Valley boom brought new opportunities to the area, but not in manufacturing. The factory itself sat vacant for nearly ten years before it would be transformed into the mall it is today.\u003c/p>\n\u003cp>In 1994, the Great Mall of Milpitas celebrated its grand opening.\u003c/p>\n\u003cfigure id=\"attachment_12040155\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040155\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy.jpg\" alt=\"\" width=\"1600\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250429-GreatMallofMilpitas-24-BL-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">The Great Mall of Milpitas holds a secret history. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The grand opening was an exciting event, tying up traffic on the nearby freeways and bringing shoppers out to marvel at the massive retail space. There was even an old Ford car on display, a nod to the building’s prior use.\u003c/p>\n\u003cp>Visit the Great Mall today, and it’s much harder to see remnants of the past. The high ceilings crisscrossed with industrial beams are one tell, and the shipping area’s green paint is yet another. But standing in the food court, it’s hard to imagine Mustangs rolling off an assembly line. That doesn’t mean you shouldn’t close your eyes and try.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"A\">\u003c/a>Episode Transcript\u003c/h2>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Post World War II America was a time of economic opportunity and people wanted cars.\u003c/p>\n\u003cp>\u003cstrong>Advertisement:\u003c/strong> Mustang, the original, America’s favorite sports car. With three new models.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Imagine the open road, cruising with the windows down, radio blaring. The epitome of freedom. That’s the image Ford was selling.\u003c/p>\n\u003cp>\u003cstrong>Advertisement: \u003c/strong>Falcon 1966, low, lean, long hooded.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>At the start of the 1960s Ford had cornered nearly a third of the U.S. car market. Many of those vehicles were manufactured in the Midwest, but Ford automobiles were so popular the company had expanded manufacturing nationwide. Ford had outposts in Edgewater, New Jersey, Seattle, Washington, Dallas, Texas, just to name a few.\u003c/p>\n\u003cp>\u003cstrong>Advertisement: \u003c/strong>You’re ahead in a Ford, all the way!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Many of these factories have since closed but some of this history is still hidden in plain sight. You might have even stepped foot in an old Ford factory without knowing it. Take the Great Mall of Milpitas in the San Francisco Bay Area, for instance.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Bob Marsden:\u003c/strong> This is Bob Marsden, reporting from the Ford Motor Company assembly plant at Milpitas.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>That’s right. The Great Mall of Milpitas used to be an enormous Ford factory.\u003c/p>\n\u003cp>\u003cstrong>Bob Marsden: \u003c/strong>This particular facility which employees 3,000 is the West Coast plant for Mustang and light truck assemblage.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The plant first opened seventy years ago, on May 17th, 1955. At the time, it was one of the largest automotive assembly plants on the West Coast. It represented thousands of good jobs and brought social change to what had been a small, agricultural community. But visit the mall today and there isn’t much left to mark this history. Bay Curious listener Brandon Choy only knows about it because he saw a plaque once that mentioned the old Ford factory.\u003c/p>\n\u003cp>\u003cstrong>Brandon Choy:\u003c/strong> I was just wondering what the story behind this former Ford plant is and how it eventually became the Great Mall?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>This week on Bay Curious, we dive into the history of the Ford factory that put Milpitas on the map. We’ll hear from former Ford workers about life at the factory and then we’ll explore how the plant changed Milpitas itself, transforming a quiet agricultural town into a bustling city, a city with one of the first integrated neighborhoods in America. I’m Katrina Schwartz. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz:\u003c/strong> The Ford factory opened in Milpitas in 1955. To help us understand its history and how it became the Great Mall of Milpitas, we sent Bay Curious producer Gabriela Glueck to the Mall to meet up with someone who used to work there when it was a Ford plant.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck:\u003c/strong> Standing inside of the Great Mall today, it feels like any other American mall. But it’s got kind of an unusual shape. It’s a rough oval with a band of stores around the outside and a hidden open space in the middle where trucks can drive in shipments. It’s this secret inner area Karl Cortese is most excited to show me.\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>I just kind of know where everything is at.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Karl started working in this building back in 1968 when it was a Ford plant. He spent 15 years sweating on the assembly line.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>There wasn’t any air conditioning. So I remember that very well, because I used to take it all the way down to my underwear and then put my coveralls on and that’s all I had to wear, because it was so hot in here, so noisy and everything else. So I put up with it like I said for a long time, but it’s okay.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Walking through the Great Mall with Karl is a strange experience. Where I see a food court, he sees an assembly line.\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>I could tell you small parts here, upholstery was here, trim was over here, chassis was over here.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>It’s like he can still hear the clanging metal, the chatter of workers, the sounds of nonstop progress.\u003c/p>\n\u003cp>\u003cstrong>Advertisement: \u003c/strong>They’re rolling and they’re moving fast. They’re the new Ford trucks 460 with certified economy. And they’re coming off the assembly lines and onto the highways, heading for Ford dealers all over America.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Talking with Karl got me wondering why Ford decided to build a factory in Milpitas at all. The answer is actually pretty simple. In the 1950s, Milpitas was largely agricultural land. The name Milpitas means “little cornfield” and after World War II, Ford was looking to expand. Ford had already been operating for decades in Richmond, California. During the war, the factory there manufactured tanks.\u003c/p>\n\u003cp>But post-war, the Richmond plant was just too small and outdated. So in 1955, Ford packed up its boxes and moved to Milpitas, quite the upgrade. The new factory was roughly three times as big. 1,414,000 square feet to be exact. That’s nearly 25 football fields dedicated to making as many cars as humanly possible. I spoke with a handful of men who worked at the Milpitas Ford Factory about their jobs.\u003c/p>\n\u003cp>\u003cstrong>Karl Cortese: \u003c/strong>I put the back hinges on for the three doors and things like that, and the station wagons.\u003c/p>\n\u003cp>\u003cstrong>Don Conley:\u003c/strong> So I was putting in the glass, the side glass, the quarter glass windshield and back glass, wherever they needed me.\u003c/p>\n\u003cp>\u003cstrong>Leo Cozzo: \u003c/strong>I worked in the Mustang, putting the pin stripes on and big emblems and louvers and stuff like that.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>I also worked in the repair hole at the end of the production line on cars that had missing parts, damaged parts, that sort of thing.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Each worker was assigned a station and a task, to repeat, repeat, repeat. One former worker told me it was a job that could turn young bodies into old ones real fast. They worked on all sorts of models, the F-series pickups, the Mustangs, the Falcons and the Pintos.\u003c/p>\n\u003cp>\u003cstrong>Pinto Advertisement:\u003c/strong> The new little car from Ford, moves with a tough little engine that’s not only frisky but thrifty.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>But outside of the factory walls a problem was brewing: a housing problem. When Ford relocated to Milpitas, many Richmond workers came with it, including many of the plant’s African American employees. They needed a place to live.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II: \u003c/strong>And they’re looking around, and they’re like, you know, okay, so what’s down there? And so how are we going to keep our jobs going back and forth? There is no BART, there is no CalTrain, there is none of that.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>That’s Herbert Ruffin II. He’s an Associate Professor of African American studies at Syracuse University. He also spent part of his childhood in Milpitas. He says an African American worker named Ben Gross was a key player in solving this housing crisis.\u003c/p>\n\u003cp>Gross was born and raised in Arkansas, lived under Jim Crow laws, and picked cotton during the Great Depression. He joined the army, then joined Ford. He quickly became involved in union politics with the Local 560, a branch of the United Auto Workers Union.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II:\u003c/strong> Gross believed that he worked on the same lines as everybody, African Americans, and that they should be afforded the same type of treatments.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Top of mind was housing for Black workers who were barred from buying or renting homes in many towns nearby. Gross was appointed to a special housing subcommittee, tasked with finding a plot of land to build an integrated community. But prior to Ford’s move, Milpitas had been almost entirely white. And not everyone was thrilled at the prospect of change.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II:\u003c/strong> But at every point in time as this is being developed, there were always like these, these barriers that would be thrown out there. Well, you can’t build this here because of sewage. You can’t do this because of this. You can’t do this because of that, that, that, you know.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Despite obstacles, Gross and local union members were able to find some old ranch land for a housing development. It would become one of the first integrated neighborhoods in America. And with funding and additional support from a handful of Quaker affiliated organizations, they started to build.\u003c/p>\n\u003cp>\u003cstrong>Herbert Ruffin II: \u003c/strong>When it did open it, and it was a big deal, you know, it was plastered all over newspapers.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Called Sunnyhills, it opened in 1956, just a year after the factory. Soon families like John Wilcoxson’s started moving in.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>We had a Black family on one side of us, a Hispanic family on the other side, and we had a Polish family on the backside of our fence.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>John is white and was young enough that he didn’t realize there was anything special about such a diverse community.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson:\u003c/strong> And we knew all of them going in, and my father worked with them. All knew him by name, and it was just something that I grew up with, and I thought was normal everywhere.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>The Union Hall was at the entrance to the neighborhood and pretty much everyone who lived there worked at Ford. John told me there was a real community feel to the place. From the Fourth of July parties to the potlucks.\u003c/p>\n\u003cp>Neighbors also came together on more somber occasions, like the assassination of Dr. Martin Luther King Jr. In its wake, the Sunnyhills United Methodist Church held a mourning event, with an open conversation about race.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson:\u003c/strong> And it wasn’t until I was older and actually we were moving away that my parents told me that – and this is when the ‘65 riots were starting – that not everybody lived in a nice community like we had been in.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Ben Gross, the man responsible for getting Sunnyhills built, was eventually elected Mayor of Milpitas. He was one of the first African Americans to hold that office in the state of California. Reflecting on his legacy in Milpitas, Gross was quoted in \u003cem>The Peninsula Times Tribune\u003c/em> saying that when:\u003c/p>\n\u003cp>\u003cstrong>Ben Gross:\u003c/strong> A citizens’ group said they wanted to change the city’s name, I told them we should change its image instead. We sat down and developed a master plan that brought Milpitas from a small farm community to the thriving city it is today. It’s a city on the move.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Ford was a big part of this “city on the move.” And many neighborhood kids like John, who grew up in Sunnyhills, ended up working at the factory.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>Going into Ford, it was not something I originally had planned on doing, but it was sort of a natural event once it kind of came about.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>For many, working at the Ford plant was a pathway to the middle class, they could buy a home, have a family, and a guaranteed retirement. But all that was threatened when American automobile sales started slowing. John remembers it all too well.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson:\u003c/strong> Well it was the late ’70s, and everybody, all the different auto manufacturers, they were producing more cars than they were selling.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>It was a real rough patch for the American car industry.\u003c/p>\n\u003cp>\u003cstrong>John Wilcoxson: \u003c/strong>There was the oil crisis, everything kind of shut back the amount of cars people were buying.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>He remembers seeing last year’s models lined up in the factory lot, Ford had made more than they could sell. It was evidence of a changing tide. In 1983, the factory closed its doors, thousands of well-paid jobs were gone. But this was the hey-day of Silicon Valley and tech companies were bringing a new kind of job to the area. The factory itself lay vacant for a while — nearly 10 years — until it would get the chance to fulfill its second destiny.\u003c/p>\n\u003cp>\u003cstrong>KGO-TV: \u003c/strong>A huge commercial venture that’s opened up hundreds of jobs in Milpitas tied up traffic on the Montague expressway today and sent thousands of people into a shopping frenzy.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>In 1990s America, a massive indoor space like that could only really become one thing.\u003c/p>\n\u003cp>\u003cstrong>KGO-TV:\u003c/strong> And with that, the Great Mall opened its doors today, offering the promise of an economic boom.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>Local TV station KGO was there to cover the mall’s 1994 opening.\u003c/p>\n\u003cp>\u003cstrong>KGO-TV:\u003c/strong> Built on the site of the old Ford Motor Company plant, this monster outlet mall is expected to generate 350 million dollars worth of annual sales.\u003c/p>\n\u003cp>\u003cstrong>Gabriela Glueck: \u003c/strong>It was a festive occasion, people milling around, exploring all the new stores. The footage is grainy, but you can still make out what looks like an old-school Ford car on the floor. A small history exhibit commemorating the factory. These days, that car and the exhibit are no more. But traces of the past still linger, if you know where to look.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>That was Bay Curious producer Gabriela Glueck.\u003c/p>\n\u003cp>\u003cstrong>Brandon Choy: \u003c/strong>Bay Curious is produced in San Francisco at member-supported KQED.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Our show is made by: Gabriela Glueck, Christopher Beale, and me, Katrina Schwartz. With extra support from Alana Walker, Maha Sanad, Katie Springer, Jen Chien, Holly Kernan, and everyone on team KQED. Thanks for listening. Have a great week!\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Nearly two months after San Francisco \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">installed the first\u003c/a> of 33 speed safety cameras throughout the city, city transit officials told KQED there is no expected date for all the cameras to be made fully operational.\u003c/p>\n\u003cp>That means that the cameras will continue to issue $0 warning citations, instead of fines, for the foreseeable future, according to Shannon Hake, the Speed Safety Camera program manager for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>In a bid to make streets safer, San Francisco is attempting a five-year pilot of \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">speed safety cameras\u003c/a> after a 2023 bill — AB 645 — authorized six cities in the state to install cameras that automatically ticket drivers for speeding. Transit safety advocates have hailed the program as an effective tool to help reduce collisions on city streets. But delays are frustrating those same advocates who say there’s no time to waste in making streets safer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hake said the reason for the project’s uncertain completion date is due to a new permit process the city is undertaking with PG&E to hook up the new cameras.\u003c/p>\n\u003cp>“ This is the first time that any city in California is connecting speed cameras to an overall system. We’re excited, but that also means there’s no clear process for how to do this,” Hake said. “We’ve been working with PG&E very closely for months now to develop a process that makes sure that our cameras won’t overload their system.”\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>PG&E spokesperson Megan McFarland said that the San Francisco Public Utilities Commission is requesting to install the cameras under a “\u003ca href=\"https://www.pge.com/assets/pge/docs/about/doing-business-with-pge/wd-tariff.pdf\">wholesale distribution tariff\u003c/a>,” as opposed to under retail service, and that requires extra steps to “ensure community safety.”\u003c/p>\n\u003cp>“These types of connections are not allowed under the wholesale distribution tariff. PG&E agreed to provide SFPUC with an exception to the wholesale tariff and allow SFPUC to apply for wholesale service for the speed cameras — while PG&E negotiates an agreement to expedite this process in the future,” McFarland said.\u003c/p>\n\u003cp>According to McFarland, PG&E has provided the San Francisco Public Utilities Commission with a list of requirements for the safe installation of cameras, including “submitting requests through their online portal and providing a badge number for which speed cameras will be installed on which assets.”[aside postID=news_12032036 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg']“Once we have this information, PG&E looks forward to proceeding with this project safely and efficiently,” McFarland said.\u003c/p>\n\u003cp>AB 645 mandates that newly installed cameras must give out $0 warning citations for at least 60 days before they begin to issue citations. Currently, just 18 of the system’s total 33 cameras are operational. The system launched on March 20 with 12 cameras.\u003c/p>\n\u003cp>Hake said the agency will wait until all 33 of the cameras pass the 60-day warning period before issuing citations to avoid potential confusion among drivers.\u003c/p>\n\u003cp>“ Our intent from the beginning of the program has always been to have one moment when every camera switches from the warning period to the citation period,” Hake said.\u003c/p>\n\u003cp>SFMTA has said that speed is the\u003ca href=\"https://www.sfmta.com/media/39052/download?inline\"> leading cause of death\u003c/a> and serious injury on San Francisco’s streets, and that speed safety cameras are a “proven tool to address excessive speeding and reduce severe and fatal injury traffic collisions.”\u003c/p>\n\u003cp>Six pedestrians have been killed in San Francisco so far this year. One was fatally struck by a hit-and-run driver in the city’s Bayview neighborhood this week.\u003c/p>\n\u003cfigure id=\"attachment_12022941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022941\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since 2014, San Francisco has had a goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">zero traffic deaths\u003c/a> in the city, but 2024 was \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">the deadliest year on city streets\u003c/a> for nearly 2 decades, with the city recording 42 traffic fatalities that year.\u003c/p>\n\u003cp>“Every day these aren’t fully activated is painful because we know how high the stakes are,” said Jodie Medeiros, the executive director of Walk SF, “Speed kills. We desperately need speed cameras to start doing their job in reducing dangerous driver behavior and saving lives.”\u003c/p>\n\u003cp>Hake said the cameras are currently recording about 1,000 warnings a day.[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']“ The overall goal here is changing behavior. We’re not trying to issue citations,” Hake said. “So we see this warning period as an opportunity to just continue to spread the word,”\u003c/p>\n\u003cp>Once all cameras begin issuing citations, motorists caught driving 11 miles per hour to 15 miles per hour over the posted speed limit will receive a $50 citation.\u003c/p>\n\u003cp>Citations can reach up to $500 if a motorist is caught driving over 100 mph. In October of last year, SFMTA contracted Verra Mobility, a smart transportation company based in Mesa, Arizona, to install and maintain the cameras, as well as process the tickets issued by the cameras.\u003c/p>\n\u003cp>Hake said SFMTA is making progress towards getting all the cameras online. She said over the past week, the agency installed four additional cameras, and that they have preliminary approvals for eight more. Those should be up by the end of May, leaving the remaining cameras left to be installed in the single digits.\u003c/p>\n\u003cp>“ We know that this is life-saving technology and that every time we have a speed camera activated, it’s making the street around it much safer,” Hake said. “So we want all of our cameras to be online as quickly as we can.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Nearly two months after San Francisco \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">installed the first\u003c/a> of 33 speed safety cameras throughout the city, city transit officials told KQED there is no expected date for all the cameras to be made fully operational.\u003c/p>\n\u003cp>That means that the cameras will continue to issue $0 warning citations, instead of fines, for the foreseeable future, according to Shannon Hake, the Speed Safety Camera program manager for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>In a bid to make streets safer, San Francisco is attempting a five-year pilot of \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">speed safety cameras\u003c/a> after a 2023 bill — AB 645 — authorized six cities in the state to install cameras that automatically ticket drivers for speeding. Transit safety advocates have hailed the program as an effective tool to help reduce collisions on city streets. But delays are frustrating those same advocates who say there’s no time to waste in making streets safer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hake said the reason for the project’s uncertain completion date is due to a new permit process the city is undertaking with PG&E to hook up the new cameras.\u003c/p>\n\u003cp>“ This is the first time that any city in California is connecting speed cameras to an overall system. We’re excited, but that also means there’s no clear process for how to do this,” Hake said. “We’ve been working with PG&E very closely for months now to develop a process that makes sure that our cameras won’t overload their system.”\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>PG&E spokesperson Megan McFarland said that the San Francisco Public Utilities Commission is requesting to install the cameras under a “\u003ca href=\"https://www.pge.com/assets/pge/docs/about/doing-business-with-pge/wd-tariff.pdf\">wholesale distribution tariff\u003c/a>,” as opposed to under retail service, and that requires extra steps to “ensure community safety.”\u003c/p>\n\u003cp>“These types of connections are not allowed under the wholesale distribution tariff. PG&E agreed to provide SFPUC with an exception to the wholesale tariff and allow SFPUC to apply for wholesale service for the speed cameras — while PG&E negotiates an agreement to expedite this process in the future,” McFarland said.\u003c/p>\n\u003cp>According to McFarland, PG&E has provided the San Francisco Public Utilities Commission with a list of requirements for the safe installation of cameras, including “submitting requests through their online portal and providing a badge number for which speed cameras will be installed on which assets.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Once we have this information, PG&E looks forward to proceeding with this project safely and efficiently,” McFarland said.\u003c/p>\n\u003cp>AB 645 mandates that newly installed cameras must give out $0 warning citations for at least 60 days before they begin to issue citations. Currently, just 18 of the system’s total 33 cameras are operational. The system launched on March 20 with 12 cameras.\u003c/p>\n\u003cp>Hake said the agency will wait until all 33 of the cameras pass the 60-day warning period before issuing citations to avoid potential confusion among drivers.\u003c/p>\n\u003cp>“ Our intent from the beginning of the program has always been to have one moment when every camera switches from the warning period to the citation period,” Hake said.\u003c/p>\n\u003cp>SFMTA has said that speed is the\u003ca href=\"https://www.sfmta.com/media/39052/download?inline\"> leading cause of death\u003c/a> and serious injury on San Francisco’s streets, and that speed safety cameras are a “proven tool to address excessive speeding and reduce severe and fatal injury traffic collisions.”\u003c/p>\n\u003cp>Six pedestrians have been killed in San Francisco so far this year. One was fatally struck by a hit-and-run driver in the city’s Bayview neighborhood this week.\u003c/p>\n\u003cfigure id=\"attachment_12022941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022941\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since 2014, San Francisco has had a goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">zero traffic deaths\u003c/a> in the city, but 2024 was \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">the deadliest year on city streets\u003c/a> for nearly 2 decades, with the city recording 42 traffic fatalities that year.\u003c/p>\n\u003cp>“Every day these aren’t fully activated is painful because we know how high the stakes are,” said Jodie Medeiros, the executive director of Walk SF, “Speed kills. We desperately need speed cameras to start doing their job in reducing dangerous driver behavior and saving lives.”\u003c/p>\n\u003cp>Hake said the cameras are currently recording about 1,000 warnings a day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“ The overall goal here is changing behavior. We’re not trying to issue citations,” Hake said. “So we see this warning period as an opportunity to just continue to spread the word,”\u003c/p>\n\u003cp>Once all cameras begin issuing citations, motorists caught driving 11 miles per hour to 15 miles per hour over the posted speed limit will receive a $50 citation.\u003c/p>\n\u003cp>Citations can reach up to $500 if a motorist is caught driving over 100 mph. In October of last year, SFMTA contracted Verra Mobility, a smart transportation company based in Mesa, Arizona, to install and maintain the cameras, as well as process the tickets issued by the cameras.\u003c/p>\n\u003cp>Hake said SFMTA is making progress towards getting all the cameras online. She said over the past week, the agency installed four additional cameras, and that they have preliminary approvals for eight more. Those should be up by the end of May, leaving the remaining cameras left to be installed in the single digits.\u003c/p>\n\u003cp>“ We know that this is life-saving technology and that every time we have a speed camera activated, it’s making the street around it much safer,” Hake said. “So we want all of our cameras to be online as quickly as we can.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.[aside postID=news_12039472 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250509-BARTOUTAGE-03-BL-KQED-1020x680.jpg']The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "bart-shuts-down-entire-train-service-due-to-computer-networking-problem",
"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says",
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"headTitle": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.[aside postID=news_12037653 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg']At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Bay Area transit system is in the midst of replacing its train control system, but Friday’s outage was caused by network devices not connecting properly, a BART spokesperson said. ",
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"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "apply-for-real-id-deadline-may-7-can-i-fly-without",
"title": "What You Need to Know About REAL ID for Air Travel",
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"headTitle": "What You Need to Know About REAL ID for Air Travel | KQED",
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"content": "\u003cp>Starting May 7, every person 18 or older boarding a domestic flight now needs to present identification that meets \u003ca href=\"https://www.kqed.org/news/11643609/what-you-need-to-know-about-california-real-id-drivers-licenses\">federal REAL ID standards\u003c/a>: \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/\">a REAL ID driver’s license\u003c/a> or state identification card, a passport or another federally approved document.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to: \u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"list-style-type: none;\">\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#tsa-without-real-id\">I’m flying soon: What should I do if I don’t have time to get a REAL ID? \u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003c/li>\n\u003c/ul>\n\u003cp>But if you have a domestic flight coming up, don’t panic. Travelers without a REAL ID or \u003ca href=\"#tsa-without-real-id\">another federally compliant document \u003c/a>are \u003ca href=\"https://apnews.com/article/real-id-travelers-security-deadline-homeland-289d84d3c10d96546270ff0e8ca80436\">still being allowed to fly domestically — for now\u003c/a>.\u003c/p>\n\u003cp>And if you’ve applied for or renewed your driver’s license in the past few years, there’s also a good chance you already \u003cem>have\u003c/em> a REAL ID (\u003ca href=\"#do-i-already-have-real-id\">here’s how to tell.) \u003c/a>If not, there are \u003ca href=\"#may\">several other documents you can show TSA \u003c/a>\u003ca href=\"#may\">i\u003c/a>\u003ca href=\"#may\">nstead of a REAL ID\u003c/a>, including a U.S. or foreign passport.\u003c/p>\n\u003ch2>Day 1 of the REAL ID rollout\u003c/h2>\n\u003cp>Despite concerns from travelers that anyone without REAL ID would be denied boarding outright starting May 7, this group is instead being “given a pamphlet that says that they’re not REAL ID compliant with some information on what they need to do next,” said Lorie Dankers, a spokesperson with TSA’s Strategic Communications and Public Affairs team.\u003c/p>\n\u003cp>Some of those individuals “will also receive unpredictable screening,” said Dankers — but “they will still be allowed to fly\u003ci>.” \u003c/i>Dankers said she did not have an end date for this grace period around REAL ID enforcement.\u003c/p>\n\u003cp>TSA had also warned of potential delays in security lines amid the introduction of REAL ID requirements, but travelers and staff who spoke to KQED at San Francisco International Airport on Wednesday morning said they had not personally encountered or witnessed any additional delays at security checkpoints on their domestic flights.\u003c/p>\n\u003cp>“It appears to be business as usual at our security checkpoints, and that was really the goal,” said Doug Yakel, public information officer at SFO on Wednesday. “For those individuals that are flying today that do not have a Real ID or passport, we recommend allowing extra time to get through that process. But we have not seen any impact thus far on line waits our security checkpoints.”\u003c/p>\n\u003cp>That said, “Wednesday is one of our lowest passenger volume days of the week,” said Dankers. “It’s not by accident that we’re enforcing REAL ID starting today.”\u003c/p>\n\u003cp>Keep reading for everything you need to know about REAL ID requirements and what you can expect at the airport ahead of your next domestic flight. Or jump straight to:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#tsa-without-real-id\">What will happen at the airport if I show up without a REAL ID on May 7?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#where\">How can I get a REAL ID?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#transgender\">How can transgender or nonbinary people mark their identity on a REAL ID?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#undocumented\">Can undocumented people request a REAL ID?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>Who needs to apply for a REAL ID?\u003c/h2>\n\u003cp>According to the law, now that REAL ID deadline has arrived, a federal agency won’t accept any state-issued driver’s license or identification card that does not follow REAL ID standards. This applies when you are entering:\u003c/p>\n\u003cul>\n\u003cli>A Transportation Security Administration (TSA) or security checkpoint at a U.S. airport\u003c/li>\n\u003cli>A federal building\u003c/li>\n\u003cli>A military base\u003c/li>\n\u003cli>A nuclear power plant.\u003c/li>\n\u003c/ul>\n\u003cp>In California, the Department of Motor Vehicles is the agency responsible for processing REAL ID applications. \u003cstrong>Jump straight to: \u003ca href=\"#where\">How can I get a REAL ID?\u003c/a>\u003c/strong>\u003c/p>\n\u003cp>You can still \u003ca href=\"#where\">\u003cem>apply\u003c/em> for a REAL ID after May 7\u003c/a> — and of course, “not everybody in the country will be flying on [that date],” said Dankers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003ca id=\"do-i-already-have-real-id\">\u003c/a>How do I know if I already have a REAL ID?\u003c/h2>\n\u003cp>When you look at your current California driver’s license or identification card, what do you see in the upper right corner?\u003c/p>\n\u003cfigure id=\"attachment_12027114\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027114\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png\" alt=\"\" width=\"1920\" height=\"1185\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-800x494.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1020x630.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1536x948.png 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A side-by-side comparison of a REAL ID driver’s license (left) with a non-REAL ID driver’s license. \u003ccite>(California DMV)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If there is a golden bear with a white star in the middle of it, your driver’s license or identification card already meets REAL ID standards and can be used when passing through TSA airport checkpoints or entering federal buildings.\u003c/p>\n\u003cp>[aside label=\"more on air travel\" tag=\"air-travel\"]But if you only see text instead that reads “FEDERAL LIMITS APPLY,” your driver’s license or identification card is not a REAL ID and will not be accepted by TSA agents or security at federal buildings starting May 7.\u003c/p>\n\u003cp>If this is you, remember that there \u003cem>are\u003c/em> \u003ca href=\"#tsa-without-real-id\">several other documents you can provide at an airport security checkpoint instead of a REAL ID\u003c/a>, including your U.S. or foreign passport.\u003c/p>\n\u003ch2>\u003ca id=\"tsa-without-real-id\">\u003c/a>What will happen at the airport now if I don’t have a REAL ID?\u003c/h2>\n\u003cp>Remember, \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/04/11/tsa-begins-real-id-full-enforcement-may-7\">TSA has moved to “full enforcement” of REAL ID standards starting May 7\u003c/a> —and because it’s a federal agency, these rules will be “applied evenly across the country, across all the airports” starting Wednesday, confirmed Dankers.\u003c/p>\n\u003cp>But don’t panic: If you need to travel on or after May 7 but still don’t have a REAL ID by then, you can instead use:\u003c/p>\n\u003cul>\n\u003cli>A U.S. or foreign passport\u003c/li>\n\u003cli>A green card (permanent resident card)\u003c/li>\n\u003cli>A Department of Homeland Security (DHS) trusted traveler card like Global Entry\u003c/li>\n\u003cli>A military ID\u003c/li>\n\u003cli>A Tribal Nation ID.\u003c/li>\n\u003c/ul>\n\u003cp>See \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">other federally recognized documents\u003c/a> that TSA says are an “acceptable alternative” to a REAL ID.\u003c/p>\n\u003cp>What if you don’t bring any of these other documents? You’ll still be allowed to fly, says TSA. You’ll just run the risk of “delays, additional screening and the possibility of not being permitted into the security checkpoint if we can’t verify your identity,” said Dankers.\u003c/p>\n\u003cp>As for what these extra checks might look like, \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">TSA’s online guidance\u003c/a> says people lacking acceptable identification may be asked to “complete an identity verification process which includes collecting information such as your name and current address to confirm your identity.” If TSA is able to confirm your identity this way, you’ll then be allowed into the screening checkpoint, but you may still “be subject to additional screening.”\u003c/p>\n\u003ch2>If I can still fly without a REAL ID, what’s the problem?\u003c/h2>\n\u003cp>If you don’t have a REAL ID-compliant form of ID, the chances of missing your domestic flight on May 7 or after could still be higher because of these extra steps, and the delays they might cause at peak times.\u003c/p>\n\u003cp>TSA estimates that around \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/04/11/tsa-begins-real-id-full-enforcement-may-7\">81% of travelers nationwide are ready to present acceptable identification, including REAL ID\u003c/a>. The California DMV says that about 58% of all driver’s license and ID cardholders in the state are REAL ID-compliant.\u003c/p>\n\u003cp>Dankers warned that since an average 2.5-2.6 million people travel through U.S. airports at this time of year, this still leaves 19% of national travelers — up to 500,000 people — “that may not be prepared for this.”\u003c/p>\n\u003cp>“It’s not a risk you want to take,” said Dankers. “Now is the time to make a plan” and either apply for a REAL ID or make sure you have another compliant document.\u003c/p>\n\u003cp>It’s also not clear how long this grace period for folks without a REAL ID might last.\u003c/p>\n\u003ch2>\u003ca id=\"where\">\u003c/a>How do I get a REAL ID?\u003c/h2>\n\u003cp>“We recommend that if you already have a valid U.S. passport or don’t need to fly within the U.S. in the next few months to wait to get your REAL ID when you renew your California driver’s license or ID card,” said DMV Director Steve Gordon.\u003c/p>\n\u003cp>A message on the \u003ca href=\"https://www.dmv.ca.gov/portal/\">California DMV’s homepage similarly reminds state residents \u003c/a>that anyone whose driver’s license isn’t due for renewal but who holds a valid passport right now “can comfortably wait to convert to a REAL ID when their driver’s license is due for renewal.”\u003c/p>\n\u003cp>But if you’ve applied for a driver’s license or state identification card in the past, the process to eventually get your REAL ID is quite similar. You’ll just need to present a few more documents this time.\u003c/p>\n\u003cp>You will still need to plan for a visit to the DMV — sorry. And amid \u003ca href=\"https://www.sfgate.com/travel/article/havent-gotten-california-real-id-yet-20263325.php\">reports of long lines and scarce appointments\u003c/a>, the California DMV announced earlier this month that \u003ca href=\"https://www.dmv.ca.gov/portal/select-dmv-offices-opening-early-for-real-id-appointments-from-april-14-to-june-27/\">select offices would open an hour early by appointment through June 27\u003c/a> for REAL ID applications only. In the Bay Area, this includes\u003ca href=\"https://www.dmv.ca.gov/portal/select-dmv-offices-opening-early-for-real-id-appointments-from-april-14-to-june-27/\"> the Fremont and Pleasanton DMV offices. \u003c/a>The Concord, Oakland and San Jose DMV offices are also offering \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/extended-hours/\">extra REAL ID appointments on Saturday.\u003c/a>\u003c/p>\n\u003cp>If you want to speed up the process, agency officials recommend first starting the application online at \u003ca href=\"http://realid.dmv.ca.gov\">realid.dmv.ca.gov\u003c/a>, where you can choose between a REAL ID driver’s license or a REAL ID state identification card.\u003c/p>\n\u003cp>The application will ask you to upload:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/real-id-checklist/\">A document recognized by the federal government that confirms your identity\u003c/a>, which could include: a U.S. passport, a birth certificate, a permanent resident card (a.k.a., a green card) or foreign passport with a valid U.S. visa.\u003c/li>\n\u003cli>\u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/real-id-checklist/#gf_6\">Two printed documents that confirm your California mailing address\u003c/a>, which could include: a bill from PG&E or another utility company, bank statements, tax returns, medical documents, a lease agreement or a mortgage statement.\u003c/li>\n\u003c/ul>\n\u003cp>As you’re drawing together your paperwork, make sure that the first and last name printed on these documents exactly matches the first and last name you are using in your REAL ID application.\u003c/p>\n\u003cp>Once your application is complete, the online portal will give you the option to book an appointment at the DMV office of your choice, to have your documents verified. When the day of your appointment arrives, make sure to bring with you all the original documents you uploaded to your application. “It needs to be the actual passport or a certified copy of the birth certificate,” said California DMV spokesperson Chris Orrock.\u003c/p>\n\u003cp>“We don’t have to scan [the documents] and upload them again,” he added. “You’re just showing them, and we’re looking at the screen of what you uploaded. We verify that they match, and then you’re on your way.”\u003c/p>\n\u003cp>Something else to remember: At the DMV office, you will need to provide your Social Security Number. And if you are applying for a driver’s license for the very first time, you will still need to meet all the other requirements to confirm your driving ability, in addition to providing the required REAL ID documentation.\u003c/p>\n\u003cp>It’s also worth noting that California still offers driver’s licenses and identification cards that are not REAL ID-compliant — an option for those who are unable to provide the documentation required for a REAL ID. Although these IDs include the “FEDERAL LIMITS APPLY” text and won’t get you past TSA checkpoints, you can still use them to prove your identity and in the case of a license, confirm at a traffic stop that you meet the state’s requirements to drive a car.\u003c/p>\n\u003ch2>\u003ca id=\"deadline\">\u003c/a>Why has the REAL ID enforcement deadline been extended so many times?\u003c/h2>\n\u003cp>Twenty years ago — before the first iPhone went on sale — \u003ca href=\"https://www.govinfo.gov/content/pkg/PLAW-109publ13/pdf/PLAW-109publ13.pdf#page=72\">Congress passed the Real ID Act of 2005\u003c/a>, establishing national standards for driver’s licenses and identification cards provided by individual states. At the time, with the United States still in shock from the terrorist attacks of Sept. 11, 2001, lawmakers behind this bill argued that REAL ID standards \u003ca href=\"https://www.nbcnews.com/id/wbna7822308\">would help prevent future such attacks\u003c/a> by making it harder for terrorists to travel.\u003c/p>\n\u003cp>When Congress originally passed the Real ID Act, the enforcement date was set three years into the future — 2008. However, due to complicated legal battles between the federal government and the states over this law — along with the COVID-19 pandemic — DHS \u003ca href=\"https://www.dhs.gov/archive/news/2022/12/05/dhs-announces-extension-real-id-full-enforcement-deadline\">kept pushing back the deadline\u003c/a>, resulting in a 17-year delay.\u003c/p>\n\u003cfigure id=\"attachment_12027122\" class=\"wp-caption aligncenter\" style=\"max-width: 2400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573.jpg\" alt=\"A woman walks next to TSA agents at an airport security checkpoint.\" width=\"2400\" height=\"1600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573.jpg 2400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2400px) 100vw, 2400px\">\u003cfigcaption class=\"wp-caption-text\">Passengers go through a security check by TSA at Los Angeles International Airport on Wednesday, Jan. 10, 2024, in Los Angeles. If you show up to a TSA checkpoint after May 7 with a driver’s license or state identification card that is not REAL ID-compliant, you may not pass TSA’s security screening. \u003ccite>(Irfan Khan / Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003ca id=\"transgender\">\u003c/a>What options do transgender or nonbinary people have when applying for a REAL ID?\u003c/h2>\n\u003cp>On his first day back in the White House, Trump \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/01/defending-women-from-gender-ideology-extremism-and-restoring-biological-truth-to-the-federal-government/\">signed an executive order\u003c/a> that declared the federal government will only “recognize two sexes, male and female” — and his administration directed the State Department to \u003ca href=\"https://www.nbcnews.com/nbc-out/out-politics-and-policy/rubio-passport-sex-marker-changes-paused-trump-order-rcna189222\">suspend all U.S. passport applications requesting an “X” marker\u003c/a> or change a current sex marker.\u003c/p>\n\u003cp>So what about REAL IDs? While they must include a person’s gender, \u003ca href=\"https://www.congress.gov/bill/109th-congress/house-bill/1268/text\">the text of the Real ID Act\u003c/a> does not specify or define gender categories.\u003c/p>\n\u003cp>A driver’s license is a state document and in 2017, California passed the \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB179\">Gender Recognition Act\u003c/a> to “ensure that intersex, transgender, and nonbinary people have state-issued identification documents that provide full legal recognition of their accurate gender identity.”\u003c/p>\n\u003cp>This law gives Californians three gender options when completing an application for a driver’s license or identification card: female, male and nonbinary — the last option represented by an “X” on documents. \u003ca href=\"https://www.lgbtmap.org/equality-maps/identity_documents\">California is one of 22 other states (plus Washington, D.C.) that offer this option.\u003c/a>\u003c/p>\n\u003cp>As for the Trump administration’s \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/01/defending-women-from-gender-ideology-extremism-and-restoring-biological-truth-to-the-federal-government/\">“two sexes” executive order\u003c/a>, Orrock said that it still does not affect gender designations on California-issued REAL IDs, driver’s licenses or identification cards.\u003c/p>\n\u003cp>“[The Gender Recognition Act] ensures that Californians have the ability to have their true gender identity legally recognized on all their official documents,” he said. “California’s legislation allows for the three gender options … that will stay in the future.”\u003c/p>\n\u003cp>DHS, which oversees TSA checkpoints at airports, has not announced if it will change its policy around REAL IDs with an “x” in the gender category.\u003c/p>\n\u003ch2>\u003ca id=\"undocumented\">\u003c/a>Can undocumented people request a REAL ID?\u003c/h2>\n\u003cp>According to the Real ID Act, states must require individuals to prove that they are either U.S. citizens or are in the country “lawfully.”\u003c/p>\n\u003cp>If you are not a U.S. citizen, you can apply for a REAL ID if you:\u003c/p>\n\u003cul>\n\u003cli>Are permanent resident\u003c/li>\n\u003cli>Have been approved for asylum status or have a pending application\u003c/li>\n\u003cli>Entered the U.S. with refugee status\u003c/li>\n\u003cli>Have a foreign passport that includes a valid, unexpired U.S. visa\u003c/li>\n\u003cli>Have been approved for temporary protected status (TPS) or have a pending application\u003c/li>\n\u003cli>Have an approved deferred action status.\u003c/li>\n\u003c/ul>\n\u003cp>If you don’t have any type of legal status, like the ones above, then you will not be able to request a REAL ID.\u003c/p>\n\u003cp>However, undocumented Californians \u003cem>are \u003c/em>eligible for \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/assembly-bill-ab-60-driver-licenses/\">AB 60 driver’s licenses\u003c/a> — named after the 2013 law that allows the DMV to issue a driver’s license to any resident who is eligible for one, \u003ca href=\"https://www.ilrc.org/sites/default/files/resources/ab_60_4_27_15.pdf\">regardless of immigration status\u003c/a>. But they can’t use it as REAL ID, Orrock confirmed, and it won’t be accepted by TSA agents or security at federal buildings after Wednesday.\u003c/p>\n\u003cp>\u003cem>This story contains reporting from KQED’s Juan Carlos Lara. A version of this story originally published on February 13.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Starting Wednesday, any traveler 18 or older boarding a domestic flight will need to present a REAL ID driver’s license or another federally approved document. Here's what to know about REAL ID enforcement and how to use a document like your U.S. or foreign passport instead.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Starting May 7, every person 18 or older boarding a domestic flight now needs to present identification that meets \u003ca href=\"https://www.kqed.org/news/11643609/what-you-need-to-know-about-california-real-id-drivers-licenses\">federal REAL ID standards\u003c/a>: \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/\">a REAL ID driver’s license\u003c/a> or state identification card, a passport or another federally approved document.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to: \u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"list-style-type: none;\">\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#tsa-without-real-id\">I’m flying soon: What should I do if I don’t have time to get a REAL ID? \u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003c/li>\n\u003c/ul>\n\u003cp>But if you have a domestic flight coming up, don’t panic. Travelers without a REAL ID or \u003ca href=\"#tsa-without-real-id\">another federally compliant document \u003c/a>are \u003ca href=\"https://apnews.com/article/real-id-travelers-security-deadline-homeland-289d84d3c10d96546270ff0e8ca80436\">still being allowed to fly domestically — for now\u003c/a>.\u003c/p>\n\u003cp>And if you’ve applied for or renewed your driver’s license in the past few years, there’s also a good chance you already \u003cem>have\u003c/em> a REAL ID (\u003ca href=\"#do-i-already-have-real-id\">here’s how to tell.) \u003c/a>If not, there are \u003ca href=\"#may\">several other documents you can show TSA \u003c/a>\u003ca href=\"#may\">i\u003c/a>\u003ca href=\"#may\">nstead of a REAL ID\u003c/a>, including a U.S. or foreign passport.\u003c/p>\n\u003ch2>Day 1 of the REAL ID rollout\u003c/h2>\n\u003cp>Despite concerns from travelers that anyone without REAL ID would be denied boarding outright starting May 7, this group is instead being “given a pamphlet that says that they’re not REAL ID compliant with some information on what they need to do next,” said Lorie Dankers, a spokesperson with TSA’s Strategic Communications and Public Affairs team.\u003c/p>\n\u003cp>Some of those individuals “will also receive unpredictable screening,” said Dankers — but “they will still be allowed to fly\u003ci>.” \u003c/i>Dankers said she did not have an end date for this grace period around REAL ID enforcement.\u003c/p>\n\u003cp>TSA had also warned of potential delays in security lines amid the introduction of REAL ID requirements, but travelers and staff who spoke to KQED at San Francisco International Airport on Wednesday morning said they had not personally encountered or witnessed any additional delays at security checkpoints on their domestic flights.\u003c/p>\n\u003cp>“It appears to be business as usual at our security checkpoints, and that was really the goal,” said Doug Yakel, public information officer at SFO on Wednesday. “For those individuals that are flying today that do not have a Real ID or passport, we recommend allowing extra time to get through that process. But we have not seen any impact thus far on line waits our security checkpoints.”\u003c/p>\n\u003cp>That said, “Wednesday is one of our lowest passenger volume days of the week,” said Dankers. “It’s not by accident that we’re enforcing REAL ID starting today.”\u003c/p>\n\u003cp>Keep reading for everything you need to know about REAL ID requirements and what you can expect at the airport ahead of your next domestic flight. Or jump straight to:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#tsa-without-real-id\">What will happen at the airport if I show up without a REAL ID on May 7?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#where\">How can I get a REAL ID?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#transgender\">How can transgender or nonbinary people mark their identity on a REAL ID?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#undocumented\">Can undocumented people request a REAL ID?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>Who needs to apply for a REAL ID?\u003c/h2>\n\u003cp>According to the law, now that REAL ID deadline has arrived, a federal agency won’t accept any state-issued driver’s license or identification card that does not follow REAL ID standards. This applies when you are entering:\u003c/p>\n\u003cul>\n\u003cli>A Transportation Security Administration (TSA) or security checkpoint at a U.S. airport\u003c/li>\n\u003cli>A federal building\u003c/li>\n\u003cli>A military base\u003c/li>\n\u003cli>A nuclear power plant.\u003c/li>\n\u003c/ul>\n\u003cp>In California, the Department of Motor Vehicles is the agency responsible for processing REAL ID applications. \u003cstrong>Jump straight to: \u003ca href=\"#where\">How can I get a REAL ID?\u003c/a>\u003c/strong>\u003c/p>\n\u003cp>You can still \u003ca href=\"#where\">\u003cem>apply\u003c/em> for a REAL ID after May 7\u003c/a> — and of course, “not everybody in the country will be flying on [that date],” said Dankers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"do-i-already-have-real-id\">\u003c/a>How do I know if I already have a REAL ID?\u003c/h2>\n\u003cp>When you look at your current California driver’s license or identification card, what do you see in the upper right corner?\u003c/p>\n\u003cfigure id=\"attachment_12027114\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027114\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png\" alt=\"\" width=\"1920\" height=\"1185\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-800x494.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1020x630.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1536x948.png 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A side-by-side comparison of a REAL ID driver’s license (left) with a non-REAL ID driver’s license. \u003ccite>(California DMV)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If there is a golden bear with a white star in the middle of it, your driver’s license or identification card already meets REAL ID standards and can be used when passing through TSA airport checkpoints or entering federal buildings.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But if you only see text instead that reads “FEDERAL LIMITS APPLY,” your driver’s license or identification card is not a REAL ID and will not be accepted by TSA agents or security at federal buildings starting May 7.\u003c/p>\n\u003cp>If this is you, remember that there \u003cem>are\u003c/em> \u003ca href=\"#tsa-without-real-id\">several other documents you can provide at an airport security checkpoint instead of a REAL ID\u003c/a>, including your U.S. or foreign passport.\u003c/p>\n\u003ch2>\u003ca id=\"tsa-without-real-id\">\u003c/a>What will happen at the airport now if I don’t have a REAL ID?\u003c/h2>\n\u003cp>Remember, \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/04/11/tsa-begins-real-id-full-enforcement-may-7\">TSA has moved to “full enforcement” of REAL ID standards starting May 7\u003c/a> —and because it’s a federal agency, these rules will be “applied evenly across the country, across all the airports” starting Wednesday, confirmed Dankers.\u003c/p>\n\u003cp>But don’t panic: If you need to travel on or after May 7 but still don’t have a REAL ID by then, you can instead use:\u003c/p>\n\u003cul>\n\u003cli>A U.S. or foreign passport\u003c/li>\n\u003cli>A green card (permanent resident card)\u003c/li>\n\u003cli>A Department of Homeland Security (DHS) trusted traveler card like Global Entry\u003c/li>\n\u003cli>A military ID\u003c/li>\n\u003cli>A Tribal Nation ID.\u003c/li>\n\u003c/ul>\n\u003cp>See \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">other federally recognized documents\u003c/a> that TSA says are an “acceptable alternative” to a REAL ID.\u003c/p>\n\u003cp>What if you don’t bring any of these other documents? You’ll still be allowed to fly, says TSA. You’ll just run the risk of “delays, additional screening and the possibility of not being permitted into the security checkpoint if we can’t verify your identity,” said Dankers.\u003c/p>\n\u003cp>As for what these extra checks might look like, \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">TSA’s online guidance\u003c/a> says people lacking acceptable identification may be asked to “complete an identity verification process which includes collecting information such as your name and current address to confirm your identity.” If TSA is able to confirm your identity this way, you’ll then be allowed into the screening checkpoint, but you may still “be subject to additional screening.”\u003c/p>\n\u003ch2>If I can still fly without a REAL ID, what’s the problem?\u003c/h2>\n\u003cp>If you don’t have a REAL ID-compliant form of ID, the chances of missing your domestic flight on May 7 or after could still be higher because of these extra steps, and the delays they might cause at peak times.\u003c/p>\n\u003cp>TSA estimates that around \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/04/11/tsa-begins-real-id-full-enforcement-may-7\">81% of travelers nationwide are ready to present acceptable identification, including REAL ID\u003c/a>. The California DMV says that about 58% of all driver’s license and ID cardholders in the state are REAL ID-compliant.\u003c/p>\n\u003cp>Dankers warned that since an average 2.5-2.6 million people travel through U.S. airports at this time of year, this still leaves 19% of national travelers — up to 500,000 people — “that may not be prepared for this.”\u003c/p>\n\u003cp>“It’s not a risk you want to take,” said Dankers. “Now is the time to make a plan” and either apply for a REAL ID or make sure you have another compliant document.\u003c/p>\n\u003cp>It’s also not clear how long this grace period for folks without a REAL ID might last.\u003c/p>\n\u003ch2>\u003ca id=\"where\">\u003c/a>How do I get a REAL ID?\u003c/h2>\n\u003cp>“We recommend that if you already have a valid U.S. passport or don’t need to fly within the U.S. in the next few months to wait to get your REAL ID when you renew your California driver’s license or ID card,” said DMV Director Steve Gordon.\u003c/p>\n\u003cp>A message on the \u003ca href=\"https://www.dmv.ca.gov/portal/\">California DMV’s homepage similarly reminds state residents \u003c/a>that anyone whose driver’s license isn’t due for renewal but who holds a valid passport right now “can comfortably wait to convert to a REAL ID when their driver’s license is due for renewal.”\u003c/p>\n\u003cp>But if you’ve applied for a driver’s license or state identification card in the past, the process to eventually get your REAL ID is quite similar. You’ll just need to present a few more documents this time.\u003c/p>\n\u003cp>You will still need to plan for a visit to the DMV — sorry. And amid \u003ca href=\"https://www.sfgate.com/travel/article/havent-gotten-california-real-id-yet-20263325.php\">reports of long lines and scarce appointments\u003c/a>, the California DMV announced earlier this month that \u003ca href=\"https://www.dmv.ca.gov/portal/select-dmv-offices-opening-early-for-real-id-appointments-from-april-14-to-june-27/\">select offices would open an hour early by appointment through June 27\u003c/a> for REAL ID applications only. In the Bay Area, this includes\u003ca href=\"https://www.dmv.ca.gov/portal/select-dmv-offices-opening-early-for-real-id-appointments-from-april-14-to-june-27/\"> the Fremont and Pleasanton DMV offices. \u003c/a>The Concord, Oakland and San Jose DMV offices are also offering \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/extended-hours/\">extra REAL ID appointments on Saturday.\u003c/a>\u003c/p>\n\u003cp>If you want to speed up the process, agency officials recommend first starting the application online at \u003ca href=\"http://realid.dmv.ca.gov\">realid.dmv.ca.gov\u003c/a>, where you can choose between a REAL ID driver’s license or a REAL ID state identification card.\u003c/p>\n\u003cp>The application will ask you to upload:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/real-id-checklist/\">A document recognized by the federal government that confirms your identity\u003c/a>, which could include: a U.S. passport, a birth certificate, a permanent resident card (a.k.a., a green card) or foreign passport with a valid U.S. visa.\u003c/li>\n\u003cli>\u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/real-id-checklist/#gf_6\">Two printed documents that confirm your California mailing address\u003c/a>, which could include: a bill from PG&E or another utility company, bank statements, tax returns, medical documents, a lease agreement or a mortgage statement.\u003c/li>\n\u003c/ul>\n\u003cp>As you’re drawing together your paperwork, make sure that the first and last name printed on these documents exactly matches the first and last name you are using in your REAL ID application.\u003c/p>\n\u003cp>Once your application is complete, the online portal will give you the option to book an appointment at the DMV office of your choice, to have your documents verified. When the day of your appointment arrives, make sure to bring with you all the original documents you uploaded to your application. “It needs to be the actual passport or a certified copy of the birth certificate,” said California DMV spokesperson Chris Orrock.\u003c/p>\n\u003cp>“We don’t have to scan [the documents] and upload them again,” he added. “You’re just showing them, and we’re looking at the screen of what you uploaded. We verify that they match, and then you’re on your way.”\u003c/p>\n\u003cp>Something else to remember: At the DMV office, you will need to provide your Social Security Number. And if you are applying for a driver’s license for the very first time, you will still need to meet all the other requirements to confirm your driving ability, in addition to providing the required REAL ID documentation.\u003c/p>\n\u003cp>It’s also worth noting that California still offers driver’s licenses and identification cards that are not REAL ID-compliant — an option for those who are unable to provide the documentation required for a REAL ID. Although these IDs include the “FEDERAL LIMITS APPLY” text and won’t get you past TSA checkpoints, you can still use them to prove your identity and in the case of a license, confirm at a traffic stop that you meet the state’s requirements to drive a car.\u003c/p>\n\u003ch2>\u003ca id=\"deadline\">\u003c/a>Why has the REAL ID enforcement deadline been extended so many times?\u003c/h2>\n\u003cp>Twenty years ago — before the first iPhone went on sale — \u003ca href=\"https://www.govinfo.gov/content/pkg/PLAW-109publ13/pdf/PLAW-109publ13.pdf#page=72\">Congress passed the Real ID Act of 2005\u003c/a>, establishing national standards for driver’s licenses and identification cards provided by individual states. At the time, with the United States still in shock from the terrorist attacks of Sept. 11, 2001, lawmakers behind this bill argued that REAL ID standards \u003ca href=\"https://www.nbcnews.com/id/wbna7822308\">would help prevent future such attacks\u003c/a> by making it harder for terrorists to travel.\u003c/p>\n\u003cp>When Congress originally passed the Real ID Act, the enforcement date was set three years into the future — 2008. However, due to complicated legal battles between the federal government and the states over this law — along with the COVID-19 pandemic — DHS \u003ca href=\"https://www.dhs.gov/archive/news/2022/12/05/dhs-announces-extension-real-id-full-enforcement-deadline\">kept pushing back the deadline\u003c/a>, resulting in a 17-year delay.\u003c/p>\n\u003cfigure id=\"attachment_12027122\" class=\"wp-caption aligncenter\" style=\"max-width: 2400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573.jpg\" alt=\"A woman walks next to TSA agents at an airport security checkpoint.\" width=\"2400\" height=\"1600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573.jpg 2400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1915738573-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2400px) 100vw, 2400px\">\u003cfigcaption class=\"wp-caption-text\">Passengers go through a security check by TSA at Los Angeles International Airport on Wednesday, Jan. 10, 2024, in Los Angeles. If you show up to a TSA checkpoint after May 7 with a driver’s license or state identification card that is not REAL ID-compliant, you may not pass TSA’s security screening. \u003ccite>(Irfan Khan / Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003ca id=\"transgender\">\u003c/a>What options do transgender or nonbinary people have when applying for a REAL ID?\u003c/h2>\n\u003cp>On his first day back in the White House, Trump \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/01/defending-women-from-gender-ideology-extremism-and-restoring-biological-truth-to-the-federal-government/\">signed an executive order\u003c/a> that declared the federal government will only “recognize two sexes, male and female” — and his administration directed the State Department to \u003ca href=\"https://www.nbcnews.com/nbc-out/out-politics-and-policy/rubio-passport-sex-marker-changes-paused-trump-order-rcna189222\">suspend all U.S. passport applications requesting an “X” marker\u003c/a> or change a current sex marker.\u003c/p>\n\u003cp>So what about REAL IDs? While they must include a person’s gender, \u003ca href=\"https://www.congress.gov/bill/109th-congress/house-bill/1268/text\">the text of the Real ID Act\u003c/a> does not specify or define gender categories.\u003c/p>\n\u003cp>A driver’s license is a state document and in 2017, California passed the \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB179\">Gender Recognition Act\u003c/a> to “ensure that intersex, transgender, and nonbinary people have state-issued identification documents that provide full legal recognition of their accurate gender identity.”\u003c/p>\n\u003cp>This law gives Californians three gender options when completing an application for a driver’s license or identification card: female, male and nonbinary — the last option represented by an “X” on documents. \u003ca href=\"https://www.lgbtmap.org/equality-maps/identity_documents\">California is one of 22 other states (plus Washington, D.C.) that offer this option.\u003c/a>\u003c/p>\n\u003cp>As for the Trump administration’s \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/01/defending-women-from-gender-ideology-extremism-and-restoring-biological-truth-to-the-federal-government/\">“two sexes” executive order\u003c/a>, Orrock said that it still does not affect gender designations on California-issued REAL IDs, driver’s licenses or identification cards.\u003c/p>\n\u003cp>“[The Gender Recognition Act] ensures that Californians have the ability to have their true gender identity legally recognized on all their official documents,” he said. “California’s legislation allows for the three gender options … that will stay in the future.”\u003c/p>\n\u003cp>DHS, which oversees TSA checkpoints at airports, has not announced if it will change its policy around REAL IDs with an “x” in the gender category.\u003c/p>\n\u003ch2>\u003ca id=\"undocumented\">\u003c/a>Can undocumented people request a REAL ID?\u003c/h2>\n\u003cp>According to the Real ID Act, states must require individuals to prove that they are either U.S. citizens or are in the country “lawfully.”\u003c/p>\n\u003cp>If you are not a U.S. citizen, you can apply for a REAL ID if you:\u003c/p>\n\u003cul>\n\u003cli>Are permanent resident\u003c/li>\n\u003cli>Have been approved for asylum status or have a pending application\u003c/li>\n\u003cli>Entered the U.S. with refugee status\u003c/li>\n\u003cli>Have a foreign passport that includes a valid, unexpired U.S. visa\u003c/li>\n\u003cli>Have been approved for temporary protected status (TPS) or have a pending application\u003c/li>\n\u003cli>Have an approved deferred action status.\u003c/li>\n\u003c/ul>\n\u003cp>If you don’t have any type of legal status, like the ones above, then you will not be able to request a REAL ID.\u003c/p>\n\u003cp>However, undocumented Californians \u003cem>are \u003c/em>eligible for \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/assembly-bill-ab-60-driver-licenses/\">AB 60 driver’s licenses\u003c/a> — named after the 2013 law that allows the DMV to issue a driver’s license to any resident who is eligible for one, \u003ca href=\"https://www.ilrc.org/sites/default/files/resources/ab_60_4_27_15.pdf\">regardless of immigration status\u003c/a>. But they can’t use it as REAL ID, Orrock confirmed, and it won’t be accepted by TSA agents or security at federal buildings after Wednesday.\u003c/p>\n\u003cp>\u003cem>This story contains reporting from KQED’s Juan Carlos Lara. A version of this story originally published on February 13.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Traveling Internationally? What to Know About Airport Phone Searches at the US Border",
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"content": "\u003cp>In the past few weeks, several U.S. citizens have shared their experiences being detained by \u003ca href=\"https://www.kqed.org/news/tag/customs-and-border-protection\">Customs and Border Protection\u003c/a> when reentering the country — and of having their cell phones searched in the process.\u003c/p>\n\u003cp>Attorney Amir Makled \u003ca href=\"https://www.npr.org/2025/04/09/nx-s1-5357455/attorney-detained-by-immigration-authorities\">was held by CBP for hours\u003c/a> when he landed at Detroit Metro Airport in Michigan after a family vacation in the Dominican Republic. Bachir Atallah, also a lawyer, told journalists that officials \u003ca href=\"https://www.nhpr.org/nh-news/2025-04-18/a-new-england-attorney-is-pursuing-legal-action-after-being-held-at-the-vermont-canadian-border\">detained him and his wife\u003c/a> without any explanation at the Vermont-Canadian border. In both accounts, the men said they reluctantly allowed CBP agents to look through their phones.\u003c/p>\n\u003cp>In another high-profile incident, the government of France said that \u003ca href=\"https://www.newsweek.com/french-scientist-banned-us-entry-messages-trump-2047549\">a French scientist trying to enter the U.S. to attend a conference was denied entry\u003c/a> after a CBP agent searched the man’s phone and found messages with colleagues and friends in which he expressed opinions on President Donald Trump’s administration and its research policy. In a post on X, \u003ca href=\"https://x.com/TriciaOhio/status/1902881013220385220\">the U.S. Department of Homeland Security denied the\u003c/a> claim that his removal was based on political beliefs.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>CBP officials have long \u003ca href=\"https://www.cbp.gov/travel/cbp-search-authority/border-search-electronic-devices\">searched the personal electronic devices\u003c/a> — including phones, computers and cameras — of people at the U.S. border, which includes ports of entry like airports, land borders and sea ports. According to the agency, officials \u003ca href=\"https://www.cbp.gov/sites/default/files/2024-11/Border%20Search%20of%20Electronics%20at%20Ports%20of%20Entry%20FY%2024%20Statistics%20%28508%29.pdf\">searched through more than 47,000 devices\u003c/a> in 2024 alone. Although CBP characterizes the practice as rare, the agency’s own data shows that searches \u003ca href=\"https://apnews.com/article/717f33b1ee244594950ee39731d9fcea\">have increased consistently over the years\u003c/a>.\u003c/p>\n\u003cp>There’s no data publicly available yet for searches during the second Trump administration, although CBP spokesperson Hilton Beckham rejected the idea that “CBP is searching more electronic media due to the administration change,” and insisted that “allegations that political beliefs trigger inspections or removals are baseless and irresponsible.”\u003c/p>\n\u003cfigure id=\"attachment_11970474\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11970474\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut.jpg\" alt=\"A driver's view of cars on a road moving towards a large building that says "San Francisco International."\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ali Asghar drives to a second waiting area for taxi drivers before being dispatched to the terminals to pick up passengers at San Francisco International Airport on Sept. 25, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But amid large-scale \u003ca href=\"https://www.kqed.org/news/12034742/california-students-visa-cancellations-sue-trump-administration\">denials of visas to international students\u003c/a>, \u003ca href=\"https://www.the-independent.com/travel/news-and-advice/usa-travel-advice-visa-ice-b2737431.html\">detention of tourists to the U.S.\u003c/a> and \u003ca href=\"https://www.cbsnews.com/news/what-records-show-about-migrants-sent-to-salvadoran-prison-60-minutes-transcript/\">deportations of immigrants\u003c/a> — and even \u003ca href=\"https://www.bbc.com/news/articles/c4g8yj2n33yo\">some U.S. citizens\u003c/a> — more people are feeling anxious about crossing into the United States in 2025.\u003c/p>\n\u003cp>Keep reading to learn more about how phone searches at the U.S. border work, what legal protections you have — and don’t have — when CBP officials ask to see your phone during international travel, and the possible consequences of refusing to comply with a search, especially for noncitizens.\u003c/p>\n\u003cp>Please bear in mind that the following is not legal advice, and advocates emphasize that you should \u003ca href=\"https://www.kqed.org/news/12013522/free-legal-aid-in-the-bay-area-how-it-works-where-to-find-it\">always seek legal advice about your individual situation\u003c/a>.\u003c/p>\n\u003ch2>What gives CBP the power to look through my phone?\u003c/h2>\n\u003cp>The \u003ca href=\"https://constitution.congress.gov/constitution/amendment-4/\">Fourth Amendment\u003c/a> of the U.S. Constitution establishes that all individuals have the right to be secure “from unreasonable searches and seizure” in their person, homes, documentation, and belongings.\u003c/p>\n\u003cp>This means that if government officials — like your local police department or a federal agency — want to search your home as part of an investigation, \u003ca href=\"https://constitutioncenter.org/the-constitution/amendments/amendment-iv/interpretations/121\">they would need a warrant\u003c/a>, usually provided by a judge. “But at the border, that changes,” said Tom McBrien, counsel at the nonprofit \u003ca href=\"https://epic.org/about/\">Electronic Privacy Information Center (EPIC)\u003c/a>.\u003c/p>\n\u003cp>[aside postID=news_12034742 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250129_UCBerkeleyRally_GC-72_qed-1020x680.jpg']\u003c/p>\n\u003cp>For decades, the federal government \u003ca href=\"https://scholarship.law.vanderbilt.edu/vlr/vol66/iss5/1/\">has argued that certain privacy protections\u003c/a> should be waived in situations where national security may be at risk — and many courts have been receptive to this argument, McBrien said.\u003c/p>\n\u003cp>In circumstances away from the border, “the courts recognize that the interest in enforcing the laws is strong, but so are people’s rights to privacy,” he said. But at the border and other points of entry, like an airport, the courts have “accepted the idea that national security is so important that it’s kind of a thumb on the scale in favor of being able to search people.”\u003c/p>\n\u003cp>This national security exception is what lets officials at the border search through your personal belongings — but groups that advocate for privacy and civil liberties insist that this exception gives the government too much power.\u003c/p>\n\u003cp>“The traditional justification for letting government agents freely access people’s luggage isn’t really appropriate for looking at digital data,” said Sophia Cope, senior staff attorney at the \u003ca href=\"https://www.eff.org/\">Electronic Frontier Foundation\u003c/a>. “But the courts haven’t been fully convinced of that argument.”\u003c/p>\n\u003ch2>What are the risks of refusing to comply with a CBP phone search?\u003c/h2>\n\u003cp>If CBP wants to search your device, \u003ca href=\"https://constitution.congress.gov/constitution/amendment-5/\">the Fifth Amendment\u003c/a> allows citizens and noncitizens alike to “refuse to give them the password to unlock the phone or an account,” McBrien said. “And they can’t force you to do that until they get a warrant.”\u003c/p>\n\u003cp>But there are risks to this.\u003c/p>\n\u003cp>“U.S. citizens have the most leverage — not a ton — but the most to not comply” with a search, Cope said. While CBP agents can detain you for several hours or \u003ca href=\"#takeyourphone\">take your phone\u003c/a> for an extended period of time, at some point, they have to let you back into the country as a citizen, she said.\u003c/p>\n\u003cp>But if you are in the U.S. with a green card or short-term visa — like a student or tourist visa — and you refuse to unlock your phone during a secondary inspection, CBP can \u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#footnote1_y2jgkbj\">block you from entering the U.S.\u003c/a>, even if you live here.\u003c/p>\n\u003cp>But even if you \u003cem>do\u003c/em> comply with law enforcement, if CBP agents don’t like what they see on your phone — for whatever reason — they “can detain you, or just turn you around and force you to exit the country” if you’re a green card or visa holder, McBrien said.\u003c/p>\n\u003cp>He also noted that \u003ca href=\"https://www.kqed.org/news/12035483/trump-administration-lays-out-its-evidence-for-deporting-activist-mahmoud-khalil\">the March arrest of student activist and green card holder Mahmoud Khalil\u003c/a> by USCIS has raised serious concerns among immigration advocates and legal scholars about how the federal government is attempting to deport permanent residents.\u003c/p>\n\u003ch2>What kind of phone searches can CBP carry out — with or without a warrant?\u003c/h2>\n\u003cp>\u003cstrong>‘Manual’ or ‘basic’ media searches\u003c/strong>\u003c/p>\n\u003cp>In a manual or basic media search, officials could be “grabbing your device, thumbing through it and looking for whatever they can find,” McBrien said. It can also include looking through your social media accounts.\u003c/p>\n\u003cp>According to CBP data, this is \u003ca href=\"https://www.cbp.gov/sites/default/files/2024-11/Border%20Search%20of%20Electronics%20at%20Ports%20of%20Entry%20FY%2024%20Statistics%20%28508%29.pdf\">the most common type of search\u003c/a>, representing over 90% of the searches registered in 2024.\u003c/p>\n\u003cp>A warrant is not required for this type of search, but CBP agents expect you to unlock your phone if this search takes place.\u003c/p>\n\u003cp>\u003cstrong>‘Forensic’ or ‘advanced’ media searches\u003c/strong>\u003c/p>\n\u003cp>In this instance, an officer will usually connect your phone to another device. “That essentially allows them to either download all the content to look through it, or directly type in search terms to more powerfully screen through the phone,” McBrien said.\u003c/p>\n\u003cp>In some instances, agents can perform a forensic or advanced media search without needing you to unlock your device.\u003c/p>\n\u003cp>[aside postID=news_12027050 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/GettyImages-1808440413-1020x680.jpg']\u003c/p>\n\u003cp>CBP is also expected to follow certain rules around searches depending on \u003cem>where \u003c/em>the port of entry, like an airport, is located. Travelers arriving at the U.S. border in California have additional protections because of a 2019 ruling by the U.S. Court of Appeals for the Ninth Circuit — which presides over California, along with eight other western states — that agents can’t look in a device for anything other than “digital contraband.” (According to CBP, this could include \u003ca href=\"https://www.cbp.gov/travel/cbp-search-authority/border-search-electronic-devices\">child pornography, classified materials or export-controlled information\u003c/a>).\u003c/p>\n\u003cp>This means that a CBP agent in California can “look in the photos app of a phone, emails, email or text message \u003cem>attachments\u003c/em>,” said Cope, attorney with the Electronic Frontier Foundation. “But they can’t read the text messages. They can’t read emails. They can’t look at call logs, because call logs don’t have attachments.”\u003c/p>\n\u003cp>The Ninth Circuit court has also ruled that an advanced search “requires reasonable suspicion that the traveler is involved in some kind of illegal activity,” Cope said. And if officials don’t have \u003ca href=\"https://www.law.cornell.edu/wex/reasonable_suspicion\">reasonable suspicion\u003c/a> to conduct an advanced search, “they’re going to have to get a warrant,” Cope said.\u003c/p>\n\u003ch2>What about my social media activity?\u003c/h2>\n\u003cp>In many instances, CBP agents can look at your public social media accounts if they gain access to your phone, which has \u003ca href=\"https://x.com/DrewPavlou/status/1912380116321358274\">led many online to worry they could face consequences for having posted social media content \u003c/a>that is critical of the Trump administration.\u003c/p>\n\u003cp>It’s unclear if CBP is sharing the data its agents retrieve with other immigration agencies like U.S. Citizenship and Immigration Services, which has publicly stated that it will begin \u003ca href=\"https://www.uscis.gov/newsroom/news-releases/dhs-to-begin-screening-aliens-social-media-activity-for-antisemitism\">screening the social media activity of noncitizens\u003c/a> applying for an immigration status for “antisemitic activity.”\u003c/p>\n\u003cp>The Trump administration has already asked other government offices, \u003ca href=\"https://www.kqed.org/news/12035735/what-we-now-know-about-the-irs-ice-tax-data-deal\">like the Internal Revenue Service\u003c/a>, for data to enforce its immigration agenda. “Searching or gathering information for one purpose and then using it for another … we see that as being very dangerous and inappropriate,” McBrien said.\u003c/p>\n\u003ch2>When can CBP seize my device?\u003c/h2>\n\u003cp>Device seizures can happen in a variety of situations, but one situation that McBrien has seen before is when CBP agents confiscate a locked phone from someone who has refused to share their password.\u003c/p>\n\u003cp>Even though citizens and noncitizens alike technically have \u003ca href=\"https://constitution.congress.gov/constitution/amendment-5/\">the constitutional right to refuse to unlock their phones for CBP\u003c/a>, agents could then seize your phone “and hold onto that for days, weeks, even months at that point,” he said.\u003c/p>\n\u003cp>McBrien added that you could be more vulnerable if you use facial recognition (like an iPhone’s Face ID) to unlock your phone, as legal precedent allows law enforcement \u003ca href=\"https://idtechwire.com/fifth-amendment-does-not-protect-against-biometric-phone-unlock-says-9th-circuit-appeals-court/\">to wave your phone in front of your face to unlock it\u003c/a>.\u003c/p>\n\u003cp>If your device \u003cem>is \u003c/em>seized, McBrien recommends asking officials for a receipt that includes the name and contact information of the federal agent you can call to keep up with the status of your device – essentially, “a paper trail so that you can prove that they have your device.” The American Civil Liberties Union also recommends you \u003ca href=\"https://www.aclunc.org/our-work/know-your-rights/know-your-rights-us-airports-and-ports-entry\">document the names of any officers you interact with\u003c/a>, as well as their badge numbers and the name of the agency they work for.\u003c/p>\n\u003ch2>What will \u003cem>you \u003c/em>do if CBP asks to search your phone?\u003c/h2>\n\u003cp>EFF’s \u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#footnote1_y2jgkbj\">comprehensive ‘Digital Privacy at the U.S. Border’ guide\u003c/a> explains how to best protect your personal electronic data before, during and after passing through the U.S. border. But “everyone should have a plan \u003cem>before \u003c/em>they leave on their trip,” Cope said.\u003c/p>\n\u003cp>Part of making that plan, she said, is knowing exactly what you will do and say if you are pulled into a \u003ca href=\"https://ois.usc.edu/students/travel/u-s-customs-and-border-protection-cbp-inspection-process/\">secondary inspection\u003c/a> — that is, if you are asked to step aside at the CBP checkpoint and follow another agent to a separate area, where you may be asked to unlock your phone. This is a key decision point, Cope said, “because there are consequences” depending on whether you choose to comply or not.\u003c/p>\n\u003cp>[aside postID=news_12035489 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-UCBerkeleyProtest-03-BL-1020x680.jpg']\u003c/p>\n\u003cp>For many, their decision will depend on their immigration status in the U.S. and the very real risks of refusing to unlock their phone as a noncitizen.\u003c/p>\n\u003cp>You could also be steered by the type of data you have on your phone. Is it a work phone? Are you in a position to share it with law enforcement? And if CBP confiscates your phone, can you continue your job or daily functions without it?\u003c/p>\n\u003cp>If you plan to comply, remember that at that moment, it may be unclear how much of your personal information officers will try to access on your phone. This could be especially tricky if your phone contains sensitive or confidential information. For example, a doctor may have data about their patients or a lawyer about their clients, as was the case with attorneys \u003ca href=\"https://www.npr.org/2025/04/09/nx-s1-5357455/attorney-detained-by-immigration-authorities\">Amir Makled\u003c/a> and \u003ca href=\"https://www.nhpr.org/nh-news/2025-04-18/a-new-england-attorney-is-pursuing-legal-action-after-being-held-at-the-vermont-canadian-border\">Bachir Atallah\u003c/a>, whose phones contained privileged client information when CBP searched them.\u003c/p>\n\u003cp>And if you refuse to provide your password, remember that officials can still \u003ca id=\"takeyourphone\">\u003c/a>seize your phone.\u003c/p>\n\u003ch2>What do experts and advocates recommend for travelers entering the U.S. right now?\u003c/h2>\n\u003cp>Being detained, denied entry to the U.S., or having confidential information on your phone seized: If these worst-case scenarios are “something that you’re unwilling to risk, then you should think about mitigation measures,” McBrien said.\u003c/p>\n\u003cp>Leaving personal devices at home is one way to avoid these interactions with law enforcement altogether. But if bringing your cell phone or laptop is essential, McBrien said — as it is for many travelers — you can also “look into ways to protect the data that is on those devices, both by taking sensitive information off the device or storing it somewhere else,” McBrien said. If you plan to travel with a device provided to you by your employer, EFF recommends \u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#talk-employer\">talking to your employer about data security before traveling\u003c/a>.\u003c/p>\n\u003cp>Cope has seen people travel with a “burner phone” — a phone you only use when travelling that doesn’t carry any personal or significant information. “But that also might raise questions,” she said. “‘What are you trying to hide?’ ‘Why isn’t this your real phone?’ So people need to be ready for that conversation.”\u003c/p>\n\u003cp>Regardless of whether you choose to comply with a phone search, Cope recommended backing up your data — to the cloud or another way — before you encounter CBP.\u003c/p>\n\u003cp>“If you do comply, the data might get corrupted if they try to do a forensic search,” she said. “If you \u003cem>don’t \u003c/em>comply, then maybe you will lose that data if your device is confiscated.”\u003c/p>\n\u003cp>If you’re worried about losing your phone at the border to a seizure, consider bringing several emergency contact numbers written in a notebook or similar, so that you can contact loved ones — or \u003ca href=\"https://www.kqed.org/news/12034703/what-should-international-students-on-visas-and-green-cards-know-right-now\">an immigration lawyer\u003c/a> — without having access to your phone’s contact list.\u003c/p>\n\u003cp>[aside postID=news_12038094 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/GettyImages-2204718967-1020x680.jpg']\u003c/p>\n\u003cp>McBrien also said it’s “a really good idea for people to have friends and family know when they are planning on crossing a border or coming into an airport — so that if they’re not heard from quickly, people in their lives are aware and can reach out to someone for help.”\u003c/p>\n\u003cp>Ultimately, any plan you make has to address concerns specific to your specific legal status and what type of information you carry with you, Cope said. “What’s important to understand is that one size doesn’t fit all.”\u003c/p>\n\u003ch2>More reading and resources\u003c/h2>\n\u003cp>\u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#footnote1_y2jgkbj\">Read more about digital privacy protections at the border in EFF’s guide.\u003c/a>\u003c/p>\n\u003cp>KQED has \u003ca href=\"https://www.kqed.org/news/12013522/free-legal-aid-in-the-bay-area-how-it-works-where-to-find-it\">a guide on how to find free or low-cost legal aid in the Bay Area\u003c/a>, including those who provide immigration services. Keep in mind that many of these groups have limited resources and may not be able to provide assistance immediately.\u003c/p>\n\u003cp>The Bar Association in San Francisco \u003ca href=\"https://www.sfbar.org/lris/immigration-lawyers/\">keeps a database of private immigration lawyers\u003c/a> in San Francisco and Marin counties and \u003ca href=\"https://lrsconnect.org/\">refers those living elsewhere to LRS Connect, a nonprofit search tool\u003c/a> set up to connect individuals with lawyers specific to their needs.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the past few weeks, several U.S. citizens have shared their experiences being detained by \u003ca href=\"https://www.kqed.org/news/tag/customs-and-border-protection\">Customs and Border Protection\u003c/a> when reentering the country — and of having their cell phones searched in the process.\u003c/p>\n\u003cp>Attorney Amir Makled \u003ca href=\"https://www.npr.org/2025/04/09/nx-s1-5357455/attorney-detained-by-immigration-authorities\">was held by CBP for hours\u003c/a> when he landed at Detroit Metro Airport in Michigan after a family vacation in the Dominican Republic. Bachir Atallah, also a lawyer, told journalists that officials \u003ca href=\"https://www.nhpr.org/nh-news/2025-04-18/a-new-england-attorney-is-pursuing-legal-action-after-being-held-at-the-vermont-canadian-border\">detained him and his wife\u003c/a> without any explanation at the Vermont-Canadian border. In both accounts, the men said they reluctantly allowed CBP agents to look through their phones.\u003c/p>\n\u003cp>In another high-profile incident, the government of France said that \u003ca href=\"https://www.newsweek.com/french-scientist-banned-us-entry-messages-trump-2047549\">a French scientist trying to enter the U.S. to attend a conference was denied entry\u003c/a> after a CBP agent searched the man’s phone and found messages with colleagues and friends in which he expressed opinions on President Donald Trump’s administration and its research policy. In a post on X, \u003ca href=\"https://x.com/TriciaOhio/status/1902881013220385220\">the U.S. Department of Homeland Security denied the\u003c/a> claim that his removal was based on political beliefs.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>CBP officials have long \u003ca href=\"https://www.cbp.gov/travel/cbp-search-authority/border-search-electronic-devices\">searched the personal electronic devices\u003c/a> — including phones, computers and cameras — of people at the U.S. border, which includes ports of entry like airports, land borders and sea ports. According to the agency, officials \u003ca href=\"https://www.cbp.gov/sites/default/files/2024-11/Border%20Search%20of%20Electronics%20at%20Ports%20of%20Entry%20FY%2024%20Statistics%20%28508%29.pdf\">searched through more than 47,000 devices\u003c/a> in 2024 alone. Although CBP characterizes the practice as rare, the agency’s own data shows that searches \u003ca href=\"https://apnews.com/article/717f33b1ee244594950ee39731d9fcea\">have increased consistently over the years\u003c/a>.\u003c/p>\n\u003cp>There’s no data publicly available yet for searches during the second Trump administration, although CBP spokesperson Hilton Beckham rejected the idea that “CBP is searching more electronic media due to the administration change,” and insisted that “allegations that political beliefs trigger inspections or removals are baseless and irresponsible.”\u003c/p>\n\u003cfigure id=\"attachment_11970474\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11970474\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut.jpg\" alt=\"A driver's view of cars on a road moving towards a large building that says "San Francisco International."\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/230925-TaxiDriver-001-BL-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ali Asghar drives to a second waiting area for taxi drivers before being dispatched to the terminals to pick up passengers at San Francisco International Airport on Sept. 25, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But amid large-scale \u003ca href=\"https://www.kqed.org/news/12034742/california-students-visa-cancellations-sue-trump-administration\">denials of visas to international students\u003c/a>, \u003ca href=\"https://www.the-independent.com/travel/news-and-advice/usa-travel-advice-visa-ice-b2737431.html\">detention of tourists to the U.S.\u003c/a> and \u003ca href=\"https://www.cbsnews.com/news/what-records-show-about-migrants-sent-to-salvadoran-prison-60-minutes-transcript/\">deportations of immigrants\u003c/a> — and even \u003ca href=\"https://www.bbc.com/news/articles/c4g8yj2n33yo\">some U.S. citizens\u003c/a> — more people are feeling anxious about crossing into the United States in 2025.\u003c/p>\n\u003cp>Keep reading to learn more about how phone searches at the U.S. border work, what legal protections you have — and don’t have — when CBP officials ask to see your phone during international travel, and the possible consequences of refusing to comply with a search, especially for noncitizens.\u003c/p>\n\u003cp>Please bear in mind that the following is not legal advice, and advocates emphasize that you should \u003ca href=\"https://www.kqed.org/news/12013522/free-legal-aid-in-the-bay-area-how-it-works-where-to-find-it\">always seek legal advice about your individual situation\u003c/a>.\u003c/p>\n\u003ch2>What gives CBP the power to look through my phone?\u003c/h2>\n\u003cp>The \u003ca href=\"https://constitution.congress.gov/constitution/amendment-4/\">Fourth Amendment\u003c/a> of the U.S. Constitution establishes that all individuals have the right to be secure “from unreasonable searches and seizure” in their person, homes, documentation, and belongings.\u003c/p>\n\u003cp>This means that if government officials — like your local police department or a federal agency — want to search your home as part of an investigation, \u003ca href=\"https://constitutioncenter.org/the-constitution/amendments/amendment-iv/interpretations/121\">they would need a warrant\u003c/a>, usually provided by a judge. “But at the border, that changes,” said Tom McBrien, counsel at the nonprofit \u003ca href=\"https://epic.org/about/\">Electronic Privacy Information Center (EPIC)\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For decades, the federal government \u003ca href=\"https://scholarship.law.vanderbilt.edu/vlr/vol66/iss5/1/\">has argued that certain privacy protections\u003c/a> should be waived in situations where national security may be at risk — and many courts have been receptive to this argument, McBrien said.\u003c/p>\n\u003cp>In circumstances away from the border, “the courts recognize that the interest in enforcing the laws is strong, but so are people’s rights to privacy,” he said. But at the border and other points of entry, like an airport, the courts have “accepted the idea that national security is so important that it’s kind of a thumb on the scale in favor of being able to search people.”\u003c/p>\n\u003cp>This national security exception is what lets officials at the border search through your personal belongings — but groups that advocate for privacy and civil liberties insist that this exception gives the government too much power.\u003c/p>\n\u003cp>“The traditional justification for letting government agents freely access people’s luggage isn’t really appropriate for looking at digital data,” said Sophia Cope, senior staff attorney at the \u003ca href=\"https://www.eff.org/\">Electronic Frontier Foundation\u003c/a>. “But the courts haven’t been fully convinced of that argument.”\u003c/p>\n\u003ch2>What are the risks of refusing to comply with a CBP phone search?\u003c/h2>\n\u003cp>If CBP wants to search your device, \u003ca href=\"https://constitution.congress.gov/constitution/amendment-5/\">the Fifth Amendment\u003c/a> allows citizens and noncitizens alike to “refuse to give them the password to unlock the phone or an account,” McBrien said. “And they can’t force you to do that until they get a warrant.”\u003c/p>\n\u003cp>But there are risks to this.\u003c/p>\n\u003cp>“U.S. citizens have the most leverage — not a ton — but the most to not comply” with a search, Cope said. While CBP agents can detain you for several hours or \u003ca href=\"#takeyourphone\">take your phone\u003c/a> for an extended period of time, at some point, they have to let you back into the country as a citizen, she said.\u003c/p>\n\u003cp>But if you are in the U.S. with a green card or short-term visa — like a student or tourist visa — and you refuse to unlock your phone during a secondary inspection, CBP can \u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#footnote1_y2jgkbj\">block you from entering the U.S.\u003c/a>, even if you live here.\u003c/p>\n\u003cp>But even if you \u003cem>do\u003c/em> comply with law enforcement, if CBP agents don’t like what they see on your phone — for whatever reason — they “can detain you, or just turn you around and force you to exit the country” if you’re a green card or visa holder, McBrien said.\u003c/p>\n\u003cp>He also noted that \u003ca href=\"https://www.kqed.org/news/12035483/trump-administration-lays-out-its-evidence-for-deporting-activist-mahmoud-khalil\">the March arrest of student activist and green card holder Mahmoud Khalil\u003c/a> by USCIS has raised serious concerns among immigration advocates and legal scholars about how the federal government is attempting to deport permanent residents.\u003c/p>\n\u003ch2>What kind of phone searches can CBP carry out — with or without a warrant?\u003c/h2>\n\u003cp>\u003cstrong>‘Manual’ or ‘basic’ media searches\u003c/strong>\u003c/p>\n\u003cp>In a manual or basic media search, officials could be “grabbing your device, thumbing through it and looking for whatever they can find,” McBrien said. It can also include looking through your social media accounts.\u003c/p>\n\u003cp>According to CBP data, this is \u003ca href=\"https://www.cbp.gov/sites/default/files/2024-11/Border%20Search%20of%20Electronics%20at%20Ports%20of%20Entry%20FY%2024%20Statistics%20%28508%29.pdf\">the most common type of search\u003c/a>, representing over 90% of the searches registered in 2024.\u003c/p>\n\u003cp>A warrant is not required for this type of search, but CBP agents expect you to unlock your phone if this search takes place.\u003c/p>\n\u003cp>\u003cstrong>‘Forensic’ or ‘advanced’ media searches\u003c/strong>\u003c/p>\n\u003cp>In this instance, an officer will usually connect your phone to another device. “That essentially allows them to either download all the content to look through it, or directly type in search terms to more powerfully screen through the phone,” McBrien said.\u003c/p>\n\u003cp>In some instances, agents can perform a forensic or advanced media search without needing you to unlock your device.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>CBP is also expected to follow certain rules around searches depending on \u003cem>where \u003c/em>the port of entry, like an airport, is located. Travelers arriving at the U.S. border in California have additional protections because of a 2019 ruling by the U.S. Court of Appeals for the Ninth Circuit — which presides over California, along with eight other western states — that agents can’t look in a device for anything other than “digital contraband.” (According to CBP, this could include \u003ca href=\"https://www.cbp.gov/travel/cbp-search-authority/border-search-electronic-devices\">child pornography, classified materials or export-controlled information\u003c/a>).\u003c/p>\n\u003cp>This means that a CBP agent in California can “look in the photos app of a phone, emails, email or text message \u003cem>attachments\u003c/em>,” said Cope, attorney with the Electronic Frontier Foundation. “But they can’t read the text messages. They can’t read emails. They can’t look at call logs, because call logs don’t have attachments.”\u003c/p>\n\u003cp>The Ninth Circuit court has also ruled that an advanced search “requires reasonable suspicion that the traveler is involved in some kind of illegal activity,” Cope said. And if officials don’t have \u003ca href=\"https://www.law.cornell.edu/wex/reasonable_suspicion\">reasonable suspicion\u003c/a> to conduct an advanced search, “they’re going to have to get a warrant,” Cope said.\u003c/p>\n\u003ch2>What about my social media activity?\u003c/h2>\n\u003cp>In many instances, CBP agents can look at your public social media accounts if they gain access to your phone, which has \u003ca href=\"https://x.com/DrewPavlou/status/1912380116321358274\">led many online to worry they could face consequences for having posted social media content \u003c/a>that is critical of the Trump administration.\u003c/p>\n\u003cp>It’s unclear if CBP is sharing the data its agents retrieve with other immigration agencies like U.S. Citizenship and Immigration Services, which has publicly stated that it will begin \u003ca href=\"https://www.uscis.gov/newsroom/news-releases/dhs-to-begin-screening-aliens-social-media-activity-for-antisemitism\">screening the social media activity of noncitizens\u003c/a> applying for an immigration status for “antisemitic activity.”\u003c/p>\n\u003cp>The Trump administration has already asked other government offices, \u003ca href=\"https://www.kqed.org/news/12035735/what-we-now-know-about-the-irs-ice-tax-data-deal\">like the Internal Revenue Service\u003c/a>, for data to enforce its immigration agenda. “Searching or gathering information for one purpose and then using it for another … we see that as being very dangerous and inappropriate,” McBrien said.\u003c/p>\n\u003ch2>When can CBP seize my device?\u003c/h2>\n\u003cp>Device seizures can happen in a variety of situations, but one situation that McBrien has seen before is when CBP agents confiscate a locked phone from someone who has refused to share their password.\u003c/p>\n\u003cp>Even though citizens and noncitizens alike technically have \u003ca href=\"https://constitution.congress.gov/constitution/amendment-5/\">the constitutional right to refuse to unlock their phones for CBP\u003c/a>, agents could then seize your phone “and hold onto that for days, weeks, even months at that point,” he said.\u003c/p>\n\u003cp>McBrien added that you could be more vulnerable if you use facial recognition (like an iPhone’s Face ID) to unlock your phone, as legal precedent allows law enforcement \u003ca href=\"https://idtechwire.com/fifth-amendment-does-not-protect-against-biometric-phone-unlock-says-9th-circuit-appeals-court/\">to wave your phone in front of your face to unlock it\u003c/a>.\u003c/p>\n\u003cp>If your device \u003cem>is \u003c/em>seized, McBrien recommends asking officials for a receipt that includes the name and contact information of the federal agent you can call to keep up with the status of your device – essentially, “a paper trail so that you can prove that they have your device.” The American Civil Liberties Union also recommends you \u003ca href=\"https://www.aclunc.org/our-work/know-your-rights/know-your-rights-us-airports-and-ports-entry\">document the names of any officers you interact with\u003c/a>, as well as their badge numbers and the name of the agency they work for.\u003c/p>\n\u003ch2>What will \u003cem>you \u003c/em>do if CBP asks to search your phone?\u003c/h2>\n\u003cp>EFF’s \u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#footnote1_y2jgkbj\">comprehensive ‘Digital Privacy at the U.S. Border’ guide\u003c/a> explains how to best protect your personal electronic data before, during and after passing through the U.S. border. But “everyone should have a plan \u003cem>before \u003c/em>they leave on their trip,” Cope said.\u003c/p>\n\u003cp>Part of making that plan, she said, is knowing exactly what you will do and say if you are pulled into a \u003ca href=\"https://ois.usc.edu/students/travel/u-s-customs-and-border-protection-cbp-inspection-process/\">secondary inspection\u003c/a> — that is, if you are asked to step aside at the CBP checkpoint and follow another agent to a separate area, where you may be asked to unlock your phone. This is a key decision point, Cope said, “because there are consequences” depending on whether you choose to comply or not.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For many, their decision will depend on their immigration status in the U.S. and the very real risks of refusing to unlock their phone as a noncitizen.\u003c/p>\n\u003cp>You could also be steered by the type of data you have on your phone. Is it a work phone? Are you in a position to share it with law enforcement? And if CBP confiscates your phone, can you continue your job or daily functions without it?\u003c/p>\n\u003cp>If you plan to comply, remember that at that moment, it may be unclear how much of your personal information officers will try to access on your phone. This could be especially tricky if your phone contains sensitive or confidential information. For example, a doctor may have data about their patients or a lawyer about their clients, as was the case with attorneys \u003ca href=\"https://www.npr.org/2025/04/09/nx-s1-5357455/attorney-detained-by-immigration-authorities\">Amir Makled\u003c/a> and \u003ca href=\"https://www.nhpr.org/nh-news/2025-04-18/a-new-england-attorney-is-pursuing-legal-action-after-being-held-at-the-vermont-canadian-border\">Bachir Atallah\u003c/a>, whose phones contained privileged client information when CBP searched them.\u003c/p>\n\u003cp>And if you refuse to provide your password, remember that officials can still \u003ca id=\"takeyourphone\">\u003c/a>seize your phone.\u003c/p>\n\u003ch2>What do experts and advocates recommend for travelers entering the U.S. right now?\u003c/h2>\n\u003cp>Being detained, denied entry to the U.S., or having confidential information on your phone seized: If these worst-case scenarios are “something that you’re unwilling to risk, then you should think about mitigation measures,” McBrien said.\u003c/p>\n\u003cp>Leaving personal devices at home is one way to avoid these interactions with law enforcement altogether. But if bringing your cell phone or laptop is essential, McBrien said — as it is for many travelers — you can also “look into ways to protect the data that is on those devices, both by taking sensitive information off the device or storing it somewhere else,” McBrien said. If you plan to travel with a device provided to you by your employer, EFF recommends \u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#talk-employer\">talking to your employer about data security before traveling\u003c/a>.\u003c/p>\n\u003cp>Cope has seen people travel with a “burner phone” — a phone you only use when travelling that doesn’t carry any personal or significant information. “But that also might raise questions,” she said. “‘What are you trying to hide?’ ‘Why isn’t this your real phone?’ So people need to be ready for that conversation.”\u003c/p>\n\u003cp>Regardless of whether you choose to comply with a phone search, Cope recommended backing up your data — to the cloud or another way — before you encounter CBP.\u003c/p>\n\u003cp>“If you do comply, the data might get corrupted if they try to do a forensic search,” she said. “If you \u003cem>don’t \u003c/em>comply, then maybe you will lose that data if your device is confiscated.”\u003c/p>\n\u003cp>If you’re worried about losing your phone at the border to a seizure, consider bringing several emergency contact numbers written in a notebook or similar, so that you can contact loved ones — or \u003ca href=\"https://www.kqed.org/news/12034703/what-should-international-students-on-visas-and-green-cards-know-right-now\">an immigration lawyer\u003c/a> — without having access to your phone’s contact list.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>McBrien also said it’s “a really good idea for people to have friends and family know when they are planning on crossing a border or coming into an airport — so that if they’re not heard from quickly, people in their lives are aware and can reach out to someone for help.”\u003c/p>\n\u003cp>Ultimately, any plan you make has to address concerns specific to your specific legal status and what type of information you carry with you, Cope said. “What’s important to understand is that one size doesn’t fit all.”\u003c/p>\n\u003ch2>More reading and resources\u003c/h2>\n\u003cp>\u003ca href=\"https://www.eff.org/wp/digital-privacy-us-border-2017#footnote1_y2jgkbj\">Read more about digital privacy protections at the border in EFF’s guide.\u003c/a>\u003c/p>\n\u003cp>KQED has \u003ca href=\"https://www.kqed.org/news/12013522/free-legal-aid-in-the-bay-area-how-it-works-where-to-find-it\">a guide on how to find free or low-cost legal aid in the Bay Area\u003c/a>, including those who provide immigration services. Keep in mind that many of these groups have limited resources and may not be able to provide assistance immediately.\u003c/p>\n\u003cp>The Bar Association in San Francisco \u003ca href=\"https://www.sfbar.org/lris/immigration-lawyers/\">keeps a database of private immigration lawyers\u003c/a> in San Francisco and Marin counties and \u003ca href=\"https://lrsconnect.org/\">refers those living elsewhere to LRS Connect, a nonprofit search tool\u003c/a> set up to connect individuals with lawyers specific to their needs.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After laying off 12 managers on Wednesday, \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">the San Francisco Municipal Transportation Agency\u003c/a> is consolidating divisions as part of a restructuring effort amid a looming \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">$322 million budget deficit\u003c/a>.\u003c/p>\n\u003cp>In a memo sent to staff on Friday, Director of Transportation Julie Kirschbaum said that the reorganization reduces the number of her direct reports from 10 to six.\u003c/p>\n\u003cp>“We do not have the luxury of time,” Kirschbaum wrote. “We faced immense challenges in the pandemic and navigated them with creativity and innovation. Now, San Francisco’s recovery depends on a financially stable SFMTA and a reliable, safe and clean Muni system.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/SFMTA-Agency-Divisional-Overview-April-2025-Copy.pdf\" target=\"_blank\" rel=\"noopener\"> restructuring\u003c/a> involves the creation of a new administration division led by Virginia Harmon, who is currently the interim director of SFMTA’s Office of Civil Rights.\u003c/p>\n\u003cp>Kirschbaum collapsed multiple communications offices — including the Office of the Chief Strategy Officer and the Communications, Marketing, & Outreach Division — into the Chief of Staff & External Affairs Division. Judson True will lead the new division, replacing acting Chief of Staff Kamini Lall, who will now serve as deputy chief of staff.\u003c/p>\n\u003cp>“By bringing those teams together along with our Chief of Staff office, we now have a single group focusing on how to continue to build trust with community stakeholders as well as to make sure everybody within the agency knows about all of the great work that we’re doing,” Kirschbaum told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12037785\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12037785 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png\" alt=\"\" width=\"1200\" height=\"686\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-800x457.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-1020x583.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-160x91.png 160w\" sizes=\"auto, (max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of Jan. 14, 2025. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_12037784\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037784\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of April 28, 2025. \u003ccite>(SFMTA Staff Memo April 25, 2025)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a Wednesday staff memo announcing the release of 12 managers, Kirschbaum said the main goal of the restructuring was to reduce redundancies within the agency.\u003c/p>\n\u003cp>“These changes are necessary to reduce duplicative roles and the confusion that comes from overlapping and unclear responsibilities,” she wrote.[aside postID=news_12035348 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1020x680.jpg']Other divisions that have been absorbed or consolidated include Human Resources, which is moving under the new Administration Division; Finance & IT, which will become the Finance Division; and Taxis, Access & Mobility Services, which will now be under the Streets Division.\u003c/p>\n\u003cp>The restructuring announcement comes just after Kirschbaum’s term hit the 100-day mark. She previously served as acting director of transportation until Mayor Daniel Lurie appointed her to the position permanently in February.\u003c/p>\n\u003cp>Her biggest challenge is the $50 million deficit for the 2025–26 fiscal year, which she described in the Friday staff memo as the agency’s “most formidable task.” The deficit could balloon to $322 million by the 2026–27 fiscal year, which could force SFMTA to make major cuts and hike service fees, in addition to those already approved earlier this month.\u003c/p>\n\u003cp>The consolidated Finance Division will have a new unit focused on revenue growth, Kirschbaum said in the Friday staff memo. She said the team will “build strong partnerships and drive the complex analytical work required to pick up where the Muni Funding Working Group left off to work toward a balanced budget.”\u003c/p>\n\u003cp>“The safety of everyone using our streets depends on our delivery of multimodal improvements across the city. We need to organize our work to meet these goals,” she wrote.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After laying off 12 managers on Wednesday, \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">the San Francisco Municipal Transportation Agency\u003c/a> is consolidating divisions as part of a restructuring effort amid a looming \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">$322 million budget deficit\u003c/a>.\u003c/p>\n\u003cp>In a memo sent to staff on Friday, Director of Transportation Julie Kirschbaum said that the reorganization reduces the number of her direct reports from 10 to six.\u003c/p>\n\u003cp>“We do not have the luxury of time,” Kirschbaum wrote. “We faced immense challenges in the pandemic and navigated them with creativity and innovation. Now, San Francisco’s recovery depends on a financially stable SFMTA and a reliable, safe and clean Muni system.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/SFMTA-Agency-Divisional-Overview-April-2025-Copy.pdf\" target=\"_blank\" rel=\"noopener\"> restructuring\u003c/a> involves the creation of a new administration division led by Virginia Harmon, who is currently the interim director of SFMTA’s Office of Civil Rights.\u003c/p>\n\u003cp>Kirschbaum collapsed multiple communications offices — including the Office of the Chief Strategy Officer and the Communications, Marketing, & Outreach Division — into the Chief of Staff & External Affairs Division. Judson True will lead the new division, replacing acting Chief of Staff Kamini Lall, who will now serve as deputy chief of staff.\u003c/p>\n\u003cp>“By bringing those teams together along with our Chief of Staff office, we now have a single group focusing on how to continue to build trust with community stakeholders as well as to make sure everybody within the agency knows about all of the great work that we’re doing,” Kirschbaum told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12037785\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12037785 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png\" alt=\"\" width=\"1200\" height=\"686\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-800x457.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-1020x583.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-160x91.png 160w\" sizes=\"auto, (max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of Jan. 14, 2025. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_12037784\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037784\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of April 28, 2025. \u003ccite>(SFMTA Staff Memo April 25, 2025)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a Wednesday staff memo announcing the release of 12 managers, Kirschbaum said the main goal of the restructuring was to reduce redundancies within the agency.\u003c/p>\n\u003cp>“These changes are necessary to reduce duplicative roles and the confusion that comes from overlapping and unclear responsibilities,” she wrote.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Other divisions that have been absorbed or consolidated include Human Resources, which is moving under the new Administration Division; Finance & IT, which will become the Finance Division; and Taxis, Access & Mobility Services, which will now be under the Streets Division.\u003c/p>\n\u003cp>The restructuring announcement comes just after Kirschbaum’s term hit the 100-day mark. She previously served as acting director of transportation until Mayor Daniel Lurie appointed her to the position permanently in February.\u003c/p>\n\u003cp>Her biggest challenge is the $50 million deficit for the 2025–26 fiscal year, which she described in the Friday staff memo as the agency’s “most formidable task.” The deficit could balloon to $322 million by the 2026–27 fiscal year, which could force SFMTA to make major cuts and hike service fees, in addition to those already approved earlier this month.\u003c/p>\n\u003cp>The consolidated Finance Division will have a new unit focused on revenue growth, Kirschbaum said in the Friday staff memo. She said the team will “build strong partnerships and drive the complex analytical work required to pick up where the Muni Funding Working Group left off to work toward a balanced budget.”\u003c/p>\n\u003cp>“The safety of everyone using our streets depends on our delivery of multimodal improvements across the city. We need to organize our work to meet these goals,” she wrote.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-ebike-incentive-project-voucher-lottery-when-do-applications-open-2025-april",
"title": "California Could Give You Up To $2,000 for an E-Bike Again. Here’s When 2025 Applications Open",
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"content": "\u003cp>May\u003cstrong> 9 update: The California Air Resources Board (CARB) — the agency that manages the E-Bike Incentive Project — has confirmed that May 29, 2025 will be the new date to apply for the program’s second round after CARB’s website experienced technical issues on the original April 29 application date.\u003c/strong>\u003c/p>\n\u003cp>The multimillion-dollar state fund that \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">offers Californians up to $2,000 each to buy a brand new electric bicycle\u003c/a> will once again start \u003ca href=\"https://www.ebikeincentives.org/apply/\">accepting applications on April 29 at 5 p.m. PT\u003c/a>.\u003c/p>\n\u003cp>This is the second round of the California E-Bike Incentive Project, which is distributing $7.5 million to help lower- and middle-income families buy an e-bike — a purchase which can help riders with faster commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cp>“Having an e-bike makes longer distances much more achievable,” said Kendra Ramsey, executive director of the California Bicycle Coalition (CalBike), which helped design and promote the voucher program. But while an e-bike is cheaper than a car, she acknowledged it’s still a pricey purchase for many people — and the E-Bike Incentive Project gets bikes “in the hands of folks who otherwise wouldn’t be able to afford them.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“And for every e-bike trip on the road, that is one car trip someone’s not taking,” she said, “making sure that the air we breathe in our communities is cleaner and is safer.”\u003c/p>\n\u003cp>The California E-Bike Incentive Project, \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">launched by the California Air Resources Board (CARB) back in 2024\u003c/a>, \u003ca href=\"https://www.ebikeincentives.org/\">offers $1,750 in vouchers to each qualifying individual\u003c/a> — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>[aside postID=news_12035335 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250415_BIKETARIFF_GC-3-KQED-1020x680.jpg']\u003c/p>\n\u003cp>During the program’s first round in December, state officials set aside 1,500 vouchers, or about 10% of the total money in the program. But this time, only 1,000 vouchers will be given out.\u003c/p>\n\u003cp>As well as a third fewer vouchers being available, the rules to apply are also slightly different this year. On April 29 — which falls on a Tuesday — applicants will have to join a “virtual waiting room” from 5 p.m. to 6 p.m. PT in order to even get the \u003cem>chance \u003c/em>to apply.\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for the second round of California’s e-bike voucher program when applications open later this month, including who qualifies for the money and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003cstrong>Who is eligible to apply for an e-bike voucher through the California E-Bike Incentive Project?\u003c/strong>\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program \u003ca href=\"https://ebikeincentives.org/apply/\">starting Wednesday, April. 25 at 5 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>You can provide your residency with a state ID, like a \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">driver’s license\u003c/a>. For the income requirement, keep in mind that the program takes into account how many people are in your household — including your spouse, kids, parents or roommates. You can check if you qualify using this chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12036518\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975-1020x796-1.jpg\" alt=\"\" width=\"1020\" height=\"796\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-800x624.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-160x125.jpg 160w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\">\u003c/p>\n\u003cp>As for proving your income when completing the application, the preferred way is to upload your IRS tax transcript: A document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an IRS Individual Online Account at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>If you did not file taxes last year, the program provides \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/04/Income-Verification-Flowchart-and-List.pdf\">a list of other documents you can provide to check off this requirement (PDF)\u003c/a> — and remember, you just need to provide one of these documents.\u003c/p>\n\u003ch2>\u003cstrong>\u003ca id=\"apply-for-california-ebike-incentive\">\u003c/a>How can I apply for the California E-Bike Incentive Project this time around?\u003c/strong>\u003c/h2>\n\u003cp>For the second round of the program, officials are encouraging applicants to \u003ca href=\"https://www.ebikeincentives.org/apply/\">visit the E-Bike Incentive Project’s website\u003c/a> on April 29 between 5 p.m. and 6 p.m. During that time, you can join the virtual waiting room by clicking the “APPLY” button at the upper right corner of the website. (This waiting room process might be familiar to you if you’ve ever purchased tickets online for a super-popular event or concert.)[aside postID=forum_2010101908121 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2024/12/GettyImages-2164252533-1-1020x574.jpg']When you’re admitted to the waiting room, don’t navigate away from this page — because at 6 p.m., everyone who is in the waiting room will be randomly assigned a number which will show on your screen.\u003c/p>\n\u003cp>If you receive a number between 1 and 1,000, you’ll then be able to move out of the waiting room and begin your application. If your number you’re given is higher than 1,000, you can stick around in the waiting room and wait to see if your number gets called later — which could happen if other people ahead of you in line drop out of the application process.\u003c/p>\n\u003cp>“If you’re number 50,000 in line, you … can probably just log off because there will not be a voucher for you at that time,” said Ramsey from CalBike. “But say you’re number 1,500, or number 1,900: You may want to wait for an additional hour or so and see, because not everyone who started an application last time finished.”\u003c/p>\n\u003cp>And while she encouraged folks to apply, Ramsey noted that “this program is not funded in a way that everyone who is eligible will get a voucher.”\u003c/p>\n\u003cp>Even if you are able to get a good, low number and reach the application process, she said, “it’s a little more like a lottery than a guaranteed ticket to get something.”\u003c/p>\n\u003cp>Because the demand for this program is so high, Ramsey recommends that applicants have all their documents ready ahead of entering the waiting room at 5 p.m. on April 29.\u003c/p>\n\u003cp>CalBike will also be \u003ca href=\"https://zoom.us/webinar/register/WN_eOlTZzqURM2Ik_QE3N54sg#/registration\">hosting a webinar over Zoom at 12 p.m. on April 22\u003c/a> which will walk people through the application process. The session will be recorded and \u003ca href=\"https://www.calbike.org/what-to-know-about-the-next-california-e-bike-voucher-application-window/\">be available later that day on CalBike’s website\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12036526\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036526\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg\" alt=\"\" width=\"1024\" height=\"683\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">An electric bicycle with cargo basket secured to a sidewalk rack in San Francisco on March 18, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>If I’m able to complete an application, when can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected to receive a voucher — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s likely that you may have to wait till summer for your new ride.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll receive information through the email address you provided that explains how to make your purchase.\u003c/p>\n\u003ch2>If I do get a California E-Bike Incentive Project voucher, can I buy an e-bike wherever I want?\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://www.ebikeincentives.org/approved-retailer-map/\">using this map and see what’s available\u003c/a>, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, either — because your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).[aside postID=news_11910495 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55017_GettyImages-1387412608-qut.jpg']There is also \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/03/Eligible-Ebike-List-3.6.25.pdf\">a full list of approved e-bike brands and models\u003c/a>. But don’t worry: “You don’t have to know what bikes you’re going to purchase before you apply for the voucher,” Ramsey said. “So you do have some time.”\u003c/li>\n\u003c/ul>\n\u003cp>She recommends visiting a local bike shop — ideally one already approved by the program — and talking to staff about what type of e-bike would work best for your own needs. “Let them know what types of things you’ll be doing,” she said, adding that she uses her e-bike to pick up her child from school. “You might need cargo space if you’re taking trips to school, like I do.” \u003ca href=\"https://www.ebikeincentives.org/eligible-e-bikes/\">Read more about which e-bikes are eligible in the program.\u003c/a>\u003c/p>\n\u003cp>Something else to keep in mind: \u003ca href=\"https://www.scmp.com/economy/global-economy/article/3283879/chinas-e-bikes-delight-consumers-roil-governments-overseas-competitors\">a large portion of e-bikes sold in the U.S. are either imported from China\u003c/a> or require key parts — like batteries — manufactured in that country. The Trump administration announced on April 15 that Chinese goods coming into the U.S. \u003ca href=\"https://www.whitehouse.gov/fact-sheets/2025/04/fact-sheet-president-donald-j-trump-ensures-national-security-and-economic-resilience-through-section-232-actions-on-processed-critical-minerals-and-derivative-products/\">will now be charged tariffs as high as 245%\u003c/a>. Newsite Electrek reports that e-bike companies \u003ca href=\"https://electrek.co/2025/04/10/trumps-massive-tariffs-and-sudden-backtrack-bring-chaos-to-e-bike-prices/\">are preparing for higher costs when selling in the U.S.\u003c/a>, which could mean higher prices when looking for your e-bike.\u003c/p>\n\u003cp>Brad Branan, a spokesperson for CARB, told KQED that this agency is monitoring the impact of global tariffs on e-bike prices, but confirmed that the existing cash amounts provided by the voucher program remain unchanged.\u003c/p>\n\u003ch2>\u003cstrong>I submitted an application but wasn’t awarded the voucher. What are my options?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you didn’t meet one of \u003ca href=\"https://www.ebikeincentives.org/eligibility/\">the state’s very specific income requirements for the e-bike program\u003c/a>. But even among the folks who \u003cem>do \u003c/em>qualify under those restrictions, the need for these e-bikes is “far greater” than the program can actually meet, said Ramsey.\u003c/p>\n\u003cp>All over California, there are still other regional programs and community groups that offer affordable alternatives to get people moving on bicycles and e-bikes.\u003c/p>\n\u003cp>In the Bay Area, San Francisco, San José, Oakland, Berkeley and Emeryville are part of the \u003ca href=\"https://www.lyft.com/bikes/bay-wheels/bike-share-for-all\">Bike Share for All program\u003c/a>, which in partnership with Lyft, provides unlimited 60-minute rides in the bikes you see stationed throughout these cities. You may be eligible for this program if you qualify for CalFresh, SFMTA Lifeline Pass, or PG&E CARE. Members pay $5 for the whole first year and then $5 per month after that.\u003c/p>\n\u003cp>Community groups like \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a> or \u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo\u003c/a> in San Francisco also offer weekly bike repair workshops and opportunities for members to build their own bicycles.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Azul Dahlstrom-Eckman.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The California E-Bike Incentive Project is taking applications once again on April 29. But this time around, applying for this money looks different.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>May\u003cstrong> 9 update: The California Air Resources Board (CARB) — the agency that manages the E-Bike Incentive Project — has confirmed that May 29, 2025 will be the new date to apply for the program’s second round after CARB’s website experienced technical issues on the original April 29 application date.\u003c/strong>\u003c/p>\n\u003cp>The multimillion-dollar state fund that \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">offers Californians up to $2,000 each to buy a brand new electric bicycle\u003c/a> will once again start \u003ca href=\"https://www.ebikeincentives.org/apply/\">accepting applications on April 29 at 5 p.m. PT\u003c/a>.\u003c/p>\n\u003cp>This is the second round of the California E-Bike Incentive Project, which is distributing $7.5 million to help lower- and middle-income families buy an e-bike — a purchase which can help riders with faster commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cp>“Having an e-bike makes longer distances much more achievable,” said Kendra Ramsey, executive director of the California Bicycle Coalition (CalBike), which helped design and promote the voucher program. But while an e-bike is cheaper than a car, she acknowledged it’s still a pricey purchase for many people — and the E-Bike Incentive Project gets bikes “in the hands of folks who otherwise wouldn’t be able to afford them.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“And for every e-bike trip on the road, that is one car trip someone’s not taking,” she said, “making sure that the air we breathe in our communities is cleaner and is safer.”\u003c/p>\n\u003cp>The California E-Bike Incentive Project, \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">launched by the California Air Resources Board (CARB) back in 2024\u003c/a>, \u003ca href=\"https://www.ebikeincentives.org/\">offers $1,750 in vouchers to each qualifying individual\u003c/a> — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During the program’s first round in December, state officials set aside 1,500 vouchers, or about 10% of the total money in the program. But this time, only 1,000 vouchers will be given out.\u003c/p>\n\u003cp>As well as a third fewer vouchers being available, the rules to apply are also slightly different this year. On April 29 — which falls on a Tuesday — applicants will have to join a “virtual waiting room” from 5 p.m. to 6 p.m. PT in order to even get the \u003cem>chance \u003c/em>to apply.\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for the second round of California’s e-bike voucher program when applications open later this month, including who qualifies for the money and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003cstrong>Who is eligible to apply for an e-bike voucher through the California E-Bike Incentive Project?\u003c/strong>\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program \u003ca href=\"https://ebikeincentives.org/apply/\">starting Wednesday, April. 25 at 5 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>You can provide your residency with a state ID, like a \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">driver’s license\u003c/a>. For the income requirement, keep in mind that the program takes into account how many people are in your household — including your spouse, kids, parents or roommates. You can check if you qualify using this chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12036518\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975-1020x796-1.jpg\" alt=\"\" width=\"1020\" height=\"796\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-800x624.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-160x125.jpg 160w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\">\u003c/p>\n\u003cp>As for proving your income when completing the application, the preferred way is to upload your IRS tax transcript: A document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an IRS Individual Online Account at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>If you did not file taxes last year, the program provides \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/04/Income-Verification-Flowchart-and-List.pdf\">a list of other documents you can provide to check off this requirement (PDF)\u003c/a> — and remember, you just need to provide one of these documents.\u003c/p>\n\u003ch2>\u003cstrong>\u003ca id=\"apply-for-california-ebike-incentive\">\u003c/a>How can I apply for the California E-Bike Incentive Project this time around?\u003c/strong>\u003c/h2>\n\u003cp>For the second round of the program, officials are encouraging applicants to \u003ca href=\"https://www.ebikeincentives.org/apply/\">visit the E-Bike Incentive Project’s website\u003c/a> on April 29 between 5 p.m. and 6 p.m. During that time, you can join the virtual waiting room by clicking the “APPLY” button at the upper right corner of the website. (This waiting room process might be familiar to you if you’ve ever purchased tickets online for a super-popular event or concert.)\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When you’re admitted to the waiting room, don’t navigate away from this page — because at 6 p.m., everyone who is in the waiting room will be randomly assigned a number which will show on your screen.\u003c/p>\n\u003cp>If you receive a number between 1 and 1,000, you’ll then be able to move out of the waiting room and begin your application. If your number you’re given is higher than 1,000, you can stick around in the waiting room and wait to see if your number gets called later — which could happen if other people ahead of you in line drop out of the application process.\u003c/p>\n\u003cp>“If you’re number 50,000 in line, you … can probably just log off because there will not be a voucher for you at that time,” said Ramsey from CalBike. “But say you’re number 1,500, or number 1,900: You may want to wait for an additional hour or so and see, because not everyone who started an application last time finished.”\u003c/p>\n\u003cp>And while she encouraged folks to apply, Ramsey noted that “this program is not funded in a way that everyone who is eligible will get a voucher.”\u003c/p>\n\u003cp>Even if you are able to get a good, low number and reach the application process, she said, “it’s a little more like a lottery than a guaranteed ticket to get something.”\u003c/p>\n\u003cp>Because the demand for this program is so high, Ramsey recommends that applicants have all their documents ready ahead of entering the waiting room at 5 p.m. on April 29.\u003c/p>\n\u003cp>CalBike will also be \u003ca href=\"https://zoom.us/webinar/register/WN_eOlTZzqURM2Ik_QE3N54sg#/registration\">hosting a webinar over Zoom at 12 p.m. on April 22\u003c/a> which will walk people through the application process. The session will be recorded and \u003ca href=\"https://www.calbike.org/what-to-know-about-the-next-california-e-bike-voucher-application-window/\">be available later that day on CalBike’s website\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12036526\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036526\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg\" alt=\"\" width=\"1024\" height=\"683\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">An electric bicycle with cargo basket secured to a sidewalk rack in San Francisco on March 18, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>If I’m able to complete an application, when can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected to receive a voucher — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s likely that you may have to wait till summer for your new ride.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll receive information through the email address you provided that explains how to make your purchase.\u003c/p>\n\u003ch2>If I do get a California E-Bike Incentive Project voucher, can I buy an e-bike wherever I want?\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://www.ebikeincentives.org/approved-retailer-map/\">using this map and see what’s available\u003c/a>, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, either — because your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>There is also \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/03/Eligible-Ebike-List-3.6.25.pdf\">a full list of approved e-bike brands and models\u003c/a>. But don’t worry: “You don’t have to know what bikes you’re going to purchase before you apply for the voucher,” Ramsey said. “So you do have some time.”\u003c/li>\n\u003c/ul>\n\u003cp>She recommends visiting a local bike shop — ideally one already approved by the program — and talking to staff about what type of e-bike would work best for your own needs. “Let them know what types of things you’ll be doing,” she said, adding that she uses her e-bike to pick up her child from school. “You might need cargo space if you’re taking trips to school, like I do.” \u003ca href=\"https://www.ebikeincentives.org/eligible-e-bikes/\">Read more about which e-bikes are eligible in the program.\u003c/a>\u003c/p>\n\u003cp>Something else to keep in mind: \u003ca href=\"https://www.scmp.com/economy/global-economy/article/3283879/chinas-e-bikes-delight-consumers-roil-governments-overseas-competitors\">a large portion of e-bikes sold in the U.S. are either imported from China\u003c/a> or require key parts — like batteries — manufactured in that country. The Trump administration announced on April 15 that Chinese goods coming into the U.S. \u003ca href=\"https://www.whitehouse.gov/fact-sheets/2025/04/fact-sheet-president-donald-j-trump-ensures-national-security-and-economic-resilience-through-section-232-actions-on-processed-critical-minerals-and-derivative-products/\">will now be charged tariffs as high as 245%\u003c/a>. Newsite Electrek reports that e-bike companies \u003ca href=\"https://electrek.co/2025/04/10/trumps-massive-tariffs-and-sudden-backtrack-bring-chaos-to-e-bike-prices/\">are preparing for higher costs when selling in the U.S.\u003c/a>, which could mean higher prices when looking for your e-bike.\u003c/p>\n\u003cp>Brad Branan, a spokesperson for CARB, told KQED that this agency is monitoring the impact of global tariffs on e-bike prices, but confirmed that the existing cash amounts provided by the voucher program remain unchanged.\u003c/p>\n\u003ch2>\u003cstrong>I submitted an application but wasn’t awarded the voucher. What are my options?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you didn’t meet one of \u003ca href=\"https://www.ebikeincentives.org/eligibility/\">the state’s very specific income requirements for the e-bike program\u003c/a>. But even among the folks who \u003cem>do \u003c/em>qualify under those restrictions, the need for these e-bikes is “far greater” than the program can actually meet, said Ramsey.\u003c/p>\n\u003cp>All over California, there are still other regional programs and community groups that offer affordable alternatives to get people moving on bicycles and e-bikes.\u003c/p>\n\u003cp>In the Bay Area, San Francisco, San José, Oakland, Berkeley and Emeryville are part of the \u003ca href=\"https://www.lyft.com/bikes/bay-wheels/bike-share-for-all\">Bike Share for All program\u003c/a>, which in partnership with Lyft, provides unlimited 60-minute rides in the bikes you see stationed throughout these cities. You may be eligible for this program if you qualify for CalFresh, SFMTA Lifeline Pass, or PG&E CARE. Members pay $5 for the whole first year and then $5 per month after that.\u003c/p>\n\u003cp>Community groups like \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a> or \u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo\u003c/a> in San Francisco also offer weekly bike repair workshops and opportunities for members to build their own bicycles.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Azul Dahlstrom-Eckman.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The other day, I logged into \u003ca href=\"https://www.kqed.org/news/tag/facebook\">Facebook\u003c/a> and searched for ride-share and delivery accounts for sale. As the cartoon dog \u003cem>Scooby Doo\u003c/em> likes to say: “Ruh-roh.”\u003c/p>\n\u003cp>A \u003ca href=\"https://www.techtransparencyproject.org/articles/for-sale-on-facebook-fraudulent-uber-driver-accounts\">report \u003c/a>out this week from the non-profit watchdog Tech Transparency Project identified 80 Facebook groups with more than 800,000 users collectively that trade in driver accounts for Uber, DoorDash and other ride-share and delivery apps.\u003c/p>\n\u003cp>“This black market allows people to acquire driver accounts for Uber and other services without going through the required screening process or even having a valid driver’s license,” the researchers wrote. “Meta is failing to meet its \u003ca href=\"https://www.kqed.org/news/12020606/meta-ends-fact-checking-ahead-of-2nd-trump-term\">new, lowered bar\u003c/a> for policy enforcement by hosting a thriving trade in fraudulent Uber driver accounts.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the report, TPP researchers created a new Facebook account and began typing “uber account” into the platform’s search bar. Before the words had been fully typed in, Facebook auto-populated “uber account for rent” as the first suggested search term.\u003c/p>\n\u003cp>That led researchers to dozens of Facebook groups where users sought or offered up active Uber, DoorDash or Deliveroo accounts. Prices vary, but accounts commonly go for $350- 430 for sale or $115 for rent every 30 days, according to the report. Users often posted publicly in the groups to advertise or ask for an account. Once they received a response, the requesters often suggested moving the conversation out of public view to direct messages.\u003c/p>\n\u003cfigure id=\"attachment_12008321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg\" alt=\"\" width=\"2000\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-800x496.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1020x632.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1536x952.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1920x1190.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car crosses Market Street in San Francisco on Feb. 8, 2018. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s particularly concerning when you think about the fact that many of the people that engage in these groups or are looking to rent accounts are people that would not be able to pass a background check or a criminal check to get an account to drive Uber,” said Katie Paul, director of TPP, which has been researching black markets on social media for several years. “It really thwarts a lot of the safeguards that companies like Uber, DoorDash and others have in place to try to protect consumers.”\u003c/p>\n\u003cp>Meta did not get back to KQED with a comment in time for this story, but the company does have a publicly posted \u003ca href=\"https://transparency.meta.com/policies/community-standards/fraud-scams\">Fraud, Scams, and Deceptive Practices policy\u003c/a> that promises the removal of content that “purposefully employs deceptive means — such as wilful misrepresentation, stolen information and exaggerated claims — to either scam or defraud users and businesses, or to drive engagement.”\u003c/p>\n\u003cp>In a January post by Joel Kaplan, Meta’s chief global affairs officer, announcing looser rules governing political content, \u003ca href=\"https://about.fb.com/news/2025/01/meta-more-speech-fewer-mistakes/\">he wrote\u003c/a>: “We have been using automated systems to scan for all policy violations, but this has resulted in too many mistakes and too much content being censored that shouldn’t have been. So, we’re going to continue to focus these systems on tackling illegal and high-severity violations, like terrorism, child sexual exploitation, drugs, fraud and scams.”[aside postID=news_11895742 hero='https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1236188328-1-1020x568.jpg']Paul argued that the infiltration of the black market in account fraud extends beyond posts on Facebook. It’s also in the advertising, Meta’s primary revenue driver.\u003c/p>\n\u003cp>“Ads are notable because they’re one of the only things on the platform that are actually reviewed and approved before they are run,” Paul said. “Even if they later removed them, the company had still made their money in the process. The fact that they haven’t addressed this is largely because there are no regulations in place that require them to do so. So as we’re seeing a failure of regulatory enforcement or efforts on the part of Congress, we see these companies becoming more and more lax in the way that they moderate explicitly illegal or harmful content on their platforms.”\u003c/p>\n\u003cp>Paul also argues that Facebook is structurally worse than other social media platforms in terms of enabling black market behavior because of the platform’s global reach, and the ease of finding groups, which she describes as “the perfect digital toolkit for these black market traffickers of, really, anything you can think of, whether it’s human smuggling, account trafficking, antiquities trafficking. You can easily search — name the bad thing — and the words for sale, and dozens of groups pop up immediately.”\u003c/p>\n\u003cp>From there, Paul adds, the actors move transactional conversations to more secure apps like WhatsApp or Facebook Messenger, which are both also owned by Meta.\u003c/p>\n\u003cfigure id=\"attachment_11951943\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11951943\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg\" alt=\"The Meta booth at the Game Developers Conference 2023 in San Francisco.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Despite heavy lobbying by Mark Zuckerberg to avoid a trial, the Federal Trade Commission’s case against Meta began Monday, alleging the company violated competition laws with its acquisitions of Instagram and WhatsApp. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Meta really owns the entire cycle of the issue there, including the final communications for delivery of whatever that black market trade is. With Google, if you’re talking about search ads, for instance, they could direct you to a website, but you’re not going to get that same level of anonymity or the kind of protected functionality that you see on Facebook,” Paul said.\u003c/p>\n\u003cp>Food delivery services, in particular, have faced regulatory scrutiny over concerns about unauthorized account sharing. As of March 1, 2025, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB375\">AB-375\u003c/a> requires third-party food delivery platforms like San Francisco-based DoorDash and UberEats to provide the customer with the first name and photo of their driver.\u003c/p>\n\u003cp>“We’re deactivating more fraudulent accounts, conducting more real-time identity checks and preventing more offenders from returning,” DoorDash spokesperson Julian Crowley wrote KQED in a statement. Even before the new state law came into effect, DoorDash introduced a more robust system for flagging unauthorized drivers in Los Angeles, Denver, Seattle and other cities late last year.[aside postID=news_11965403 hero='https://ww2.kqed.org/app/uploads/sites/10/2023/10/231019-GazaRally-011-BL-qut-1020x680.jpg']Crowley added, “While many of these ‘ads’ are scams for accounts that don’t actually exist, we take all fraud seriously. Our teams actively monitor for suspicious activity — including ads for fraudulent accounts — and take action. We’ve reached out to Meta to collaborate in dismantling these groups and stand ready to work with enforcement to hold fraudsters accountable.”\u003c/p>\n\u003cp>“Account sharing is never allowed, and we have robust safeguards in place from account creation to trip completion designed to help verify that the person using an account is the rightful owner,” an Uber spokesperson said in an email. “In the US, all drivers and couriers must pass a background check, provide a valid photo ID and Social Security Number, and regularly verify their identity through our Real-Time ID Check, which uses selfies to confirm that the person behind the wheel or making a delivery is the same person that passed our multi-step screening process.”\u003c/p>\n\u003cp>Last year, Wired\u003ca href=\"https://www.wired.com/story/priscila-queen-of-the-rideshare-mafia/\"> profiled\u003c/a> a woman who made thousands of dollars fraudulently renting out Uber and DoorDash accounts before being arrested after Uber tipped off the FBI.\u003c/p>\n\u003cp>“\u003ca href=\"https://www.lyft.com/terms\">Lyft’s\u003c/a> Terms of Service strictly prohibit fraudulent activity of any kind, including account sharing or buying and selling Lyft accounts, and such behavior can and does lead to a permanent ban from the platform,” a Lyft spokesperson wrote KQED. “We have robust policies in place—including rigorous and thorough background checks and screenings for every driver—to help prevent fraudulent activity.”\u003c/p>\n\u003cp>“We have led the industry in taking action to secure our platform, and were the first major delivery platform to roll out direct right to work checks, a registration process, daily identity verification and now additional device checks for riders, including substitutes,” wrote a Deliveroo spokesperson.\u003c/p>\n\u003cp>While the California attorney general’s office, sometimes in conjunction with city or district attorneys, has cracked down on ride-share and food delivery companies in the recent past, it’s been for issues like \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-becerra-and-city-attorneys-los-angeles-san-diego-and-san-0\">classification \u003c/a>of workers, \u003ca href=\"https://oag.ca.gov/news/press-releases/california-attorney-general-becerra-san-francisco-district-attorney-gasc%C3%B3n\">data breach\u003c/a> cover-ups and \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-announces-settlement-doordash-investigation-finds-company#:~:text=The%20investigation%20by%20the%20California%20Department%20of,violation%20of%20both%20the%20CCPA%20and%20CalOPPA.\">consumer privacy\u003c/a>, not unauthorized account access. When queried directly about that issue, a spokesman for the AG’s office wrote, “To protect their integrity, we’re unable to comment on, even to confirm or deny, any potential or ongoing investigations.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The other day, I logged into \u003ca href=\"https://www.kqed.org/news/tag/facebook\">Facebook\u003c/a> and searched for ride-share and delivery accounts for sale. As the cartoon dog \u003cem>Scooby Doo\u003c/em> likes to say: “Ruh-roh.”\u003c/p>\n\u003cp>A \u003ca href=\"https://www.techtransparencyproject.org/articles/for-sale-on-facebook-fraudulent-uber-driver-accounts\">report \u003c/a>out this week from the non-profit watchdog Tech Transparency Project identified 80 Facebook groups with more than 800,000 users collectively that trade in driver accounts for Uber, DoorDash and other ride-share and delivery apps.\u003c/p>\n\u003cp>“This black market allows people to acquire driver accounts for Uber and other services without going through the required screening process or even having a valid driver’s license,” the researchers wrote. “Meta is failing to meet its \u003ca href=\"https://www.kqed.org/news/12020606/meta-ends-fact-checking-ahead-of-2nd-trump-term\">new, lowered bar\u003c/a> for policy enforcement by hosting a thriving trade in fraudulent Uber driver accounts.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the report, TPP researchers created a new Facebook account and began typing “uber account” into the platform’s search bar. Before the words had been fully typed in, Facebook auto-populated “uber account for rent” as the first suggested search term.\u003c/p>\n\u003cp>That led researchers to dozens of Facebook groups where users sought or offered up active Uber, DoorDash or Deliveroo accounts. Prices vary, but accounts commonly go for $350- 430 for sale or $115 for rent every 30 days, according to the report. Users often posted publicly in the groups to advertise or ask for an account. Once they received a response, the requesters often suggested moving the conversation out of public view to direct messages.\u003c/p>\n\u003cfigure id=\"attachment_12008321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg\" alt=\"\" width=\"2000\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-800x496.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1020x632.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1536x952.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1920x1190.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car crosses Market Street in San Francisco on Feb. 8, 2018. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s particularly concerning when you think about the fact that many of the people that engage in these groups or are looking to rent accounts are people that would not be able to pass a background check or a criminal check to get an account to drive Uber,” said Katie Paul, director of TPP, which has been researching black markets on social media for several years. “It really thwarts a lot of the safeguards that companies like Uber, DoorDash and others have in place to try to protect consumers.”\u003c/p>\n\u003cp>Meta did not get back to KQED with a comment in time for this story, but the company does have a publicly posted \u003ca href=\"https://transparency.meta.com/policies/community-standards/fraud-scams\">Fraud, Scams, and Deceptive Practices policy\u003c/a> that promises the removal of content that “purposefully employs deceptive means — such as wilful misrepresentation, stolen information and exaggerated claims — to either scam or defraud users and businesses, or to drive engagement.”\u003c/p>\n\u003cp>In a January post by Joel Kaplan, Meta’s chief global affairs officer, announcing looser rules governing political content, \u003ca href=\"https://about.fb.com/news/2025/01/meta-more-speech-fewer-mistakes/\">he wrote\u003c/a>: “We have been using automated systems to scan for all policy violations, but this has resulted in too many mistakes and too much content being censored that shouldn’t have been. So, we’re going to continue to focus these systems on tackling illegal and high-severity violations, like terrorism, child sexual exploitation, drugs, fraud and scams.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Paul argued that the infiltration of the black market in account fraud extends beyond posts on Facebook. It’s also in the advertising, Meta’s primary revenue driver.\u003c/p>\n\u003cp>“Ads are notable because they’re one of the only things on the platform that are actually reviewed and approved before they are run,” Paul said. “Even if they later removed them, the company had still made their money in the process. The fact that they haven’t addressed this is largely because there are no regulations in place that require them to do so. So as we’re seeing a failure of regulatory enforcement or efforts on the part of Congress, we see these companies becoming more and more lax in the way that they moderate explicitly illegal or harmful content on their platforms.”\u003c/p>\n\u003cp>Paul also argues that Facebook is structurally worse than other social media platforms in terms of enabling black market behavior because of the platform’s global reach, and the ease of finding groups, which she describes as “the perfect digital toolkit for these black market traffickers of, really, anything you can think of, whether it’s human smuggling, account trafficking, antiquities trafficking. You can easily search — name the bad thing — and the words for sale, and dozens of groups pop up immediately.”\u003c/p>\n\u003cp>From there, Paul adds, the actors move transactional conversations to more secure apps like WhatsApp or Facebook Messenger, which are both also owned by Meta.\u003c/p>\n\u003cfigure id=\"attachment_11951943\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11951943\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg\" alt=\"The Meta booth at the Game Developers Conference 2023 in San Francisco.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Despite heavy lobbying by Mark Zuckerberg to avoid a trial, the Federal Trade Commission’s case against Meta began Monday, alleging the company violated competition laws with its acquisitions of Instagram and WhatsApp. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Meta really owns the entire cycle of the issue there, including the final communications for delivery of whatever that black market trade is. With Google, if you’re talking about search ads, for instance, they could direct you to a website, but you’re not going to get that same level of anonymity or the kind of protected functionality that you see on Facebook,” Paul said.\u003c/p>\n\u003cp>Food delivery services, in particular, have faced regulatory scrutiny over concerns about unauthorized account sharing. As of March 1, 2025, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB375\">AB-375\u003c/a> requires third-party food delivery platforms like San Francisco-based DoorDash and UberEats to provide the customer with the first name and photo of their driver.\u003c/p>\n\u003cp>“We’re deactivating more fraudulent accounts, conducting more real-time identity checks and preventing more offenders from returning,” DoorDash spokesperson Julian Crowley wrote KQED in a statement. Even before the new state law came into effect, DoorDash introduced a more robust system for flagging unauthorized drivers in Los Angeles, Denver, Seattle and other cities late last year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Crowley added, “While many of these ‘ads’ are scams for accounts that don’t actually exist, we take all fraud seriously. Our teams actively monitor for suspicious activity — including ads for fraudulent accounts — and take action. We’ve reached out to Meta to collaborate in dismantling these groups and stand ready to work with enforcement to hold fraudsters accountable.”\u003c/p>\n\u003cp>“Account sharing is never allowed, and we have robust safeguards in place from account creation to trip completion designed to help verify that the person using an account is the rightful owner,” an Uber spokesperson said in an email. “In the US, all drivers and couriers must pass a background check, provide a valid photo ID and Social Security Number, and regularly verify their identity through our Real-Time ID Check, which uses selfies to confirm that the person behind the wheel or making a delivery is the same person that passed our multi-step screening process.”\u003c/p>\n\u003cp>Last year, Wired\u003ca href=\"https://www.wired.com/story/priscila-queen-of-the-rideshare-mafia/\"> profiled\u003c/a> a woman who made thousands of dollars fraudulently renting out Uber and DoorDash accounts before being arrested after Uber tipped off the FBI.\u003c/p>\n\u003cp>“\u003ca href=\"https://www.lyft.com/terms\">Lyft’s\u003c/a> Terms of Service strictly prohibit fraudulent activity of any kind, including account sharing or buying and selling Lyft accounts, and such behavior can and does lead to a permanent ban from the platform,” a Lyft spokesperson wrote KQED. “We have robust policies in place—including rigorous and thorough background checks and screenings for every driver—to help prevent fraudulent activity.”\u003c/p>\n\u003cp>“We have led the industry in taking action to secure our platform, and were the first major delivery platform to roll out direct right to work checks, a registration process, daily identity verification and now additional device checks for riders, including substitutes,” wrote a Deliveroo spokesperson.\u003c/p>\n\u003cp>While the California attorney general’s office, sometimes in conjunction with city or district attorneys, has cracked down on ride-share and food delivery companies in the recent past, it’s been for issues like \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-becerra-and-city-attorneys-los-angeles-san-diego-and-san-0\">classification \u003c/a>of workers, \u003ca href=\"https://oag.ca.gov/news/press-releases/california-attorney-general-becerra-san-francisco-district-attorney-gasc%C3%B3n\">data breach\u003c/a> cover-ups and \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-announces-settlement-doordash-investigation-finds-company#:~:text=The%20investigation%20by%20the%20California%20Department%20of,violation%20of%20both%20the%20CCPA%20and%20CalOPPA.\">consumer privacy\u003c/a>, not unauthorized account access. When queried directly about that issue, a spokesman for the AG’s office wrote, “To protect their integrity, we’re unable to comment on, even to confirm or deny, any potential or ongoing investigations.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Fewer buses and \u003ca href=\"https://www.kqed.org/news/12030860/waymo-problems\">Waymo\u003c/a> cars — that’s the plan for San Francisco’s Market Street, coming this summer.\u003c/p>\n\u003cp>On Thursday, \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor Daniel Lurie\u003c/a> announced that the autonomous vehicle company would begin operating on the city’s main downtown thoroughfare, which has been \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">car-free for five years\u003c/a>, as part of his ongoing revitalization efforts there. But transit and pedestrian advocates say the move will hurt downtown, upending progress made to Muni services and pedestrian and bike safety on the road.\u003c/p>\n\u003cp>“Undoing those successes, the result of two decades of work by city agencies, elected officials, and advocates, moves San Francisco in the wrong direction,” SF Transit Riders, WalkSF, SF Bicycle Coalition and Kid Safe SF said in a joint statement. “It is a step backward to a chaotic, dangerous Market Street that serves no one’s purposes, including businesses.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since taking office, Lurie has been focused on reviving the city’s \u003ca href=\"https://www.kqed.org/forum/2010101908655/how-can-san-francisco-fill-up-empty-offices-and-stores\">vacancy-riddled downtown\u003c/a>. He’s \u003ca href=\"https://www.kqed.org/news/12021879/sf-mayor-lurie-launches-1st-legislative-push-fentanyl-emergency-response\">increased police presence\u003c/a> around Union Square, launched monthly “First Thursdays” block parties on Second Street and most recently, announced that a \u003ca href=\"https://www.kqed.org/news/12034942/billionaire-backed-nonprofit-fund-san-franciscos-downtown-recovery-projects\">nonprofit formed by some of his high-powered supporters\u003c/a> will raise private funds to beautify the neighborhood.\u003c/p>\n\u003cp>“By welcoming Waymo, we’re adding another safe and sustainable way to access shopping, theaters, hotels and restaurants,” Lurie said in a statement. “This is about revitalizing downtown and making it easier for everyone, locals and visitors alike, to enjoy everything our city has to offer.”\u003c/p>\n\u003cp>Waymo — which is owned by Google’s parent company, Alphabet — plans to begin mapping the street in the coming days and driving passengers up and down Market as soon as this summer, according to Lurie’s office. The announcement comes on the heels of a San Francisco Municipal Transportation Agency’s board of directors vote last week to reduce services on five routes that traverse the road in the face of the agency’s \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">massive budget deficit,\u003c/a> which could top more than $300 million by 2026.\u003c/p>\n\u003cp>Julie Kirschbaum, SFMTA’s Director of Transportation, said the agency will work with Lurie and Waymo to ensure that all transportation operations move “safely, reliably and efficiently” along the corridor. However, public transit advocates say that prioritizing privately owned vehicles on public roadways will stunt Muni’s post-pandemic rebound and compound disruptions as the city cuts bus services.\u003c/p>\n\u003cp>[aside postID=forum_2010101908873 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2025/02/250128-SFImmigration-33-BL-1-1020x574.jpg']\u003c/p>\n\u003cp>Muni ridership dropped by nearly 90% between February and April 2020 but has hit its highest numbers over the past year.\u003c/p>\n\u003cp>“Transit riders will now not only need to deal with increased transfers and delays brought on by upcoming service cuts, but also the delays and hazards caused by a fleet of new Waymo vehicles flooding Market Street,” SF Transit Riders community and policy manager Dylan Fabris said in a statement.\u003c/p>\n\u003cp>Since banning cars, Muni buses and streetcars have been able to increase speed and efficiency by 14% along Market Street, Fabrissaid. Last year, ridership reached 75% of pre-pandemic numbers and appears on track to continue increasing.\u003c/p>\n\u003cp>It’s unclear if the move is a first step toward allowing more vehicles back onto the road since, technically, Waymo has already been permitted to operate in much of the corridor under the SFMTA traffic regulations adopted at the inception of the car ban.\u003c/p>\n\u003cp>Unlike Uber and Lyft, the self-driving cars are considered commercial vehicles. Waymo confirmed that until now, it has voluntarily refrained from operating on Market Street despite being legally allowed to do so.\u003c/p>\n\u003cp>Still, advocates urged Lurie to rescind the decision and instead focus on increasing business and foot traffic in the downtown sector.\u003c/p>\n\u003cp>“If we want Market Street to reclaim its rightful place as a commercial and cultural destination, it should be safe and welcoming to people,” SFBike’s Executive Director Christopher White said. “Prioritizing safe, affordable ways of traveling, like walking, biking and transit, achieves that aim. Handing the street over to a single private company flies in the face of San Francisco’s values and goals.”\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>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Fewer buses and \u003ca href=\"https://www.kqed.org/news/12030860/waymo-problems\">Waymo\u003c/a> cars — that’s the plan for San Francisco’s Market Street, coming this summer.\u003c/p>\n\u003cp>On Thursday, \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor Daniel Lurie\u003c/a> announced that the autonomous vehicle company would begin operating on the city’s main downtown thoroughfare, which has been \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">car-free for five years\u003c/a>, as part of his ongoing revitalization efforts there. But transit and pedestrian advocates say the move will hurt downtown, upending progress made to Muni services and pedestrian and bike safety on the road.\u003c/p>\n\u003cp>“Undoing those successes, the result of two decades of work by city agencies, elected officials, and advocates, moves San Francisco in the wrong direction,” SF Transit Riders, WalkSF, SF Bicycle Coalition and Kid Safe SF said in a joint statement. “It is a step backward to a chaotic, dangerous Market Street that serves no one’s purposes, including businesses.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since taking office, Lurie has been focused on reviving the city’s \u003ca href=\"https://www.kqed.org/forum/2010101908655/how-can-san-francisco-fill-up-empty-offices-and-stores\">vacancy-riddled downtown\u003c/a>. He’s \u003ca href=\"https://www.kqed.org/news/12021879/sf-mayor-lurie-launches-1st-legislative-push-fentanyl-emergency-response\">increased police presence\u003c/a> around Union Square, launched monthly “First Thursdays” block parties on Second Street and most recently, announced that a \u003ca href=\"https://www.kqed.org/news/12034942/billionaire-backed-nonprofit-fund-san-franciscos-downtown-recovery-projects\">nonprofit formed by some of his high-powered supporters\u003c/a> will raise private funds to beautify the neighborhood.\u003c/p>\n\u003cp>“By welcoming Waymo, we’re adding another safe and sustainable way to access shopping, theaters, hotels and restaurants,” Lurie said in a statement. “This is about revitalizing downtown and making it easier for everyone, locals and visitors alike, to enjoy everything our city has to offer.”\u003c/p>\n\u003cp>Waymo — which is owned by Google’s parent company, Alphabet — plans to begin mapping the street in the coming days and driving passengers up and down Market as soon as this summer, according to Lurie’s office. The announcement comes on the heels of a San Francisco Municipal Transportation Agency’s board of directors vote last week to reduce services on five routes that traverse the road in the face of the agency’s \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">massive budget deficit,\u003c/a> which could top more than $300 million by 2026.\u003c/p>\n\u003cp>Julie Kirschbaum, SFMTA’s Director of Transportation, said the agency will work with Lurie and Waymo to ensure that all transportation operations move “safely, reliably and efficiently” along the corridor. However, public transit advocates say that prioritizing privately owned vehicles on public roadways will stunt Muni’s post-pandemic rebound and compound disruptions as the city cuts bus services.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Muni ridership dropped by nearly 90% between February and April 2020 but has hit its highest numbers over the past year.\u003c/p>\n\u003cp>“Transit riders will now not only need to deal with increased transfers and delays brought on by upcoming service cuts, but also the delays and hazards caused by a fleet of new Waymo vehicles flooding Market Street,” SF Transit Riders community and policy manager Dylan Fabris said in a statement.\u003c/p>\n\u003cp>Since banning cars, Muni buses and streetcars have been able to increase speed and efficiency by 14% along Market Street, Fabrissaid. Last year, ridership reached 75% of pre-pandemic numbers and appears on track to continue increasing.\u003c/p>\n\u003cp>It’s unclear if the move is a first step toward allowing more vehicles back onto the road since, technically, Waymo has already been permitted to operate in much of the corridor under the SFMTA traffic regulations adopted at the inception of the car ban.\u003c/p>\n\u003cp>Unlike Uber and Lyft, the self-driving cars are considered commercial vehicles. Waymo confirmed that until now, it has voluntarily refrained from operating on Market Street despite being legally allowed to do so.\u003c/p>\n\u003cp>Still, advocates urged Lurie to rescind the decision and instead focus on increasing business and foot traffic in the downtown sector.\u003c/p>\n\u003cp>“If we want Market Street to reclaim its rightful place as a commercial and cultural destination, it should be safe and welcoming to people,” SFBike’s Executive Director Christopher White said. “Prioritizing safe, affordable ways of traveling, like walking, biking and transit, achieves that aim. Handing the street over to a single private company flies in the face of San Francisco’s values and goals.”\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>\n\u003c/div>\u003c/p>",
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"title": "SFO-Bound Flight’s Sudden Move to Avoid Potential Collision Left 4 Injured, Report Says",
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"content": "\u003cp>An incident that injured four people on a United Airlines flight headed for \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> last year was caused by the pilots pulling up suddenly to avoid a midair collision with another plane, according to the final report released by the National Transportation Safety Board.\u003c/p>\n\u003cp>After Flight 2428 from New Jersey was cleared by \u003ca href=\"https://www.kqed.org/news/12033338/bay-area-air-traffic-control-is-down-to-1-meteorologist-after-trumps-hiring-freeze\">air traffic control\u003c/a> to begin its descent into SFO on Sept. 19, 2024, pilots on the Boeing 757 received a traffic collision avoidance system (TCAS) alert warning them of another aircraft crossing 1,500 feet below.\u003c/p>\n\u003cp>The pilots responded to the alert by engaging in an abrupt emergency maneuver as the first officer reduced the plane’s vertical speed and disengaged the autopilot before pitching the plane upward, following TCAS guidance, according to the NTSB report released last week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although the sudden maneuver avoided a potential collision, it took passengers and crew members by surprise.\u003c/p>\n\u003cp>“Two flight attendants were in the forward galley cleaning in preparation for the initial descent announcement. These two flight attendants fell to the floor during the maneuver and sustained minor injuries,” the NTSB report read. “There were two passengers in the aft lavatories at the time of the maneuver. One passenger flew upwards and landed forward, fracturing the L2 spinal vertebrae. The other passenger was exiting the lavatory when he flew upwards and landed on his leg, resulting in a fractured ankle.”\u003c/p>\n\u003cfigure id=\"attachment_12033817\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033817\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane is parked at the gate at San Francisco International Airport on Feb. 11, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Paramedics met the aircraft at SFO upon its landing, and the injured passengers were taken to a hospital. United Airlines declined to comment on the incident.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/forum/2010101909018/faa-firings-recent-crashes-spark-airline-safety-fears\">Concern over air travel safety\u003c/a> has intensified since a Jan. 29 collision between an American Airlines passenger jet and a U.S. Army Black Hawk helicopter in Washington, D.C., killed 67 people.\u003c/p>\n\u003cp>But midair collisions are quite rare, said John Cox, a retired airline pilot and aviation safety consultant. Air travel safety systems such as TCAS have been very effective at preventing serious accidents, he said, adding that a lot of the anxieties around air travel now are a result of increased focus on minor incidents that do not typically gain a lot of attention.[aside postID=news_12033338 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/GettyImages-1243270396-1-1020x680.jpg']The safety of the aviation system is very much intact, Cox said. Any increase in the number of near midair collisions can likely be attributed to an increase in air travel and congestion more broadly, he said.\u003c/p>\n\u003cp>“The likelihood of an actual midair collision has dropped dramatically to near zero,” Cox said. “I recognize the tragic midair collision in Washington … but the TCAS system as a redundancy to a very good and professional air traffic control system has really lowered the possibility of midair collision.”\u003c/p>\n\u003cp>In February, the Trump administration began firing several hundred \u003ca href=\"https://www.kqed.org/news/12027453/trump-fires-hundreds-of-air-traffic-control-staff-ahead-of-busy-travel-weekend\">Federal Aviation Administration employees\u003c/a>, including those responsible for managing the FAA radar and maintaining landing and navigational aid. While air traffic controllers were exempted from the probationary firings, the FAA has also struggled with an understaffed air control system for years.\u003c/p>\n\u003cp>According to Cox, the difficulty in hiring air traffic controllers is partly due to decreases in congressional funding for the FAA, which plays a critical role in maintaining air travel safety. As the demand for air travel grows, funding and support for the aviation administration needs to grow as well, Cox said.\u003c/p>\n\u003cp>“We have an increasing demand in air travel, and we have an increase in demand for improved aviation safety,” Cox said. “But to do that, we need a highly effective regulator. … We need all the components of the FAA. We need them fully staffed by highly qualified people, and it needs to be a good career for people coming into the industry.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although the sudden maneuver avoided a potential collision, it took passengers and crew members by surprise.\u003c/p>\n\u003cp>“Two flight attendants were in the forward galley cleaning in preparation for the initial descent announcement. These two flight attendants fell to the floor during the maneuver and sustained minor injuries,” the NTSB report read. “There were two passengers in the aft lavatories at the time of the maneuver. One passenger flew upwards and landed forward, fracturing the L2 spinal vertebrae. The other passenger was exiting the lavatory when he flew upwards and landed on his leg, resulting in a fractured ankle.”\u003c/p>\n\u003cfigure id=\"attachment_12033817\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033817\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane is parked at the gate at San Francisco International Airport on Feb. 11, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Paramedics met the aircraft at SFO upon its landing, and the injured passengers were taken to a hospital. United Airlines declined to comment on the incident.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/forum/2010101909018/faa-firings-recent-crashes-spark-airline-safety-fears\">Concern over air travel safety\u003c/a> has intensified since a Jan. 29 collision between an American Airlines passenger jet and a U.S. Army Black Hawk helicopter in Washington, D.C., killed 67 people.\u003c/p>\n\u003cp>But midair collisions are quite rare, said John Cox, a retired airline pilot and aviation safety consultant. Air travel safety systems such as TCAS have been very effective at preventing serious accidents, he said, adding that a lot of the anxieties around air travel now are a result of increased focus on minor incidents that do not typically gain a lot of attention.\u003c/p>\u003c/div>",
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"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. ",
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"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.",
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},
"mindshift": {
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"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>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"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.",
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"onourwatch": {
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"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?",
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"on-the-media": {
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"perspectives": {
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"order": 14
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"order": 5
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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]
},
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"view": "LANDING_VIEW"
},
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},
"youthMediaReducer": {},
"checkPleaseReducer": {
"filterData": {
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"key": "Restaurant Region",
"filters": [
"Any Region"
]
},
"cuisine": {
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"filters": [
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}
},
"restaurantDataById": {},
"restaurantIdsSorted": [],
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},
"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
},
"requestOutcomesReducer": {
"notFound": []
}
}
