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"slug": "exclusive-errors-plagued-clipper-2-0-long-before-botched-launch-records-reveal",
"title": "Exclusive: Errors Plagued Clipper 2.0 Long Before Botched Launch, Records Reveal",
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"content": "\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n\n\n\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n\n\n\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n\n\n\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n\n\n\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n\n\n\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n\n\n\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n\n\n\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n\n\n\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n\n\n\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n\n\n\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096269\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0. (Courtesy of the Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096252\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. (Erin Baldassari/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n\n\n\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n\n\n\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n\n\n\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n\n\n\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n\n\n\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n\n\n\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n\n\n\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n\n\n\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n\n\n\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1332\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024. (Celal Gunes/Anadolu via Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n\n\n\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n\n\n\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n\n\n\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n\n\n\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n\n\n\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n\n\n\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n\n\n\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n\n\n\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n\n\n\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n\n\n\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n\n\n\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n\n\n\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n\n\n\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n\n\n\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n\n\n\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n\n\n\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1975\" height=\"1317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1975px) 100vw, 1975px\" />\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n\n\n\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n\n\n\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n\n\n\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n\n\n\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n\n\n\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n\n\n\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n\n\n\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n\n\n\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n\n\n\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n\n\n\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n\n\n\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n\n\n\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n\n\n\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n\n\n\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n\n\n\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n\n\n\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n\n\n\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n\n\n\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n\n\n\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n\n\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr />\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/iZooa/2/\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n\n\n\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n\n\n\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n\n\n\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n\n\n\n\u003cp>The last major outage was on June 10. \u003c/p>\n\n\n\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n\n\n\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n\n\n\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n\n\n\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n\n\n\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n\n\n\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n\n\n\n\n\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n\n\n\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n\n\n\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n\n\n\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n\n\n\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n\n\n\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n",
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"\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n",
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"\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n",
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"\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n",
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"\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\"/>\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n",
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"\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n",
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"\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n"
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"innerHTML": "\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n",
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"\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n",
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"\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\"/>\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n",
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"\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n"
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"innerHTML": "\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n",
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"\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n",
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"\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n",
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"\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\"/>\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n",
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"\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n",
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"\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n",
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"\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n",
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"\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\"/>\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\"/>\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\"/>\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. \u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\"/>\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. \u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n",
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"\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n",
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"\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n",
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"\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n",
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"\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n",
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"\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\"/>\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n",
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"\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n",
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"\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n",
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"\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n",
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"\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Celal Gunes/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\"/>\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Celal Gunes/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n",
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"\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n",
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"\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n",
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"\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "Cubic responds",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n"
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"innerHTML": "\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n",
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"\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n",
"innerContent": [
"\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n",
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"\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n",
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"\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n",
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"\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n",
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"\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n",
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"\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n",
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"\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n",
"innerContent": [
"\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n",
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"\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n",
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"\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n",
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"\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n"
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"innerHTML": "\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n",
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"\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\"/>\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n",
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"\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n",
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"\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n",
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"\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n",
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"\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n",
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"\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\"/>\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n",
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"\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n",
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"\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n",
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"\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "Whac-A-Mole",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n",
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"\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n",
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"\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n",
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"\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\"/>\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n",
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"\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n"
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"innerHTML": "\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n",
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"\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n",
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"\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n",
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"\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n",
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"\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n",
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"\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n",
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"\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n",
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"\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n"
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"text": "‘Cheated’ and ‘embarrassed’",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n",
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"innerHTML": "\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n",
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"\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n",
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"\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n",
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"\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\"/>\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n",
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"\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n",
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"\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n",
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"\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n",
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"\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n"
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"resolvedEmbed": "\u003cblockquote class=\"bluesky-embed\" data-bluesky-uri=\"at://did:plc:dv5kwqbcc24iv2xrvlc5s33o/app.bsky.feed.post/3mnsatydsds27\" data-bluesky-cid=\"bafyreifdfglkqclqpxzovr4utk4g5f4urxiifc4kwgcr7mlcgoamd77n7q\">\u003cp lang=\"en\">BART Station Agent Audio:@BART was having Problems withParking Validation & Clipper Card Vending MachinesEspecially at El Cerrito del Norte and Richmond BART StationsJune 8, 2026, 6:08 AM @danbrekke.bsky.social\u003c/p>— \u003ca href=\"https://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o?ref_src=embed\"> (@bartfare.bsky.social)\u003c/a> \u003ca href=\"https://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27?ref_src=embed\">2026-06-08T17:54:32.179Z\u003c/a>\u003c/blockquote>\u003cscript async src=\"https://embed.bsky.app/static/embed.js\" charset=\"utf-8\">\u003c/script>"
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"innerHTML": "\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n",
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"\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n",
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"\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n",
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"\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n",
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"\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n",
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"\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n",
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"\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n",
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"\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n"
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"innerHTML": "\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n",
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"\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n",
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"\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n",
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"\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n"
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"innerHTML": "\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n",
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"innerHTML": "\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n",
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"\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n",
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"\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n"
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\"/>\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n",
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"\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n",
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"\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n"
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"innerHTML": "\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n",
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"\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n",
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"\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n",
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"\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n"
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"excerpt": "An analysis of internal emails and other records by KQED found that problems with Clipper 2.0 persisted long before its bungled rollout late last year. ",
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"title": "Exclusive: Errors Plagued Clipper 2.0 Long Before Botched Launch, Records Reveal | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n\n\n\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n\n\n\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n\n\n\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n\n\n\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n\n\n\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n\n\n\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n\n\n\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n\n\n\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n\n\n\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n\n\n\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096269\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0. (Courtesy of the Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096252\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. (Erin Baldassari/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n\n\n\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n\n\n\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n\n\n\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n\n\n\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n\n\n\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n\n\n\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n\n\n\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n\n\n\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n\n\n\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1332\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024. (Celal Gunes/Anadolu via Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n\n\n\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n\n\n\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n\n\n\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n\n\n\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n\n\n\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n\n\n\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n\n\n\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n\n\n\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n\n\n\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n\n\n\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n\n\n\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n\n\n\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n\n\n\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n\n\n\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n\n\n\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n\n\n\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1975\" height=\"1317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1975px) 100vw, 1975px\" />\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n\n\n\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n\n\n\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n\n\n\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n\n\n\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n\n\n\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n\n\n\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n\n\n\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n\n\n\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n\n\n\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n\n\n\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n\n\n\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n\n\n\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n\n\n\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n\n\n\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n\n\n\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n\n\n\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n\n\n\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n\n\n\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n\n\n\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n\n\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr />\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/iZooa/2/\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n\n\n\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n\n\n\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n\n\n\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n\n\n\n\u003cp>The last major outage was on June 10. \u003c/p>\n\n\n\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n\n\n\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n\n\n\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n\n\n\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n\n\n\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n\n\n\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n\n\n\n\n\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n\n\n\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n\n\n\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n\n\n\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n\n\n\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n\n\n\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-budget-crew-sets-eyes-on-flood-prone-highway-37",
"title": "California Budget Crew Sets Eyes on Flood-Prone Highway 37",
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"headTitle": "California Budget Crew Sets Eyes on Flood-Prone Highway 37 | KQED",
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"content": "\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n\n\n\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n\n\n\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n\n\n\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. (William Thein/U.S. Geological Survey)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n\n\n\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n\n\n\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n\n\n\n\n\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n\n\n\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n\n\n\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n\n\n\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n\n\n\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n\n\n\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025. (David M. Barreda/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n\n\n\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n\n\n\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n\n\n\n\u003cp>Solano County Supervisor Cassandra James, whose district includes where the highway enters the county, said commuters absorb the cost daily. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n",
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"\n\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n",
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"\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n",
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"\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\"/>\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n",
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"\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n",
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"\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n",
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"\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n",
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"\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n",
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"\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. \u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\"/>\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. \u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n",
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"\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n",
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"\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n",
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"\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n",
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"\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n",
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"\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n",
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"\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n",
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"\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n"
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"innerHTML": "\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n",
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"\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n",
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"\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\"/>\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n",
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"\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n",
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"\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n",
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"\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Solano County Supervisor Cassandra James, whose district includes where the highway enters the county, said commuters absorb the cost daily. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n",
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"\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n"
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"excerpt": "The California Transportation Commission decides Friday on construction funding for the corridor’s worst bottleneck.",
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"title": "California Budget Crew Sets Eyes on Flood-Prone Highway 37 | KQED",
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"headline": "California Budget Crew Sets Eyes on Flood-Prone Highway 37",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n\n\n\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n\n\n\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n\n\n\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. (William Thein/U.S. Geological Survey)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n\n\n\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n\n\n\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n\n\n\n\n\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n\n\n\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n\n\n\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n\n\n\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n\n\n\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n\n\n\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025. (David M. Barreda/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n\n\n\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n\n\n\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n\n\n\n\u003cp>Solano County Supervisor Cassandra James, whose district includes where the highway enters the county, said commuters absorb the cost daily. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "oakland-speed-cameras-show-promise-more-than-half-of-tickets-go-to-non-residents",
"title": "Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents",
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"headTitle": "Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents | KQED",
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"content": "\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n\n\n\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n\n\n\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2295\" height=\"1631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg 2295w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2000x1421.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-1536x1092.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2048x1455.jpg 2048w\" sizes=\"auto, (max-width: 2295px) 100vw, 2295px\">\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city. (Oakland Department of Transportation)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n\n\n\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n\n\n\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n\n\n\n\n\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n\n\n\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n\n\n\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n\n\n\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n\n\n\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n\n\n\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n\n\n\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n",
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"\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\"/>\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n",
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"innerHTML": "\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n",
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"\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n"
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"innerHTML": "\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n",
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"\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n",
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"\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n",
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"excerpt": "Oakland reports significant drops in speeding, as automated cameras issued nearly 200,000 citations over a four-month period.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n\n\n\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n\n\n\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2295\" height=\"1631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg 2295w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2000x1421.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-1536x1092.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2048x1455.jpg 2048w\" sizes=\"auto, (max-width: 2295px) 100vw, 2295px\">\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city. (Oakland Department of Transportation)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n\n\n\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n\n\n\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n\n\n\n\n\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n\n\n\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n\n\n\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n\n\n\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n\n\n\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n\n\n\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n\n\n\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Ten Bay Area voters called on a judge Monday to change the ballot language of a proposed regional sales tax \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">measure\u003c/a> that transit advocates say is critical to avoid deep service cuts.\u003c/p>\n\n\n\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n\n\n\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n\n\n\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. (Juliana Yamada/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n\n\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n\n\n\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" class=\"wp-image-12083263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. (Gustavo Hernandez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n\n\n\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n\n\n\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n\n\n\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n",
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"innerHTML": "\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n",
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"\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n",
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"innerHTML": "\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n",
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"\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n",
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"\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n",
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"\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n",
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"\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n",
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"\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n"
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"excerpt": "Demanding a court injunction, opponents of the proposed November ballot initiative say it is biased and undercounts what the tax will generate. ",
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"title": "Bay Area Group Files Lawsuit Against Transit Funding Measure, Says It’s ‘Deceptive’ | KQED",
"description": "Demanding a court injunction, opponents of the proposed November ballot initiative say it is biased and undercounts what the tax will generate. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ten Bay Area voters called on a judge Monday to change the ballot language of a proposed regional sales tax \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">measure\u003c/a> that transit advocates say is critical to avoid deep service cuts.\u003c/p>\n\n\n\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n\n\n\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n\n\n\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. (Juliana Yamada/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n\n\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n\n\n\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" class=\"wp-image-12083263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. (Gustavo Hernandez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n\n\n\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n\n\n\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n\n\n\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24",
"title": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge",
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"headTitle": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge | KQED",
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"content": "\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n\n\n\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n\n\n\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n\n\n\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1888\" height=\"1170\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w\" sizes=\"auto, (max-width: 1888px) 100vw, 1888px\">\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett. (Google Streetview)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n\n\n\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n\n\n\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n\n\n\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n\n\n\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Sonoma Boulevard\u003c/li>\n\n\n\n\u003cli>Sequoia Avenue\u003c/li>\n\n\n\n\u003cli>Magazine Street\u003c/li>\n\n\n\n\u003cli>Lincoln Road West\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n\n\n\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n\n\n\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1858\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w\" sizes=\"auto, (max-width: 1858px) 100vw, 1858px\">\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1444\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n\n\n\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n\n\n\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n\n\n\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1999\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n\n\n\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n\n\n\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n\n\n\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n\n\n\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“During the day, once temperature hits, crews can drop down the new asphalt and let it cure for the weekend,” she said.\u003c/p>\n\n\n\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n\n\n\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n\n",
"blocks": [
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"innerHTML": "\n\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n"
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"Jump straight to: What detour should I use during the full closure later this month?"
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"innerHTML": "\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n",
"innerContent": [
"\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n"
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{
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"innerHTML": "\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n",
"innerContent": [
"\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n"
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{
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"innerHTML": "\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n",
"innerContent": [
"\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n"
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{
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"innerHTML": "\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "What parts of the Carquinez Bridge will be closed this weekend?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n"
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"innerHTML": "\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n"
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"innerHTML": "\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n",
"innerContent": [
"\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n"
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{
"blockName": "core/image",
"attrs": {
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\"/>\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n",
"innerContent": [
"\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "When will the Carquinez Bridge be closed?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n"
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{
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"innerHTML": "\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n",
"innerContent": [
"\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n",
"innerContent": [
"\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n"
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{
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"innerHTML": "\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n",
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"\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n"
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"innerHTML": "\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n",
"innerContent": [
"\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n"
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"innerHTML": "\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n",
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"\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n"
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"Sonoma Boulevard",
"Sequoia Avenue",
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null,
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null,
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"innerHTML": "\n\u003cli>Sonoma Boulevard\u003c/li>\n",
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"\n\u003cli>Sonoma Boulevard\u003c/li>\n"
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"innerHTML": "\n\u003cli>Sequoia Avenue\u003c/li>\n",
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"innerHTML": "\n\u003cli>Magazine Street\u003c/li>\n",
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"\n\u003cli>Magazine Street\u003c/li>\n"
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{
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"innerHTML": "\n\u003cli>Lincoln Road West\u003c/li>\n",
"innerContent": [
"\n\u003cli>Lincoln Road West\u003c/li>\n"
]
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]
},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n",
"innerContent": [
"\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n"
],
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{
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"innerHTML": "\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n"
],
"innerBlocks": []
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{
"blockName": "core/heading",
"attrs": {
"text": "What alternative routes are recommended during the Carquinez Bridge closures?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n"
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{
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"innerHTML": "\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n",
"innerContent": [
"\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n"
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"Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680",
"Stay on I-680 to cross the Benicia-Martinez Bridge",
"Take exit 53 onto westbound State Route 4 to Hercules;",
"Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge"
],
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"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\n\n\u003c/ul>\n",
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"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerHTML": "\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n"
]
}
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{
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"id": 12095532,
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n"
],
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{
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"innerHTML": "\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n",
"innerContent": [
"\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n"
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"At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge",
"Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge",
"Take exit 53 onto westbound State Route 4 to Hercules",
"Then, take exit 1B to switch back to westbound I-80 toward San Francisco"
],
"ordered": false,
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},
"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\n\n\u003c/ul>\n",
"innerContent": [
"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerBlocks": [
{
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"innerHTML": "\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n",
"innerContent": [
"\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n"
]
}
]
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{
"blockName": "core/image",
"attrs": {
"id": 12095531,
"sizeSlug": "full",
"linkDestination": "none",
"imageCredit": "Courtesy of Caltrans",
"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
"alt": ""
},
"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n"
],
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{
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"innerHTML": "\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n"
],
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},
{
"blockName": "core/heading",
"attrs": {
"text": "What public transit options are available during the Carquinez Bridge closures?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"level": 3,
"text": "San Francisco Bay Ferry"
},
"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n"
],
"innerBlocks": []
},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n",
"innerContent": [
"\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
},
"innerHTML": "\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n",
"innerContent": [
"\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n"
],
"innerBlocks": []
},
{
"blockName": "core/image",
"attrs": {
"id": 12095015,
"sizeSlug": "full",
"linkDestination": "none",
"imageCredit": "Nina Glick/KQED",
"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
"alt": ""
},
"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"level": 3,
"text": "SolTrans bus service"
},
"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n",
"innerContent": [
"\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n"
],
"innerBlocks": []
},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"text": "Why can’t this work on the Carquinez Bridge be done at night?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n"
],
"innerBlocks": []
},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n",
"innerContent": [
"\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n",
"innerContent": [
"\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n"
],
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},
{
"blockName": "core/image",
"attrs": {
"id": 12095014,
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>“During the day, once temperature hits, crews can drop down the new asphalt and let it cure for the weekend,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n",
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"\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n",
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"\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n"
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"excerpt": "The westbound span of the Carquinez Bridge, known as the Alfred Zampa Memorial Bridge, will fully close to traffic this weekend. Read more about your driving options.",
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"title": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge | KQED",
"description": "The westbound span of the Carquinez Bridge, known as the Alfred Zampa Memorial Bridge, will fully close to traffic this weekend. Read more about your driving options.",
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"headline": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n\n\n\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n\n\n\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n\n\n\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1888\" height=\"1170\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w\" sizes=\"auto, (max-width: 1888px) 100vw, 1888px\">\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett. (Google Streetview)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n\n\n\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n\n\n\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n\n\n\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n\n\n\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Sonoma Boulevard\u003c/li>\n\n\n\n\u003cli>Sequoia Avenue\u003c/li>\n\n\n\n\u003cli>Magazine Street\u003c/li>\n\n\n\n\u003cli>Lincoln Road West\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n\n\n\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n\n\n\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1858\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w\" sizes=\"auto, (max-width: 1858px) 100vw, 1858px\">\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1444\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n\n\n\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n\n\n\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n\n\n\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1999\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n\n\n\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n\n\n\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n\n\n\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n\n\n\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“During the day, once temperature hits, crews can drop down the new asphalt and let it cure for the weekend,” she said.\u003c/p>\n\n\n\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-uses-new-speed-limit-law-to-help-kids-get-to-school-safely",
"title": "San Francisco Uses New Speed Limit Law to Help Kids Get to School Safely",
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"headTitle": "San Francisco Uses New Speed Limit Law to Help Kids Get to School Safely | KQED",
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"content": "\u003cp>Public school will be back in session in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> in a few days — and city leaders are introducing several strategies to make sure students get to class safely.\u003c/p>\n\n\n\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n\n\n\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n\n\n\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg\" alt=\"\" class=\"wp-image-12095419\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Mayor Daniel Lurie outlines street safety initiatives ahead of the new school year in front of Leonard R. Flynn Elementary School on Aug. 14, 2026. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In addition to the new speed limit law, leaders touted other measures meant to make streets safer, including the SFMTA’s crossing guard program, automated speed safety camera program and infrastructure changes like intersection daylighting and high-visibility crosswalks.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The announcement comes as San Francisco continues its efforts to prevent traffic injuries and deaths in the city. Last year, Mayor Daniel Lurie launched the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-street-safety-executive-directive-in-major-step-to-improve-public-safety-in-san-francisco\">Street Safety executive directive\u003c/a>, which aimed to increase coordination between city departments involved in transportation.\u003c/p>\n\n\n\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n\n\n\n\n\n\u003cp>So far this year, the city has recorded 17 traffic fatalities, including an \u003ca href=\"https://www.kqed.org/news/12095110/after-san-francisco-scooter-victim-identified-advocates-call-for-safer-market-street\">e-scooter rider\u003c/a> who was struck and killed last week by a driver on Market Street. A recent report by the SFMTA’s street safety committee \u003ca href=\"https://www.sfmta.com/media/45487/download?inline\">shows\u003c/a> that while all injury collisions overall are trending down, severe injury collisions are trending up. \u003c/p>\n\n\n\n\u003cp>Emberly Garibay, 11, a recent graduate of Flynn Elementary, lives nearby and has two siblings who still attend the school. She said that crossing Cesar Chavez Street’s four lanes of traffic to get to school can feel scary.\u003c/p>\n\n\n\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n\n\n\n\u003cp>Despite SFMTA’s structural budget deficit of over $300 million, the agency prioritized maintaining the same number of crossing guards as the previous year, according to Unnikrishnan. He said that the agency employs guards at 96 schools at about 174 corners around the city. \u003c/p>\n\n\n\n\u003cp>“I keep the kids safe, and the kids are really sweet, and they smile when they see me, and it makes me really happy,” said Luzmery Betancur, who said she has been a crossing guard for 15 years. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg\" alt=\"\" class=\"wp-image-12095420\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Crossing guards Luzmery Betancur and Jose Guillen help San Franciscans cross the street safely. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n\n\n\n\u003cp>“ They provide us with that security envelope that we need, and the parents feel really confident in our ability to get the kids from school to our off-site location because we have those crossing guards,” Hazelton said. \u003c/p>\n\n\n\n\u003cp>San Francisco Police Department Chief Derrick Lew said the department plans to conduct “high visibility enforcement” around schools to make sure drivers are following speed limits. \u003c/p>\n\n\n\n\n\n\u003cp>“ There will be zero tolerance for dangerous driving,” Lew said. \u003c/p>\n\n\n\n\u003cp>Lew also said the department will be conducting enforcement for violations involving e-bikes and e-scooters near schools, after recent collisions in the city involving the devices caused fatal and serious injuries. \u003c/p>\n\n\n\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said he thought Lew was reacting to a perception that e-bikes and e-scooters were unsafe, but said that impression “really isn’t true.” \u003c/p>\n\n\n\n\u003cp>“ We need to be making it easier for people on e-bikes and e-scooters to get to school,” White said. “It’s important that we make sure that people are riding street-legal devices, but nonetheless, these are valid modes that aren’t a risk to people on the street.” \u003c/p>\n\n\n\n\u003cp>As nearly 50,000 public school students head back to school on Monday, San Francisco Unified School District Superintendent Maria Su is imploring drivers to slow down. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“ There will be children and students walking around the streets,” Su said. “So just have a little extra patience, give yourself a little extra time.”\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n",
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"\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n"
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"innerHTML": "\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg\" alt=\"\" class=\"wp-image-12095419\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-1536x1152.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Mayor Daniel Lurie outlines street safety initiatives ahead of the new school year in front of Leonard R. Flynn Elementary School on Aug. 14, 2026.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The announcement comes as San Francisco continues its efforts to prevent traffic injuries and deaths in the city. Last year, Mayor Daniel Lurie launched the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-street-safety-executive-directive-in-major-step-to-improve-public-safety-in-san-francisco\">Street Safety executive directive\u003c/a>, which aimed to increase coordination between city departments involved in transportation.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n",
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"innerHTML": "\n\u003cp>So far this year, the city has recorded 17 traffic fatalities, including an \u003ca href=\"https://www.kqed.org/news/12095110/after-san-francisco-scooter-victim-identified-advocates-call-for-safer-market-street\">e-scooter rider\u003c/a> who was struck and killed last week by a driver on Market Street. A recent report by the SFMTA’s street safety committee \u003ca href=\"https://www.sfmta.com/media/45487/download?inline\">shows\u003c/a> that while all injury collisions overall are trending down, severe injury collisions are trending up. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Emberly Garibay, 11, a recent graduate of Flynn Elementary, lives nearby and has two siblings who still attend the school. She said that crossing Cesar Chavez Street’s four lanes of traffic to get to school can feel scary.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n",
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"\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Despite SFMTA’s structural budget deficit of over $300 million, the agency prioritized maintaining the same number of crossing guards as the previous year, according to Unnikrishnan. He said that the agency employs guards at 96 schools at about 174 corners around the city. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n",
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"innerHTML": "\n\u003cp>San Francisco Police Department Chief Derrick Lew said the department plans to conduct “high visibility enforcement” around schools to make sure drivers are following speed limits. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lew also said the department will be conducting enforcement for violations involving e-bikes and e-scooters near schools, after recent collisions in the city involving the devices caused fatal and serious injuries. \u003c/p>\n",
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"excerpt": "A new law lets the city reduce speed limits in school zones to 15 or 20 miles per hour, as public schools are set to resume instruction on Monday.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Public school will be back in session in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> in a few days — and city leaders are introducing several strategies to make sure students get to class safely.\u003c/p>\n\n\n\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n\n\n\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n\n\n\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg\" alt=\"\" class=\"wp-image-12095419\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Mayor Daniel Lurie outlines street safety initiatives ahead of the new school year in front of Leonard R. Flynn Elementary School on Aug. 14, 2026. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In addition to the new speed limit law, leaders touted other measures meant to make streets safer, including the SFMTA’s crossing guard program, automated speed safety camera program and infrastructure changes like intersection daylighting and high-visibility crosswalks.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The announcement comes as San Francisco continues its efforts to prevent traffic injuries and deaths in the city. Last year, Mayor Daniel Lurie launched the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-street-safety-executive-directive-in-major-step-to-improve-public-safety-in-san-francisco\">Street Safety executive directive\u003c/a>, which aimed to increase coordination between city departments involved in transportation.\u003c/p>\n\n\n\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n\n\n\n\n\n\u003cp>So far this year, the city has recorded 17 traffic fatalities, including an \u003ca href=\"https://www.kqed.org/news/12095110/after-san-francisco-scooter-victim-identified-advocates-call-for-safer-market-street\">e-scooter rider\u003c/a> who was struck and killed last week by a driver on Market Street. A recent report by the SFMTA’s street safety committee \u003ca href=\"https://www.sfmta.com/media/45487/download?inline\">shows\u003c/a> that while all injury collisions overall are trending down, severe injury collisions are trending up. \u003c/p>\n\n\n\n\u003cp>Emberly Garibay, 11, a recent graduate of Flynn Elementary, lives nearby and has two siblings who still attend the school. She said that crossing Cesar Chavez Street’s four lanes of traffic to get to school can feel scary.\u003c/p>\n\n\n\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n\n\n\n\u003cp>Despite SFMTA’s structural budget deficit of over $300 million, the agency prioritized maintaining the same number of crossing guards as the previous year, according to Unnikrishnan. He said that the agency employs guards at 96 schools at about 174 corners around the city. \u003c/p>\n\n\n\n\u003cp>“I keep the kids safe, and the kids are really sweet, and they smile when they see me, and it makes me really happy,” said Luzmery Betancur, who said she has been a crossing guard for 15 years. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg\" alt=\"\" class=\"wp-image-12095420\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Crossing guards Luzmery Betancur and Jose Guillen help San Franciscans cross the street safely. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n\n\n\n\u003cp>“ They provide us with that security envelope that we need, and the parents feel really confident in our ability to get the kids from school to our off-site location because we have those crossing guards,” Hazelton said. \u003c/p>\n\n\n\n\u003cp>San Francisco Police Department Chief Derrick Lew said the department plans to conduct “high visibility enforcement” around schools to make sure drivers are following speed limits. \u003c/p>\n\n\n\n\n\n\u003cp>“ There will be zero tolerance for dangerous driving,” Lew said. \u003c/p>\n\n\n\n\u003cp>Lew also said the department will be conducting enforcement for violations involving e-bikes and e-scooters near schools, after recent collisions in the city involving the devices caused fatal and serious injuries. \u003c/p>\n\n\n\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said he thought Lew was reacting to a perception that e-bikes and e-scooters were unsafe, but said that impression “really isn’t true.” \u003c/p>\n\n\n\n\u003cp>“ We need to be making it easier for people on e-bikes and e-scooters to get to school,” White said. “It’s important that we make sure that people are riding street-legal devices, but nonetheless, these are valid modes that aren’t a risk to people on the street.” \u003c/p>\n\n\n\n\u003cp>As nearly 50,000 public school students head back to school on Monday, San Francisco Unified School District Superintendent Maria Su is imploring drivers to slow down. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“ There will be children and students walking around the streets,” Su said. “So just have a little extra patience, give yourself a little extra time.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "BART Launches a New Schedule Monday. Here’s What’s Different and Why",
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"content": "\u003cp>If you know your \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART train’s\u003c/a> arrival time down to the minute, check it again. On Monday, almost all of them are moving.\u003c/p>\n\n\n\n\u003cp>BART rolls out a new \u003ca href=\"https://www.bart.gov/schedules/pdfs\">systemwide schedule\u003c/a> Aug. 10, shifting most departures by a few minutes — and, the agency said, cutting wait times and easing crowding across the network. Alicia Trost, BART’s chief communications officer, said riders should look up their trip in advance.\u003c/p>\n\n\n\n\u003cp>“Make sure you know if your train has been moved by a minute or two, because you’re going to be frustrated,” Trost said.\u003c/p>\n\n\n\n\u003cp>The agency said nearly all of the timetable changes trace back to Daly City Station. It sits next to a BART yard, and trains heading out of service have to cross a tangle of track switches to reach it, holding up trains still carrying riders. Trost said BART made changes so that no longer happens.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station is deserted on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>\u003ca href=\"https://www.bart.gov/schedules/pdfs\">Starting Monday\u003c/a>, Daly City becomes a center platform station like Embarcadero or Montgomery. All San Francisco-bound trains leave from one platform. Platform 3 becomes exit-only, where Blue and Green Line trains unload before heading to the yard. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Center platforms are the easiest to use, Trost said, because riders don’t have to figure out whether they’re on the right side.\u003c/p>\n\n\n\n\u003cp>If you’re on a Blue or Green line train headed to San Francisco International Airport, BART advises switching to a Red or Yellow line train at Balboa Park, where the transfer happens on the same platform. Transferring at Daly City now means changing platforms.\u003c/p>\n\n\n\n\u003cp>Here’s what changes Monday:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Richmond-bound from San Francisco: Yellow and Red line trains spaced an even 10 minutes apart, instead of 5 and 15 minutes\u003c/li>\n\n\n\n\u003cli>Dublin- and Berryessa-bound: Gaps for the Green and Blue lines narrow from three and 17 minutes to eight and 12 minutes\u003c/li>\n\n\n\n\u003cli>Bay Fair: Dublin riders headed to San José transfer across the platform to a waiting train, down from a 19-minute wait\u003c/li>\n\n\n\n\u003cli>MacArthur: Antioch riders headed toward Berkeley, El Cerrito or Richmond get a 4-minute connection, saving 17 minutes\u003c/li>\n\n\n\n\u003cli>Pittsburg: Better-timed connections to and from the BART-to-Antioch shuttle\u003c/li>\n\n\n\n\u003cli>SFO: Red and Yellow line trains no longer sit at the platform together, easing confusion over which leaves first\u003c/li>\n\n\n\n\u003cli>Millbrae: Some Caltrain connections shift, and BART has posted a new transfer timetable\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>For Richmond-bound riders, the 10-minute spacing means taking the direct Red line or catching a Yellow line train and transferring at 19th Street. Trost said the MacArthur transfer is built with enough room to walk down the stairs and back up without running, and tied the new Bay Fair connection to growing demand from the Tri-Valley.\u003c/p>\n\n\n\n\n\n\u003cp>BART is framing all of this as improvement without new spending. The agency is heading toward a fiscal cliff, as emergency funding that carried it through the pandemic runs out this fiscal year. \u003c/p>\n\n\n\n\u003cp>Fares that once covered roughly \u003ca href=\"https://www.bart.gov/about/financials/crisis\">70% \u003c/a>of BART’s operating budget now cover a fraction of that, though BART has seen some \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">recent ridership recovery\u003c/a>.\u003c/p>\n\n\n\n\u003cp>A regional sales tax measure to fund BART, Muni, Caltrain and AC Transit \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">qualified for the November ballot\u003c/a> in May. \u003c/p>\n\n\n\n\u003cp>“That is why, in order to do better, we have to find a way to save money somewhere else or to just do things more efficiently with what we have,” Trost said.\u003c/p>\n\n\n\n\u003cp>The schedule absorbs the 10-car trains BART added July 20 during peak hours, with shorter, six- and eight-car trains off-peak to keep costs flat. It also accommodates late-night construction between Daly City and Millbrae, where crews are replacing the train-control system. Expect delays through that stretch after 9 p.m., Sunday through Thursday.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/kmonahan\">\u003cem>Katherine Monahan\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The agency said nearly all of the timetable changes trace back to Daly City Station. It sits next to a BART yard, and trains heading out of service have to cross a tangle of track switches to reach it, holding up trains still carrying riders. Trost said BART made changes so that no longer happens.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station is deserted on April 8, 2020, in Daly City, California. \u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>\u003ca href=\"https://www.bart.gov/schedules/pdfs\">Starting Monday\u003c/a>, Daly City becomes a center platform station like Embarcadero or Montgomery. All San Francisco-bound trains leave from one platform. Platform 3 becomes exit-only, where Blue and Green Line trains unload before heading to the yard. \u003c/p>\n",
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"\n\u003cp>\u003ca href=\"https://www.bart.gov/schedules/pdfs\">Starting Monday\u003c/a>, Daly City becomes a center platform station like Embarcadero or Montgomery. All San Francisco-bound trains leave from one platform. Platform 3 becomes exit-only, where Blue and Green Line trains unload before heading to the yard. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Center platforms are the easiest to use, Trost said, because riders don’t have to figure out whether they’re on the right side.\u003c/p>\n",
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"innerHTML": "\n\u003cp>If you’re on a Blue or Green line train headed to San Francisco International Airport, BART advises switching to a Red or Yellow line train at Balboa Park, where the transfer happens on the same platform. Transferring at Daly City now means changing platforms.\u003c/p>\n",
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"Richmond-bound from San Francisco: Yellow and Red line trains spaced an even 10 minutes apart, instead of 5 and 15 minutes",
"Dublin- and Berryessa-bound: Gaps for the Green and Blue lines narrow from three and 17 minutes to eight and 12 minutes",
"Bay Fair: Dublin riders headed to San José transfer across the platform to a waiting train, down from a 19-minute wait",
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"Pittsburg: Better-timed connections to and from the BART-to-Antioch shuttle",
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"innerHTML": "\n\u003cli>Richmond-bound from San Francisco: Yellow and Red line trains spaced an even 10 minutes apart, instead of 5 and 15 minutes\u003c/li>\n",
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"\n\u003cli>Richmond-bound from San Francisco: Yellow and Red line trains spaced an even 10 minutes apart, instead of 5 and 15 minutes\u003c/li>\n"
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"innerHTML": "\n\u003cli>Dublin- and Berryessa-bound: Gaps for the Green and Blue lines narrow from three and 17 minutes to eight and 12 minutes\u003c/li>\n",
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"innerHTML": "\n\u003cli>Bay Fair: Dublin riders headed to San José transfer across the platform to a waiting train, down from a 19-minute wait\u003c/li>\n",
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"innerHTML": "\n\u003cli>MacArthur: Antioch riders headed toward Berkeley, El Cerrito or Richmond get a 4-minute connection, saving 17 minutes\u003c/li>\n",
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"innerHTML": "\n\u003cli>Pittsburg: Better-timed connections to and from the BART-to-Antioch shuttle\u003c/li>\n",
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"innerHTML": "\n\u003cli>SFO: Red and Yellow line trains no longer sit at the platform together, easing confusion over which leaves first\u003c/li>\n",
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"innerHTML": "\n\u003cli>Millbrae: Some Caltrain connections shift, and BART has posted a new transfer timetable\u003c/li>\n",
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"innerHTML": "\n\u003cp>For Richmond-bound riders, the 10-minute spacing means taking the direct Red line or catching a Yellow line train and transferring at 19th Street. Trost said the MacArthur transfer is built with enough room to walk down the stairs and back up without running, and tied the new Bay Fair connection to growing demand from the Tri-Valley.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART is framing all of this as improvement without new spending. The agency is heading toward a fiscal cliff, as emergency funding that carried it through the pandemic runs out this fiscal year. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Fares that once covered roughly \u003ca href=\"https://www.bart.gov/about/financials/crisis\">70% \u003c/a>of BART’s operating budget now cover a fraction of that, though BART has seen some \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">recent ridership recovery\u003c/a>.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“That is why, in order to do better, we have to find a way to save money somewhere else or to just do things more efficiently with what we have,” Trost said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The schedule absorbs the 10-car trains BART added July 20 during peak hours, with shorter, six- and eight-car trains off-peak to keep costs flat. It also accommodates late-night construction between Daly City and Millbrae, where crews are replacing the train-control system. Expect delays through that stretch after 9 p.m., Sunday through Thursday.\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/kmonahan\">\u003cem>Katherine Monahan\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n",
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"excerpt": "A single change at Daly City Station ripples across the system, shifting departure times and cutting some transfer waits as much as 17 minutes.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you know your \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART train’s\u003c/a> arrival time down to the minute, check it again. On Monday, almost all of them are moving.\u003c/p>\n\n\n\n\u003cp>BART rolls out a new \u003ca href=\"https://www.bart.gov/schedules/pdfs\">systemwide schedule\u003c/a> Aug. 10, shifting most departures by a few minutes — and, the agency said, cutting wait times and easing crowding across the network. Alicia Trost, BART’s chief communications officer, said riders should look up their trip in advance.\u003c/p>\n\n\n\n\u003cp>“Make sure you know if your train has been moved by a minute or two, because you’re going to be frustrated,” Trost said.\u003c/p>\n\n\n\n\u003cp>The agency said nearly all of the timetable changes trace back to Daly City Station. It sits next to a BART yard, and trains heading out of service have to cross a tangle of track switches to reach it, holding up trains still carrying riders. Trost said BART made changes so that no longer happens.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station is deserted on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>\u003ca href=\"https://www.bart.gov/schedules/pdfs\">Starting Monday\u003c/a>, Daly City becomes a center platform station like Embarcadero or Montgomery. All San Francisco-bound trains leave from one platform. Platform 3 becomes exit-only, where Blue and Green Line trains unload before heading to the yard. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Center platforms are the easiest to use, Trost said, because riders don’t have to figure out whether they’re on the right side.\u003c/p>\n\n\n\n\u003cp>If you’re on a Blue or Green line train headed to San Francisco International Airport, BART advises switching to a Red or Yellow line train at Balboa Park, where the transfer happens on the same platform. Transferring at Daly City now means changing platforms.\u003c/p>\n\n\n\n\u003cp>Here’s what changes Monday:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Richmond-bound from San Francisco: Yellow and Red line trains spaced an even 10 minutes apart, instead of 5 and 15 minutes\u003c/li>\n\n\n\n\u003cli>Dublin- and Berryessa-bound: Gaps for the Green and Blue lines narrow from three and 17 minutes to eight and 12 minutes\u003c/li>\n\n\n\n\u003cli>Bay Fair: Dublin riders headed to San José transfer across the platform to a waiting train, down from a 19-minute wait\u003c/li>\n\n\n\n\u003cli>MacArthur: Antioch riders headed toward Berkeley, El Cerrito or Richmond get a 4-minute connection, saving 17 minutes\u003c/li>\n\n\n\n\u003cli>Pittsburg: Better-timed connections to and from the BART-to-Antioch shuttle\u003c/li>\n\n\n\n\u003cli>SFO: Red and Yellow line trains no longer sit at the platform together, easing confusion over which leaves first\u003c/li>\n\n\n\n\u003cli>Millbrae: Some Caltrain connections shift, and BART has posted a new transfer timetable\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>For Richmond-bound riders, the 10-minute spacing means taking the direct Red line or catching a Yellow line train and transferring at 19th Street. Trost said the MacArthur transfer is built with enough room to walk down the stairs and back up without running, and tied the new Bay Fair connection to growing demand from the Tri-Valley.\u003c/p>\n\n\n\n\n\n\u003cp>BART is framing all of this as improvement without new spending. The agency is heading toward a fiscal cliff, as emergency funding that carried it through the pandemic runs out this fiscal year. \u003c/p>\n\n\n\n\u003cp>Fares that once covered roughly \u003ca href=\"https://www.bart.gov/about/financials/crisis\">70% \u003c/a>of BART’s operating budget now cover a fraction of that, though BART has seen some \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">recent ridership recovery\u003c/a>.\u003c/p>\n\n\n\n\u003cp>A regional sales tax measure to fund BART, Muni, Caltrain and AC Transit \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">qualified for the November ballot\u003c/a> in May. \u003c/p>\n\n\n\n\u003cp>“That is why, in order to do better, we have to find a way to save money somewhere else or to just do things more efficiently with what we have,” Trost said.\u003c/p>\n\n\n\n\u003cp>The schedule absorbs the 10-car trains BART added July 20 during peak hours, with shorter, six- and eight-car trains off-peak to keep costs flat. It also accommodates late-night construction between Daly City and Millbrae, where crews are replacing the train-control system. Expect delays through that stretch after 9 p.m., Sunday through Thursday.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/kmonahan\">\u003cem>Katherine Monahan\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Thinking about buying or leasing an \u003ca href=\"https://www.kqed.org/news/tag/evs\">electric car\u003c/a> in the near future? California will soon be making that cheaper.\u003c/p>\n\n\n\n\u003cp>On Friday, Gov. Gavin Newsom launched “\u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">MyFirstEV\u003c/a>,” a new state program that sets aside millions of dollars to fund rebates for residents who buy or lease a zero-emission vehicle — a category that includes battery-electric cars and \u003ca href=\"https://driveclean.ca.gov/hydrogen-fuel-cell\">hydrogen fuel cell-powered vehicles\u003c/a>.\u003c/p>\n\n\n\n\u003cp>First-time EV buyers can qualify for a $3,500 discount when buying or leasing a new electric vehicle, as long as the retail price is under $50,000. If you’re looking for a \u003cem>used\u003c/em> electric car, there’s still a price reduction available — a smaller one, however: $1,750 off for vehicles retailing for under $25,000.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg\" alt=\"\" class=\"wp-image-12018474\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Gov. Gavin Newsom speaks during a press conference in Los Angeles on Sept. 25, 2024. (Eric Thayer/AP Photo)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The state’s program comes a year after President Donald Trump’s massive spending and tax plan known as the One Big Beautiful Bill \u003ca href=\"https://www.irs.gov/newsroom/faqs-for-modification-of-sections-25c-25d-25e-30c-30d-45l-45w-and-179d-under-public-law-119-21-139-stat-72-july-4-2025-commonly-known-as-the-one-big-beautiful-bill-obbb\">ended\u003c/a> federal tax credits for EVs nationwide. Previously, American consumers could claim a $7,500 tax credit after buying a new EV or $4,000 for used EVs.\u003c/p>\n\n\n\n\u003cp>When announcing the program in July, Newsom said that as the federal government pulls back from supporting EVs, California would instead be “putting its foot on the accelerator” — and that the instant rebate program would “[make] it easier for families to drive clean, breathe clean and keep more money in their pockets.”\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The program has secured $270 million in funding — half of that from the state budget and the other from participating EV automakers. \u003c/p>\n\n\n\n\u003cp>\u003cstrong>Who qualifies for this program?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>Only California residents who are buying or leasing an EV for the first time are eligible for this rebate.\u003c/p>\n\n\n\n\u003cp>And consumers will have to confirm that this is the first time they are buying or leasing an EV before taking their car home, said Lindsay Buckley, communications director of the California Air Resources Board, the agency tasked with managing the program.\u003c/p>\n\n\n\n\n\n\u003cp>“Participants will be required to sign a legal document declaring that this is in fact their first purchase or lease of an electric vehicle,” she said.\u003c/p>\n\n\n\n\u003cp>“So if you’ve already bought or leased an electric vehicle in the past, then you wouldn’t be eligible for this program.”\u003c/p>\n\n\n\n\u003cp>Limiting the program to first-time buyers could actually help boost the popularity of EVs among people who have never bought them, said Scott Moura, a UC Berkeley professor of civil engineering.\u003c/p>\n\n\n\n\u003cp>“Providing incentive to people who have bought EVs before isn’t really adding to the number of people who purchase EVs,” he said. “The funds can be used most effectively if they’re targeted towards first-time EV buyers.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Do I need to apply ahead of time?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>No — there’s no application to fill out ahead of time. All you need to do is go to a dealership of one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers. \u003c/p>\n\n\n\n\u003cp>Hyundai, Lucid and Tesla rebates are available starting today. The other participants will launch their programs throughout the fall.\u003c/p>\n\n\n\n\u003cp>This is different from other past state rebate programs — like the now-terminated \u003ca href=\"https://www.kqed.org/news/12062645/california-quietly-kills-electric-bike-vouchers-sending-money-to-ev-incentives-instead\">Electric Bicycle Incentive Program\u003c/a> — which have required participants to fill out an application \u003cem>before \u003c/em>making a purchase.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2560\" height=\"1920\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" class=\"wp-image-12016485\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-element-caption\">A Toyota electric vehicle on display at the Los Angeles Auto Show in 2024. (Saul Gonzalez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>If you move forward with making a purchase or lease, confirm two things with the salesperson and the financing team:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>That you qualify for the MyFirstEV discount\u003c/li>\n\n\n\n\u003cli>That there are still state funds available for this specific car brand.\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>When federal EV rebates were available, buyers had to initially wait until they filed their taxes the year after buying their car to request this money back. But state officials say that folks interested in the FirstEV discount won’t have to wait so long.\u003c/p>\n\n\n\n\u003cp>“Californians will be able to go down to participating automakers’ dealerships and access the rebates at the point of sale,” Buckley said. “They won’t have any delay in getting this discount.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Can the program help me pay for \u003cem>any\u003c/em> EV I want?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>No — MyFirstEV discounts will only cover battery-electric cars and hydrogen fuel cell-powered vehicles from automakers participating in the program. \u003c/p>\n\n\n\n\u003cp>Hybrid vehicles are also not included in MyFirstEV, state officials confirmed with KQED. \u003c/p>\n\n\n\n\u003cp>There’s also a price limit: The EV you choose must cost under $50,000 if it’s a new car, and $25,000 if it’s used. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2274\" height=\"1706\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg\" alt=\"An aerial view of a parking lot that has EV chargers, with three cars parked in 'EV Charging Only' spots, and a fourth car pulling in to another one.\" class=\"wp-image-11971075\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg 2274w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1920x1440.jpg 1920w\" sizes=\"auto, (max-width: 2274px) 100vw, 2274px\">\u003cfigcaption class=\"wp-element-caption\">A Polestar electric car prepares to park at an EV charging station on July 28, 2023, in Corte Madera. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>There is, however, a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB168\">small exception\u003c/a> to this price rule if the automaker is headquartered in California — in which case the discounts will apply regardless of the manufacturer’s retail price. \u003c/p>\n\n\n\n\u003cp>More than a \u003ca href=\"https://www.builtinsf.com/articles/silicon-valley-electric-car-companies\">dozen electric car brands\u003c/a> are based in the Golden State, with several selling models priced beyond the $50,000 limit.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Can low-income buyers get additional support?\u003c/h2>\n\n\n\n\u003cp>While the MyFirstEV discount will not vary based on income, consumers can stack the discount with other incentive programs, including the \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/driving-clean-assistance-program\">Driving Clean Assistance Program\u003c/a> and \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All\u003c/a>. \u003c/p>\n\n\n\n\u003cp>To qualify for Clean Cars 4 All, residents must have an income of less than or equal to 300% of the federal poverty level. This program could unlock up to $12,000 in additional savings. \u003c/p>\n\n\n\n\u003cp>\u003cstrong>Will some carmakers have more rebates available than others?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>No — funds will be divided equally among the participating automakers.\u003c/p>\n\n\n\n\u003cp>However, there may be greater demand for some brands, which could mean that rebates may run out faster at some dealerships.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This article includes reporting from KQED’s \u003ca href=\"https://www.kqed.org/author/lklivans\">Laura Klivans.\u003c/a>\u003c/em>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>On Friday, Gov. Gavin Newsom launched “\u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">MyFirstEV\u003c/a>,” a new state program that sets aside millions of dollars to fund rebates for residents who buy or lease a zero-emission vehicle — a category that includes battery-electric cars and \u003ca href=\"https://driveclean.ca.gov/hydrogen-fuel-cell\">hydrogen fuel cell-powered vehicles\u003c/a>.\u003c/p>\n",
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"\n\u003cp>On Friday, Gov. Gavin Newsom launched “\u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">MyFirstEV\u003c/a>,” a new state program that sets aside millions of dollars to fund rebates for residents who buy or lease a zero-emission vehicle — a category that includes battery-electric cars and \u003ca href=\"https://driveclean.ca.gov/hydrogen-fuel-cell\">hydrogen fuel cell-powered vehicles\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>First-time EV buyers can qualify for a $3,500 discount when buying or leasing a new electric vehicle, as long as the retail price is under $50,000. If you’re looking for a \u003cem>used\u003c/em> electric car, there’s still a price reduction available — a smaller one, however: $1,750 off for vehicles retailing for under $25,000.\u003c/p>\n",
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"\n\u003cp>First-time EV buyers can qualify for a $3,500 discount when buying or leasing a new electric vehicle, as long as the retail price is under $50,000. If you’re looking for a \u003cem>used\u003c/em> electric car, there’s still a price reduction available — a smaller one, however: $1,750 off for vehicles retailing for under $25,000.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg\" alt=\"\" class=\"wp-image-12018474\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1920x1280.jpg 1920w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Gov. Gavin Newsom speaks during a press conference in Los Angeles on Sept. 25, 2024.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg\" alt=\"\" class=\"wp-image-12018474\" />\u003cfigcaption class=\"wp-element-caption\">Gov. Gavin Newsom speaks during a press conference in Los Angeles on Sept. 25, 2024.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The state’s program comes a year after President Donald Trump’s massive spending and tax plan known as the One Big Beautiful Bill \u003ca href=\"https://www.irs.gov/newsroom/faqs-for-modification-of-sections-25c-25d-25e-30c-30d-45l-45w-and-179d-under-public-law-119-21-139-stat-72-july-4-2025-commonly-known-as-the-one-big-beautiful-bill-obbb\">ended\u003c/a> federal tax credits for EVs nationwide. Previously, American consumers could claim a $7,500 tax credit after buying a new EV or $4,000 for used EVs.\u003c/p>\n",
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"\n\u003cp>The state’s program comes a year after President Donald Trump’s massive spending and tax plan known as the One Big Beautiful Bill \u003ca href=\"https://www.irs.gov/newsroom/faqs-for-modification-of-sections-25c-25d-25e-30c-30d-45l-45w-and-179d-under-public-law-119-21-139-stat-72-july-4-2025-commonly-known-as-the-one-big-beautiful-bill-obbb\">ended\u003c/a> federal tax credits for EVs nationwide. Previously, American consumers could claim a $7,500 tax credit after buying a new EV or $4,000 for used EVs.\u003c/p>\n"
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"innerHTML": "\n\u003cp>When announcing the program in July, Newsom said that as the federal government pulls back from supporting EVs, California would instead be “putting its foot on the accelerator” — and that the instant rebate program would “[make] it easier for families to drive clean, breathe clean and keep more money in their pockets.”\u003c/p>\n",
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"\n\u003cp>When announcing the program in July, Newsom said that as the federal government pulls back from supporting EVs, California would instead be “putting its foot on the accelerator” — and that the instant rebate program would “[make] it easier for families to drive clean, breathe clean and keep more money in their pockets.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The program has secured $270 million in funding — half of that from the state budget and the other from participating EV automakers. \u003c/p>\n",
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"\n\u003cp>The program has secured $270 million in funding — half of that from the state budget and the other from participating EV automakers. \u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cstrong>Who qualifies for this program?\u003c/strong>\u003c/p>\n",
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"innerHTML": "\n\u003cp>Only California residents who are buying or leasing an EV for the first time are eligible for this rebate.\u003c/p>\n",
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"\n\u003cp>Only California residents who are buying or leasing an EV for the first time are eligible for this rebate.\u003c/p>\n"
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"innerHTML": "\n\u003cp>And consumers will have to confirm that this is the first time they are buying or leasing an EV before taking their car home, said Lindsay Buckley, communications director of the California Air Resources Board, the agency tasked with managing the program.\u003c/p>\n",
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"\n\u003cp>And consumers will have to confirm that this is the first time they are buying or leasing an EV before taking their car home, said Lindsay Buckley, communications director of the California Air Resources Board, the agency tasked with managing the program.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Participants will be required to sign a legal document declaring that this is in fact their first purchase or lease of an electric vehicle,” she said.\u003c/p>\n",
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"\n\u003cp>“Participants will be required to sign a legal document declaring that this is in fact their first purchase or lease of an electric vehicle,” she said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“So if you’ve already bought or leased an electric vehicle in the past, then you wouldn’t be eligible for this program.”\u003c/p>\n",
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"\n\u003cp>“So if you’ve already bought or leased an electric vehicle in the past, then you wouldn’t be eligible for this program.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Limiting the program to first-time buyers could actually help boost the popularity of EVs among people who have never bought them, said Scott Moura, a UC Berkeley professor of civil engineering.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Providing incentive to people who have bought EVs before isn’t really adding to the number of people who purchase EVs,” he said. “The funds can be used most effectively if they’re targeted towards first-time EV buyers.”\u003c/p>\n",
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"\n\u003cp>“Providing incentive to people who have bought EVs before isn’t really adding to the number of people who purchase EVs,” he said. “The funds can be used most effectively if they’re targeted towards first-time EV buyers.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cstrong>Do I need to apply ahead of time?\u003c/strong>\u003c/p>\n",
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"innerHTML": "\n\u003cp>No — there’s no application to fill out ahead of time. All you need to do is go to a dealership of one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers. \u003c/p>\n",
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"\n\u003cp>No — there’s no application to fill out ahead of time. All you need to do is go to a dealership of one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Hyundai, Lucid and Tesla rebates are available starting today. The other participants will launch their programs throughout the fall.\u003c/p>\n",
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"\n\u003cp>Hyundai, Lucid and Tesla rebates are available starting today. The other participants will launch their programs throughout the fall.\u003c/p>\n"
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"innerHTML": "\n\u003cp>This is different from other past state rebate programs — like the now-terminated \u003ca href=\"https://www.kqed.org/news/12062645/california-quietly-kills-electric-bike-vouchers-sending-money-to-ev-incentives-instead\">Electric Bicycle Incentive Program\u003c/a> — which have required participants to fill out an application \u003cem>before \u003c/em>making a purchase.\u003c/p>\n",
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"\n\u003cp>This is different from other past state rebate programs — like the now-terminated \u003ca href=\"https://www.kqed.org/news/12062645/california-quietly-kills-electric-bike-vouchers-sending-money-to-ev-incentives-instead\">Electric Bicycle Incentive Program\u003c/a> — which have required participants to fill out an application \u003cem>before \u003c/em>making a purchase.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" class=\"wp-image-12016485\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">A Toyota electric vehicle on display at the Los Angeles Auto Show in 2024.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" class=\"wp-image-12016485\" />\u003cfigcaption class=\"wp-element-caption\">A Toyota electric vehicle on display at the Los Angeles Auto Show in 2024.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>If you move forward with making a purchase or lease, confirm two things with the salesperson and the financing team:\u003c/p>\n",
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"That you qualify for the MyFirstEV discount",
"That there are still state funds available for this specific car brand."
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"innerHTML": "\n\u003cli>That there are still state funds available for this specific car brand.\u003c/li>\n",
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"innerHTML": "\n\u003cp>When federal EV rebates were available, buyers had to initially wait until they filed their taxes the year after buying their car to request this money back. But state officials say that folks interested in the FirstEV discount won’t have to wait so long.\u003c/p>\n",
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"\n\u003cp>When federal EV rebates were available, buyers had to initially wait until they filed their taxes the year after buying their car to request this money back. But state officials say that folks interested in the FirstEV discount won’t have to wait so long.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Californians will be able to go down to participating automakers’ dealerships and access the rebates at the point of sale,” Buckley said. “They won’t have any delay in getting this discount.”\u003c/p>\n",
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"\n\u003cp>“Californians will be able to go down to participating automakers’ dealerships and access the rebates at the point of sale,” Buckley said. “They won’t have any delay in getting this discount.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cstrong>Can the program help me pay for \u003cem>any\u003c/em> EV I want?\u003c/strong>\u003c/p>\n",
"innerContent": [
"\n\u003cp>\u003cstrong>Can the program help me pay for \u003cem>any\u003c/em> EV I want?\u003c/strong>\u003c/p>\n"
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"innerHTML": "\n\u003cp>No — MyFirstEV discounts will only cover battery-electric cars and hydrogen fuel cell-powered vehicles from automakers participating in the program. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Hybrid vehicles are also not included in MyFirstEV, state officials confirmed with KQED. \u003c/p>\n",
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"\n\u003cp>Hybrid vehicles are also not included in MyFirstEV, state officials confirmed with KQED. \u003c/p>\n"
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"innerHTML": "\n\u003cp>There’s also a price limit: The EV you choose must cost under $50,000 if it’s a new car, and $25,000 if it’s used. \u003c/p>\n",
"innerContent": [
"\n\u003cp>There’s also a price limit: The EV you choose must cost under $50,000 if it’s a new car, and $25,000 if it’s used. \u003c/p>\n"
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"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg\" alt=\"An aerial view of a parking lot that has EV chargers, with three cars parked in 'EV Charging Only' spots, and a fourth car pulling in to another one.\" class=\"wp-image-11971075\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg 2274w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1920x1440.jpg 1920w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">A Polestar electric car prepares to park at an EV charging station on July 28, 2023, in Corte Madera.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg\" alt=\"An aerial view of a parking lot that has EV chargers, with three cars parked in 'EV Charging Only' spots, and a fourth car pulling in to another one.\" class=\"wp-image-11971075\" />\u003cfigcaption class=\"wp-element-caption\">A Polestar electric car prepares to park at an EV charging station on July 28, 2023, in Corte Madera.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>There is, however, a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB168\">small exception\u003c/a> to this price rule if the automaker is headquartered in California — in which case the discounts will apply regardless of the manufacturer’s retail price. \u003c/p>\n",
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"\n\u003cp>There is, however, a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB168\">small exception\u003c/a> to this price rule if the automaker is headquartered in California — in which case the discounts will apply regardless of the manufacturer’s retail price. \u003c/p>\n"
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"innerHTML": "\n\u003cp>More than a \u003ca href=\"https://www.builtinsf.com/articles/silicon-valley-electric-car-companies\">dozen electric car brands\u003c/a> are based in the Golden State, with several selling models priced beyond the $50,000 limit.\u003c/p>\n",
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"\n\u003cp>More than a \u003ca href=\"https://www.builtinsf.com/articles/silicon-valley-electric-car-companies\">dozen electric car brands\u003c/a> are based in the Golden State, with several selling models priced beyond the $50,000 limit.\u003c/p>\n"
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"text": "Can low-income buyers get additional support?",
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"innerHTML": "\n\u003cp>While the MyFirstEV discount will not vary based on income, consumers can stack the discount with other incentive programs, including the \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/driving-clean-assistance-program\">Driving Clean Assistance Program\u003c/a> and \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All\u003c/a>. \u003c/p>\n",
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"\n\u003cp>While the MyFirstEV discount will not vary based on income, consumers can stack the discount with other incentive programs, including the \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/driving-clean-assistance-program\">Driving Clean Assistance Program\u003c/a> and \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>To qualify for Clean Cars 4 All, residents must have an income of less than or equal to 300% of the federal poverty level. This program could unlock up to $12,000 in additional savings. \u003c/p>\n",
"innerContent": [
"\n\u003cp>To qualify for Clean Cars 4 All, residents must have an income of less than or equal to 300% of the federal poverty level. This program could unlock up to $12,000 in additional savings. \u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cstrong>Will some carmakers have more rebates available than others?\u003c/strong>\u003c/p>\n",
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"\n\u003cp>\u003cstrong>Will some carmakers have more rebates available than others?\u003c/strong>\u003c/p>\n"
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"innerHTML": "\n\u003cp>No — funds will be divided equally among the participating automakers.\u003c/p>\n",
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"innerHTML": "\n\u003cp>However, there may be greater demand for some brands, which could mean that rebates may run out faster at some dealerships.\u003c/p>\n",
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"\n\u003cp>However, there may be greater demand for some brands, which could mean that rebates may run out faster at some dealerships.\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cem>This article includes reporting from KQED’s \u003ca href=\"https://www.kqed.org/author/lklivans\">Laura Klivans.\u003c/a>\u003c/em>\u003c/p>\n",
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"excerpt": "First-time electric vehicle buyers in California could soon get thousands of dollars off the sticker price. Here’s how to apply.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Thinking about buying or leasing an \u003ca href=\"https://www.kqed.org/news/tag/evs\">electric car\u003c/a> in the near future? California will soon be making that cheaper.\u003c/p>\n\n\n\n\u003cp>On Friday, Gov. Gavin Newsom launched “\u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">MyFirstEV\u003c/a>,” a new state program that sets aside millions of dollars to fund rebates for residents who buy or lease a zero-emission vehicle — a category that includes battery-electric cars and \u003ca href=\"https://driveclean.ca.gov/hydrogen-fuel-cell\">hydrogen fuel cell-powered vehicles\u003c/a>.\u003c/p>\n\n\n\n\u003cp>First-time EV buyers can qualify for a $3,500 discount when buying or leasing a new electric vehicle, as long as the retail price is under $50,000. If you’re looking for a \u003cem>used\u003c/em> electric car, there’s still a price reduction available — a smaller one, however: $1,750 off for vehicles retailing for under $25,000.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg\" alt=\"\" class=\"wp-image-12018474\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GavinNewsomAP-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Gov. Gavin Newsom speaks during a press conference in Los Angeles on Sept. 25, 2024. (Eric Thayer/AP Photo)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The state’s program comes a year after President Donald Trump’s massive spending and tax plan known as the One Big Beautiful Bill \u003ca href=\"https://www.irs.gov/newsroom/faqs-for-modification-of-sections-25c-25d-25e-30c-30d-45l-45w-and-179d-under-public-law-119-21-139-stat-72-july-4-2025-commonly-known-as-the-one-big-beautiful-bill-obbb\">ended\u003c/a> federal tax credits for EVs nationwide. Previously, American consumers could claim a $7,500 tax credit after buying a new EV or $4,000 for used EVs.\u003c/p>\n\n\n\n\u003cp>When announcing the program in July, Newsom said that as the federal government pulls back from supporting EVs, California would instead be “putting its foot on the accelerator” — and that the instant rebate program would “[make] it easier for families to drive clean, breathe clean and keep more money in their pockets.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The program has secured $270 million in funding — half of that from the state budget and the other from participating EV automakers. \u003c/p>\n\n\n\n\u003cp>\u003cstrong>Who qualifies for this program?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>Only California residents who are buying or leasing an EV for the first time are eligible for this rebate.\u003c/p>\n\n\n\n\u003cp>And consumers will have to confirm that this is the first time they are buying or leasing an EV before taking their car home, said Lindsay Buckley, communications director of the California Air Resources Board, the agency tasked with managing the program.\u003c/p>\n\n\n\n\n\n\u003cp>“Participants will be required to sign a legal document declaring that this is in fact their first purchase or lease of an electric vehicle,” she said.\u003c/p>\n\n\n\n\u003cp>“So if you’ve already bought or leased an electric vehicle in the past, then you wouldn’t be eligible for this program.”\u003c/p>\n\n\n\n\u003cp>Limiting the program to first-time buyers could actually help boost the popularity of EVs among people who have never bought them, said Scott Moura, a UC Berkeley professor of civil engineering.\u003c/p>\n\n\n\n\u003cp>“Providing incentive to people who have bought EVs before isn’t really adding to the number of people who purchase EVs,” he said. “The funds can be used most effectively if they’re targeted towards first-time EV buyers.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Do I need to apply ahead of time?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>No — there’s no application to fill out ahead of time. All you need to do is go to a dealership of one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers. \u003c/p>\n\n\n\n\u003cp>Hyundai, Lucid and Tesla rebates are available starting today. The other participants will launch their programs throughout the fall.\u003c/p>\n\n\n\n\u003cp>This is different from other past state rebate programs — like the now-terminated \u003ca href=\"https://www.kqed.org/news/12062645/california-quietly-kills-electric-bike-vouchers-sending-money-to-ev-incentives-instead\">Electric Bicycle Incentive Program\u003c/a> — which have required participants to fill out an application \u003cem>before \u003c/em>making a purchase.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2560\" height=\"1920\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" class=\"wp-image-12016485\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-element-caption\">A Toyota electric vehicle on display at the Los Angeles Auto Show in 2024. (Saul Gonzalez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>If you move forward with making a purchase or lease, confirm two things with the salesperson and the financing team:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>That you qualify for the MyFirstEV discount\u003c/li>\n\n\n\n\u003cli>That there are still state funds available for this specific car brand.\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>When federal EV rebates were available, buyers had to initially wait until they filed their taxes the year after buying their car to request this money back. But state officials say that folks interested in the FirstEV discount won’t have to wait so long.\u003c/p>\n\n\n\n\u003cp>“Californians will be able to go down to participating automakers’ dealerships and access the rebates at the point of sale,” Buckley said. “They won’t have any delay in getting this discount.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Can the program help me pay for \u003cem>any\u003c/em> EV I want?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>No — MyFirstEV discounts will only cover battery-electric cars and hydrogen fuel cell-powered vehicles from automakers participating in the program. \u003c/p>\n\n\n\n\u003cp>Hybrid vehicles are also not included in MyFirstEV, state officials confirmed with KQED. \u003c/p>\n\n\n\n\u003cp>There’s also a price limit: The EV you choose must cost under $50,000 if it’s a new car, and $25,000 if it’s used. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2274\" height=\"1706\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg\" alt=\"An aerial view of a parking lot that has EV chargers, with three cars parked in 'EV Charging Only' spots, and a fourth car pulling in to another one.\" class=\"wp-image-11971075\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf.jpg 2274w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/gettyimages-1576817852-98c5c2b1e80ed40f3e2b7969add10f2d9535efdf-1920x1440.jpg 1920w\" sizes=\"auto, (max-width: 2274px) 100vw, 2274px\">\u003cfigcaption class=\"wp-element-caption\">A Polestar electric car prepares to park at an EV charging station on July 28, 2023, in Corte Madera. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>There is, however, a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB168\">small exception\u003c/a> to this price rule if the automaker is headquartered in California — in which case the discounts will apply regardless of the manufacturer’s retail price. \u003c/p>\n\n\n\n\u003cp>More than a \u003ca href=\"https://www.builtinsf.com/articles/silicon-valley-electric-car-companies\">dozen electric car brands\u003c/a> are based in the Golden State, with several selling models priced beyond the $50,000 limit.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Can low-income buyers get additional support?\u003c/h2>\n\n\n\n\u003cp>While the MyFirstEV discount will not vary based on income, consumers can stack the discount with other incentive programs, including the \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/driving-clean-assistance-program\">Driving Clean Assistance Program\u003c/a> and \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All\u003c/a>. \u003c/p>\n\n\n\n\u003cp>To qualify for Clean Cars 4 All, residents must have an income of less than or equal to 300% of the federal poverty level. This program could unlock up to $12,000 in additional savings. \u003c/p>\n\n\n\n\u003cp>\u003cstrong>Will some carmakers have more rebates available than others?\u003c/strong>\u003c/p>\n\n\n\n\u003cp>No — funds will be divided equally among the participating automakers.\u003c/p>\n\n\n\n\u003cp>However, there may be greater demand for some brands, which could mean that rebates may run out faster at some dealerships.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This article includes reporting from KQED’s \u003ca href=\"https://www.kqed.org/author/lklivans\">Laura Klivans.\u003c/a>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "california-announces-3500-instant-rebate-for-new-ev-purchases-available-now",
"title": "California Announces $3,500 Instant Rebate for New EV Purchases, Available Now",
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"headTitle": "California Announces $3,500 Instant Rebate for New EV Purchases, Available Now | KQED",
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"content": "\u003cp>Electric-vehicle-curious Californians can now receive an \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">instant $3,500 rebate\u003c/a> when they purchase their first EV through a new state program.\u003c/p>\n\n\n\n\u003cp>Gov. Gavin Newsom announced Friday that $135.5 million is available for \u003ca href=\"https://ww2.arb.ca.gov/myfirstev/about\">“MyFirstEV\u003c/a>,” enough to pay for about 73,000 new zero-emission vehicles. \u003c/p>\n\n\n\n\u003cp>These rebates come after President Donald Trump \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">ended\u003c/a> federal tax credits for a number of clean energy technologies, including a $7,500 tax credit for new EVs and a $4,000 tax credit for used EVs. Trump also \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">attempted\u003c/a> to block the state’s EV sales mandate and its diesel engine rules, though \u003ca href=\"https://www.kqed.org/science/1996968/senate-votes-block-californias-electric-vehicle-mandate\">California is currently\u003c/a> fighting these challenges in court. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18.jpeg\" alt=\"\" class=\"wp-image-12072642\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18-1536x1024.jpeg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A Tesla charging at a station in Sacramento, on July 29, 2022. (Rahul Lal/CalMatters)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Despite federal headwinds, California is pushing forward with its own incentives to protect \u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">public health\u003c/a>, reduce the \u003ca href=\"https://www.kqed.org/news/11979516/california-fails-to-meet-climate-change-mandates-and-greenhouse-emission-goals-study-finds\">greenhouse gas emissions\u003c/a> and, according to Gov. Gavin Newsom, support California-based companies and reduce dependence on petrol states — a nod to the \u003ca href=\"https://www.kqed.org/news/12080093/as-some-oil-deliveries-to-us-stop-flowing-california-braces-for-an-energy-crisis\">impacts\u003c/a> the war in Iran had on fuel prices across the country. \u003c/p>\n\n\n\n\u003cp>“We’re past the debate,” Newsom said Friday in Alameda County, at a press conference where he called gasoline an inferior product. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Newsom also said that this purchase credit is about giving consumers a choice. In July, the \u003ca href=\"https://www.energy.ca.gov/news/2026-07/ev-sales-rebound-trumps-war-iran-rages\">California Energy Commission\u003c/a> reported that EVs currently represent 19% of new car sales — a 3% increase just this year. \u003c/p>\n\n\n\n\n\n\u003cp>The state program covers both battery electric vehicles and hydrogen-powered, \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">fuel cell\u003c/a> electric vehicles model year 2026 and newer that are under $50,000. \u003c/p>\n\n\n\n\u003cp>It also covers used vehicles, though the rebate will only go up to $1,750 for pre-loved EVs that cost less than $25,000. \u003c/p>\n\n\n\n\u003cp>Low-income residents are eligible for larger incentives through the existing \u003ca href=\"https://ww2.arb.ca.gov/resources/fact-sheets/clean-cars-4-all\">Clean Cars 4 All\u003c/a> program.\u003c/p>\n\n\n\n\u003cp>Research indicates that Californians could see savings for years after purchase. A \u003ca href=\"https://yaleclimateconnections.org/2026/04/whats-cheaper-fueling-your-car-with-gas-or-electricity/\">report\u003c/a> from Yale found that the electric equivalent of a gallon of gasoline is just $2.72 in California. The average price of gasoline in the state, by comparison, has not consistently dipped below $4.00 since 2021, according to the \u003ca href=\"https://www.eia.gov/dnav/pet/hist/LeafHandler.ashx?n=PET&s=EMM_EPMR_PTE_SCA_DPG&f=W\">Energy Information Administration\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The vehicles must be purchased through one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers, who will match the government’s investment dollar-for-dollar. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>Californians interested in buying their first EV can check out KQED’s \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">guide\u003c/a> for more information on the credits and how to get one.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>Electric-vehicle-curious Californians can now receive an \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">instant $3,500 rebate\u003c/a> when they purchase their first EV through a new state program.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Gov. Gavin Newsom announced Friday that $135.5 million is available for \u003ca href=\"https://ww2.arb.ca.gov/myfirstev/about\">“MyFirstEV\u003c/a>,” enough to pay for about 73,000 new zero-emission vehicles. \u003c/p>\n",
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"\n\u003cp>Gov. Gavin Newsom announced Friday that $135.5 million is available for \u003ca href=\"https://ww2.arb.ca.gov/myfirstev/about\">“MyFirstEV\u003c/a>,” enough to pay for about 73,000 new zero-emission vehicles. \u003c/p>\n"
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"innerHTML": "\n\u003cp>These rebates come after President Donald Trump \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">ended\u003c/a> federal tax credits for a number of clean energy technologies, including a $7,500 tax credit for new EVs and a $4,000 tax credit for used EVs. Trump also \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">attempted\u003c/a> to block the state’s EV sales mandate and its diesel engine rules, though \u003ca href=\"https://www.kqed.org/science/1996968/senate-votes-block-californias-electric-vehicle-mandate\">California is currently\u003c/a> fighting these challenges in court. \u003c/p>\n",
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"\n\u003cp>These rebates come after President Donald Trump \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">ended\u003c/a> federal tax credits for a number of clean energy technologies, including a $7,500 tax credit for new EVs and a $4,000 tax credit for used EVs. Trump also \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">attempted\u003c/a> to block the state’s EV sales mandate and its diesel engine rules, though \u003ca href=\"https://www.kqed.org/science/1996968/senate-votes-block-californias-electric-vehicle-mandate\">California is currently\u003c/a> fighting these challenges in court. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18.jpeg\" alt=\"\" class=\"wp-image-12072642\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18-1536x1024.jpeg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Tesla charging at a station in Sacramento, on July 29, 2022. \u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Despite federal headwinds, California is pushing forward with its own incentives to protect \u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">public health\u003c/a>, reduce the \u003ca href=\"https://www.kqed.org/news/11979516/california-fails-to-meet-climate-change-mandates-and-greenhouse-emission-goals-study-finds\">greenhouse gas emissions\u003c/a> and, according to Gov. Gavin Newsom, support California-based companies and reduce dependence on petrol states — a nod to the \u003ca href=\"https://www.kqed.org/news/12080093/as-some-oil-deliveries-to-us-stop-flowing-california-braces-for-an-energy-crisis\">impacts\u003c/a> the war in Iran had on fuel prices across the country. \u003c/p>\n",
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"\n\u003cp>Despite federal headwinds, California is pushing forward with its own incentives to protect \u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">public health\u003c/a>, reduce the \u003ca href=\"https://www.kqed.org/news/11979516/california-fails-to-meet-climate-change-mandates-and-greenhouse-emission-goals-study-finds\">greenhouse gas emissions\u003c/a> and, according to Gov. Gavin Newsom, support California-based companies and reduce dependence on petrol states — a nod to the \u003ca href=\"https://www.kqed.org/news/12080093/as-some-oil-deliveries-to-us-stop-flowing-california-braces-for-an-energy-crisis\">impacts\u003c/a> the war in Iran had on fuel prices across the country. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“We’re past the debate,” Newsom said Friday in Alameda County, at a press conference where he called gasoline an inferior product. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Newsom also said that this purchase credit is about giving consumers a choice. In July, the \u003ca href=\"https://www.energy.ca.gov/news/2026-07/ev-sales-rebound-trumps-war-iran-rages\">California Energy Commission\u003c/a> reported that EVs currently represent 19% of new car sales — a 3% increase just this year. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The state program covers both battery electric vehicles and hydrogen-powered, \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">fuel cell\u003c/a> electric vehicles model year 2026 and newer that are under $50,000. \u003c/p>\n",
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"innerHTML": "\n\u003cp>It also covers used vehicles, though the rebate will only go up to $1,750 for pre-loved EVs that cost less than $25,000. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Low-income residents are eligible for larger incentives through the existing \u003ca href=\"https://ww2.arb.ca.gov/resources/fact-sheets/clean-cars-4-all\">Clean Cars 4 All\u003c/a> program.\u003c/p>\n",
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"\n\u003cp>Low-income residents are eligible for larger incentives through the existing \u003ca href=\"https://ww2.arb.ca.gov/resources/fact-sheets/clean-cars-4-all\">Clean Cars 4 All\u003c/a> program.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Research indicates that Californians could see savings for years after purchase. A \u003ca href=\"https://yaleclimateconnections.org/2026/04/whats-cheaper-fueling-your-car-with-gas-or-electricity/\">report\u003c/a> from Yale found that the electric equivalent of a gallon of gasoline is just $2.72 in California. The average price of gasoline in the state, by comparison, has not consistently dipped below $4.00 since 2021, according to the \u003ca href=\"https://www.eia.gov/dnav/pet/hist/LeafHandler.ashx?n=PET&s=EMM_EPMR_PTE_SCA_DPG&f=W\">Energy Information Administration\u003c/a>. \u003c/p>\n",
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"\n\u003cp>Research indicates that Californians could see savings for years after purchase. A \u003ca href=\"https://yaleclimateconnections.org/2026/04/whats-cheaper-fueling-your-car-with-gas-or-electricity/\">report\u003c/a> from Yale found that the electric equivalent of a gallon of gasoline is just $2.72 in California. The average price of gasoline in the state, by comparison, has not consistently dipped below $4.00 since 2021, according to the \u003ca href=\"https://www.eia.gov/dnav/pet/hist/LeafHandler.ashx?n=PET&s=EMM_EPMR_PTE_SCA_DPG&f=W\">Energy Information Administration\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The vehicles must be purchased through one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers, who will match the government’s investment dollar-for-dollar. \u003c/p>\n",
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"\n\u003cp>The vehicles must be purchased through one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers, who will match the government’s investment dollar-for-dollar. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Californians interested in buying their first EV can check out KQED’s \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">guide\u003c/a> for more information on the credits and how to get one.\u003c/p>\n",
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"excerpt": "A state program allocates $135 million for incentives, with participating automakers like Tesla and Hyundai matching the funds.",
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"title": "California Announces $3,500 Instant Rebate for New EV Purchases, Available Now | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Electric-vehicle-curious Californians can now receive an \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">instant $3,500 rebate\u003c/a> when they purchase their first EV through a new state program.\u003c/p>\n\n\n\n\u003cp>Gov. Gavin Newsom announced Friday that $135.5 million is available for \u003ca href=\"https://ww2.arb.ca.gov/myfirstev/about\">“MyFirstEV\u003c/a>,” enough to pay for about 73,000 new zero-emission vehicles. \u003c/p>\n\n\n\n\u003cp>These rebates come after President Donald Trump \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">ended\u003c/a> federal tax credits for a number of clean energy technologies, including a $7,500 tax credit for new EVs and a $4,000 tax credit for used EVs. Trump also \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">attempted\u003c/a> to block the state’s EV sales mandate and its diesel engine rules, though \u003ca href=\"https://www.kqed.org/science/1996968/senate-votes-block-californias-electric-vehicle-mandate\">California is currently\u003c/a> fighting these challenges in court. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18.jpeg\" alt=\"\" class=\"wp-image-12072642\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/072922-Tesla-EV-Charging-RL-CM-18-1536x1024.jpeg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A Tesla charging at a station in Sacramento, on July 29, 2022. (Rahul Lal/CalMatters)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Despite federal headwinds, California is pushing forward with its own incentives to protect \u003ca href=\"https://ww2.arb.ca.gov/myfirstev\">public health\u003c/a>, reduce the \u003ca href=\"https://www.kqed.org/news/11979516/california-fails-to-meet-climate-change-mandates-and-greenhouse-emission-goals-study-finds\">greenhouse gas emissions\u003c/a> and, according to Gov. Gavin Newsom, support California-based companies and reduce dependence on petrol states — a nod to the \u003ca href=\"https://www.kqed.org/news/12080093/as-some-oil-deliveries-to-us-stop-flowing-california-braces-for-an-energy-crisis\">impacts\u003c/a> the war in Iran had on fuel prices across the country. \u003c/p>\n\n\n\n\u003cp>“We’re past the debate,” Newsom said Friday in Alameda County, at a press conference where he called gasoline an inferior product. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Newsom also said that this purchase credit is about giving consumers a choice. In July, the \u003ca href=\"https://www.energy.ca.gov/news/2026-07/ev-sales-rebound-trumps-war-iran-rages\">California Energy Commission\u003c/a> reported that EVs currently represent 19% of new car sales — a 3% increase just this year. \u003c/p>\n\n\n\n\n\n\u003cp>The state program covers both battery electric vehicles and hydrogen-powered, \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">fuel cell\u003c/a> electric vehicles model year 2026 and newer that are under $50,000. \u003c/p>\n\n\n\n\u003cp>It also covers used vehicles, though the rebate will only go up to $1,750 for pre-loved EVs that cost less than $25,000. \u003c/p>\n\n\n\n\u003cp>Low-income residents are eligible for larger incentives through the existing \u003ca href=\"https://ww2.arb.ca.gov/resources/fact-sheets/clean-cars-4-all\">Clean Cars 4 All\u003c/a> program.\u003c/p>\n\n\n\n\u003cp>Research indicates that Californians could see savings for years after purchase. A \u003ca href=\"https://yaleclimateconnections.org/2026/04/whats-cheaper-fueling-your-car-with-gas-or-electricity/\">report\u003c/a> from Yale found that the electric equivalent of a gallon of gasoline is just $2.72 in California. The average price of gasoline in the state, by comparison, has not consistently dipped below $4.00 since 2021, according to the \u003ca href=\"https://www.eia.gov/dnav/pet/hist/LeafHandler.ashx?n=PET&s=EMM_EPMR_PTE_SCA_DPG&f=W\">Energy Information Administration\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The vehicles must be purchased through one of the \u003ca href=\"https://ww2.arb.ca.gov/myfirstev-participating-manufacturers\">15\u003c/a> participating automakers, who will match the government’s investment dollar-for-dollar. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>Californians interested in buying their first EV can check out KQED’s \u003ca href=\"https://www.kqed.org/news/12091276/how-does-californias-3500-ev-rebate-work\">guide\u003c/a> for more information on the credits and how to get one.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "fatal-collision-in-downtown-san-francisco-closes-down-market-street-intersection",
"title": "Fatal Collision in Downtown San Francisco Closes Down Market Street Intersection",
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"content": "\u003cp>Police responded to a fatal crash on Friday morning at Powell and Market streets, one of downtown \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s busiest intersections.\u003c/p>\n\n\n\n\u003cp>Officers found a person in the street with life-threatening injuries at 8:18 a.m., according to the San Francisco Police Department. Despite life-saving efforts, they were declared dead at the scene.\u003c/p>\n\n\n\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1438\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg\" alt=\"A complaint filed March 25 alleges a San Francisco Police Department officer violated city law through improperly participating in an FBI investigation.\" class=\"wp-image-10466122\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-800x599.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1440x1079.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1180x884.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-768x575.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-320x240.jpg 320w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-element-caption\">San Francisco police patrol car. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The San Francisco Medical Examiner’s Office will release the name of the deceased after notifying the family.\u003c/p>\n\n\n\n\u003cp>In a post on social media, the city’s office of emergency management asked residents to avoid the area of Powell and Market streets due to police activity. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Traffic \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">fatalities\u003c/a> in San Francisco in 2026 continue to outpace last year’s numbers. Eleven people have been killed while walking in San Francisco as of June, part of 14 traffic deaths citywide, up from 13 at the same point in 2025, \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">according to city data\u003c/a>.\u003c/p>\n\n\n\n\u003cp>In December 2025, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street-safety plan\u003c/a> as part of a citywide overhaul of how it handles traffic safety after San Francisco’s Vision Zero policy expired last year. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This is a developing story and will be updated.\u003c/em>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>Officers found a person in the street with life-threatening injuries at 8:18 a.m., according to the San Francisco Police Department. Despite life-saving efforts, they were declared dead at the scene.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n",
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"\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Traffic \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">fatalities\u003c/a> in San Francisco in 2026 continue to outpace last year’s numbers. Eleven people have been killed while walking in San Francisco as of June, part of 14 traffic deaths citywide, up from 13 at the same point in 2025, \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">according to city data\u003c/a>.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In December 2025, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street-safety plan\u003c/a> as part of a citywide overhaul of how it handles traffic safety after San Francisco’s Vision Zero policy expired last year. \u003c/p>\n",
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"excerpt": "A person died Friday morning at Powell and Market Streets. SFPD says the driver is cooperating with investigators.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Police responded to a fatal crash on Friday morning at Powell and Market streets, one of downtown \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s busiest intersections.\u003c/p>\n\n\n\n\u003cp>Officers found a person in the street with life-threatening injuries at 8:18 a.m., according to the San Francisco Police Department. Despite life-saving efforts, they were declared dead at the scene.\u003c/p>\n\n\n\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1438\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg\" alt=\"A complaint filed March 25 alleges a San Francisco Police Department officer violated city law through improperly participating in an FBI investigation.\" class=\"wp-image-10466122\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-800x599.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1440x1079.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1180x884.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-768x575.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-320x240.jpg 320w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-element-caption\">San Francisco police patrol car. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The San Francisco Medical Examiner’s Office will release the name of the deceased after notifying the family.\u003c/p>\n\n\n\n\u003cp>In a post on social media, the city’s office of emergency management asked residents to avoid the area of Powell and Market streets due to police activity. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Traffic \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">fatalities\u003c/a> in San Francisco in 2026 continue to outpace last year’s numbers. Eleven people have been killed while walking in San Francisco as of June, part of 14 traffic deaths citywide, up from 13 at the same point in 2025, \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">according to city data\u003c/a>.\u003c/p>\n\n\n\n\u003cp>In December 2025, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street-safety plan\u003c/a> as part of a citywide overhaul of how it handles traffic safety after San Francisco’s Vision Zero policy expired last year. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This is a developing story and will be updated.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "caltrans-i-580-truck-ban-study-finds-modest-health-gains-major-traffic-shifts",
"title": "Caltrans I-580 Truck Ban Study Finds Modest Health Gains, Major Traffic Shifts",
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"headTitle": "Caltrans I-580 Truck Ban Study Finds Modest Health Gains, Major Traffic Shifts | KQED",
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"content": "\u003cp>In a long-awaited preliminary study, Caltrans found that lifting a decades-old \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">truck ban on Interstate 580 \u003c/a>would add about 3,800 large vehicles to the highway daily — and reduce truck traffic along parallel Interstate 880. \u003c/p>\n\n\n\n\u003cp>The findings come as the state’s transportation department examines the potential traffic, health and equity impacts of removing a more than 70-year-old ban on trucks heavier than 9,000 pounds, with the exception of some buses and paratransit vehicles, from the highway running along the base of the East Bay Hills in Oakland and San Leandro.\u003c/p>\n\n\n\n\u003cp>Oakland residents have \u003ca href=\"https://www.kqed.org/news/11879641/trucks-are-banned-on-oaklands-i-580-these-sixth-graders-wondered-why\">raised concerns\u003c/a> for years about the health impacts of the ban, which diverts most truck traffic coming through the East Bay to I-880. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12094111\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Cameron Oakes (left) and John Xu pose for a photo at a public information event for Oakland residents to ask questions about newly released findings from the Interstate 580 Truck Access Study on Aug. 5, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>As the trucks bring goods to the East Oakland port, they also deliver noise, air pollution and a heightened risk of asthma and cancer. \u003c/p>\n\n\n\n\u003cp>More than half of residents living along I-880 are environmentally burdened — meaning they carry the heaviest pollution, health, and economic burdens — compared to just 8.7% of residents living along I-580, according to the Caltrans study. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Caltrans said the study will not result in any change to the status of the ban or produce a recommendation around keeping or removing the ban. Only the state Legislature can lift the ban. \u003c/p>\n\n\n\n\n\n\u003cp>Even so, the study has drawn criticism from \u003ca href=\"https://www.kqed.org/news/12085096/east-bay-residents-push-back-as-caltrans-studies-lifting-i-580-truck-ban\">residents\u003c/a> who worry that removing the ban will spread more pollution throughout the East Bay.\u003c/p>\n\n\n\n\u003cp>On Wednesday, Caltrans presented its initial findings with a poster session at the Oakland Public Library’s West Oakland branch as part of a series of community engagement events. \u003c/p>\n\n\n\n\u003cp>Diane Russell, a member of No Big-Rigs on I-580 — which opposes lifting the ban — attended and said she learned about the projected impacts on cancer and asthma as well as the projected traffic flows from the poster session. \u003c/p>\n\n\n\n\u003cp>Russell said she opposed the ban because there are a higher number of sensitive sites like hospitals along I-580.\u003c/p>\n\n\n\n\u003cp>“Keep the ban and mitigate the bad influences along 880 for the people who live there, because it is inequitable,” Russell said. \u003c/p>\n\n\n\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the study is responding to concerns around freight traffic raised in community action plans from West and East Oakland focused on \u003ca href=\"https://www.baaqmd.gov/community-health/community-health-protection-program/west-oakland-community-action-plan\">air quality\u003c/a> and \u003ca href=\"https://www.oaklandca.gov/Government/Oakland-Improvement-Projects/East-Oakland-Mobility-Action-Plan\">transit equity\u003c/a>. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12094108\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Flyers are displayed showing results from the study at a public information event for Oakland residents to ask questions about newly released findings from the Interstate 580 Truck Access Study on Aug. 5, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Caltrans examined the potential impacts of lifting the I-580 truck ban for communities living along both highways by modeling traffic flows and air quality scenarios along each road in 2035. \u003c/p>\n\n\n\n\u003cp>The study found that lifting the ban would reduce truck traffic along I-880 from roughly 9,200 trucks per day to about 6,200.\u003c/p>\n\n\n\n\u003cp>However, the study found environmentally burdened communities would see only a slightly lower cancer risk with the ban removed. A \u003ca href=\"https://apps.fehrandpeers.com/i580_equity_explorer/\">“no-ban”\u003c/a> scenario would shift the cancer risk from 9 cases per million to 8 cases per million.\u003c/p>\n\n\n\n\u003cp>The initial findings do suggest, though, an overall reduction in cancer risk in the entire study area through 2035 — largely due to projected improvements in trucking fuels as California moves to meet higher air quality standards, Oakes said. \u003c/p>\n\n\n\n\u003cp>The current analysis is based on old diesel-powered trucks being replaced by new diesel-powered trucks, not electric or hydrogen, according to Oakes. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2560\" height=\"1707\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-scaled.jpg\" alt=\"\" class=\"wp-image-12094103\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-2000x1333.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-2048x1365.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-element-caption\">The 580 freeway in Oakland on Oct. 21, 2025. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Caltrans will continue to share the study’s preliminary findings and seek input on other ways to reduce the impact of freight traffic on communities. The final sharing session will take place Aug. 11 at the South Berkeley Farmers Market. \u003c/p>\n\n\n\n\u003cp>Other solutions included constructing sound walls, expanding support for zero-emission truck standards, increasing tree planting and centering restorative justice. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>Caltrans’ survey asking community members how the study findings impact their opinion on lifting the ban is now \u003ca href=\"https://www.surveymonkey.com/r/i580TAS-Survey\">live\u003c/a>. They plan to release their final report this winter.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The findings come as the state’s transportation department examines the potential traffic, health and equity impacts of removing a more than 70-year-old ban on trucks heavier than 9,000 pounds, with the exception of some buses and paratransit vehicles, from the highway running along the base of the East Bay Hills in Oakland and San Leandro.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Caltrans said the study will not result in any change to the status of the ban or produce a recommendation around keeping or removing the ban. Only the state Legislature can lift the ban. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Even so, the study has drawn criticism from \u003ca href=\"https://www.kqed.org/news/12085096/east-bay-residents-push-back-as-caltrans-studies-lifting-i-580-truck-ban\">residents\u003c/a> who worry that removing the ban will spread more pollution throughout the East Bay.\u003c/p>\n",
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"\n\u003cp>Even so, the study has drawn criticism from \u003ca href=\"https://www.kqed.org/news/12085096/east-bay-residents-push-back-as-caltrans-studies-lifting-i-580-truck-ban\">residents\u003c/a> who worry that removing the ban will spread more pollution throughout the East Bay.\u003c/p>\n"
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"innerHTML": "\n\u003cp>On Wednesday, Caltrans presented its initial findings with a poster session at the Oakland Public Library’s West Oakland branch as part of a series of community engagement events. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Diane Russell, a member of No Big-Rigs on I-580 — which opposes lifting the ban — attended and said she learned about the projected impacts on cancer and asthma as well as the projected traffic flows from the poster session. \u003c/p>\n",
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"\n\u003cp>Diane Russell, a member of No Big-Rigs on I-580 — which opposes lifting the ban — attended and said she learned about the projected impacts on cancer and asthma as well as the projected traffic flows from the poster session. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Russell said she opposed the ban because there are a higher number of sensitive sites like hospitals along I-580.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Keep the ban and mitigate the bad influences along 880 for the people who live there, because it is inequitable,” Russell said. \u003c/p>\n",
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"\n\u003cp>“Keep the ban and mitigate the bad influences along 880 for the people who live there, because it is inequitable,” Russell said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the study is responding to concerns around freight traffic raised in community action plans from West and East Oakland focused on \u003ca href=\"https://www.baaqmd.gov/community-health/community-health-protection-program/west-oakland-community-action-plan\">air quality\u003c/a> and \u003ca href=\"https://www.oaklandca.gov/Government/Oakland-Improvement-Projects/East-Oakland-Mobility-Action-Plan\">transit equity\u003c/a>. \u003c/p>\n",
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"\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the study is responding to concerns around freight traffic raised in community action plans from West and East Oakland focused on \u003ca href=\"https://www.baaqmd.gov/community-health/community-health-protection-program/west-oakland-community-action-plan\">air quality\u003c/a> and \u003ca href=\"https://www.oaklandca.gov/Government/Oakland-Improvement-Projects/East-Oakland-Mobility-Action-Plan\">transit equity\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12094108\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Flyers are displayed showing results from the study at a public information event for Oakland residents to ask questions about newly released findings from the Interstate 580 Truck Access Study on Aug. 5, 2026, in Oakland.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12094108\" />\u003cfigcaption class=\"wp-element-caption\">Flyers are displayed showing results from the study at a public information event for Oakland residents to ask questions about newly released findings from the Interstate 580 Truck Access Study on Aug. 5, 2026, in Oakland.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Caltrans examined the potential impacts of lifting the I-580 truck ban for communities living along both highways by modeling traffic flows and air quality scenarios along each road in 2035. \u003c/p>\n",
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"\n\u003cp>Caltrans examined the potential impacts of lifting the I-580 truck ban for communities living along both highways by modeling traffic flows and air quality scenarios along each road in 2035. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The study found that lifting the ban would reduce truck traffic along I-880 from roughly 9,200 trucks per day to about 6,200.\u003c/p>\n",
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"\n\u003cp>The study found that lifting the ban would reduce truck traffic along I-880 from roughly 9,200 trucks per day to about 6,200.\u003c/p>\n"
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"innerHTML": "\n\u003cp>However, the study found environmentally burdened communities would see only a slightly lower cancer risk with the ban removed. A \u003ca href=\"https://apps.fehrandpeers.com/i580_equity_explorer/\">“no-ban”\u003c/a> scenario would shift the cancer risk from 9 cases per million to 8 cases per million.\u003c/p>\n",
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"\n\u003cp>However, the study found environmentally burdened communities would see only a slightly lower cancer risk with the ban removed. A \u003ca href=\"https://apps.fehrandpeers.com/i580_equity_explorer/\">“no-ban”\u003c/a> scenario would shift the cancer risk from 9 cases per million to 8 cases per million.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The initial findings do suggest, though, an overall reduction in cancer risk in the entire study area through 2035 — largely due to projected improvements in trucking fuels as California moves to meet higher air quality standards, Oakes said. \u003c/p>\n",
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"\n\u003cp>The initial findings do suggest, though, an overall reduction in cancer risk in the entire study area through 2035 — largely due to projected improvements in trucking fuels as California moves to meet higher air quality standards, Oakes said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The current analysis is based on old diesel-powered trucks being replaced by new diesel-powered trucks, not electric or hydrogen, according to Oakes. \u003c/p>\n",
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"\n\u003cp>The current analysis is based on old diesel-powered trucks being replaced by new diesel-powered trucks, not electric or hydrogen, according to Oakes. \u003c/p>\n"
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-scaled.jpg\" alt=\"\" class=\"wp-image-12094103\" />\u003cfigcaption class=\"wp-element-caption\">The 580 freeway in Oakland on Oct. 21, 2025.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Caltrans will continue to share the study’s preliminary findings and seek input on other ways to reduce the impact of freight traffic on communities. The final sharing session will take place Aug. 11 at the South Berkeley Farmers Market. \u003c/p>\n",
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"\n\u003cp>Caltrans will continue to share the study’s preliminary findings and seek input on other ways to reduce the impact of freight traffic on communities. The final sharing session will take place Aug. 11 at the South Berkeley Farmers Market. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Other solutions included constructing sound walls, expanding support for zero-emission truck standards, increasing tree planting and centering restorative justice. \u003c/p>\n",
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"\n\u003cp>Other solutions included constructing sound walls, expanding support for zero-emission truck standards, increasing tree planting and centering restorative justice. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Caltrans’ survey asking community members how the study findings impact their opinion on lifting the ban is now \u003ca href=\"https://www.surveymonkey.com/r/i580TAS-Survey\">live\u003c/a>. They plan to release their final report this winter.\u003c/p>\n",
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"\n\u003cp>Caltrans’ survey asking community members how the study findings impact their opinion on lifting the ban is now \u003ca href=\"https://www.surveymonkey.com/r/i580TAS-Survey\">live\u003c/a>. They plan to release their final report this winter.\u003c/p>\n"
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"excerpt": "Trucks haven’t been allowed to drive on Interstate 580 since the 1950s. Caltrans is now exploring the impact of lifting the ban.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a long-awaited preliminary study, Caltrans found that lifting a decades-old \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">truck ban on Interstate 580 \u003c/a>would add about 3,800 large vehicles to the highway daily — and reduce truck traffic along parallel Interstate 880. \u003c/p>\n\n\n\n\u003cp>The findings come as the state’s transportation department examines the potential traffic, health and equity impacts of removing a more than 70-year-old ban on trucks heavier than 9,000 pounds, with the exception of some buses and paratransit vehicles, from the highway running along the base of the East Bay Hills in Oakland and San Leandro.\u003c/p>\n\n\n\n\u003cp>Oakland residents have \u003ca href=\"https://www.kqed.org/news/11879641/trucks-are-banned-on-oaklands-i-580-these-sixth-graders-wondered-why\">raised concerns\u003c/a> for years about the health impacts of the ban, which diverts most truck traffic coming through the East Bay to I-880. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12094111\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-09-MC-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Cameron Oakes (left) and John Xu pose for a photo at a public information event for Oakland residents to ask questions about newly released findings from the Interstate 580 Truck Access Study on Aug. 5, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>As the trucks bring goods to the East Oakland port, they also deliver noise, air pollution and a heightened risk of asthma and cancer. \u003c/p>\n\n\n\n\u003cp>More than half of residents living along I-880 are environmentally burdened — meaning they carry the heaviest pollution, health, and economic burdens — compared to just 8.7% of residents living along I-580, according to the Caltrans study. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Caltrans said the study will not result in any change to the status of the ban or produce a recommendation around keeping or removing the ban. Only the state Legislature can lift the ban. \u003c/p>\n\n\n\n\n\n\u003cp>Even so, the study has drawn criticism from \u003ca href=\"https://www.kqed.org/news/12085096/east-bay-residents-push-back-as-caltrans-studies-lifting-i-580-truck-ban\">residents\u003c/a> who worry that removing the ban will spread more pollution throughout the East Bay.\u003c/p>\n\n\n\n\u003cp>On Wednesday, Caltrans presented its initial findings with a poster session at the Oakland Public Library’s West Oakland branch as part of a series of community engagement events. \u003c/p>\n\n\n\n\u003cp>Diane Russell, a member of No Big-Rigs on I-580 — which opposes lifting the ban — attended and said she learned about the projected impacts on cancer and asthma as well as the projected traffic flows from the poster session. \u003c/p>\n\n\n\n\u003cp>Russell said she opposed the ban because there are a higher number of sensitive sites like hospitals along I-580.\u003c/p>\n\n\n\n\u003cp>“Keep the ban and mitigate the bad influences along 880 for the people who live there, because it is inequitable,” Russell said. \u003c/p>\n\n\n\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the study is responding to concerns around freight traffic raised in community action plans from West and East Oakland focused on \u003ca href=\"https://www.baaqmd.gov/community-health/community-health-protection-program/west-oakland-community-action-plan\">air quality\u003c/a> and \u003ca href=\"https://www.oaklandca.gov/Government/Oakland-Improvement-Projects/East-Oakland-Mobility-Action-Plan\">transit equity\u003c/a>. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12094108\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/080526-I580STUDY-05-MC-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Flyers are displayed showing results from the study at a public information event for Oakland residents to ask questions about newly released findings from the Interstate 580 Truck Access Study on Aug. 5, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Caltrans examined the potential impacts of lifting the I-580 truck ban for communities living along both highways by modeling traffic flows and air quality scenarios along each road in 2035. \u003c/p>\n\n\n\n\u003cp>The study found that lifting the ban would reduce truck traffic along I-880 from roughly 9,200 trucks per day to about 6,200.\u003c/p>\n\n\n\n\u003cp>However, the study found environmentally burdened communities would see only a slightly lower cancer risk with the ban removed. A \u003ca href=\"https://apps.fehrandpeers.com/i580_equity_explorer/\">“no-ban”\u003c/a> scenario would shift the cancer risk from 9 cases per million to 8 cases per million.\u003c/p>\n\n\n\n\u003cp>The initial findings do suggest, though, an overall reduction in cancer risk in the entire study area through 2035 — largely due to projected improvements in trucking fuels as California moves to meet higher air quality standards, Oakes said. \u003c/p>\n\n\n\n\u003cp>The current analysis is based on old diesel-powered trucks being replaced by new diesel-powered trucks, not electric or hydrogen, according to Oakes. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2560\" height=\"1707\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-scaled.jpg\" alt=\"\" class=\"wp-image-12094103\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-2000x1333.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251021-I-580-MD-03-2048x1365.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-element-caption\">The 580 freeway in Oakland on Oct. 21, 2025. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Caltrans will continue to share the study’s preliminary findings and seek input on other ways to reduce the impact of freight traffic on communities. The final sharing session will take place Aug. 11 at the South Berkeley Farmers Market. \u003c/p>\n\n\n\n\u003cp>Other solutions included constructing sound walls, expanding support for zero-emission truck standards, increasing tree planting and centering restorative justice. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>Caltrans’ survey asking community members how the study findings impact their opinion on lifting the ban is now \u003ca href=\"https://www.surveymonkey.com/r/i580TAS-Survey\">live\u003c/a>. They plan to release their final report this winter.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "huffman-demands-faa-restore-quiet-sonoma-county-flight-paths-after-bohemian-club-changes",
"title": "Huffman Demands FAA Restore Quiet Sonoma County Flight Paths After Bohemian Club Changes",
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"headTitle": "Huffman Demands FAA Restore Quiet Sonoma County Flight Paths After Bohemian Club Changes | KQED",
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"content": "\u003cp>North Bay Rep. Jared Huffman called on the Federal Aviation Administration on Wednesday to restore quieter flight paths from \u003ca href=\"https://www.kqed.org/news/tag/sonoma-county\">Sonoma County’s\u003c/a> regional airport after temporary changes to accommodate the annual Bohemian Grove encampment — a move that angered residents, who have complained about roaring aircraft noise for years. \u003c/p>\n\n\n\n\u003cp>For more than two years, West Sonoma County representatives, airport officials and residents have urged the FAA to roll back a new, noisier departure route introduced in 2024.\u003c/p>\n\n\n\n\u003cp>Those requests were ignored until July, when the all-male, exclusive Bohemian Club arrived in Monte Rio, a community along the Russian River, in July. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1079\" height=\"765\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport.jpg\" alt=\"A sign at the entrance of the Charles M. Schulz-Sonoma County Airport.\" class=\"wp-image-12009562\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport.jpg 1079w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-800x567.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-1020x723.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-160x113.jpg 160w\" sizes=\"auto, (max-width: 1079px) 100vw, 1079px\">\u003cfigcaption class=\"wp-element-caption\">The Charles M. Schulz-Sonoma County Airport in Santa Rosa, California. (Courtesy of the Charles M. Schulz-Sonoma County Airport)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In a letter to the FAA’s administrator Bryan Bedford on Wednesday, Huffman urged the administration to immediately restore pre-2024 departure protocols at Charles M. Schulz–Sonoma County Airport, and work with county leaders and the community to identify effective long-term solutions. \u003c/p>\n\n\n\n\u003cp>“When the Bohemians come to town, they get the response that I’ve spent the better part of two years demanding with my West County constituents,” Huffman said Wednesday. “But when the private jets go away, we’re not sure what happens. I want to make sure … that the folks I represent get the same consideration as the billionaires and oligarchs who are having a good time in Bohemian Grove.”\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Noise complaints and community strife by Sonoma County residents have quadrupled since the FAA introduced a new departure path, RREHD1, or “Redhead,” that directs planes to take initial turns over populated areas at lower altitudes, in January 2024. \u003c/p>\n\n\n\n\n\n\u003cp>The path routes departing planes over a narrow ribbon of quiet West Sonoma County, including the communities of Sebastopol, Forestville and Guerneville. \u003c/p>\n\n\n\n\u003cp>“When you’re in an environment where you can hear your own heartbeat and the blood in your ears because it’s that quiet, and a jet comes over you at 60 decibels, that is a shocker,” resident Andrea Oreck said during Wednesday’s community roundtable at the airport. \u003c/p>\n\n\n\n\u003cp>Previously, more planes used a flight path called “Charlie Eight,” which is less rigid, according to Jon Stout, the Sonoma County airport’s administrator.\u003c/p>\n\n\n\n\u003cp>“Charlie Eight spreads that pain around a little bit, so it’s not as impactful on just one section of the population, one section of our ecology,” said Che Casul, a staff member of County Supervisor Lynda Hopkins’ office.\u003c/p>\n\n\n\n\u003cp>Throughout July, residents observed that of the 24 flights through the Sonoma County airport each day, the majority took the former Charlie Eight path, while just three per day flew the new Redhead standard.\u003c/p>\n\n\n\n\u003cp>The FAA said that last month, they temporarily adjusted some departure procedures “for safety reasons due to the increased air traffic from the nearby Bohemian Grove event.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED.jpg\" alt=\"\" class=\"wp-image-12094006\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">West Sonoma County residents Andrea Oreck and Brian Alper speak at a community roundtable at the Sonoma County airport on Aug. 5, 2026. (Juan Carlos Lara/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The administration said it switched back to normal flight parameters when “extra event traffic cleared up.”\u003c/p>\n\n\n\n\u003cp>While the adjustment provided some peace and quiet to residents, many have been frustrated that it seems a solution only came around to benefit the ultra-rich and powerful who gather at the Bohemian Grove.\u003c/p>\n\n\n\n\u003cp>“If this relief can be given to the powerful elite for a holiday retreat at a moment’s notice for 27 days, then it can be given to us who live under that flight path every day,” Oreck said Wednesday.\u003c/p>\n\n\n\n\u003cp>The Bohemian Club, which has put on an annual encampment since the 1870s, is a private group whose membership spans elite political, business and artistic circles. \u003c/p>\n\n\n\n\u003cp>Supreme Court Justice Clarence Thomas, documentarian Ken Burns and billionaire businessman David Koch have been \u003ca href=\"https://www.propublica.org/article/clarence-thomas-secretly-attended-koch-brothers-donor-events-scotus\">photographed\u003c/a> together at the site, according to \u003cem>ProPublica\u003c/em>.\u003c/p>\n\n\n\n\u003cp>Huffman likened the temporary change to “corruption,” saying that over the past two years, his office has been told repeatedly that Charlie Eight was no longer a feasible flight path. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED.jpg\" alt=\"\" class=\"wp-image-12094008\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Jenny Calloway from North Bay Rep. Jared Huffman’s office, Che Casul, director of community initiatives for County Supervisor Lynda Hopkins, Rep. Jared Huffman and resident Andrea Oreck speak together at a community roundtable at the Sonoma County airport on Aug. 5, 2026. (Juan Carlos Lara/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“They’re doing Charlie Eight right now. So, that’s a problem,” he said. \u003c/p>\n\n\n\n\u003cp>Airport officials have previously said the 2024 changes were made without their input or knowledge, and that the county has recently submitted a revised Redhead flight plan to the FAA that they hope will be an improvement. \u003c/p>\n\n\n\n\u003cp>But residents say the new plan, which requires planes to turn at slightly higher altitudes, isn’t enough to mitigate the noise.\u003c/p>\n\n\n\n\u003cp>Stout said the airport proposed “Redhead Two” because they believe it is more likely to get approved than a brand new route, but that it is “not the end solution.”\u003c/p>\n\n\n\n\u003cp>Creating a new route for the long-term would likely take years to complete.\u003c/p>\n\n\n\n\u003cp>\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\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport.jpg\" alt=\"A sign at the entrance of the Charles M. Schulz-Sonoma County Airport.\" class=\"wp-image-12009562\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport.jpg 1079w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-800x567.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-1020x723.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-160x113.jpg 160w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Charles M. Schulz-Sonoma County Airport in Santa Rosa, California.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>In a letter to the FAA’s administrator Bryan Bedford on Wednesday, Huffman urged the administration to immediately restore pre-2024 departure protocols at Charles M. Schulz–Sonoma County Airport, and work with county leaders and the community to identify effective long-term solutions. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The path routes departing planes over a narrow ribbon of quiet West Sonoma County, including the communities of Sebastopol, Forestville and Guerneville. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“When you’re in an environment where you can hear your own heartbeat and the blood in your ears because it’s that quiet, and a jet comes over you at 60 decibels, that is a shocker,” resident Andrea Oreck said during Wednesday’s community roundtable at the airport. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Previously, more planes used a flight path called “Charlie Eight,” which is less rigid, according to Jon Stout, the Sonoma County airport’s administrator.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Charlie Eight spreads that pain around a little bit, so it’s not as impactful on just one section of the population, one section of our ecology,” said Che Casul, a staff member of County Supervisor Lynda Hopkins’ office.\u003c/p>\n",
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"\n\u003cp>“Charlie Eight spreads that pain around a little bit, so it’s not as impactful on just one section of the population, one section of our ecology,” said Che Casul, a staff member of County Supervisor Lynda Hopkins’ office.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Throughout July, residents observed that of the 24 flights through the Sonoma County airport each day, the majority took the former Charlie Eight path, while just three per day flew the new Redhead standard.\u003c/p>\n",
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"\n\u003cp>Throughout July, residents observed that of the 24 flights through the Sonoma County airport each day, the majority took the former Charlie Eight path, while just three per day flew the new Redhead standard.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The FAA said that last month, they temporarily adjusted some departure procedures “for safety reasons due to the increased air traffic from the nearby Bohemian Grove event.” \u003c/p>\n",
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"\n\u003cp>The FAA said that last month, they temporarily adjusted some departure procedures “for safety reasons due to the increased air traffic from the nearby Bohemian Grove event.” \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED.jpg\" alt=\"\" class=\"wp-image-12094006\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">West Sonoma County residents Andrea Oreck and Brian Alper speak at a community roundtable at the Sonoma County airport on Aug. 5, 2026. \u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Airport officials have previously said the 2024 changes were made without their input or knowledge, and that the county has recently submitted a revised Redhead flight plan to the FAA that they hope will be an improvement. \u003c/p>\n",
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"excerpt": "A temporary route change ahead of an exclusive and secretive gathering renewed calls to reduce jet noise for West Sonoma County residents.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>North Bay Rep. Jared Huffman called on the Federal Aviation Administration on Wednesday to restore quieter flight paths from \u003ca href=\"https://www.kqed.org/news/tag/sonoma-county\">Sonoma County’s\u003c/a> regional airport after temporary changes to accommodate the annual Bohemian Grove encampment — a move that angered residents, who have complained about roaring aircraft noise for years. \u003c/p>\n\n\n\n\u003cp>For more than two years, West Sonoma County representatives, airport officials and residents have urged the FAA to roll back a new, noisier departure route introduced in 2024.\u003c/p>\n\n\n\n\u003cp>Those requests were ignored until July, when the all-male, exclusive Bohemian Club arrived in Monte Rio, a community along the Russian River, in July. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1079\" height=\"765\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport.jpg\" alt=\"A sign at the entrance of the Charles M. Schulz-Sonoma County Airport.\" class=\"wp-image-12009562\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport.jpg 1079w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-800x567.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-1020x723.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/Schulz-airport-160x113.jpg 160w\" sizes=\"auto, (max-width: 1079px) 100vw, 1079px\">\u003cfigcaption class=\"wp-element-caption\">The Charles M. Schulz-Sonoma County Airport in Santa Rosa, California. (Courtesy of the Charles M. Schulz-Sonoma County Airport)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In a letter to the FAA’s administrator Bryan Bedford on Wednesday, Huffman urged the administration to immediately restore pre-2024 departure protocols at Charles M. Schulz–Sonoma County Airport, and work with county leaders and the community to identify effective long-term solutions. \u003c/p>\n\n\n\n\u003cp>“When the Bohemians come to town, they get the response that I’ve spent the better part of two years demanding with my West County constituents,” Huffman said Wednesday. “But when the private jets go away, we’re not sure what happens. I want to make sure … that the folks I represent get the same consideration as the billionaires and oligarchs who are having a good time in Bohemian Grove.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Noise complaints and community strife by Sonoma County residents have quadrupled since the FAA introduced a new departure path, RREHD1, or “Redhead,” that directs planes to take initial turns over populated areas at lower altitudes, in January 2024. \u003c/p>\n\n\n\n\n\n\u003cp>The path routes departing planes over a narrow ribbon of quiet West Sonoma County, including the communities of Sebastopol, Forestville and Guerneville. \u003c/p>\n\n\n\n\u003cp>“When you’re in an environment where you can hear your own heartbeat and the blood in your ears because it’s that quiet, and a jet comes over you at 60 decibels, that is a shocker,” resident Andrea Oreck said during Wednesday’s community roundtable at the airport. \u003c/p>\n\n\n\n\u003cp>Previously, more planes used a flight path called “Charlie Eight,” which is less rigid, according to Jon Stout, the Sonoma County airport’s administrator.\u003c/p>\n\n\n\n\u003cp>“Charlie Eight spreads that pain around a little bit, so it’s not as impactful on just one section of the population, one section of our ecology,” said Che Casul, a staff member of County Supervisor Lynda Hopkins’ office.\u003c/p>\n\n\n\n\u003cp>Throughout July, residents observed that of the 24 flights through the Sonoma County airport each day, the majority took the former Charlie Eight path, while just three per day flew the new Redhead standard.\u003c/p>\n\n\n\n\u003cp>The FAA said that last month, they temporarily adjusted some departure procedures “for safety reasons due to the increased air traffic from the nearby Bohemian Grove event.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED.jpg\" alt=\"\" class=\"wp-image-12094006\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">West Sonoma County residents Andrea Oreck and Brian Alper speak at a community roundtable at the Sonoma County airport on Aug. 5, 2026. (Juan Carlos Lara/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The administration said it switched back to normal flight parameters when “extra event traffic cleared up.”\u003c/p>\n\n\n\n\u003cp>While the adjustment provided some peace and quiet to residents, many have been frustrated that it seems a solution only came around to benefit the ultra-rich and powerful who gather at the Bohemian Grove.\u003c/p>\n\n\n\n\u003cp>“If this relief can be given to the powerful elite for a holiday retreat at a moment’s notice for 27 days, then it can be given to us who live under that flight path every day,” Oreck said Wednesday.\u003c/p>\n\n\n\n\u003cp>The Bohemian Club, which has put on an annual encampment since the 1870s, is a private group whose membership spans elite political, business and artistic circles. \u003c/p>\n\n\n\n\u003cp>Supreme Court Justice Clarence Thomas, documentarian Ken Burns and billionaire businessman David Koch have been \u003ca href=\"https://www.propublica.org/article/clarence-thomas-secretly-attended-koch-brothers-donor-events-scotus\">photographed\u003c/a> together at the site, according to \u003cem>ProPublica\u003c/em>.\u003c/p>\n\n\n\n\u003cp>Huffman likened the temporary change to “corruption,” saying that over the past two years, his office has been told repeatedly that Charlie Eight was no longer a feasible flight path. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED.jpg\" alt=\"\" class=\"wp-image-12094008\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260805-Sonoma-County-Airport-JC-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Jenny Calloway from North Bay Rep. Jared Huffman’s office, Che Casul, director of community initiatives for County Supervisor Lynda Hopkins, Rep. Jared Huffman and resident Andrea Oreck speak together at a community roundtable at the Sonoma County airport on Aug. 5, 2026. (Juan Carlos Lara/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“They’re doing Charlie Eight right now. So, that’s a problem,” he said. \u003c/p>\n\n\n\n\u003cp>Airport officials have previously said the 2024 changes were made without their input or knowledge, and that the county has recently submitted a revised Redhead flight plan to the FAA that they hope will be an improvement. \u003c/p>\n\n\n\n\u003cp>But residents say the new plan, which requires planes to turn at slightly higher altitudes, isn’t enough to mitigate the noise.\u003c/p>\n\n\n\n\u003cp>Stout said the airport proposed “Redhead Two” because they believe it is more likely to get approved than a brand new route, but that it is “not the end solution.”\u003c/p>\n\n\n\n\u003cp>Creating a new route for the long-term would likely take years to complete.\u003c/p>\n\n\n\n\u003cp>\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\n\u003c/div>\u003c/p>",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"order": 1
},
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"here-and-now": {
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
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"order": 18
},
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
},
"requestOutcomesReducer": {
"notFound": []
}
}
