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"content": "\u003cp>The Mountain View Police Department has joined a growing list of law enforcement agencies to turn off \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows\">automated license plate reading cameras\u003c/a> operated by Flock Safety amid rising concerns about the company’s data privacy practices.\u003c/p>\n\u003cp>Police Chief Mike Canfield said in a public message on Monday that he made that decision after the city discovered that out-of-state agencies were illegally accessing its data.\u003c/p>\n\u003cp>“Community trust is more important than any individual tool,” he wrote. “I share your anger and frustration regarding how Flock Safety’s system enabled out-of-state agencies to search our license plate data, and I am sorry that such searches occurred.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Last month, the Mountain View Police Department said it had discovered during an audit of its Flock program that federal agencies accessed its cameras’ data through a nationwide search tool during a brief period in 2024.\u003c/p>\n\u003cp>The department said the feature was “enabled without MVPD’s permission or knowledge.” It also said that 29 of its 30 cameras were accessed by other California law enforcement agencies that had not been approved to do so.\u003c/p>\n\u003cp>“That was against how we had designed the system,” Canfield told KQED on Tuesday.\u003c/p>\n\u003cfigure id=\"attachment_12072164\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072164\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Mountain View Police Department building in Mountain View, California, on May 3, 2019. \u003ccite>(Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last year, more than two dozen municipalities across the U.S. have terminated contracts with Flock over reports that federal immigration agencies have used its searchable license plate database amid the Trump administration’s escalating crackdown.\u003c/p>\n\u003cp>In early January, \u003ca href=\"https://www.kqed.org/news/12069705/santa-cruz-the-first-in-california-to-terminate-its-contract-with-flock-safety\">Santa Cruz became the first\u003c/a> city in California to sever relations with Flock, and Los Altos Hills quickly followed. Last week, Santa Clara County Supervisor Betty Duong moved to delay renewing the county’s Flock contract by a month while officials investigate data-sharing concerns.\u003c/p>\n\u003cp>Other cities across the Bay Area have opted to \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows\">continue using Flock’s systems\u003c/a>, including San Francisco and Oakland, which renewed and \u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">expanded its contract\u003c/a> with the company in December.\u003c/p>\n\u003cp>Flock’s cameras record and store license plate data that its customers, such as city police departments, use to aid their investigations. The company offers contracted agencies multiple data sharing options, including “National” and “State” lookups, which share data between Flock Safety customers who opt in across the U.S., or only in the agency’s home state, respectively. Alternatively, customers can choose a 1:1 sharing option, which requires that they add agencies they would like to share data with individually.[aside postID=news_12069705 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/SFFlockSafetyGetty.jpg']In California, a 2015 state law prohibits state and local law enforcement agencies from sharing license plate reader data with out-of-state or federal agencies.\u003c/p>\n\u003cp>According to Canfield, the system MVPD built did not allow out-of-state agencies to access its data and required in-state agencies to get approval from him, or a designee, as well as sign a memorandum of understanding regarding how the information was used.\u003c/p>\n\u003cp>“We had built it to have very strong access controls, and we were under the impression that that’s exactly how it was functioning,” Canfield said.\u003c/p>\n\u003cp>But Brian Hofer, the executive director of the privacy nonprofit Secure Justice, said that the department likely did allow the sharing, regardless of whether it intended to.\u003c/p>\n\u003cp>“What did Flock do? Did Flock force a code change on you and lie to you about it?” he asked. “Statistically, it’s most likely to be the Mountain View Police Department that turned those things on.”\u003c/p>\n\u003cp>He said when similar concerns arose in Illinois and Colorado, “the local police had opted into these things and just didn’t understand the consequences.”\u003c/p>\n\u003cp>Canfield said it’s not clear whether any data recorded by Mountain View’s Flock cameras was actually shared, but it was accessible to national agencies for a three-month period, and has been accessible to other state agencies longer.\u003c/p>\n\u003cfigure id=\"attachment_12005552\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005552\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg\" alt=\"\" width=\"2000\" height=\"1323\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1536x1016.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1920x1270.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An automated license plate reader is seen mounted on a pole on June 13, 2024, in San Francisco, California. Just across the Bay Bridge, Oakland is installing new automated license plate readers from the state. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I haven’t seen anything that’s particularly concerning, like search terms that would be alarming to my community,” he said. “However, there’s a lot of searches that come through that data, so unfortunately, there’s no records to know exactly what was or was not gleaned from it.”\u003c/p>\n\u003cp>At least one California police department, El Cajon, in San Diego County, has come under fire for sharing other in-state departments’ data with out-of-state agencies.\u003c/p>\n\u003cp>California Attorney General Rob Bonta sued the El Cajon Police Department in October over the practice, which violates California law.[aside postID=news_12071559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/ElonMuskInaugurationTechGetty.jpg']Just this week, he wrote a motion asking the San Diego Superior Court to compel the department to stop, writing that the “data raises serious privacy concerns because of its ability to capture and track the movements of anyone who passes through a given area, thereby creating a database with millions of images, including individuals in vulnerable circumstances, such as undocumented individuals or people seeking reproductive care.”\u003c/p>\n\u003cp>Canfield said that despite the concerns, he believes there is “absolutely” a possibility that Mountain View’s police department will continue to use license plate reader data in the future.\u003c/p>\n\u003cp>“I believe in its value, and I’m proud of how we used it,” Canfield told KQED.\u003c/p>\n\u003cp>Whether it will be a continuation of the current pilot system or with Flock is not yet known, though. In a statement, Flock said it was addressing the department’s concerns and looked forward to resuming its “successful partnership.”\u003c/p>\n\u003cp>“We have a council meeting at the end of the month where we will present recommendations from staff to the City Council, and they will make a decision on the future of our pilot ALPR program,” Canfield said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/ahall\">\u003cem>Alex Hall\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "After finding that federal agencies accessed its automated license plate reader data, the Mountain View Police Department said this week that it has turned the cameras off.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Mountain View Police Department has joined a growing list of law enforcement agencies to turn off \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows\">automated license plate reading cameras\u003c/a> operated by Flock Safety amid rising concerns about the company’s data privacy practices.\u003c/p>\n\u003cp>Police Chief Mike Canfield said in a public message on Monday that he made that decision after the city discovered that out-of-state agencies were illegally accessing its data.\u003c/p>\n\u003cp>“Community trust is more important than any individual tool,” he wrote. “I share your anger and frustration regarding how Flock Safety’s system enabled out-of-state agencies to search our license plate data, and I am sorry that such searches occurred.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Last month, the Mountain View Police Department said it had discovered during an audit of its Flock program that federal agencies accessed its cameras’ data through a nationwide search tool during a brief period in 2024.\u003c/p>\n\u003cp>The department said the feature was “enabled without MVPD’s permission or knowledge.” It also said that 29 of its 30 cameras were accessed by other California law enforcement agencies that had not been approved to do so.\u003c/p>\n\u003cp>“That was against how we had designed the system,” Canfield told KQED on Tuesday.\u003c/p>\n\u003cfigure id=\"attachment_12072164\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072164\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/MountainViewPoliceDeptGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Mountain View Police Department building in Mountain View, California, on May 3, 2019. \u003ccite>(Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last year, more than two dozen municipalities across the U.S. have terminated contracts with Flock over reports that federal immigration agencies have used its searchable license plate database amid the Trump administration’s escalating crackdown.\u003c/p>\n\u003cp>In early January, \u003ca href=\"https://www.kqed.org/news/12069705/santa-cruz-the-first-in-california-to-terminate-its-contract-with-flock-safety\">Santa Cruz became the first\u003c/a> city in California to sever relations with Flock, and Los Altos Hills quickly followed. Last week, Santa Clara County Supervisor Betty Duong moved to delay renewing the county’s Flock contract by a month while officials investigate data-sharing concerns.\u003c/p>\n\u003cp>Other cities across the Bay Area have opted to \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows\">continue using Flock’s systems\u003c/a>, including San Francisco and Oakland, which renewed and \u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">expanded its contract\u003c/a> with the company in December.\u003c/p>\n\u003cp>Flock’s cameras record and store license plate data that its customers, such as city police departments, use to aid their investigations. The company offers contracted agencies multiple data sharing options, including “National” and “State” lookups, which share data between Flock Safety customers who opt in across the U.S., or only in the agency’s home state, respectively. Alternatively, customers can choose a 1:1 sharing option, which requires that they add agencies they would like to share data with individually.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In California, a 2015 state law prohibits state and local law enforcement agencies from sharing license plate reader data with out-of-state or federal agencies.\u003c/p>\n\u003cp>According to Canfield, the system MVPD built did not allow out-of-state agencies to access its data and required in-state agencies to get approval from him, or a designee, as well as sign a memorandum of understanding regarding how the information was used.\u003c/p>\n\u003cp>“We had built it to have very strong access controls, and we were under the impression that that’s exactly how it was functioning,” Canfield said.\u003c/p>\n\u003cp>But Brian Hofer, the executive director of the privacy nonprofit Secure Justice, said that the department likely did allow the sharing, regardless of whether it intended to.\u003c/p>\n\u003cp>“What did Flock do? Did Flock force a code change on you and lie to you about it?” he asked. “Statistically, it’s most likely to be the Mountain View Police Department that turned those things on.”\u003c/p>\n\u003cp>He said when similar concerns arose in Illinois and Colorado, “the local police had opted into these things and just didn’t understand the consequences.”\u003c/p>\n\u003cp>Canfield said it’s not clear whether any data recorded by Mountain View’s Flock cameras was actually shared, but it was accessible to national agencies for a three-month period, and has been accessible to other state agencies longer.\u003c/p>\n\u003cfigure id=\"attachment_12005552\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005552\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg\" alt=\"\" width=\"2000\" height=\"1323\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1536x1016.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1920x1270.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An automated license plate reader is seen mounted on a pole on June 13, 2024, in San Francisco, California. Just across the Bay Bridge, Oakland is installing new automated license plate readers from the state. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I haven’t seen anything that’s particularly concerning, like search terms that would be alarming to my community,” he said. “However, there’s a lot of searches that come through that data, so unfortunately, there’s no records to know exactly what was or was not gleaned from it.”\u003c/p>\n\u003cp>At least one California police department, El Cajon, in San Diego County, has come under fire for sharing other in-state departments’ data with out-of-state agencies.\u003c/p>\n\u003cp>California Attorney General Rob Bonta sued the El Cajon Police Department in October over the practice, which violates California law.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Just this week, he wrote a motion asking the San Diego Superior Court to compel the department to stop, writing that the “data raises serious privacy concerns because of its ability to capture and track the movements of anyone who passes through a given area, thereby creating a database with millions of images, including individuals in vulnerable circumstances, such as undocumented individuals or people seeking reproductive care.”\u003c/p>\n\u003cp>Canfield said that despite the concerns, he believes there is “absolutely” a possibility that Mountain View’s police department will continue to use license plate reader data in the future.\u003c/p>\n\u003cp>“I believe in its value, and I’m proud of how we used it,” Canfield told KQED.\u003c/p>\n\u003cp>Whether it will be a continuation of the current pilot system or with Flock is not yet known, though. In a statement, Flock said it was addressing the department’s concerns and looked forward to resuming its “successful partnership.”\u003c/p>\n\u003cp>“We have a council meeting at the end of the month where we will present recommendations from staff to the City Council, and they will make a decision on the future of our pilot ALPR program,” Canfield said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/ahall\">\u003cem>Alex Hall\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "some-california-high-speed-rail-records-could-remain-secret-under-proposed-law",
"title": "Some California High-Speed Rail Records Could Remain Secret Under Proposed Law",
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"headTitle": "Some California High-Speed Rail Records Could Remain Secret Under Proposed Law | KQED",
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"content": "\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>The auditor of \u003ca href=\"https://www.kqed.org/news/tag/california-high-speed-rail\">California’s High-Speed Rail Authority\u003c/a> wants the power to keep certain records confidential, drawing concerns from transparency advocates that the agency could shield vital information about a controversial and costly public infrastructure project from the public.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB1608\">Assembly Bill 1608\u003c/a>, authored by Assembly Transportation \u003ca href=\"https://www.kqed.org/news/11937950/lori-wilson-on-her-faith-family-and-the-special-session-on-oil-prices\">Committee Chair Lori Wilson\u003c/a>, would allow the inspector general overseeing the high-speed rail authority to withhold records that the official believes would “reveal weaknesses” that could harm the state or benefit someone inappropriately.\u003c/p>\n\u003cp>The bill would also prevent the release of internal discussions and “personal papers and correspondence” if the person involved submits a written request to keep their records private.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The legislation appears to have the blessing of Gov. Gavin Newsom, whose administration released a nearly identical \u003ca href=\"https://trailerbill.dof.ca.gov/public/trailerBill/pdf/1379\">budget trailer bill\u003c/a> — a vehicle for the governor and legislative leaders to adopt major reforms swiftly with minimal public input — on Monday. The language for both proposals came from the inspector general’s office, said H.D. Palmer, spokesperson of the state Department of Finance.\u003c/p>\n\u003cp>The Office of the Inspector General of High-Speed Rail Authority, which audits, monitors and makes policy recommendations to the authority, \u003ca href=\"https://calmatters.org/economy/2022/07/high-speed-rail-california/\">was formed in 2022\u003c/a> after Assembly Democrats held bullet train funding hostage in exchange for increased oversight.\u003c/p>\n\u003cfigure id=\"attachment_11913625\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/IMG_7164-scaled-e1652127989772.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11913625\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/IMG_7164-scaled-e1652127989772.jpeg\" alt=\"A construction worker walks down a steep bridge arch.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A worker on the partially constructed Cedar Viaduct in Fresno in March. The 3,700-foot-long structure, with four massive arches, is part of California’s high-speed rail project. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The rail line, designed to connect San Francisco and Los Angeles, was approved by voters in 2008. At the time, it was estimated to cost $33 billion and be completed by 2020. It is now estimated to cost more than $100 billion, with only a 171-mile segment connecting Merced and Bakersfield planned for completion by 2033.\u003c/p>\n\u003cp>The project delays and ever-increasing price tag have frustrated both Democrats and Republicans. Former Assembly Speaker Anthony Rendon, a Los Angeles Democrat who held up the funding in 2022, said at the time there was \u003ca href=\"https://calmatters.org/politics/2022/05/california-high-speed-rail-standoff/\">“no confidence”\u003c/a> in the project. U.S. Rep. Kevin Kiley, a Rocklin Republican, has fiercely criticized it as a waste of money and \u003ca href=\"https://kiley.house.gov/posts/representative-kiley-introduces-legislation-to-eliminate-funding-for-the-ca-high-speed-rail-project\">introduced legislation to gut federal funding\u003c/a> for it.\u003c/p>\n\u003cp>Wilson, a Suisun City Democrat and a former county auditor, said her bill would empower the inspector general’s office and shield it from public records requests for sensitive data, such as whistleblowers’ identities, details of fraud, documents regarding pending litigation and records about security risks. High-speed rail authority officials often will not turn over sensitive records to the oversight agency out of fear that the office would be compelled to release them, forcing the inspector general’s office to jump through hoops to obtain information for audits, she argued.\u003c/p>\n\u003cp>“The only way we’ll get the level of transparency and the accountability that the Legislature requires is to make sure that our (inspector general’s office), who are technically the eyes and ears of the public … have every protection they need to be able to take the full deep dive without hindrance,” Wilson told CalMatters in an interview last week.\u003c/p>\n\u003cp>Palmer echoed Wilson’s point, arguing that the governor’s proposal aims to allow the inspector general’s office to “communicate sensitive findings to external bodies in position to take corrective action.”[aside postID=news_12057238 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/AP25265725194713-1-2000x1333.jpg']But some good government groups see the measure as offering the inspector general’s office blanket authority to withhold anything it doesn’t want to disclose.\u003c/p>\n\u003cp>“This is a wholesale atom bomb on disclosure,” said Chuck Champion, president of the California News Publishers Association.\u003c/p>\n\u003cp>And the measure is drawing opposition from Republicans who already consider the project a failure. Assemblymember \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/alexandra-macedo-187421\">Alexandra Macedo\u003c/a>, a Visalia Republican, said it is “insulting” that the project began when she was in middle school and remains far from complete. She called the empty concrete high-speed rail structures throughout her district a “modern day Stonehenge.”\u003c/p>\n\u003cp>“As far as I’m concerned, every ounce of this project should be available for public consumption and should be presented factually and in entirety to the entire legislative body,” she said.\u003c/p>\n\u003cp>Officials from the High-Speed Rail Authority and the inspector general that oversees it declined CalMatters’ request for comment. Newsom’s office also did not respond to CalMatters’ questions.\u003c/p>\n\u003cp>The bill is the latest in a series of legislative attempts to shield records and agencies from the public. Last year, lawmakers passed laws that loosened public meeting requirements for various groups, from \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb707\">local governments\u003c/a> to \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1103\">research review organizations\u003c/a>, and exempted \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb495\">insurers\u003c/a> from having to disclose information they report to the Legislature. State Treasurer Fiona Ma sponsored a measure to establish a new infrastructure agency within her office while exempting much of its operations from public disclosure, a bill that was ultimately watered down and killed last year.\u003c/p>\n\u003cp>The California Public Records Act, which applies to all state and local agencies except the state Legislature and judicial offices, already exempts disclosure of various types of sensitive information Wilson’s measure aims to protect, said Ginny LaRoe, advocacy director at the First Amendment Coalition, which champions press freedom and transparency.\u003c/p>\n\u003cp>For example, state law \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-2/chapter-3/article-1/section-7922-000/\">broadly allows\u003c/a> agencies to withhold records when they believe it serves the public interest. There are also specific protections for \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-5/chapter-11/section-7927-500/\">preliminary drafts\u003c/a> and internal discussions, \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-5/chapter-12/section-7927-605/\">trade secrets\u003c/a> and \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-5/chapter-8/section-7927-200/\">documents related to pending litigation\u003c/a> involving a public agency, which are disclosable once a lawsuit is resolved.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2022/06/030623-High-Speed-Rail-LV_CM_17-1024x682.jpg\" alt=\"Construction on the High-Speed Rail above Highway 99 in south Fresno on March 6, 2023. Photo by Larry Valenzuela, CalMatters/CatchLight Local\">\u003cfigcaption>Construction on the high-speed rail project above Highway 99 in south Fresno on March 6, 2023. Photo by Larry Valenzuela, CalMatters/CatchLight Local\u003c/figcaption>\u003c/figure>\n\u003cp>But interpreting the public records law would take up a lot of the inspector general’s capacity, said Wilson’s chief of staff Taylor Woolfork.\u003c/p>\n\u003cp>“The bill’s objective is for this small oversight body to concentrate on generating meaningful reports that strengthen the high speed rail program, not to divert limited resources toward interpreting complex CPRA questions or defending disclosure decisions in court,” he said in an email.\u003c/p>\n\u003cp>While Woolfork acknowledged the existing exemptions for the agency in the public records law, he said it does not go far enough to protect the inspector general’s office. Under current law, if the high-speed rail authority is being sued, the inspector general’s office could be required to release information because the agency itself isn’t being sued, he said.\u003c/p>\n\u003cp>Both proposals would allow people who communicate with the inspector general’s office to stay confidential as long as they make a written request, a practice in laws that govern the state auditor’s office and inspectors general at other agencies, such as the state departments of transportation and corrections and rehabilitation.\u003c/p>\n\u003cfigure>\n\u003cblockquote>\u003cp>‘If any project should have intense transparency and scrutiny, it’s the high-speed rail.’\u003c/p>\n\u003cp>\u003ccite>Chuck Champion, president of the California News Publishers Association\u003c/cite>\u003c/p>\u003c/blockquote>\n\u003c/figure>\n\u003cp>But the decision to withhold that information should be based on a set of “objective legitimate criteria … independent of someone’s personal wishes,” LaRoe said.\u003c/p>\n\u003cp>“A whistleblower … understandably may have fear of coming forward with important information about waste, fraud or abuse, but that doesn’t mean that they should unilaterally be able to control what the public has access to.”\u003c/p>\n\u003cp>LaRoe also took issue with allowing the inspector general to shield information due to potential “weaknesses” such as “information security, physical security, fraud detection controls, or pending litigation” — language that CalMatters could not find anywhere else in state public records access laws.\u003c/p>\n\u003cp>“On its face, I could see an agency refusing to disclose information because it’s embarrassing, because it shows a weakness,” LaRoe said. “Too often, we see agencies interpreting words in ways that ultimately protect people or decisions that maybe look embarrassing or are uncomfortable or create controversy.”\u003c/p>\n\u003cp>When asked about the language, Wilson said she expects the proposal will be “honed in” on through the legislative process. “This was, we felt, a good starting point,” she said.\u003c/p>\n\u003cp>But it is troubling whenever lawmakers seek to further shield public agencies from disclosure requirements — especially a watchdog agency overseeing such a controversial project, LaRoe and Champion said.\u003c/p>\n\u003cp>“If any project should have intense transparency and scrutiny, it’s the high-speed rail,” Champion said. “This project has been a disaster from jump street. And what else is in there that we have not yet found that they could tuck into this loophole?”\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/politics/2026/02/california-high-speed-rail-record-exemption/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "California created an inspector general to monitor its long-delayed high-speed rail project. Now, one lawmaker wants to allow that office to withhold some investigative records from the public.\r\n\r\n",
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"title": "Some California High-Speed Rail Records Could Remain Secret Under Proposed Law | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>The auditor of \u003ca href=\"https://www.kqed.org/news/tag/california-high-speed-rail\">California’s High-Speed Rail Authority\u003c/a> wants the power to keep certain records confidential, drawing concerns from transparency advocates that the agency could shield vital information about a controversial and costly public infrastructure project from the public.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB1608\">Assembly Bill 1608\u003c/a>, authored by Assembly Transportation \u003ca href=\"https://www.kqed.org/news/11937950/lori-wilson-on-her-faith-family-and-the-special-session-on-oil-prices\">Committee Chair Lori Wilson\u003c/a>, would allow the inspector general overseeing the high-speed rail authority to withhold records that the official believes would “reveal weaknesses” that could harm the state or benefit someone inappropriately.\u003c/p>\n\u003cp>The bill would also prevent the release of internal discussions and “personal papers and correspondence” if the person involved submits a written request to keep their records private.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The legislation appears to have the blessing of Gov. Gavin Newsom, whose administration released a nearly identical \u003ca href=\"https://trailerbill.dof.ca.gov/public/trailerBill/pdf/1379\">budget trailer bill\u003c/a> — a vehicle for the governor and legislative leaders to adopt major reforms swiftly with minimal public input — on Monday. The language for both proposals came from the inspector general’s office, said H.D. Palmer, spokesperson of the state Department of Finance.\u003c/p>\n\u003cp>The Office of the Inspector General of High-Speed Rail Authority, which audits, monitors and makes policy recommendations to the authority, \u003ca href=\"https://calmatters.org/economy/2022/07/high-speed-rail-california/\">was formed in 2022\u003c/a> after Assembly Democrats held bullet train funding hostage in exchange for increased oversight.\u003c/p>\n\u003cfigure id=\"attachment_11913625\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/IMG_7164-scaled-e1652127989772.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11913625\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/IMG_7164-scaled-e1652127989772.jpeg\" alt=\"A construction worker walks down a steep bridge arch.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A worker on the partially constructed Cedar Viaduct in Fresno in March. The 3,700-foot-long structure, with four massive arches, is part of California’s high-speed rail project. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The rail line, designed to connect San Francisco and Los Angeles, was approved by voters in 2008. At the time, it was estimated to cost $33 billion and be completed by 2020. It is now estimated to cost more than $100 billion, with only a 171-mile segment connecting Merced and Bakersfield planned for completion by 2033.\u003c/p>\n\u003cp>The project delays and ever-increasing price tag have frustrated both Democrats and Republicans. Former Assembly Speaker Anthony Rendon, a Los Angeles Democrat who held up the funding in 2022, said at the time there was \u003ca href=\"https://calmatters.org/politics/2022/05/california-high-speed-rail-standoff/\">“no confidence”\u003c/a> in the project. U.S. Rep. Kevin Kiley, a Rocklin Republican, has fiercely criticized it as a waste of money and \u003ca href=\"https://kiley.house.gov/posts/representative-kiley-introduces-legislation-to-eliminate-funding-for-the-ca-high-speed-rail-project\">introduced legislation to gut federal funding\u003c/a> for it.\u003c/p>\n\u003cp>Wilson, a Suisun City Democrat and a former county auditor, said her bill would empower the inspector general’s office and shield it from public records requests for sensitive data, such as whistleblowers’ identities, details of fraud, documents regarding pending litigation and records about security risks. High-speed rail authority officials often will not turn over sensitive records to the oversight agency out of fear that the office would be compelled to release them, forcing the inspector general’s office to jump through hoops to obtain information for audits, she argued.\u003c/p>\n\u003cp>“The only way we’ll get the level of transparency and the accountability that the Legislature requires is to make sure that our (inspector general’s office), who are technically the eyes and ears of the public … have every protection they need to be able to take the full deep dive without hindrance,” Wilson told CalMatters in an interview last week.\u003c/p>\n\u003cp>Palmer echoed Wilson’s point, arguing that the governor’s proposal aims to allow the inspector general’s office to “communicate sensitive findings to external bodies in position to take corrective action.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But some good government groups see the measure as offering the inspector general’s office blanket authority to withhold anything it doesn’t want to disclose.\u003c/p>\n\u003cp>“This is a wholesale atom bomb on disclosure,” said Chuck Champion, president of the California News Publishers Association.\u003c/p>\n\u003cp>And the measure is drawing opposition from Republicans who already consider the project a failure. Assemblymember \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/alexandra-macedo-187421\">Alexandra Macedo\u003c/a>, a Visalia Republican, said it is “insulting” that the project began when she was in middle school and remains far from complete. She called the empty concrete high-speed rail structures throughout her district a “modern day Stonehenge.”\u003c/p>\n\u003cp>“As far as I’m concerned, every ounce of this project should be available for public consumption and should be presented factually and in entirety to the entire legislative body,” she said.\u003c/p>\n\u003cp>Officials from the High-Speed Rail Authority and the inspector general that oversees it declined CalMatters’ request for comment. Newsom’s office also did not respond to CalMatters’ questions.\u003c/p>\n\u003cp>The bill is the latest in a series of legislative attempts to shield records and agencies from the public. Last year, lawmakers passed laws that loosened public meeting requirements for various groups, from \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb707\">local governments\u003c/a> to \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1103\">research review organizations\u003c/a>, and exempted \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb495\">insurers\u003c/a> from having to disclose information they report to the Legislature. State Treasurer Fiona Ma sponsored a measure to establish a new infrastructure agency within her office while exempting much of its operations from public disclosure, a bill that was ultimately watered down and killed last year.\u003c/p>\n\u003cp>The California Public Records Act, which applies to all state and local agencies except the state Legislature and judicial offices, already exempts disclosure of various types of sensitive information Wilson’s measure aims to protect, said Ginny LaRoe, advocacy director at the First Amendment Coalition, which champions press freedom and transparency.\u003c/p>\n\u003cp>For example, state law \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-2/chapter-3/article-1/section-7922-000/\">broadly allows\u003c/a> agencies to withhold records when they believe it serves the public interest. There are also specific protections for \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-5/chapter-11/section-7927-500/\">preliminary drafts\u003c/a> and internal discussions, \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-5/chapter-12/section-7927-605/\">trade secrets\u003c/a> and \u003ca href=\"https://law.justia.com/codes/california/code-gov/title-1/division-10/part-5/chapter-8/section-7927-200/\">documents related to pending litigation\u003c/a> involving a public agency, which are disclosable once a lawsuit is resolved.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2022/06/030623-High-Speed-Rail-LV_CM_17-1024x682.jpg\" alt=\"Construction on the High-Speed Rail above Highway 99 in south Fresno on March 6, 2023. Photo by Larry Valenzuela, CalMatters/CatchLight Local\">\u003cfigcaption>Construction on the high-speed rail project above Highway 99 in south Fresno on March 6, 2023. Photo by Larry Valenzuela, CalMatters/CatchLight Local\u003c/figcaption>\u003c/figure>\n\u003cp>But interpreting the public records law would take up a lot of the inspector general’s capacity, said Wilson’s chief of staff Taylor Woolfork.\u003c/p>\n\u003cp>“The bill’s objective is for this small oversight body to concentrate on generating meaningful reports that strengthen the high speed rail program, not to divert limited resources toward interpreting complex CPRA questions or defending disclosure decisions in court,” he said in an email.\u003c/p>\n\u003cp>While Woolfork acknowledged the existing exemptions for the agency in the public records law, he said it does not go far enough to protect the inspector general’s office. Under current law, if the high-speed rail authority is being sued, the inspector general’s office could be required to release information because the agency itself isn’t being sued, he said.\u003c/p>\n\u003cp>Both proposals would allow people who communicate with the inspector general’s office to stay confidential as long as they make a written request, a practice in laws that govern the state auditor’s office and inspectors general at other agencies, such as the state departments of transportation and corrections and rehabilitation.\u003c/p>\n\u003cfigure>\n\u003cblockquote>\u003cp>‘If any project should have intense transparency and scrutiny, it’s the high-speed rail.’\u003c/p>\n\u003cp>\u003ccite>Chuck Champion, president of the California News Publishers Association\u003c/cite>\u003c/p>\u003c/blockquote>\n\u003c/figure>\n\u003cp>But the decision to withhold that information should be based on a set of “objective legitimate criteria … independent of someone’s personal wishes,” LaRoe said.\u003c/p>\n\u003cp>“A whistleblower … understandably may have fear of coming forward with important information about waste, fraud or abuse, but that doesn’t mean that they should unilaterally be able to control what the public has access to.”\u003c/p>\n\u003cp>LaRoe also took issue with allowing the inspector general to shield information due to potential “weaknesses” such as “information security, physical security, fraud detection controls, or pending litigation” — language that CalMatters could not find anywhere else in state public records access laws.\u003c/p>\n\u003cp>“On its face, I could see an agency refusing to disclose information because it’s embarrassing, because it shows a weakness,” LaRoe said. “Too often, we see agencies interpreting words in ways that ultimately protect people or decisions that maybe look embarrassing or are uncomfortable or create controversy.”\u003c/p>\n\u003cp>When asked about the language, Wilson said she expects the proposal will be “honed in” on through the legislative process. “This was, we felt, a good starting point,” she said.\u003c/p>\n\u003cp>But it is troubling whenever lawmakers seek to further shield public agencies from disclosure requirements — especially a watchdog agency overseeing such a controversial project, LaRoe and Champion said.\u003c/p>\n\u003cp>“If any project should have intense transparency and scrutiny, it’s the high-speed rail,” Champion said. “This project has been a disaster from jump street. And what else is in there that we have not yet found that they could tuck into this loophole?”\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/politics/2026/02/california-high-speed-rail-record-exemption/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "No REAL ID? TSA Will Now Charge You $45 at the Airport",
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"content": "\u003cp>Are you taking a domestic flight soon?\u003c/p>\n\u003cp>You should know: As of Sunday, if you don’t have \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">a REAL ID driver’s license\u003c/a> — or another \u003ca href=\"https://www.kqed.org/news/11643609/what-you-need-to-know-about-california-real-id-drivers-licenses\">federally approved document like a passport \u003c/a>— you’ll now need to pay a $45 fee at the airport to be able to get on your flight.\u003c/p>\n\u003cp>This new fee was \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">announced by the Transportation Security Administration\u003c/a> back in December.\u003c/p>\n\u003cp>Federal REAL ID requirements were originally introduced for domestic air travelers in May 2025. Until now, anyone who lacked a REAL ID license or other acceptable form of identification was still allowed to go through airport security, albeit with additional screening.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But starting Feb. 1, every person 18 or older attempting to board a domestic flight without a REAL ID will face the $45 fee – or won’t be allowed through TSA screening to board their flight.\u003c/p>\n\u003cp>While \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/12/01/tsa-introduces-new-45-fee-option-for-travelers-without-real-id\">TSA says that “more than 94% of passengers already use their REAL ID \u003c/a>or other acceptable forms of identification,” in 2025, the California DMV reported that only about 58% of all driver’s license and ID cardholders in the state were REAL ID-compliant.\u003c/p>\n\u003cp>So if you’re one of those people who \u003cem>doesn’t \u003c/em>have a REAL ID yet, here’s what to know about making sure you’re still able to travel, from how to swiftly apply for a REAL ID driver’s license to how to pay the $45 TSA fee, either the day you travel or before you arrive at the airport.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#Howdoesthenew45TSAfeework\">How does the new $45 TSA fee work?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#HowcanIapplyforREALIDASAP\">How can I apply for REAL ID ASAP?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What kind of REAL ID identification do I need to avoid the new $45 TSA fee?\u003c/h2>\n\u003cp>Remember, if you’ve applied for or renewed your driver’s license in the past few years, there’s a good chance you already \u003cem>have\u003c/em> a REAL ID. (\u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#do-i-already-have-real-id\">Here’s more information on how to tell\u003c/a>, but in short: look for the golden bear with a white star in the top right of your license.)\u003c/p>\n\u003cp>If you don’t have a REAL ID driver’s license yet, you might have access to \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#may\">several other documents you can show TSA instead of a REAL ID\u003c/a>, like:\u003c/p>\n\u003cfigure id=\"attachment_12027114\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027114\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png\" alt=\"\" width=\"1920\" height=\"1185\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-800x494.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1020x630.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1536x948.png 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A side-by-side comparison of a REAL ID driver’s license (left) with a non-REAL ID driver’s license. \u003ccite>(Courtesy of California DMV)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cul>\n\u003cli>A U.S. or foreign passport\u003c/li>\n\u003cli>A green card (permanent resident card)\u003c/li>\n\u003cli>A Department of Homeland Security (DHS) trusted traveler card, like Global Entry\u003c/li>\n\u003cli>A military ID\u003c/li>\n\u003cli>A Tribal Nation ID\u003c/li>\n\u003c/ul>\n\u003cp>See \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">other federally recognized documents\u003c/a> that TSA says are an “acceptable alternative” to a REAL ID.\u003c/p>\n\u003ch2>I don’t have a REAL ID, a passport or other compliant documents. Why will I now be charged a $45 TSA fee?\u003c/h2>\n\u003cp>Since REAL ID requirements were introduced across U.S. airports for domestic flights in May 2025, passengers who don’t have REAL ID-compliant identification have still been able to fly — but they’ve been asked to undergo extra checks to verify their identity before entering the TSA security line, through a process called TSA ConfirmID.\u003c/p>\n\u003cp>According to TSA, this \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">entails completing “an identity verification process\u003c/a> which includes collecting information such as your name and current address to confirm your identity.”[aside postID=news_12065737 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty.jpg']And while TSA says using TSA ConfirmID is “optional,” they warn that if you choose not to use it “and don’t have an acceptable ID, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id\">you may not be allowed through security and may miss your flight.\u003c/a>”\u003c/p>\n\u003cp>What changed on Feb. 1: TSA is now \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">passing on the costs of those extra checks directly \u003cem>to \u003c/em>the passenger\u003c/a>, by charging them this $45 fee to receive the TSA ConfirmID identity verification and make their flight.\u003c/p>\n\u003cp>Be warned, though: TSA says even if you pay the new $45 TSA fee, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">“there is no guarantee” they’ll be able to successfully verify your identity \u003c/a>through TSA ConfirmID.\u003c/p>\n\u003cp>A spokesperson for TSA confirmed to KQED by email that the $45 fee is non-refundable in this instance. But because payments are “valid for a 10-day period after their original first flight date,” travelers who miss their flight because their identity couldn’t be verified can “use the receipt once they are able to rebook their flight within that 10-day period,” the spokesperson says.\u003c/p>\n\u003ch2>\u003ca id=\"Howdoesthenew45TSAfeework\">\u003c/a>Where do I pay the $45 TSA fee?\u003c/h2>\n\u003cp>You can pay at the airport itself, or beforehand, but either way, TSA says you have to \u003ca href=\"https://www.tsa.gov/tsaconfirm-id\">pay online at \u003c/a>\u003ca href=\"http://pay.gov\">pay.gov\u003c/a>, the same federal website that processes payments like Department of Veterans Affairs medical bills and Social Security remittances.\u003c/p>\n\u003cp>You can’t pay TSA staff directly at the airport.\u003c/p>\n\u003cfigure id=\"attachment_12067060\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067060\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk through Terminal 2 at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>You can create a \u003ca href=\"http://pay.gov\">pay.gov\u003c/a> account to make the $45 payment or check out as a guest. TSA says it will accept credit cards, debit cards, bank account details, PayPal and Venmo.\u003c/p>\n\u003cp>Make sure you enter an email address you have instant access to, as you’ll need to open the \u003ca href=\"http://pay.gov\">pay.gov\u003c/a> receipt that will be sent to that inbox and show it to TSA staff at the airport to prove you’ve paid the $45 fee for TSA ConfirmID identity verification.\u003c/p>\n\u003ch2>Will TSA automatically know I’ve paid my $45 fee?\u003c/h2>\n\u003cp>No, TSA says \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">you’ll need to manually show staff in the security line\u003c/a> proof of payment by producing the email receipt.\u003c/p>\n\u003cp>The agency says that \u003ca href=\"https://www.pay.gov/public/form/start/1820857221\">your receipt should arrive via email “immediately”\u003c/a> after payment. Consider screenshotting the email receipt as soon as you receive it to be sure.\u003c/p>\n\u003cp>“If a traveler is unable to produce a confirmation email at the checkpoint, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">you may need to pay again,” TSA says.\u003c/a>\u003c/p>\n\u003ch2>If I’m having trouble paying online, can someone else do it for me?\u003c/h2>\n\u003cp>Yes, as long as the name and travel dates match the traveler who needs TSA ConfirmID identity verification, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">someone else can pay online for you, TSA says. \u003c/a>The payment card does not have to match the traveler’s name.\u003c/p>\n\u003ch2>Will I have to pay another $45 TSA fee when I fly home?\u003c/h2>\n\u003cp>TSA says\u003ca href=\"https://www.tsa.gov/tsaconfirm-id\"> the ConfirmID service is valid for 10 days\u003c/a>, so if your trip is 10 days or less, you won’t have to pay again — but \u003ca href=\"https://www.pay.gov/public/form/start/1820857221\">“any travel beyond the expiration date will require a new payment.”\u003c/a>\u003c/p>\n\u003cp>However, you’ll need to show your original receipt of payment to \u003ca href=\"http://pay.gov\">pay.gov\u003c/a> that arrived in your email when you first paid online, so make sure you don’t delete it on your trip.\u003c/p>\n\u003ch2>How long will all this take?\u003c/h2>\n\u003cp>In general, TSA warns you to expect \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/12/01/tsa-introduces-new-45-fee-option-for-travelers-without-real-id\">“increased wait times for passengers who do not provide an acceptable ID.”\u003c/a>\u003c/p>\n\u003cp>For one thing, expect the actual process of verifying your identity through TSA ConfirmID to take a while. Even if you pay the $45 in advance, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">the actual identity verification will take place at the airport itself\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12067051\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067051\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A person walks to their destination at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>You should also factor in the time required beforehand for paying your $45 online, either before you leave or at the airport itself. And if you don’t have a REAL ID-compliant ID and you haven’t already paid the $45 fee when you arrive for your flight, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">TSA says that “you must leave the [security] line to pay” \u003c/a>and return to the end of the line once you’ve done it.\u003c/p>\n\u003cp>So, in short, if you don’t have a REAL ID driver’s license or other compatible ID, you should arrive at the airport with a lot of time to spare.\u003c/p>\n\u003ch2>Do the REAL ID requirements and TSA fee apply to children?\u003c/h2>\n\u003cp>\u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">TSA says it “does not require children under 18 to provide identification\u003c/a> when traveling within the United States” — so the REAL ID requirements, and the TSA fee for those who don’t have them, don’t apply to kids.\u003c/p>\n\u003cp>However, “unaccompanied minors who are eligible for TSA PreCheck must show an acceptable ID to receive expedited screening,” and the agency suggests you contact the airline you’re flying with about any specific ID requirements they may have for passengers under 18.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003ca id=\"HowcanIapplyforREALIDASAP\">\u003c/a>OK, how do I get a REAL ID ASAP to avoid this new TSA fee?\u003c/h2>\n\u003cp>Firstly, remember that even if you don’t have a REAL ID driver’s licence yet, you might have access to \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#may\">several other documents you can show TSA instead of a REAL ID\u003c/a> — like a U.S. or foreign passport, a green card (permanent resident card) or a Tribal Nation ID — that mean you won’t have to pay the $45 TSA fee as of Feb. 1.\u003c/p>\n\u003cp>To \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#where\">apply for a REAL ID driver’s license\u003c/a> or identification card in California, you’ll need \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/real-id-checklist/\">several documents, including one that proves your identity \u003c/a>and contains your full name, like a U.S. passport or a permanent resident card (green card).[aside postID=news_12067167 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-62-BL-KQED.jpg']You’ll need to visit a California DMV office to obtain your REAL ID card, with or without an appointment, but you can \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/\">upload your documents online in advance to save time\u003c/a> in the field office. Check \u003ca href=\"https://www.dmv.ca.gov/portal/current-field-office-wait-times/\">current wait times for your closest California DMV office \u003c/a>without an appointment.\u003c/p>\n\u003cp>According to the REAL ID Act, states must require individuals to prove that they are either U.S. citizens or are in the country “lawfully.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/what-is-real-id/real-id-info-non-u-s-citizens/\">Non-U.S. citizens who can apply for a REAL ID\u003c/a> include permanent residents (green card holders), holders of a valid student or employment visa and recipients of Deferred Action for Childhood Arrivals (DACA).\u003c/p>\n\u003cp>If you don’t have any type of legal status, like the ones above, then you will not be able to request a REAL ID.\u003c/p>\n\u003cp>\u003cem>This story contains reporting from KQED’s\u003c/em> \u003cem>\u003ca href=\"https://www.kqed.org/author/ccabreralomeli\">Carlos Cabrera-Lomelí\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Are you taking a domestic flight soon?\u003c/p>\n\u003cp>You should know: As of Sunday, if you don’t have \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">a REAL ID driver’s license\u003c/a> — or another \u003ca href=\"https://www.kqed.org/news/11643609/what-you-need-to-know-about-california-real-id-drivers-licenses\">federally approved document like a passport \u003c/a>— you’ll now need to pay a $45 fee at the airport to be able to get on your flight.\u003c/p>\n\u003cp>This new fee was \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">announced by the Transportation Security Administration\u003c/a> back in December.\u003c/p>\n\u003cp>Federal REAL ID requirements were originally introduced for domestic air travelers in May 2025. Until now, anyone who lacked a REAL ID license or other acceptable form of identification was still allowed to go through airport security, albeit with additional screening.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But starting Feb. 1, every person 18 or older attempting to board a domestic flight without a REAL ID will face the $45 fee – or won’t be allowed through TSA screening to board their flight.\u003c/p>\n\u003cp>While \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/12/01/tsa-introduces-new-45-fee-option-for-travelers-without-real-id\">TSA says that “more than 94% of passengers already use their REAL ID \u003c/a>or other acceptable forms of identification,” in 2025, the California DMV reported that only about 58% of all driver’s license and ID cardholders in the state were REAL ID-compliant.\u003c/p>\n\u003cp>So if you’re one of those people who \u003cem>doesn’t \u003c/em>have a REAL ID yet, here’s what to know about making sure you’re still able to travel, from how to swiftly apply for a REAL ID driver’s license to how to pay the $45 TSA fee, either the day you travel or before you arrive at the airport.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#Howdoesthenew45TSAfeework\">How does the new $45 TSA fee work?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#HowcanIapplyforREALIDASAP\">How can I apply for REAL ID ASAP?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What kind of REAL ID identification do I need to avoid the new $45 TSA fee?\u003c/h2>\n\u003cp>Remember, if you’ve applied for or renewed your driver’s license in the past few years, there’s a good chance you already \u003cem>have\u003c/em> a REAL ID. (\u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#do-i-already-have-real-id\">Here’s more information on how to tell\u003c/a>, but in short: look for the golden bear with a white star in the top right of your license.)\u003c/p>\n\u003cp>If you don’t have a REAL ID driver’s license yet, you might have access to \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#may\">several other documents you can show TSA instead of a REAL ID\u003c/a>, like:\u003c/p>\n\u003cfigure id=\"attachment_12027114\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027114\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png\" alt=\"\" width=\"1920\" height=\"1185\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-800x494.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1020x630.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/DL-real-id-768x986-1-1536x948.png 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A side-by-side comparison of a REAL ID driver’s license (left) with a non-REAL ID driver’s license. \u003ccite>(Courtesy of California DMV)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cul>\n\u003cli>A U.S. or foreign passport\u003c/li>\n\u003cli>A green card (permanent resident card)\u003c/li>\n\u003cli>A Department of Homeland Security (DHS) trusted traveler card, like Global Entry\u003c/li>\n\u003cli>A military ID\u003c/li>\n\u003cli>A Tribal Nation ID\u003c/li>\n\u003c/ul>\n\u003cp>See \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">other federally recognized documents\u003c/a> that TSA says are an “acceptable alternative” to a REAL ID.\u003c/p>\n\u003ch2>I don’t have a REAL ID, a passport or other compliant documents. Why will I now be charged a $45 TSA fee?\u003c/h2>\n\u003cp>Since REAL ID requirements were introduced across U.S. airports for domestic flights in May 2025, passengers who don’t have REAL ID-compliant identification have still been able to fly — but they’ve been asked to undergo extra checks to verify their identity before entering the TSA security line, through a process called TSA ConfirmID.\u003c/p>\n\u003cp>According to TSA, this \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">entails completing “an identity verification process\u003c/a> which includes collecting information such as your name and current address to confirm your identity.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And while TSA says using TSA ConfirmID is “optional,” they warn that if you choose not to use it “and don’t have an acceptable ID, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id\">you may not be allowed through security and may miss your flight.\u003c/a>”\u003c/p>\n\u003cp>What changed on Feb. 1: TSA is now \u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">passing on the costs of those extra checks directly \u003cem>to \u003c/em>the passenger\u003c/a>, by charging them this $45 fee to receive the TSA ConfirmID identity verification and make their flight.\u003c/p>\n\u003cp>Be warned, though: TSA says even if you pay the new $45 TSA fee, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">“there is no guarantee” they’ll be able to successfully verify your identity \u003c/a>through TSA ConfirmID.\u003c/p>\n\u003cp>A spokesperson for TSA confirmed to KQED by email that the $45 fee is non-refundable in this instance. But because payments are “valid for a 10-day period after their original first flight date,” travelers who miss their flight because their identity couldn’t be verified can “use the receipt once they are able to rebook their flight within that 10-day period,” the spokesperson says.\u003c/p>\n\u003ch2>\u003ca id=\"Howdoesthenew45TSAfeework\">\u003c/a>Where do I pay the $45 TSA fee?\u003c/h2>\n\u003cp>You can pay at the airport itself, or beforehand, but either way, TSA says you have to \u003ca href=\"https://www.tsa.gov/tsaconfirm-id\">pay online at \u003c/a>\u003ca href=\"http://pay.gov\">pay.gov\u003c/a>, the same federal website that processes payments like Department of Veterans Affairs medical bills and Social Security remittances.\u003c/p>\n\u003cp>You can’t pay TSA staff directly at the airport.\u003c/p>\n\u003cfigure id=\"attachment_12067060\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067060\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-80-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk through Terminal 2 at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>You can create a \u003ca href=\"http://pay.gov\">pay.gov\u003c/a> account to make the $45 payment or check out as a guest. TSA says it will accept credit cards, debit cards, bank account details, PayPal and Venmo.\u003c/p>\n\u003cp>Make sure you enter an email address you have instant access to, as you’ll need to open the \u003ca href=\"http://pay.gov\">pay.gov\u003c/a> receipt that will be sent to that inbox and show it to TSA staff at the airport to prove you’ve paid the $45 fee for TSA ConfirmID identity verification.\u003c/p>\n\u003ch2>Will TSA automatically know I’ve paid my $45 fee?\u003c/h2>\n\u003cp>No, TSA says \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">you’ll need to manually show staff in the security line\u003c/a> proof of payment by producing the email receipt.\u003c/p>\n\u003cp>The agency says that \u003ca href=\"https://www.pay.gov/public/form/start/1820857221\">your receipt should arrive via email “immediately”\u003c/a> after payment. Consider screenshotting the email receipt as soon as you receive it to be sure.\u003c/p>\n\u003cp>“If a traveler is unable to produce a confirmation email at the checkpoint, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">you may need to pay again,” TSA says.\u003c/a>\u003c/p>\n\u003ch2>If I’m having trouble paying online, can someone else do it for me?\u003c/h2>\n\u003cp>Yes, as long as the name and travel dates match the traveler who needs TSA ConfirmID identity verification, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">someone else can pay online for you, TSA says. \u003c/a>The payment card does not have to match the traveler’s name.\u003c/p>\n\u003ch2>Will I have to pay another $45 TSA fee when I fly home?\u003c/h2>\n\u003cp>TSA says\u003ca href=\"https://www.tsa.gov/tsaconfirm-id\"> the ConfirmID service is valid for 10 days\u003c/a>, so if your trip is 10 days or less, you won’t have to pay again — but \u003ca href=\"https://www.pay.gov/public/form/start/1820857221\">“any travel beyond the expiration date will require a new payment.”\u003c/a>\u003c/p>\n\u003cp>However, you’ll need to show your original receipt of payment to \u003ca href=\"http://pay.gov\">pay.gov\u003c/a> that arrived in your email when you first paid online, so make sure you don’t delete it on your trip.\u003c/p>\n\u003ch2>How long will all this take?\u003c/h2>\n\u003cp>In general, TSA warns you to expect \u003ca href=\"https://www.tsa.gov/news/press/releases/2025/12/01/tsa-introduces-new-45-fee-option-for-travelers-without-real-id\">“increased wait times for passengers who do not provide an acceptable ID.”\u003c/a>\u003c/p>\n\u003cp>For one thing, expect the actual process of verifying your identity through TSA ConfirmID to take a while. Even if you pay the $45 in advance, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">the actual identity verification will take place at the airport itself\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12067051\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067051\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-49-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A person walks to their destination at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>You should also factor in the time required beforehand for paying your $45 online, either before you leave or at the airport itself. And if you don’t have a REAL ID-compliant ID and you haven’t already paid the $45 fee when you arrive for your flight, \u003ca href=\"https://www.tsa.gov/tsaconfirm-id/confirmid-faqs\">TSA says that “you must leave the [security] line to pay” \u003c/a>and return to the end of the line once you’ve done it.\u003c/p>\n\u003cp>So, in short, if you don’t have a REAL ID driver’s license or other compatible ID, you should arrive at the airport with a lot of time to spare.\u003c/p>\n\u003ch2>Do the REAL ID requirements and TSA fee apply to children?\u003c/h2>\n\u003cp>\u003ca href=\"https://www.tsa.gov/travel/security-screening/identification\">TSA says it “does not require children under 18 to provide identification\u003c/a> when traveling within the United States” — so the REAL ID requirements, and the TSA fee for those who don’t have them, don’t apply to kids.\u003c/p>\n\u003cp>However, “unaccompanied minors who are eligible for TSA PreCheck must show an acceptable ID to receive expedited screening,” and the agency suggests you contact the airline you’re flying with about any specific ID requirements they may have for passengers under 18.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"HowcanIapplyforREALIDASAP\">\u003c/a>OK, how do I get a REAL ID ASAP to avoid this new TSA fee?\u003c/h2>\n\u003cp>Firstly, remember that even if you don’t have a REAL ID driver’s licence yet, you might have access to \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#may\">several other documents you can show TSA instead of a REAL ID\u003c/a> — like a U.S. or foreign passport, a green card (permanent resident card) or a Tribal Nation ID — that mean you won’t have to pay the $45 TSA fee as of Feb. 1.\u003c/p>\n\u003cp>To \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without#where\">apply for a REAL ID driver’s license\u003c/a> or identification card in California, you’ll need \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/real-id-checklist/\">several documents, including one that proves your identity \u003c/a>and contains your full name, like a U.S. passport or a permanent resident card (green card).\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>You’ll need to visit a California DMV office to obtain your REAL ID card, with or without an appointment, but you can \u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/\">upload your documents online in advance to save time\u003c/a> in the field office. Check \u003ca href=\"https://www.dmv.ca.gov/portal/current-field-office-wait-times/\">current wait times for your closest California DMV office \u003c/a>without an appointment.\u003c/p>\n\u003cp>According to the REAL ID Act, states must require individuals to prove that they are either U.S. citizens or are in the country “lawfully.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.dmv.ca.gov/portal/driver-licenses-identification-cards/real-id/what-is-real-id/real-id-info-non-u-s-citizens/\">Non-U.S. citizens who can apply for a REAL ID\u003c/a> include permanent residents (green card holders), holders of a valid student or employment visa and recipients of Deferred Action for Childhood Arrivals (DACA).\u003c/p>\n\u003cp>If you don’t have any type of legal status, like the ones above, then you will not be able to request a REAL ID.\u003c/p>\n\u003cp>\u003cem>This story contains reporting from KQED’s\u003c/em> \u003cem>\u003ca href=\"https://www.kqed.org/author/ccabreralomeli\">Carlos Cabrera-Lomelí\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "waymo-under-federal-investigation-after-robotaxi-strikes-child-outside-elementary-school",
"title": "Waymo Under Federal Investigation After Robotaxi Strikes Child Outside Elementary School",
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"headTitle": "Waymo Under Federal Investigation After Robotaxi Strikes Child Outside Elementary School | KQED",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/siliconvalley\">Silicon Valley\u003c/a>-based \u003ca href=\"https://www.kqed.org/news/tag/waymo\">Waymo\u003c/a> is under federal investigation after a driverless robotaxi struck a child outside of a Santa Monica elementary school last week — the second time a Waymo autonomous vehicle made contact with a child, according to federal records.\u003c/p>\n\u003cp>Waymo reported the Santa Monica crash to the National Highway Traffic Safety Administration and told the agency the child sustained minor injuries.\u003c/p>\n\u003cp>The collision happened during morning drop-off on Jan. 23. The child stepped onto the street from behind an SUV, the \u003ca href=\"https://waymo.com/blog/2026/01/a-commitment-to-transparency-and-road-safety\">company\u003c/a> said in a blog post describing the incident. The Waymo detected the child and braked, reducing speed from approximately 17 mph to under 6 mph before impact.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The company, a subsidiary of Google’s parent Alphabet, said the child walked to the sidewalk and Waymo called 911.\u003c/p>\n\u003cp>Waymo asserted the collision demonstrates the value of its safety systems: “Our \u003ca href=\"https://waymo.com/blog/2022/09/benchmarking-av-safety\">peer-reviewed model\u003c/a> shows that a fully attentive human driver in this same situation would have made contact with the pedestrian at approximately 14 mph,” the post stated.\u003c/p>\n\u003cp>The California Department of Motor Vehicles and California Highway Patrol met with Waymo and reviewed the incident, a spokesperson for the DMV said in an email to KQED, noting the agency is collaborating with NHTSA and the National Transportation Safety Board in their investigations.\u003c/p>\n\u003cfigure id=\"attachment_12050416\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12050416\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Waymo autonomous vehicle drives through 16th Street and Potrero in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12067511/death-robotaxis-and-a-cat-named-kitkat\">safety of autonomous vehicles\u003c/a> has come under intense scrutiny as Waymo and its rivals mass deploy robotic taxis on U.S. streets. Waymo offers fully autonomous rides without a human safety monitor in half a dozen American cities, including Los Angeles, Phoenix, Austin and the Bay Area. On Thursday, Waymo \u003ca href=\"https://waymo.com/blog/2026/01/waymo-rides-at-sfo\">announced\u003c/a> it would begin taking passengers to and from San Francisco International Airport.\u003c/p>\n\u003cp>The company came under fire in the Bay Area in October after one of its \u003ca href=\"https://www.kqed.org/news/12062777/san-francisco-supervisor-calls-for-robotaxi-reform-after-waymo-kills-neighborhood-cat\">robotaxis struck and killed Kitkat\u003c/a>, a beloved neighborhood cat, prompting outcry and calls for more intense regulation. A week later, another Waymo \u003ca href=\"https://www.sfchronicle.com/bayarea/article/waymo-robotaxi-hits-dog-san-francisco-21217764.php\">struck\u003c/a> a small unleashed dog.\u003c/p>\n\u003cp>And in November, a Waymo vehicle came to a stop on the foot of an exiting teenage passenger in Scottsdale, Arizona, according to an NHTSA incident report. The Waymo “remained stopped on top of the passenger’s foot until emergency services arrived and lifted the right side of the vehicle,” after which the passenger was taken to the hospital “with moderate injuries to the foot.”[aside postID=news_12063035 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251105-Waymo-Discriminate-03-KQED.jpg']A passerby called first responders after hearing a male juvenile “screaming for help,” according to the police report. The officer who responded overheard the passenger saying the Waymo “told him to get out of the vehicle, even though it was in the middle of the street.”\u003c/p>\n\u003cp>A Waymo spokesperson told the\u003ca href=\"https://www.washingtonpost.com/technology/2026/01/29/waymo-autonomous-vehicle-crash/\"> \u003cem>Washington Post\u003c/em>\u003c/a> the teen opened the door while the vehicle was traveling 35 mph, and attempted to exit before the vehicle had come to a complete stop.\u003c/p>\n\u003cp>“Waymo — over the past few months — doesn’t have a great track record of being overtly transparent with their data,” said Billy Riggs, a professor at the University of San Francisco School of Management and the director of the Autonomous Vehicles and the City Initiative.\u003c/p>\n\u003cp>Riggs was referring to Dec. 22, when many of \u003ca href=\"https://www.kqed.org/news/12068177/pge-outage-leaves-130000-across-san-francisco-without-power\">Waymo’s self-driving cars blocked streets\u003c/a> of San Francisco during a mass power outage and forced the company to temporarily suspend service, raising questions about the autonomous vehicles’ ability to adapt to real-world driving conditions.\u003c/p>\n\u003cp>The vehicles, Riggs said, “are driving based on the rules of the road that we give them.” Waymos, he said, follow the speed limit, unlike many humans in a school zone.\u003c/p>\n\u003cp>“That collision would have been a lot more severe at a higher speed,” he added.\u003c/p>\n\u003cp>The Santa Monica crash happened the same day that the NTSB \u003ca href=\"https://x.com/NTSB_Newsroom/status/2014817506477703198?s=20\">said\u003c/a> it was opening an investigation into Waymo’s behavior around school buses in Austin.\u003ca href=\"https://static.nhtsa.gov/odi/inv/2025/INOT-PE25013-30888P1.pdf\"> Austin Independent School \u003c/a>District officials \u003ca href=\"https://static.nhtsa.gov/odi/inv/2025/INOT-PE25013-30888P1.pdf\">said \u003c/a>in November they documented 19 cases of Waymos “illegally and dangerously” passing buses since the beginning of the 2025-26 school year.\u003c/p>\n\u003cp>Riggs said he’s looked into those cases and found Waymos were not entirely at fault in all the incidents. “Some of these situations are a little more complex,” he said. “Similar situations are being reported as if they were the same, and they’re not precisely the same.”\u003c/p>\n\u003cp>Additionally, he said, “The fleet learns as it scales, and so they can issue these patches, and it shouldn’t repeat the same error twice.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Alphabet-owned company is under federal investigation for a crash outside of a Santa Monica elementary school last week, raising questions about the safety of autonomous vehicles in school zones.",
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"title": "Waymo Under Federal Investigation After Robotaxi Strikes Child Outside Elementary School | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/siliconvalley\">Silicon Valley\u003c/a>-based \u003ca href=\"https://www.kqed.org/news/tag/waymo\">Waymo\u003c/a> is under federal investigation after a driverless robotaxi struck a child outside of a Santa Monica elementary school last week — the second time a Waymo autonomous vehicle made contact with a child, according to federal records.\u003c/p>\n\u003cp>Waymo reported the Santa Monica crash to the National Highway Traffic Safety Administration and told the agency the child sustained minor injuries.\u003c/p>\n\u003cp>The collision happened during morning drop-off on Jan. 23. The child stepped onto the street from behind an SUV, the \u003ca href=\"https://waymo.com/blog/2026/01/a-commitment-to-transparency-and-road-safety\">company\u003c/a> said in a blog post describing the incident. The Waymo detected the child and braked, reducing speed from approximately 17 mph to under 6 mph before impact.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The company, a subsidiary of Google’s parent Alphabet, said the child walked to the sidewalk and Waymo called 911.\u003c/p>\n\u003cp>Waymo asserted the collision demonstrates the value of its safety systems: “Our \u003ca href=\"https://waymo.com/blog/2022/09/benchmarking-av-safety\">peer-reviewed model\u003c/a> shows that a fully attentive human driver in this same situation would have made contact with the pedestrian at approximately 14 mph,” the post stated.\u003c/p>\n\u003cp>The California Department of Motor Vehicles and California Highway Patrol met with Waymo and reviewed the incident, a spokesperson for the DMV said in an email to KQED, noting the agency is collaborating with NHTSA and the National Transportation Safety Board in their investigations.\u003c/p>\n\u003cfigure id=\"attachment_12050416\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12050416\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250730-WAYMOFILE_00515_TV-KQED_1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Waymo autonomous vehicle drives through 16th Street and Potrero in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12067511/death-robotaxis-and-a-cat-named-kitkat\">safety of autonomous vehicles\u003c/a> has come under intense scrutiny as Waymo and its rivals mass deploy robotic taxis on U.S. streets. Waymo offers fully autonomous rides without a human safety monitor in half a dozen American cities, including Los Angeles, Phoenix, Austin and the Bay Area. On Thursday, Waymo \u003ca href=\"https://waymo.com/blog/2026/01/waymo-rides-at-sfo\">announced\u003c/a> it would begin taking passengers to and from San Francisco International Airport.\u003c/p>\n\u003cp>The company came under fire in the Bay Area in October after one of its \u003ca href=\"https://www.kqed.org/news/12062777/san-francisco-supervisor-calls-for-robotaxi-reform-after-waymo-kills-neighborhood-cat\">robotaxis struck and killed Kitkat\u003c/a>, a beloved neighborhood cat, prompting outcry and calls for more intense regulation. A week later, another Waymo \u003ca href=\"https://www.sfchronicle.com/bayarea/article/waymo-robotaxi-hits-dog-san-francisco-21217764.php\">struck\u003c/a> a small unleashed dog.\u003c/p>\n\u003cp>And in November, a Waymo vehicle came to a stop on the foot of an exiting teenage passenger in Scottsdale, Arizona, according to an NHTSA incident report. The Waymo “remained stopped on top of the passenger’s foot until emergency services arrived and lifted the right side of the vehicle,” after which the passenger was taken to the hospital “with moderate injuries to the foot.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A passerby called first responders after hearing a male juvenile “screaming for help,” according to the police report. The officer who responded overheard the passenger saying the Waymo “told him to get out of the vehicle, even though it was in the middle of the street.”\u003c/p>\n\u003cp>A Waymo spokesperson told the\u003ca href=\"https://www.washingtonpost.com/technology/2026/01/29/waymo-autonomous-vehicle-crash/\"> \u003cem>Washington Post\u003c/em>\u003c/a> the teen opened the door while the vehicle was traveling 35 mph, and attempted to exit before the vehicle had come to a complete stop.\u003c/p>\n\u003cp>“Waymo — over the past few months — doesn’t have a great track record of being overtly transparent with their data,” said Billy Riggs, a professor at the University of San Francisco School of Management and the director of the Autonomous Vehicles and the City Initiative.\u003c/p>\n\u003cp>Riggs was referring to Dec. 22, when many of \u003ca href=\"https://www.kqed.org/news/12068177/pge-outage-leaves-130000-across-san-francisco-without-power\">Waymo’s self-driving cars blocked streets\u003c/a> of San Francisco during a mass power outage and forced the company to temporarily suspend service, raising questions about the autonomous vehicles’ ability to adapt to real-world driving conditions.\u003c/p>\n\u003cp>The vehicles, Riggs said, “are driving based on the rules of the road that we give them.” Waymos, he said, follow the speed limit, unlike many humans in a school zone.\u003c/p>\n\u003cp>“That collision would have been a lot more severe at a higher speed,” he added.\u003c/p>\n\u003cp>The Santa Monica crash happened the same day that the NTSB \u003ca href=\"https://x.com/NTSB_Newsroom/status/2014817506477703198?s=20\">said\u003c/a> it was opening an investigation into Waymo’s behavior around school buses in Austin.\u003ca href=\"https://static.nhtsa.gov/odi/inv/2025/INOT-PE25013-30888P1.pdf\"> Austin Independent School \u003c/a>District officials \u003ca href=\"https://static.nhtsa.gov/odi/inv/2025/INOT-PE25013-30888P1.pdf\">said \u003c/a>in November they documented 19 cases of Waymos “illegally and dangerously” passing buses since the beginning of the 2025-26 school year.\u003c/p>\n\u003cp>Riggs said he’s looked into those cases and found Waymos were not entirely at fault in all the incidents. “Some of these situations are a little more complex,” he said. “Similar situations are being reported as if they were the same, and they’re not precisely the same.”\u003c/p>\n\u003cp>Additionally, he said, “The fleet learns as it scales, and so they can issue these patches, and it shouldn’t repeat the same error twice.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "super-bowl-2026-santa-clara-road-closures-traffic-san-francisco-bay-area-levis-stadium",
"title": "Super Bowl Road Closures and Traffic: Check if Your Route Is Affected This Week",
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"headTitle": "Super Bowl Road Closures and Traffic: Check if Your Route Is Affected This Week | KQED",
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"content": "\u003cp>On Sunday, Feb. 8,\u003ca href=\"https://www.kqed.org/news/12070878/watch-super-bowl-lx-santa-clara-2026-levis-stadium-nfl-tickets-parking-bag-policy\"> the Bay Area will host another Super Bowl\u003c/a> — where the Seattle Seahawks will face off against the New England Patriots in Santa Clara.\u003c/p>\n\u003cp>But even if you don’t intend to be anywhere near Levi’s Stadium itself on Super Bowl Sunday, the big game — which will draw \u003ca href=\"https://www.smcgov.org/ceo/news/one-text-could-change-your-super-bowl-week\">an estimated 90,000 fans\u003c/a> to the Bay, according to the Bay Area Host Committee — will mean not just heavier traffic on the region’s roads overall, but a score of road closures and detours in Santa Clara that have already begun ahead of Super Bowl LX.\u003c/p>\n\u003cp>And if you’re assuming the worst travel impacts will be restricted to the South Bay, you should know: there’ll be several official Super Bowl events taking place in San Francisco and San José over the next week that will mean street closures and traffic detours in those cities that could affect your commute.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Here are all of the street closures, route changes and anticipated traffic impacts to be aware of leading up to the Super Bowl, what to expect on Super Bowl Sunday itself and which roads will even remain closed well into February in the aftermath of the big game.\u003c/p>\n\u003cp>And remember: If you need to get around this coming week, especially on Super Bowl Sunday itself, public transit, which is generally \u003ca href=\"https://www.kqed.org/news/12070878/watch-super-bowl-lx-santa-clara-2026-levis-stadium-nfl-tickets-parking-bag-policy\">less affected by the following traffic closures and detours\u003c/a>, may be your best bet.\u003c/p>\n\u003cp>For the most up-to-the-minute information on road closures, see \u003ca href=\"https://www.sfbayareasuperbowl.com/getting-around\">sfbayareasuperbowl.com\u003c/a>.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11671429\" style=\"font-weight: bold;background-color: transparent;font-size: 16px\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/GettyImages-459889074-e1527640015234.jpg\" alt=\"\" width=\"1920\" height=\"1279\">\u003c/p>\n\u003cp>Heavy traffic on U.S. 101 in Mill Valley.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#StreetclosuresinSantaClara\">Street closures in Santa Clara\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#StreetclosuresinSanFrancisco\">Street closures in San Francisco\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#StreetclosuresinSanJose\">Street closures in San José\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#WhattoknowaboutBayAreaairportsandtheSuperBowl\">What to know about Bay Area airports and the Super Bowl\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>Traffic around the South Bay — and Bay Area generally — for Super Bowl LX\u003c/h2>\n\u003cp>\u003cem>When: Feb. 8\u003c/em>\u003c/p>\n\u003cp>If you’re wondering, “What time is Super Bowl LX?” Kickoff is at \u003ca href=\"https://www.nfl.com/super-bowl/event-info/gameday-guide\">3:30 p.m. PST\u003c/a> on Feb. 8. However, gates to Levi’s Stadium open several hours before, at 11:30 a.m — meaning you can expect the traffic from event attendees and dedicated tailgaters to begin on Sunday morning.\u003c/p>\n\u003cp>As for how long the Super Bowl will last — and when exit traffic will begin — that’s far less clear. A 2017 analysis from \u003cem>The Verge\u003c/em> found that in previous years, \u003ca href=\"https://www.theverge.com/2017/2/4/14403598/how-long-is-the-super-bowl\">the average length of the Super Bowl was just under four hours\u003c/a>, but there’s no way to predict the exact length of the game.\u003c/p>\n\u003cp>But regardless of when it ends, remember that the “Super Bowl’s over” traffic won’t be limited to Santa Clara: Wherever you are, the roads and public transit systems will gradually fill up with Bay Area residents leaving Super Bowl watch parties to return home.\u003c/p>\n\u003ch2>\u003ca id=\"StreetclosuresinSantaClara\">\u003c/a>Santa Clara street closures around Levi’s Stadium\u003c/h2>\n\u003cp>\u003cstrong>Stars & Stripes Drive closure\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Now through Feb. 22\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.google.com/maps/place/Stars+and+Stripes+Dr,+Santa+Clara,+CA+95054/@37.4064675,-121.968941,19z/data=!4m6!3m5!1s0x808fc9b636681aa5:0xcf870246caa6b46f!8m2!3d37.4066497!4d-121.968937!16s%2Fg%2F11b6gl_n9g?entry=ttu&g_ep=EgoyMDI2MDEyNS4wIKXMDSoASAFQAw%3D%3D\">Stars & Stripes Drive\u003c/a> outside Levi’s Stadium has been closed since Jan. 5 and will remain off-limits to the public through Feb. 22.[aside postID=news_12070878 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2255009703-2000x1333.jpg']The nearby Great America Transit Station — which serves VTA, Amtrak and Capitol Corridor networks — will remain open, but parking, shuttle and Uber/Lyft pickup and dropoff are relocated to the parking areas at 2111 West Tasman Drive.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/0b57ef5c-12cd-4ea0-8162-4c375c1efa3b/City+of+Santa+Clara+Bike+Detour+-+Jan+5+-+Feb+22?format=1000w\">Bike detours in place\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Tasman Drive closure\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Now through Feb.13\u003c/em>\u003c/p>\n\u003cp>Tasman Drive is now closed east of the Great America Parkway through Feb. 13, necessitating several vehicle detours in Santa Clara, including Highways 101 and 237:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/67b2a073-77a9-4379-b3a9-431f2dac5b8a/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_01.png?format=1000w\">Local and regional vehicle detours\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/d889740c-3638-4f4a-a8cd-1fb421709e01/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_02.png?format=1000w\">Expanded local vehicle detour on Feb. 8 \u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Pedestrians will also face significant detours due to the Tasman Drive closure:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/6d1a7241-c025-48f7-b08b-6bbe5cc25730/Santa+Clara+Pedestrian+Detour+Super+Bowl+Jan+28-Feb+13?format=1000w\">Pedestrian detour on foot\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/53bfefd0-45e7-47ff-921e-5bd6efd1efae/Santa+Clara+Pedestrian+Detour+Jan+28-Feb13?format=1000w\">Pedestrian detour using VTA light rail\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/f12c6960-d9bb-4408-8668-9b5b71a8cab4/Santa+Clara+Pedestrian+Detour+-+Super+Bowl+Sunday%2C+Feb+8?format=1000w\">Expanded pedestrian detour on Feb. 8\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Other impacts of the Tasman Drive closure:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9ecbf6c7-cfe2-4310-8f1b-010cc2e86004/Santa+Clara+Bike+Detour+-+Jan+28+-+Feb+13?format=1000w\">Bike detours in place\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/39bbfde1-49aa-4a2b-b5b5-687d307f0928/Santa+Clara+Bike+Detour+Super+Bowl+Sunday-+Feb+8?format=1000w\">Expanded bike detour on Feb. 8 due to Great America Parkway closure\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/39d8035a-d3cf-4b64-9b7d-66cacbd9ce12/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_03.png?format=1000w\">Access to the Hilton Santa Clara\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/d332af70-7ff9-43fa-91e6-e70d5391a864/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_04.png?format=1000w\">Access to Yellow 1 garage\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>San Tomas Aquino Creek Trail closure\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: now through Feb. 10\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/0d1d7b3e-f0ba-43a6-9ad0-969a47a35a52/Santa+Clara+Pedestrian+Detour+-+Jan+29-Feb10?format=1000w\">Pedestrian detour\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9aff8e15-64e5-4194-8988-4bfdc3f35a6a/Santa+Clara+Bike+Detour+-+Jan+28-Feb+10?format=1000w\">Bike trail detour\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca id=\"StreetclosuresinSanFrancisco\">\u003c/a>San Francisco street closures for Super Bowl events\u003c/h2>\n\u003cp>\u003cstrong>Super Bowl Experience at Moscone Center \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Jan. 30-Feb 10\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.nfl.com/super-bowl/event-info/super-bowl-experience/\">The Super Bowl Experience\u003c/a> will be held at Moscone Center Feb. 3-7, and this means several closures in the surrounding area around Yerba Buena Gardens and Union Square:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/100ab573-649e-402f-bd35-6b41ad283901/Moscone+Center+Super+Bowl+Experience+Street+Closures?format=1000w\">Daytime street closures \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/e1de024f-f82a-4fc7-a161-8ae6f5b74fa0/Moscone+Center+Super+Bowl+Experience+Overnight+Street+Closer?format=1000w\">Overnight street closures\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_11929219\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11929219\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut.jpg\" alt=\"Several cars are on the road along with people crossing the street.\" width=\"1920\" height=\"1149\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-800x479.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-1020x610.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-1536x919.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Rush-hour traffic piles up between Bryant and Third streets in San Francisco on May 13, 2019. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>NFL Culture Club at The Pearl \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 4-7\u003c/em>\u003c/p>\n\u003cp>This four-day event at Dogpatch venue The Pearl will mean \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/8e383ab7-f207-4401-b654-729850ddf962/Screenshot+2026-01-23+at+1.53.21%E2%80%AFPM.png?format=1000w\">more minor closures.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>The Marina: NFL Honors and Studio 60 at the Palace of Fine Arts \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 5-7\u003c/em>\u003c/p>\n\u003cp>Expect\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/39d4ade9-9f52-4785-88ee-e83683728870/Palace+of+Fine+Arts+NFL+Honors+Map+of+Road+Closers?format=1000w\"> closures and (smaller) detours\u003c/a> for these two events over the Super Bowl weekend.\u003c/p>\n\u003cp>\u003cstrong>BAHC Live! at Bill Graham Civic Auditorium and a Super Bowl private event at San Francisco City Hall \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 5-7\u003c/em>\u003c/p>\n\u003cp>The Super Bowl weekend will also bring \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/1d671366-3a6c-40d7-9fe0-7f6d0325b717/Map+of+Road+Closures+around+Bill+Graham+Civic+Auditorium+From+Thursday+2%2F5+to+Saturday+2%2F7?format=1000w\">traffic detours and closures around Civic Center.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Super Bowl private event at Grace Cathedral\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 6\u003c/em>\u003c/p>\n\u003cp>Expect \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9f00cb9d-fad5-4bc0-b9f1-dc62efddf790/Screenshot+2026-01-21+at+1.45.13%E2%80%AFPM.png?format=1000w\">minor detours and closures\u003c/a> in this patch of Nob Hill.\u003c/p>\n\u003cp>\u003cstrong>The Taste of NFL at The Hibernia\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 7\u003c/em>\u003c/p>\n\u003cp>You’ll find \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/b1708e81-3397-44bd-9ba4-f98b0e9f0e74/Screenshot+2026-01-21+at+1.47.08%E2%80%AFPM.png?format=1000w\">more widespread street closures \u003c/a>in the Tenderloin the day before the Super Bowl for this event.\u003c/p>\n\u003cp>\u003cstrong>Private event at the Ferry Building \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 5-7\u003c/em>\u003c/p>\n\u003cp>Expect\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/b804ac13-817b-4543-8e97-b45e1eeec69a/Screenshot+2026-01-21+at+1.48.11%E2%80%AFPM.png?format=1000w\"> no parking permitted \u003c/a>around the Ferry Building for these three days.\u003c/p>\n\u003cfigure id=\"attachment_11973030\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11973030\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty.jpg\" alt=\"Bay Bridge aerial shot with traffic. The San Francisco city skyline in the background.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Under the Express Lanes START trial program, a person can get 50% off if they drive alone in an I-880 Express Lane. If two people are in your car, the discount will be 75%. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003ca id=\"StreetclosuresinSanJose\">\u003c/a>San José street closures around Opening Night\u003c/h2>\n\u003cp>\u003cem>When: Jan. 31 through Feb. 9\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfbayareasuperbowl.com/super-bowl-lx-events/super-bowl-opening-night-fueled-by-gatorade\">The Super Bowl LX Opening Night event\u003c/a> will be held Feb. 2 at the San José McEnery Convention Center, which means a whole bunch of closures and route changes around this area. These include:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/2c66d02a-f3bc-4e6a-8ae2-a5f14a9ca9ad/Road+Closers+and+Detours+in+the+area+around+the+Mcenery+Convetion+Center?format=1000w\">Closure of eastbound San Carlos Street\u003c/a> …\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/cf98d6aa-5c1d-4dc1-ad39-fcef3f0ad8b0/Road+Closures+On+February+2nd+around+McEnery+Convention+Center?format=1000w\">… then westbound San Carlos Street closure (Feb. 2)\u003c/a> and \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9d7867bd-da76-4111-969c-e9b11eeb875a/Road+Closure+around+San+Jose+McEnery+Convention+Center?format=1000w\">continues (Feb. 3-9)\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/2ef1ccea-85a3-4e10-b14a-dadfa4568908/Road+Closers+and+Detours+around+Hilton+San+Jose+from+January+31+to+February+9?format=1000w\">Access to Hilton San José\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/81a9438e-0b43-4f3c-b969-c59660834f6e/Road+Closures+around+San+Jose+University?format=1000w\">Closure of Humboldt Street affecting access to San José University\u003c/a> (Feb. 1-7)\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca id=\"WhattoknowaboutBayAreaairportsandtheSuperBowl\">\u003c/a>Don’t forget the traffic around the Bay Area’s airports\u003c/h2>\n\u003cp>The Super Bowl will be drawing fans from around the United States — and many of them will be flying into San José Mineta International Airport, San Francisco International Airport and Oakland San Francisco Bay Airport.\u003c/p>\n\u003cp>This means you can expect higher-than-usual traffic on the roads around SJC, SFO and OAK in the run-up to Super Bowl Sunday — and after, too. According to an SFO spokesperson, \u003ca href=\"https://www.sfgate.com/news/bayarea/article/regional-airports-look-to-score-a-touchdown-as-21307786.php\">Monday is the busiest Super Bowl-related travel day\u003c/a>, as attendees head home the day after the game.\u003c/p>\n\u003cp>If you’re catching a flight before, during or after Super Bowl Sunday, you should also be prepared for above-average crowds within the Bay Area’s airports — so arrive early to make sure you make it through the TSA security line in time, \u003ca href=\"https://www.kqed.org/news/12069729/no-real-id-tsa-fee-fine-feb-1-how-to-pay-requirements-passport-california-sfo-oak\">especially if you don’t yet have a REAL ID\u003c/a>.\u003c/p>\n\u003cp>You may also want to brace for \u003ca href=\"https://www.sfgate.com/news/bayarea/article/regional-airports-look-to-score-a-touchdown-as-21307786.php\">possible flight delays at SJC, too\u003c/a>, due to temporary flight restrictions to manage demand.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Just because you’re not attending the Super Bowl in person doesn’t mean you’ll escape the impending traffic impacts and road closures.",
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"title": "Super Bowl Road Closures and Traffic: Check if Your Route Is Affected This Week | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On Sunday, Feb. 8,\u003ca href=\"https://www.kqed.org/news/12070878/watch-super-bowl-lx-santa-clara-2026-levis-stadium-nfl-tickets-parking-bag-policy\"> the Bay Area will host another Super Bowl\u003c/a> — where the Seattle Seahawks will face off against the New England Patriots in Santa Clara.\u003c/p>\n\u003cp>But even if you don’t intend to be anywhere near Levi’s Stadium itself on Super Bowl Sunday, the big game — which will draw \u003ca href=\"https://www.smcgov.org/ceo/news/one-text-could-change-your-super-bowl-week\">an estimated 90,000 fans\u003c/a> to the Bay, according to the Bay Area Host Committee — will mean not just heavier traffic on the region’s roads overall, but a score of road closures and detours in Santa Clara that have already begun ahead of Super Bowl LX.\u003c/p>\n\u003cp>And if you’re assuming the worst travel impacts will be restricted to the South Bay, you should know: there’ll be several official Super Bowl events taking place in San Francisco and San José over the next week that will mean street closures and traffic detours in those cities that could affect your commute.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Here are all of the street closures, route changes and anticipated traffic impacts to be aware of leading up to the Super Bowl, what to expect on Super Bowl Sunday itself and which roads will even remain closed well into February in the aftermath of the big game.\u003c/p>\n\u003cp>And remember: If you need to get around this coming week, especially on Super Bowl Sunday itself, public transit, which is generally \u003ca href=\"https://www.kqed.org/news/12070878/watch-super-bowl-lx-santa-clara-2026-levis-stadium-nfl-tickets-parking-bag-policy\">less affected by the following traffic closures and detours\u003c/a>, may be your best bet.\u003c/p>\n\u003cp>For the most up-to-the-minute information on road closures, see \u003ca href=\"https://www.sfbayareasuperbowl.com/getting-around\">sfbayareasuperbowl.com\u003c/a>.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11671429\" style=\"font-weight: bold;background-color: transparent;font-size: 16px\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/GettyImages-459889074-e1527640015234.jpg\" alt=\"\" width=\"1920\" height=\"1279\">\u003c/p>\n\u003cp>Heavy traffic on U.S. 101 in Mill Valley.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#StreetclosuresinSantaClara\">Street closures in Santa Clara\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#StreetclosuresinSanFrancisco\">Street closures in San Francisco\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#StreetclosuresinSanJose\">Street closures in San José\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#WhattoknowaboutBayAreaairportsandtheSuperBowl\">What to know about Bay Area airports and the Super Bowl\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>Traffic around the South Bay — and Bay Area generally — for Super Bowl LX\u003c/h2>\n\u003cp>\u003cem>When: Feb. 8\u003c/em>\u003c/p>\n\u003cp>If you’re wondering, “What time is Super Bowl LX?” Kickoff is at \u003ca href=\"https://www.nfl.com/super-bowl/event-info/gameday-guide\">3:30 p.m. PST\u003c/a> on Feb. 8. However, gates to Levi’s Stadium open several hours before, at 11:30 a.m — meaning you can expect the traffic from event attendees and dedicated tailgaters to begin on Sunday morning.\u003c/p>\n\u003cp>As for how long the Super Bowl will last — and when exit traffic will begin — that’s far less clear. A 2017 analysis from \u003cem>The Verge\u003c/em> found that in previous years, \u003ca href=\"https://www.theverge.com/2017/2/4/14403598/how-long-is-the-super-bowl\">the average length of the Super Bowl was just under four hours\u003c/a>, but there’s no way to predict the exact length of the game.\u003c/p>\n\u003cp>But regardless of when it ends, remember that the “Super Bowl’s over” traffic won’t be limited to Santa Clara: Wherever you are, the roads and public transit systems will gradually fill up with Bay Area residents leaving Super Bowl watch parties to return home.\u003c/p>\n\u003ch2>\u003ca id=\"StreetclosuresinSantaClara\">\u003c/a>Santa Clara street closures around Levi’s Stadium\u003c/h2>\n\u003cp>\u003cstrong>Stars & Stripes Drive closure\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Now through Feb. 22\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.google.com/maps/place/Stars+and+Stripes+Dr,+Santa+Clara,+CA+95054/@37.4064675,-121.968941,19z/data=!4m6!3m5!1s0x808fc9b636681aa5:0xcf870246caa6b46f!8m2!3d37.4066497!4d-121.968937!16s%2Fg%2F11b6gl_n9g?entry=ttu&g_ep=EgoyMDI2MDEyNS4wIKXMDSoASAFQAw%3D%3D\">Stars & Stripes Drive\u003c/a> outside Levi’s Stadium has been closed since Jan. 5 and will remain off-limits to the public through Feb. 22.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The nearby Great America Transit Station — which serves VTA, Amtrak and Capitol Corridor networks — will remain open, but parking, shuttle and Uber/Lyft pickup and dropoff are relocated to the parking areas at 2111 West Tasman Drive.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/0b57ef5c-12cd-4ea0-8162-4c375c1efa3b/City+of+Santa+Clara+Bike+Detour+-+Jan+5+-+Feb+22?format=1000w\">Bike detours in place\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Tasman Drive closure\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Now through Feb.13\u003c/em>\u003c/p>\n\u003cp>Tasman Drive is now closed east of the Great America Parkway through Feb. 13, necessitating several vehicle detours in Santa Clara, including Highways 101 and 237:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/67b2a073-77a9-4379-b3a9-431f2dac5b8a/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_01.png?format=1000w\">Local and regional vehicle detours\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/d889740c-3638-4f4a-a8cd-1fb421709e01/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_02.png?format=1000w\">Expanded local vehicle detour on Feb. 8 \u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Pedestrians will also face significant detours due to the Tasman Drive closure:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/6d1a7241-c025-48f7-b08b-6bbe5cc25730/Santa+Clara+Pedestrian+Detour+Super+Bowl+Jan+28-Feb+13?format=1000w\">Pedestrian detour on foot\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/53bfefd0-45e7-47ff-921e-5bd6efd1efae/Santa+Clara+Pedestrian+Detour+Jan+28-Feb13?format=1000w\">Pedestrian detour using VTA light rail\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/f12c6960-d9bb-4408-8668-9b5b71a8cab4/Santa+Clara+Pedestrian+Detour+-+Super+Bowl+Sunday%2C+Feb+8?format=1000w\">Expanded pedestrian detour on Feb. 8\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Other impacts of the Tasman Drive closure:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9ecbf6c7-cfe2-4310-8f1b-010cc2e86004/Santa+Clara+Bike+Detour+-+Jan+28+-+Feb+13?format=1000w\">Bike detours in place\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/39bbfde1-49aa-4a2b-b5b5-687d307f0928/Santa+Clara+Bike+Detour+Super+Bowl+Sunday-+Feb+8?format=1000w\">Expanded bike detour on Feb. 8 due to Great America Parkway closure\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/39d8035a-d3cf-4b64-9b7d-66cacbd9ce12/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_03.png?format=1000w\">Access to the Hilton Santa Clara\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/d332af70-7ff9-43fa-91e6-e70d5391a864/Santa+Clara+Jan+28%2B+Comms+Package+-+1-21-26_Page_04.png?format=1000w\">Access to Yellow 1 garage\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>San Tomas Aquino Creek Trail closure\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: now through Feb. 10\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/0d1d7b3e-f0ba-43a6-9ad0-969a47a35a52/Santa+Clara+Pedestrian+Detour+-+Jan+29-Feb10?format=1000w\">Pedestrian detour\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9aff8e15-64e5-4194-8988-4bfdc3f35a6a/Santa+Clara+Bike+Detour+-+Jan+28-Feb+10?format=1000w\">Bike trail detour\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca id=\"StreetclosuresinSanFrancisco\">\u003c/a>San Francisco street closures for Super Bowl events\u003c/h2>\n\u003cp>\u003cstrong>Super Bowl Experience at Moscone Center \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Jan. 30-Feb 10\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.nfl.com/super-bowl/event-info/super-bowl-experience/\">The Super Bowl Experience\u003c/a> will be held at Moscone Center Feb. 3-7, and this means several closures in the surrounding area around Yerba Buena Gardens and Union Square:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/100ab573-649e-402f-bd35-6b41ad283901/Moscone+Center+Super+Bowl+Experience+Street+Closures?format=1000w\">Daytime street closures \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/e1de024f-f82a-4fc7-a161-8ae6f5b74fa0/Moscone+Center+Super+Bowl+Experience+Overnight+Street+Closer?format=1000w\">Overnight street closures\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_11929219\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11929219\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut.jpg\" alt=\"Several cars are on the road along with people crossing the street.\" width=\"1920\" height=\"1149\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-800x479.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-1020x610.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/RS37097_IMG_3297-qut-1536x919.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Rush-hour traffic piles up between Bryant and Third streets in San Francisco on May 13, 2019. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>NFL Culture Club at The Pearl \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 4-7\u003c/em>\u003c/p>\n\u003cp>This four-day event at Dogpatch venue The Pearl will mean \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/8e383ab7-f207-4401-b654-729850ddf962/Screenshot+2026-01-23+at+1.53.21%E2%80%AFPM.png?format=1000w\">more minor closures.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>The Marina: NFL Honors and Studio 60 at the Palace of Fine Arts \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 5-7\u003c/em>\u003c/p>\n\u003cp>Expect\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/39d4ade9-9f52-4785-88ee-e83683728870/Palace+of+Fine+Arts+NFL+Honors+Map+of+Road+Closers?format=1000w\"> closures and (smaller) detours\u003c/a> for these two events over the Super Bowl weekend.\u003c/p>\n\u003cp>\u003cstrong>BAHC Live! at Bill Graham Civic Auditorium and a Super Bowl private event at San Francisco City Hall \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 5-7\u003c/em>\u003c/p>\n\u003cp>The Super Bowl weekend will also bring \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/1d671366-3a6c-40d7-9fe0-7f6d0325b717/Map+of+Road+Closures+around+Bill+Graham+Civic+Auditorium+From+Thursday+2%2F5+to+Saturday+2%2F7?format=1000w\">traffic detours and closures around Civic Center.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Super Bowl private event at Grace Cathedral\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 6\u003c/em>\u003c/p>\n\u003cp>Expect \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9f00cb9d-fad5-4bc0-b9f1-dc62efddf790/Screenshot+2026-01-21+at+1.45.13%E2%80%AFPM.png?format=1000w\">minor detours and closures\u003c/a> in this patch of Nob Hill.\u003c/p>\n\u003cp>\u003cstrong>The Taste of NFL at The Hibernia\u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 7\u003c/em>\u003c/p>\n\u003cp>You’ll find \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/b1708e81-3397-44bd-9ba4-f98b0e9f0e74/Screenshot+2026-01-21+at+1.47.08%E2%80%AFPM.png?format=1000w\">more widespread street closures \u003c/a>in the Tenderloin the day before the Super Bowl for this event.\u003c/p>\n\u003cp>\u003cstrong>Private event at the Ferry Building \u003c/strong>\u003c/p>\n\u003cp>\u003cem>When: Feb. 5-7\u003c/em>\u003c/p>\n\u003cp>Expect\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/b804ac13-817b-4543-8e97-b45e1eeec69a/Screenshot+2026-01-21+at+1.48.11%E2%80%AFPM.png?format=1000w\"> no parking permitted \u003c/a>around the Ferry Building for these three days.\u003c/p>\n\u003cfigure id=\"attachment_11973030\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11973030\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty.jpg\" alt=\"Bay Bridge aerial shot with traffic. The San Francisco city skyline in the background.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/BayBridgeTrafficGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Under the Express Lanes START trial program, a person can get 50% off if they drive alone in an I-880 Express Lane. If two people are in your car, the discount will be 75%. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003ca id=\"StreetclosuresinSanJose\">\u003c/a>San José street closures around Opening Night\u003c/h2>\n\u003cp>\u003cem>When: Jan. 31 through Feb. 9\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfbayareasuperbowl.com/super-bowl-lx-events/super-bowl-opening-night-fueled-by-gatorade\">The Super Bowl LX Opening Night event\u003c/a> will be held Feb. 2 at the San José McEnery Convention Center, which means a whole bunch of closures and route changes around this area. These include:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/2c66d02a-f3bc-4e6a-8ae2-a5f14a9ca9ad/Road+Closers+and+Detours+in+the+area+around+the+Mcenery+Convetion+Center?format=1000w\">Closure of eastbound San Carlos Street\u003c/a> …\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/cf98d6aa-5c1d-4dc1-ad39-fcef3f0ad8b0/Road+Closures+On+February+2nd+around+McEnery+Convention+Center?format=1000w\">… then westbound San Carlos Street closure (Feb. 2)\u003c/a> and \u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/9d7867bd-da76-4111-969c-e9b11eeb875a/Road+Closure+around+San+Jose+McEnery+Convention+Center?format=1000w\">continues (Feb. 3-9)\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/2ef1ccea-85a3-4e10-b14a-dadfa4568908/Road+Closers+and+Detours+around+Hilton+San+Jose+from+January+31+to+February+9?format=1000w\">Access to Hilton San José\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://images.squarespace-cdn.com/content/v1/678d63d21448c064ff06f050/81a9438e-0b43-4f3c-b969-c59660834f6e/Road+Closures+around+San+Jose+University?format=1000w\">Closure of Humboldt Street affecting access to San José University\u003c/a> (Feb. 1-7)\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca id=\"WhattoknowaboutBayAreaairportsandtheSuperBowl\">\u003c/a>Don’t forget the traffic around the Bay Area’s airports\u003c/h2>\n\u003cp>The Super Bowl will be drawing fans from around the United States — and many of them will be flying into San José Mineta International Airport, San Francisco International Airport and Oakland San Francisco Bay Airport.\u003c/p>\n\u003cp>This means you can expect higher-than-usual traffic on the roads around SJC, SFO and OAK in the run-up to Super Bowl Sunday — and after, too. According to an SFO spokesperson, \u003ca href=\"https://www.sfgate.com/news/bayarea/article/regional-airports-look-to-score-a-touchdown-as-21307786.php\">Monday is the busiest Super Bowl-related travel day\u003c/a>, as attendees head home the day after the game.\u003c/p>\n\u003cp>If you’re catching a flight before, during or after Super Bowl Sunday, you should also be prepared for above-average crowds within the Bay Area’s airports — so arrive early to make sure you make it through the TSA security line in time, \u003ca href=\"https://www.kqed.org/news/12069729/no-real-id-tsa-fee-fine-feb-1-how-to-pay-requirements-passport-california-sfo-oak\">especially if you don’t yet have a REAL ID\u003c/a>.\u003c/p>\n\u003cp>You may also want to brace for \u003ca href=\"https://www.sfgate.com/news/bayarea/article/regional-airports-look-to-score-a-touchdown-as-21307786.php\">possible flight delays at SJC, too\u003c/a>, due to temporary flight restrictions to manage demand.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "aisha-wahab-lambasts-bart-for-failing-to-build-shovel-ready-irvington-station-in-fremont",
"title": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont",
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"headTitle": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont | KQED",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> lawmaker issued an open letter to the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board on Monday, urging the cash-strapped agency to apply now for state funding to pursue a “shovel-ready” station roughly halfway between the Fremont and Warm Springs stations.\u003c/p>\n\u003cp>“Leaving state dollars on the table while BART faces a fiscal crisis is unacceptable,” state Sen. Aisha Wahab, D-Fremont, wrote to the BART board. “Timing is critical. Irvington must be delivered before the Downtown San José extension to avoid significantly higher costs, service disruptions, and impacts to riders. Continued delays also jeopardize nearly 1,000 affordable housing units planned within the surrounding Transit Priority Development Area, undermining regional housing and mobility goals.”\u003c/p>\n\u003cp>Wahab directed BART to the Transit and Intercity Rail Capital Program, which provides grants to modernize California’s intercity, commuter, and urban rail systems, as well as bus and ferry transit systems, to significantly reduce emissions of greenhouse gases and congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Irvington BART Station has been planned since it was studied as part of the Warm Springs extension in 1979, and its construction was approved by the BART board in 1992.\u003c/p>\n\u003cp>Several agencies gave millions of dollars to fund the design phase of Irvington, including the Metropolitan Transportation Commission and the Alameda County Transportation Commission. In 2014, Alameda County voters approved Measure BB, which allocated $120 million toward the station’s construction.\u003c/p>\n\u003cp>Since then, BART officials have worked with the city of Fremont to update the station’s concept plan, surrounding area plan and environmental review. As of November 2023, the start of construction was pushed back to mid-2026, and the station opening to 2031.\u003c/p>\n\u003cfigure id=\"attachment_11963801\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11963801 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/GettyImages-1246541284-scaled-e1760983873339.jpg\" alt=\"A South Asian woman in a gray suit speaks into a mic.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Aisha Wahab, D-Fremont, speaks during the 50th Anniversary of Roe v. Wade at San Francisco City Hall on Jan. 25, 2023. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wahab’s letter listed a variety of ways in which Irvington is an advantageous candidate for the funding, including that environmental clearance is complete, and 14 of 17 relevant properties have been acquired.\u003c/p>\n\u003cp>Both Wahab and BART Board President Melissa Hernandez are running to fill the Congressional seat vacated by East Bay U.S. Rep. Eric Swalwell in his run for governor, but Wahab told KQED she’d be happy to mediate between the city and BART, which have been in negotiations over the proposed station for years.\u003c/p>\n\u003cp>The public transit agency has been \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">staggering\u003c/a> through a financial crisis ever since the COVID-19 pandemic gutted \u003ca href=\"https://www.bart.gov/about/reports/ridership\">ridership\u003c/a>. BART officials have \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">warned of drastic cuts\u003c/a> without more state funding, saying they face a $350 million to $400 million annual deficit beginning in the 2027 fiscal year.[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']The agency balanced its FY26 budget with $35 million in cuts and cost controls, and BART board members have been lobbying in Sacramento for \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">bridge loans\u003c/a> while pursuing a November 2026 ballot measure. Should that measure fail with voters, contingency plans to be presented at the next board meeting on Feb. 12 are expected to include a recommendation that the agency close between 10 and 15 stations. Details, including which stations are potentially on the chopping block, will be released to the public at the end of next week.\u003c/p>\n\u003cp>“The letter caught us off guard,” said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>The agency is applying for TIRCP money to rebuild aging infrastructure and power stations responsible for \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">recent service disruptions\u003c/a>, and Trost said BART doesn’t want to submit a competing application for Irvington that might endanger the application for funds to support core services.\u003c/p>\n\u003cp>“These are core things that our riders rely on, in order to keep BART survivable,” she said.\u003c/p>\n\u003cp>Even if Fremont managed to raise the remaining funds to build \u003ca href=\"https://www.fremont.gov/home/showpublisheddocument/19401/638997628481730000\">Irvington\u003c/a>, Trost said the station is not a priority for the agency for the foreseeable future.\u003c/p>\n\u003cp>“We don’t have the money to staff a 51st BART station,” she said.\u003c/p>\n\u003cp>She added that the agency is able to operate the Milpitas and Berryessa stations only because of \u003ca href=\"https://www.vta.org/about\">Valley Transportation Agency\u003c/a> funding.\u003c/p>\n\u003cfigure id=\"attachment_12071338\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12071338\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1198\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-1536x920.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map outlining the proposed development at Irvington Station. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city and the senator agree that Fremont has previously agreed to raise all the money necessary to build Irvington on its own, but the city cannot apply for TIRCP funds as it’s not the relevant transit agency.\u003c/p>\n\u003cp>“We acknowledge the challenging times for funding Bay Area transit and emphasize the urgent need to invest in both operations and projects that will increase ridership and bring transit closer to jobs and housing,” Fremont Mayor Raj Salwan wrote to KQED in an email. “Building the Irvington BART station is a cost-effective way to add new riders and a commitment to the Alameda County voters. Since the tracks are already in place, this project is much less expensive than extending tracks to new areas.”\u003c/p>\n\u003cp>Wahab emphasized that the MTC is supportive of Fremont’s bid. The Irvington BART Station was listed as a “near-term priority” for the years 2025-2035 in the MTC’s \u003ca href=\"https://mtc.ca.gov/planning/long-range-planning/plan-bay-area-2050\">Plan Bay Area 2050+\u003c/a>, approved by that agency’s planning committee a year ago.\u003c/p>\n\u003cp>Wahab expressed exasperation with the Bay Area’s 27 transit agencies and their collective inability to deliver a public transit system that serves the nine counties as a viable alternative to driving for the bulk of the population, especially in the South Bay.\u003c/p>\n\u003cp>“We keep seeing the requests for more funding to these agencies, yet less and less accountability to the public, and this [Irvington] is a prime example.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "BART has declined to seek a particular kind of state funding that Fremont hopes will pay for a third BART station in the congested East Bay city, saying it is not a priority at this time. ",
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"title": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> lawmaker issued an open letter to the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board on Monday, urging the cash-strapped agency to apply now for state funding to pursue a “shovel-ready” station roughly halfway between the Fremont and Warm Springs stations.\u003c/p>\n\u003cp>“Leaving state dollars on the table while BART faces a fiscal crisis is unacceptable,” state Sen. Aisha Wahab, D-Fremont, wrote to the BART board. “Timing is critical. Irvington must be delivered before the Downtown San José extension to avoid significantly higher costs, service disruptions, and impacts to riders. Continued delays also jeopardize nearly 1,000 affordable housing units planned within the surrounding Transit Priority Development Area, undermining regional housing and mobility goals.”\u003c/p>\n\u003cp>Wahab directed BART to the Transit and Intercity Rail Capital Program, which provides grants to modernize California’s intercity, commuter, and urban rail systems, as well as bus and ferry transit systems, to significantly reduce emissions of greenhouse gases and congestion.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Irvington BART Station has been planned since it was studied as part of the Warm Springs extension in 1979, and its construction was approved by the BART board in 1992.\u003c/p>\n\u003cp>Several agencies gave millions of dollars to fund the design phase of Irvington, including the Metropolitan Transportation Commission and the Alameda County Transportation Commission. In 2014, Alameda County voters approved Measure BB, which allocated $120 million toward the station’s construction.\u003c/p>\n\u003cp>Since then, BART officials have worked with the city of Fremont to update the station’s concept plan, surrounding area plan and environmental review. As of November 2023, the start of construction was pushed back to mid-2026, and the station opening to 2031.\u003c/p>\n\u003cfigure id=\"attachment_11963801\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11963801 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/GettyImages-1246541284-scaled-e1760983873339.jpg\" alt=\"A South Asian woman in a gray suit speaks into a mic.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Aisha Wahab, D-Fremont, speaks during the 50th Anniversary of Roe v. Wade at San Francisco City Hall on Jan. 25, 2023. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wahab’s letter listed a variety of ways in which Irvington is an advantageous candidate for the funding, including that environmental clearance is complete, and 14 of 17 relevant properties have been acquired.\u003c/p>\n\u003cp>Both Wahab and BART Board President Melissa Hernandez are running to fill the Congressional seat vacated by East Bay U.S. Rep. Eric Swalwell in his run for governor, but Wahab told KQED she’d be happy to mediate between the city and BART, which have been in negotiations over the proposed station for years.\u003c/p>\n\u003cp>The public transit agency has been \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">staggering\u003c/a> through a financial crisis ever since the COVID-19 pandemic gutted \u003ca href=\"https://www.bart.gov/about/reports/ridership\">ridership\u003c/a>. BART officials have \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">warned of drastic cuts\u003c/a> without more state funding, saying they face a $350 million to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency balanced its FY26 budget with $35 million in cuts and cost controls, and BART board members have been lobbying in Sacramento for \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">bridge loans\u003c/a> while pursuing a November 2026 ballot measure. Should that measure fail with voters, contingency plans to be presented at the next board meeting on Feb. 12 are expected to include a recommendation that the agency close between 10 and 15 stations. Details, including which stations are potentially on the chopping block, will be released to the public at the end of next week.\u003c/p>\n\u003cp>“The letter caught us off guard,” said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>The agency is applying for TIRCP money to rebuild aging infrastructure and power stations responsible for \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">recent service disruptions\u003c/a>, and Trost said BART doesn’t want to submit a competing application for Irvington that might endanger the application for funds to support core services.\u003c/p>\n\u003cp>“These are core things that our riders rely on, in order to keep BART survivable,” she said.\u003c/p>\n\u003cp>Even if Fremont managed to raise the remaining funds to build \u003ca href=\"https://www.fremont.gov/home/showpublisheddocument/19401/638997628481730000\">Irvington\u003c/a>, Trost said the station is not a priority for the agency for the foreseeable future.\u003c/p>\n\u003cp>“We don’t have the money to staff a 51st BART station,” she said.\u003c/p>\n\u003cp>She added that the agency is able to operate the Milpitas and Berryessa stations only because of \u003ca href=\"https://www.vta.org/about\">Valley Transportation Agency\u003c/a> funding.\u003c/p>\n\u003cfigure id=\"attachment_12071338\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12071338\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1198\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-1536x920.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map outlining the proposed development at Irvington Station. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city and the senator agree that Fremont has previously agreed to raise all the money necessary to build Irvington on its own, but the city cannot apply for TIRCP funds as it’s not the relevant transit agency.\u003c/p>\n\u003cp>“We acknowledge the challenging times for funding Bay Area transit and emphasize the urgent need to invest in both operations and projects that will increase ridership and bring transit closer to jobs and housing,” Fremont Mayor Raj Salwan wrote to KQED in an email. “Building the Irvington BART station is a cost-effective way to add new riders and a commitment to the Alameda County voters. Since the tracks are already in place, this project is much less expensive than extending tracks to new areas.”\u003c/p>\n\u003cp>Wahab emphasized that the MTC is supportive of Fremont’s bid. The Irvington BART Station was listed as a “near-term priority” for the years 2025-2035 in the MTC’s \u003ca href=\"https://mtc.ca.gov/planning/long-range-planning/plan-bay-area-2050\">Plan Bay Area 2050+\u003c/a>, approved by that agency’s planning committee a year ago.\u003c/p>\n\u003cp>Wahab expressed exasperation with the Bay Area’s 27 transit agencies and their collective inability to deliver a public transit system that serves the nine counties as a viable alternative to driving for the bulk of the population, especially in the South Bay.\u003c/p>\n\u003cp>“We keep seeing the requests for more funding to these agencies, yet less and less accountability to the public, and this [Irvington] is a prime example.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout",
"title": "‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout",
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"headTitle": "‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED",
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"content": "\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "As glitches continue to plague a new version of Clipper, transit officials and advocates across the Bay Area are running out of patience with the company contracted to operate it. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As the \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">popularity of e-bikes\u003c/a> surges across California, the number of doppelgangers, like e-mopeds and e-motorcycles, capable of reaching speeds beyond legal limits, complicate efforts to improve safety and reduce related accidents, according to \u003ca href=\"https://transweb.sjsu.edu/research/2423-Electric-Bicycle-Safety-Data-Policy\">a recent report\u003c/a> commissioned by the California Legislature.\u003c/p>\n\u003cp>In \u003cem>Exploring Electric Bicycle Safety Performance Data and Policy Options for California\u003c/em>, published by the Mineta Transportation Institute at San José State University, researchers sought to provide recommendations to state lawmakers that would expand e-bike use and protect public safety.\u003c/p>\n\u003cp>But as researchers studied the safety risks of riding e-bikes relative to other modes of travel, they encountered a “major stumbling block”: It’s highly likely that many of the electric bicycles involved in crashes aren’t legal e-bikes, but rather would be classified as e-motorcycles and e-mopeds, which can reach speeds of around 38 mph, according to Asha Weinstein Agrawal, a professor of urban and regional planning at SJSU and one of the report’s authors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“ There are all kinds of devices out there, and some of them fit California’s very specific legal definition of what an e-bike is, but many of them don’t,” Agrawal said.\u003c/p>\n\u003cp>E-bikes in California are divided into three categories: Class I, II and III, based on the motor’s maximum speed (20 or 28 miles per hour) and how the rider engages the motor, either by pedaling or using a throttle.\u003c/p>\n\u003cfigure id=\"attachment_12051119\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051119\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Professor Asha Weinstein Agrawal stands near her home in Palo Alto on July 31, 2025. She researches e-bike safety and policy as part of her work at San José State University’s Mineta Transportation Institute. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Agrawal said the classification issue makes any data on e-bike collisions far from perfect.\u003c/p>\n\u003cp>“All kinds of devices that are probably not legal e-bikes are getting classified as e-bike crashes,” she added.\u003c/p>\n\u003cp>The report is a result of \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB381\">SB 381\u003c/a>, a 2023 bill introduced by Rep. Dave Min, an Orange County Democrat, who at the time was a state senator.\u003c/p>\n\u003cp>“E-bikes are convenient and play an important role in helping to reduce carbon emissions,” Min wrote in a legislative analysis of the bill. “But, the rise in the popularity and use of e-bikes also creates new challenges, which requires us to rethink the rules that keep our roads safe. It is imperative that we get this right for e-bike enthusiasts of all ages, and also for the local communities looking to the state for guidance.”\u003c/p>\n\u003cp>Min did not respond to an interview request about the SJSU report.\u003c/p>\n\u003cfigure id=\"attachment_12070902\" class=\"wp-caption aligncenter\" style=\"max-width: 1983px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070902\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1.jpg\" alt=\"\" width=\"1983\" height=\"2000\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1.jpg 1983w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1-160x161.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1-1523x1536.jpg 1523w\" sizes=\"auto, (max-width: 1983px) 100vw, 1983px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot from San José State University report “Exploring Electric Bicycle Safety Performance Data and Policy Options for California.” \u003ccite>(Courtesy SJSU)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The findings include analysis of hospital data on e-bike crashes, injuries and deaths, but Agrawal acknowledged that this data “probably show us much higher numbers than are actually out there,” because the people reporting data in hospitals “don’t have a precise definition of what an e-bike is.”\u003c/p>\n\u003cp>Data quality issues aside, the report found that e-bike crashes, injuries and fatalities are less common than incidents involving conventional bicycles. The report analyzed California emergency room data from 2023 and found that for each reported e-bike injury, there were nine times more people injured by conventional bikes and 60 times more people injured in motor vehicle incidents.\u003c/p>\n\u003cp>When e-bike injuries do occur, riders have somewhat more severe outcomes than those on conventional bicycles on average, and people injured and killed on e-bikes tend to be older than those in incidents with conventional bicycles, according to the report.\u003c/p>\n\u003cp>Bob Mittelstaedt, co-founder of the e-bike advocacy group \u003ca href=\"https://www.ebikeaccess.org/\">E-bike Access\u003c/a>, called these high-powered devices “e-motorcycles.” He said safety concerns associated with these e-motos lead to “bike-lash,” or whiplash, against e-bikes.[aside postID=news_12050242 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805-MARINEBIKES-03-KQED-1.jpg']Last year, Mittelstaedt conducted surveys of the kinds of e-bikes parked at 19 different middle and high schools in Marin and San Mateo County. His findings, in coordination with the San Mateo County Office of Education Safe Routes to School Program, showed that 88% of the electric devices parked at schools did not comply with California’s three-class system for e-bikes, meaning they had more power than legally allowed, and more closely resembled e-motorcycles or e-mopeds.\u003c/p>\n\u003cp>“It’s not just a technical, legal issue. It’s a matter of literally life and death for these kids,” said Mittelstaedt, who owns two e-bikes himself, and whose work was featured in the state report.\u003c/p>\n\u003cp>Last year, \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">Marin County began enforcing a pilot program\u003c/a> that bans children under 16 years old from operating a class II e-bike, after a reported rise in e-bike crashes among youth in the county. County officials and public health professionals in Marin County have brought attention to a spike in e-bike-related crashes in the county in recent years.\u003c/p>\n\u003cp>The crux of efforts to address e-bike safety lies in the classification of e-bikes and related devices, said Ash Lovell, vice president of government relations at People for Bikes, the trade association for the bicycle industry in the United States.\u003c/p>\n\u003cp>“Our main offensive state-level policy priority right now is defining what is not an e-bike,” Lovell said.\u003c/p>\n\u003cp>People for Bikes is developing model legislation that would define and regulate an e-motorcycle, and legislators from 15 states, including California, have expressed interest, Lovell said.\u003c/p>\n\u003cp>The SJSU report makes several recommendations aimed at improving safety — including restrictions on the capabilities of e-bikes sold in the state, driver’s license requirements for e-motos or e-mopeds, disclosure requirements for retailers and producing more high-quality bicycle infrastructure in the state.\u003c/p>\n\u003cp>“ I strongly believe we should allow e-bikes,” Agrawal said. “But we need to clarify what we mean by e-bike and define it in a way that is safe for everybody to ride.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As the \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">popularity of e-bikes\u003c/a> surges across California, the number of doppelgangers, like e-mopeds and e-motorcycles, capable of reaching speeds beyond legal limits, complicate efforts to improve safety and reduce related accidents, according to \u003ca href=\"https://transweb.sjsu.edu/research/2423-Electric-Bicycle-Safety-Data-Policy\">a recent report\u003c/a> commissioned by the California Legislature.\u003c/p>\n\u003cp>In \u003cem>Exploring Electric Bicycle Safety Performance Data and Policy Options for California\u003c/em>, published by the Mineta Transportation Institute at San José State University, researchers sought to provide recommendations to state lawmakers that would expand e-bike use and protect public safety.\u003c/p>\n\u003cp>But as researchers studied the safety risks of riding e-bikes relative to other modes of travel, they encountered a “major stumbling block”: It’s highly likely that many of the electric bicycles involved in crashes aren’t legal e-bikes, but rather would be classified as e-motorcycles and e-mopeds, which can reach speeds of around 38 mph, according to Asha Weinstein Agrawal, a professor of urban and regional planning at SJSU and one of the report’s authors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“ There are all kinds of devices out there, and some of them fit California’s very specific legal definition of what an e-bike is, but many of them don’t,” Agrawal said.\u003c/p>\n\u003cp>E-bikes in California are divided into three categories: Class I, II and III, based on the motor’s maximum speed (20 or 28 miles per hour) and how the rider engages the motor, either by pedaling or using a throttle.\u003c/p>\n\u003cfigure id=\"attachment_12051119\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051119\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250731-MARINEBIKES-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Professor Asha Weinstein Agrawal stands near her home in Palo Alto on July 31, 2025. She researches e-bike safety and policy as part of her work at San José State University’s Mineta Transportation Institute. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Agrawal said the classification issue makes any data on e-bike collisions far from perfect.\u003c/p>\n\u003cp>“All kinds of devices that are probably not legal e-bikes are getting classified as e-bike crashes,” she added.\u003c/p>\n\u003cp>The report is a result of \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB381\">SB 381\u003c/a>, a 2023 bill introduced by Rep. Dave Min, an Orange County Democrat, who at the time was a state senator.\u003c/p>\n\u003cp>“E-bikes are convenient and play an important role in helping to reduce carbon emissions,” Min wrote in a legislative analysis of the bill. “But, the rise in the popularity and use of e-bikes also creates new challenges, which requires us to rethink the rules that keep our roads safe. It is imperative that we get this right for e-bike enthusiasts of all ages, and also for the local communities looking to the state for guidance.”\u003c/p>\n\u003cp>Min did not respond to an interview request about the SJSU report.\u003c/p>\n\u003cfigure id=\"attachment_12070902\" class=\"wp-caption aligncenter\" style=\"max-width: 1983px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070902\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1.jpg\" alt=\"\" width=\"1983\" height=\"2000\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1.jpg 1983w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1-160x161.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/2423-AGRAWAL-ELECTRIC-BICYCLE-SAFETY-DATA-POLICY_PAGE_023-KQED-1-1523x1536.jpg 1523w\" sizes=\"auto, (max-width: 1983px) 100vw, 1983px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot from San José State University report “Exploring Electric Bicycle Safety Performance Data and Policy Options for California.” \u003ccite>(Courtesy SJSU)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The findings include analysis of hospital data on e-bike crashes, injuries and deaths, but Agrawal acknowledged that this data “probably show us much higher numbers than are actually out there,” because the people reporting data in hospitals “don’t have a precise definition of what an e-bike is.”\u003c/p>\n\u003cp>Data quality issues aside, the report found that e-bike crashes, injuries and fatalities are less common than incidents involving conventional bicycles. The report analyzed California emergency room data from 2023 and found that for each reported e-bike injury, there were nine times more people injured by conventional bikes and 60 times more people injured in motor vehicle incidents.\u003c/p>\n\u003cp>When e-bike injuries do occur, riders have somewhat more severe outcomes than those on conventional bicycles on average, and people injured and killed on e-bikes tend to be older than those in incidents with conventional bicycles, according to the report.\u003c/p>\n\u003cp>Bob Mittelstaedt, co-founder of the e-bike advocacy group \u003ca href=\"https://www.ebikeaccess.org/\">E-bike Access\u003c/a>, called these high-powered devices “e-motorcycles.” He said safety concerns associated with these e-motos lead to “bike-lash,” or whiplash, against e-bikes.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Last year, Mittelstaedt conducted surveys of the kinds of e-bikes parked at 19 different middle and high schools in Marin and San Mateo County. His findings, in coordination with the San Mateo County Office of Education Safe Routes to School Program, showed that 88% of the electric devices parked at schools did not comply with California’s three-class system for e-bikes, meaning they had more power than legally allowed, and more closely resembled e-motorcycles or e-mopeds.\u003c/p>\n\u003cp>“It’s not just a technical, legal issue. It’s a matter of literally life and death for these kids,” said Mittelstaedt, who owns two e-bikes himself, and whose work was featured in the state report.\u003c/p>\n\u003cp>Last year, \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">Marin County began enforcing a pilot program\u003c/a> that bans children under 16 years old from operating a class II e-bike, after a reported rise in e-bike crashes among youth in the county. County officials and public health professionals in Marin County have brought attention to a spike in e-bike-related crashes in the county in recent years.\u003c/p>\n\u003cp>The crux of efforts to address e-bike safety lies in the classification of e-bikes and related devices, said Ash Lovell, vice president of government relations at People for Bikes, the trade association for the bicycle industry in the United States.\u003c/p>\n\u003cp>“Our main offensive state-level policy priority right now is defining what is not an e-bike,” Lovell said.\u003c/p>\n\u003cp>People for Bikes is developing model legislation that would define and regulate an e-motorcycle, and legislators from 15 states, including California, have expressed interest, Lovell said.\u003c/p>\n\u003cp>The SJSU report makes several recommendations aimed at improving safety — including restrictions on the capabilities of e-bikes sold in the state, driver’s license requirements for e-motos or e-mopeds, disclosure requirements for retailers and producing more high-quality bicycle infrastructure in the state.\u003c/p>\n\u003cp>“ I strongly believe we should allow e-bikes,” Agrawal said. “But we need to clarify what we mean by e-bike and define it in a way that is safe for everybody to ride.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.[aside postID=news_12070756 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/BARTEmployeesGetty.jpg']“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After months of service meltdowns, BART this week released an investigation into nine major incidents throughout the fall that stalled trains and slowed commutes.\u003c/p>\n\u003cp>But its findings appeared far from conclusive — hypothesizing instead that most of the incidents could have been the result of a combination of issues afflicting the struggling transit system.\u003c/p>\n\u003cp>The dense report by consultants at Parsons Corporation — which cost almost $1.5 million and more than 15,000 hours to produce — found that factors ranging from debris on train tracks to unexpected fluctuations in voltage across BART’s power system could have contributed to the series of meltdowns between August and December, including three that at least partly shuttered the Transbay Tube.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The underground tracks are an essential route that connects San Francisco to the East Bay. But ultimately, the report found that further analysis is needed to determine what’s going wrong, a result that BART Board Director Edward Wright said was “frustrating, but honest.”\u003c/p>\n\u003cp>“We don’t have a sure or short answer to what’s causing this, because this is lots of different things at different times, in different places, and this is a really complex system,” he said during Thursday’s Board of Directors meeting, adding that he hoped there would be a clear timeframe established for next steps to continue investigating the issues and a final report when more information is known.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center station in San Francisco during the afternoon on Tuesday, Mar. 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The report comes as BART struggles to end a series of months of repeated interruptions, rider frustration and ridership that’s only slowly bouncing back toward pre-pandemic levels.\u003c/p>\n\u003cp>It said the agency is facing a “fiscal cliff,” with annual budget deficits of up to $400 million beginning next year.\u003c/p>\n\u003cp>Last year, agency officials announced $35 million in budget cuts and cost controls, and said it was operating on emergency funds that could run out in a matter of months.\u003c/p>\n\u003cp>Throughout 2025, BART riders woke up multiple mornings to find trains not running or massively delayed. The number of disruptions marked a significant increase from previous years and included the biggest systemwide outage since 2019.[aside postID=news_12066245 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-03-KQED.jpg']The report excluded two systemwide \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">incidents on May 9\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">Sept. 5\u003c/a>. It focused instead on nine problems that all caused partial interruptions between Aug. 29 and Dec. 8.\u003c/p>\n\u003cp>During that period, transbay travel was paused for hours multiple times, including in late August after an insulator exploded and sent smoke into a train. In December, BART’s Green and Red Lines, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, respectively, came to a halt after another insulator issue.\u003c/p>\n\u003cp>While the report didn’t issue conclusive causes for many of the incidents, one of the most common hypotheses was that, on multiple occasions, power issues caused momentary fluctuations in the voltage flowing from power substations.\u003c/p>\n\u003cp>Another suggestion pointed to environmental factors, like dust collecting on surfaces inside tunnels, moisture from elevated humidity in underground stations or puddling on trackways.\u003c/p>\n\u003cp>Officials on Thursday shared a number of improvements they plan to make based on the report, and ones that have already been addressed. Those changes have included cleaning and replacing a number of insulators between Embarcadero and Civic Center stations in San Francisco, clearing debris from the tunnel and station platforms, and restoring crossbonds, cables that help return current flow back to substations across two tracks that were removed from the Transbay Tube in 2020 during a retrofitting project and never restored.\u003c/p>\n\u003cfigure id=\"attachment_10610191\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10610191\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg\" alt='An \"interlocking\" mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube.' width=\"1920\" height=\"1442\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-800x601.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1440x1082.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1400x1051.jpg 1400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1180x886.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-960x721.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An interlocking mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This allows me a degree of optimism that we’re doing our best to protect our passengers from harm or delay,” BART Director Robert Raburn said during Thursday’s meeting.\u003c/p>\n\u003cp>Adina Levin, with the advocacy group Transbay Coalition, said the report shows that BART is taking system issues seriously and said it speaks to the money — and maintenance — needed to maintain the agency’s aging infrastructure.\u003c/p>\n\u003cp>“BART is complicated, and it’s got a lot of pieces that are old,” she said. “That is something we can’t afford not to maintain.”\u003c/p>\n\u003cp>Finding the funding to do that maintenance is an ongoing challenge, though.\u003c/p>\n\u003cp>Since the pandemic, BART has said revenue has dropped significantly, in large part due to the rise in remote work. While passenger fares and parking fees covered 70% of its operating costs prior to the pandemic, it’s now down to 25%.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The agency said without new ways to bring in cash, it could have to cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>One new funding source could be a sales tax measure that’s hoping to qualify for the November ballot, which would generate up to $980 million a year for transit agencies around the Bay Area. But continued service meltdowns and a lack of answers might make it difficult for BART to convince voters to direct substantial new funding its way.\u003c/p>\n\u003cp>To Levin, though, smaller service meltdowns are proof of how integral BART’s services are.\u003c/p>\n\u003cp>“This is a very small taste of a dire future, and a reminder of how important it is to provide the funding to make sure that BART and other transit systems keep running,” she said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of service meltdowns, BART this week released an investigation into nine major incidents throughout the fall that stalled trains and slowed commutes.\u003c/p>\n\u003cp>But its findings appeared far from conclusive — hypothesizing instead that most of the incidents could have been the result of a combination of issues afflicting the struggling transit system.\u003c/p>\n\u003cp>The dense report by consultants at Parsons Corporation — which cost almost $1.5 million and more than 15,000 hours to produce — found that factors ranging from debris on train tracks to unexpected fluctuations in voltage across BART’s power system could have contributed to the series of meltdowns between August and December, including three that at least partly shuttered the Transbay Tube.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The underground tracks are an essential route that connects San Francisco to the East Bay. But ultimately, the report found that further analysis is needed to determine what’s going wrong, a result that BART Board Director Edward Wright said was “frustrating, but honest.”\u003c/p>\n\u003cp>“We don’t have a sure or short answer to what’s causing this, because this is lots of different things at different times, in different places, and this is a really complex system,” he said during Thursday’s Board of Directors meeting, adding that he hoped there would be a clear timeframe established for next steps to continue investigating the issues and a final report when more information is known.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center station in San Francisco during the afternoon on Tuesday, Mar. 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The report comes as BART struggles to end a series of months of repeated interruptions, rider frustration and ridership that’s only slowly bouncing back toward pre-pandemic levels.\u003c/p>\n\u003cp>It said the agency is facing a “fiscal cliff,” with annual budget deficits of up to $400 million beginning next year.\u003c/p>\n\u003cp>Last year, agency officials announced $35 million in budget cuts and cost controls, and said it was operating on emergency funds that could run out in a matter of months.\u003c/p>\n\u003cp>Throughout 2025, BART riders woke up multiple mornings to find trains not running or massively delayed. The number of disruptions marked a significant increase from previous years and included the biggest systemwide outage since 2019.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The report excluded two systemwide \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">incidents on May 9\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">Sept. 5\u003c/a>. It focused instead on nine problems that all caused partial interruptions between Aug. 29 and Dec. 8.\u003c/p>\n\u003cp>During that period, transbay travel was paused for hours multiple times, including in late August after an insulator exploded and sent smoke into a train. In December, BART’s Green and Red Lines, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, respectively, came to a halt after another insulator issue.\u003c/p>\n\u003cp>While the report didn’t issue conclusive causes for many of the incidents, one of the most common hypotheses was that, on multiple occasions, power issues caused momentary fluctuations in the voltage flowing from power substations.\u003c/p>\n\u003cp>Another suggestion pointed to environmental factors, like dust collecting on surfaces inside tunnels, moisture from elevated humidity in underground stations or puddling on trackways.\u003c/p>\n\u003cp>Officials on Thursday shared a number of improvements they plan to make based on the report, and ones that have already been addressed. Those changes have included cleaning and replacing a number of insulators between Embarcadero and Civic Center stations in San Francisco, clearing debris from the tunnel and station platforms, and restoring crossbonds, cables that help return current flow back to substations across two tracks that were removed from the Transbay Tube in 2020 during a retrofitting project and never restored.\u003c/p>\n\u003cfigure id=\"attachment_10610191\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10610191\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg\" alt='An \"interlocking\" mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube.' width=\"1920\" height=\"1442\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-800x601.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1440x1082.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1400x1051.jpg 1400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1180x886.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-960x721.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An interlocking mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This allows me a degree of optimism that we’re doing our best to protect our passengers from harm or delay,” BART Director Robert Raburn said during Thursday’s meeting.\u003c/p>\n\u003cp>Adina Levin, with the advocacy group Transbay Coalition, said the report shows that BART is taking system issues seriously and said it speaks to the money — and maintenance — needed to maintain the agency’s aging infrastructure.\u003c/p>\n\u003cp>“BART is complicated, and it’s got a lot of pieces that are old,” she said. “That is something we can’t afford not to maintain.”\u003c/p>\n\u003cp>Finding the funding to do that maintenance is an ongoing challenge, though.\u003c/p>\n\u003cp>Since the pandemic, BART has said revenue has dropped significantly, in large part due to the rise in remote work. While passenger fares and parking fees covered 70% of its operating costs prior to the pandemic, it’s now down to 25%.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The agency said without new ways to bring in cash, it could have to cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>One new funding source could be a sales tax measure that’s hoping to qualify for the November ballot, which would generate up to $980 million a year for transit agencies around the Bay Area. But continued service meltdowns and a lack of answers might make it difficult for BART to convince voters to direct substantial new funding its way.\u003c/p>\n\u003cp>To Levin, though, smaller service meltdowns are proof of how integral BART’s services are.\u003c/p>\n\u003cp>“This is a very small taste of a dire future, and a reminder of how important it is to provide the funding to make sure that BART and other transit systems keep running,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It’s twenty minutes before Alaska Airlines flight 626 takes off from \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport \u003c/a>for Seattle.\u003c/p>\n\u003cp>Colette Vance closes her eyes and calms herself with a string of rosary beads, hoping that her claustrophobia doesn’t trigger a panic attack.\u003c/p>\n\u003cp>It happened the year prior, when she was flying back to North Carolina for her final semester as a college senior. She had such intense anxiety that she felt as if she was about to die. After graduation, she avoided flying altogether and drove all the way back to California instead. It was on that long road trip home that she realized she needed to confront her fear of flying.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The fear of flying is less a single phobia than a place where other fears converge. For many people, it’s rooted in one or more anxieties that flying brings into focus — the fear of turbulence, of heights, or of having a panic attack in front of strangers with no escape.\u003c/p>\n\u003cp>For Vance, being inside an aircraft activates her claustrophobia — a condition she developed at nine years old. A series of surgeries caused her to feel severe anxiety in closed spaces. Her panic attacks increased during her teenage years, especially on airplanes.\u003c/p>\n\u003cp>“If I’m in a car, I can pull over, open my door and get some relief,” she says. “But when I’m in a plane, there’s no\u003cem> out\u003c/em>.”\u003c/p>\n\u003ch2>A safe space to face the fear\u003c/h2>\n\u003cp>Air travel isn’t something that most people can do often enough to ease their anxiety. Each trip can feel like starting all over again.\u003c/p>\n\u003cp>Luckily, Vance found somewhere to practice being uncomfortable: the \u003ca href=\"https://www.fofc.com/\">Fear of Flying Clinic,\u003c/a> a nonprofit support organization hosted at the San Francisco International Airport.\u003c/p>\n\u003cfigure id=\"attachment_12068789\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7569-scaled-e1767726106793.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068789\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7569-scaled-e1767726106793.jpg\" alt=\"\" width=\"2000\" height=\"1500\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Collette Vance, a participant in the Fear of Flying Clinic, prays before takeoff from San Francisco on Aug. 10, 2025. \u003ccite>(Evan Roberts/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fran Grant and Jeanne McElhatton, both licensed pilots, founded the clinic in 1976 in San Mateo, California. They created an educational program in order to help Grant’s husband overcome his turbulence anxiety so he could travel to Australia.\u003c/p>\n\u003cp>The curriculum demystified air travel and addressed the physical and psychological roots of fear. The first clinic welcomed a small group of anxious travelers and, by the end, Grant’s husband was calm enough to sleep through turbulence that had once overwhelmed him.\u003c/p>\n\u003cp>Today, clients from across California spend two consecutive weekends understanding the mechanics of flight and learning how to rewire their anxious thoughts. A four-day workshop culminates in a round-trip graduation flight to Seattle.\u003c/p>\n\u003cp>Vance arrives at the clinic on the first day with her mother, Louise, joining eight other participants, including one couple who drove in from Fresno. Volunteers run the workshop — many of whom are nervous flyers and have gone through the clinic themselves — and include instruction from working pilots, air traffic controllers, flight attendants and aircraft maintenance technicians.\u003c/p>\n\u003cp>Volunteer psychotherapist Paula Zimmerman begins the workshop by asking everyone to introduce themselves and their concerns about flying. Reasons for signing up range widely: panic attacks, childhood trauma from an earthquake, a decades-old rescue mission during the Vietnam War. One participant in their fifties had never even been inside an airplane.\u003c/p>\n\u003cp>Often, Zimmerman says, they sign up because of an important upcoming trip.\u003c/p>\n\u003ch2>Retrain the brain\u003c/h2>\n\u003cp>Zimmerman wants participants to understand the difference between adrenaline and real danger. Her goal is to help them to distinguish between the thing that’s happening to them and how they \u003cem>think \u003c/em>about the thing that’s happening to them.\u003c/p>\n\u003cp>She writes the letter “A” on a large sheet of paper at the front of the room. A stands for an activating event — like, for example, turbulence.[aside postID=news_12065083 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/wmn-afrofuturism-gallery-03-2000x1337.jpg']Then she adds “B”, for belief — the idea you have about the turbulence. Someone might believe, for example, that turbulence means the pilot has lost control, and the plane is going to crash.\u003c/p>\n\u003cp>Finally, she writes “C” — the consequence of that belief. For most everyone in the room, the consequence is often panic.\u003c/p>\n\u003cp>In particular, she wants the group to analyze the tricky second step of belief. If you believe turbulence means disaster, it makes sense you’d be terrified. But what if that belief simply isn’t true?\u003c/p>\n\u003cp>To help make her point, she brings in reinforcements: retired pilot Keith Koch, who flew commercially for 40 years, fields questions about turbulence all the time. Turbulence, he explains, rarely moves a plane more than a few feet.\u003c/p>\n\u003cp>“As long as your seatbelt is on, you’re perfectly safe in turbulence,” he says.\u003c/p>\n\u003cp>His claim is backed by \u003ca href=\"https://ral.ucar.edu/sites/default/files/docs/eick-turbulencerelatedaccidents.pdf\">data\u003c/a>: deaths from turbulence are very \u003ca href=\"https://www.usatoday.com/story/travel/airline-news/2024/05/21/turbulence-deaths-climate-change/73787876007/\">rare\u003c/a>, and no modern commercial aircraft has been lost to turbulence alone.\u003c/p>\n\u003cp>Zimmerman offers a reframing tool to help shift people out of fear and into fact. Instead of saying “turbulence scares me,” she suggests: “I upset myself when there’s turbulence.”\u003c/p>\n\u003cfigure id=\"attachment_12067124\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067124\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain Daniel Stellini gives a presentation at the Fear of Flying workshop at the Reflection Room at San Francisco International Airport in San Francisco on Dec. 13, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It sounds subtle, but the shift matters.\u003c/p>\n\u003cp>“If I give the power to turbulence,” she says, “that means every time I’m in a turbulent flight, I scare \u003cem>myself\u003c/em>!”\u003c/p>\n\u003cp>The goal is to recognize that the plane isn’t the source of the panic — it’s what you think about the plane that causes your adrenaline to rise.\u003c/p>\n\u003cp>In order to retrain their brains to respond differently, the group has to expose themselves to the very thing they think is dangerous: the inside of a plane.\u003c/p>\n\u003cp>“How are you going to be less afraid of dogs unless you meet a dog?” she asks. “How are you gonna be less afraid of flying unless you get on a plane?”\u003c/p>\n\u003ch2>Exposure, the good kind\u003c/h2>\n\u003cp>On the second day of the clinic, participants gather at United Airlines’ Technical Operations building just north of SFO. They wear bright orange safety vests, walk across the tarmac toward a maintenance hangar and gather beneath the tail of a 787 — also known as “the Dreamliner.”\u003c/p>\n\u003cp>Together, they observe the massive aircraft. Just seeing the outline of the emergency exit door triggers a familiar sense of dread and entrapment for Vance, who practices Zimmerman’s reframing.[aside postID=news_[aside postID=news_12065518 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-31-BL-KQED.jpg']“It’s just an airplane,” she tells herself. “Airplanes don’t harm anybody.”\u003c/p>\n\u003cp>A metal staircase is rolled up to the 787’s back entrance. One by one, participants climb inside. They wander down the aisles, absorbing from all senses. One person peers into the oven in the galley. Another taps the top of each seatback. Vance pauses at the emergency exit door window, her hands clasped behind her as if she’s walking through a museum.\u003c/p>\n\u003cp>Zimmerman gathers the group toward the rear of the aircraft. A volunteer flight attendant plays the familiar chimes and announcements they’d hear during a real commercial flight.\u003c/p>\n\u003cp>As the group closes their eyes and focuses on their break, Zimmerman recites what’s called an “imaginal script” — a first-person narrative meant to help them rehearse their coping strategies and guide them through every step of the air travel experience.\u003c/p>\n\u003cp>“You feel the speed and the strong acceleration,” she reads. “You hear the sounds as the plane lifts. Your plane has reached cruising altitude.”\u003c/p>\n\u003ch2>Graduation in the sky\u003c/h2>\n\u003cp>The group reunites at the airport one week later. This time, they’re on a real commercial flight to Seattle. As the plane accelerates down the runway, Vance gives herself a pep talk.\u003c/p>\n\u003cp>“I’m in charge. I’m the boss,” she whispers. “I have God on my side.”\u003c/p>\n\u003cfigure id=\"attachment_12068794\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068794\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-scaled.jpg\" alt=\"\" width=\"1920\" height=\"2560\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-scaled.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-2000x2667.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-1152x1536.jpg 1152w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-1536x2048.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Collette Vance looks out the window before takeoff from San Francisco on Aug. 10, 2025. \u003ccite>(Evan Roberts/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearby, there are other nervous flyers from the clinic. Paul is seated just in front of her, and Sarah and Katherine are across the aisle.\u003c/p>\n\u003cp>Once the seat belt sign is off, volunteer instructor Koch is free to move about the cabin and check in with each participant. He’s wearing his pilot’s uniform: crisp white shirt and tie, navy blazer, and wings pinned near his lapel.\u003c/p>\n\u003cp>“The hardest thing you did was show up on day one,” he tells Vance. “If you show up on day one, there’s a really high chance you’ll end up here on day four — right where you are, on an airplane.”\u003c/p>\n\u003cp>The plane begins its descent into Seattle. It sinks in for Vance that she made it through the flight without a panic attack, and her excitement swells. She leans forward to Paul, seated in front of her.\u003c/p>\n\u003cp>“When the plane lands, do you wanna clap and cheer?” she asks. “Pass it down to everybody.” He does.\u003c/p>\n\u003cp>She looks out her window as the ground gets closer and closer. As the wheels hit the runway, the clinic group erupts with cheers and congratulations. Someone jokes that they wish this group could join them on every flight.\u003c/p>\n\u003cp>In the Seattle airport, they all eat lunch together at a Chinese restaurant and get fortune cookies. On the flight back to SFO later that day, Colette opens hers and shrieks with excitement.\u003c/p>\n\u003cp>Her fortune reads: “You will travel to many exotic places in the next few years.”\u003c/p>\n\u003cp>\u003cem>Reporter \u003c/em>\u003ca href=\"https://www.evandavidroberts.com/\">\u003cem>Evan Roberts\u003c/em>\u003c/a>\u003cem> was a 2025 Summer Fellow with \u003c/em>\u003ca href=\"https://www.kalw.org/people/evan-roberts\">\u003cem>KALW,\u003c/em>\u003c/a>\u003cem> where he first reported this piece.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The fear of flying is less a single phobia than a place where other fears converge. For many people, it’s rooted in one or more anxieties that flying brings into focus — the fear of turbulence, of heights, or of having a panic attack in front of strangers with no escape.\u003c/p>\n\u003cp>For Vance, being inside an aircraft activates her claustrophobia — a condition she developed at nine years old. A series of surgeries caused her to feel severe anxiety in closed spaces. Her panic attacks increased during her teenage years, especially on airplanes.\u003c/p>\n\u003cp>“If I’m in a car, I can pull over, open my door and get some relief,” she says. “But when I’m in a plane, there’s no\u003cem> out\u003c/em>.”\u003c/p>\n\u003ch2>A safe space to face the fear\u003c/h2>\n\u003cp>Air travel isn’t something that most people can do often enough to ease their anxiety. Each trip can feel like starting all over again.\u003c/p>\n\u003cp>Luckily, Vance found somewhere to practice being uncomfortable: the \u003ca href=\"https://www.fofc.com/\">Fear of Flying Clinic,\u003c/a> a nonprofit support organization hosted at the San Francisco International Airport.\u003c/p>\n\u003cfigure id=\"attachment_12068789\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7569-scaled-e1767726106793.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068789\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7569-scaled-e1767726106793.jpg\" alt=\"\" width=\"2000\" height=\"1500\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Collette Vance, a participant in the Fear of Flying Clinic, prays before takeoff from San Francisco on Aug. 10, 2025. \u003ccite>(Evan Roberts/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fran Grant and Jeanne McElhatton, both licensed pilots, founded the clinic in 1976 in San Mateo, California. They created an educational program in order to help Grant’s husband overcome his turbulence anxiety so he could travel to Australia.\u003c/p>\n\u003cp>The curriculum demystified air travel and addressed the physical and psychological roots of fear. The first clinic welcomed a small group of anxious travelers and, by the end, Grant’s husband was calm enough to sleep through turbulence that had once overwhelmed him.\u003c/p>\n\u003cp>Today, clients from across California spend two consecutive weekends understanding the mechanics of flight and learning how to rewire their anxious thoughts. A four-day workshop culminates in a round-trip graduation flight to Seattle.\u003c/p>\n\u003cp>Vance arrives at the clinic on the first day with her mother, Louise, joining eight other participants, including one couple who drove in from Fresno. Volunteers run the workshop — many of whom are nervous flyers and have gone through the clinic themselves — and include instruction from working pilots, air traffic controllers, flight attendants and aircraft maintenance technicians.\u003c/p>\n\u003cp>Volunteer psychotherapist Paula Zimmerman begins the workshop by asking everyone to introduce themselves and their concerns about flying. Reasons for signing up range widely: panic attacks, childhood trauma from an earthquake, a decades-old rescue mission during the Vietnam War. One participant in their fifties had never even been inside an airplane.\u003c/p>\n\u003cp>Often, Zimmerman says, they sign up because of an important upcoming trip.\u003c/p>\n\u003ch2>Retrain the brain\u003c/h2>\n\u003cp>Zimmerman wants participants to understand the difference between adrenaline and real danger. Her goal is to help them to distinguish between the thing that’s happening to them and how they \u003cem>think \u003c/em>about the thing that’s happening to them.\u003c/p>\n\u003cp>She writes the letter “A” on a large sheet of paper at the front of the room. A stands for an activating event — like, for example, turbulence.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Then she adds “B”, for belief — the idea you have about the turbulence. Someone might believe, for example, that turbulence means the pilot has lost control, and the plane is going to crash.\u003c/p>\n\u003cp>Finally, she writes “C” — the consequence of that belief. For most everyone in the room, the consequence is often panic.\u003c/p>\n\u003cp>In particular, she wants the group to analyze the tricky second step of belief. If you believe turbulence means disaster, it makes sense you’d be terrified. But what if that belief simply isn’t true?\u003c/p>\n\u003cp>To help make her point, she brings in reinforcements: retired pilot Keith Koch, who flew commercially for 40 years, fields questions about turbulence all the time. Turbulence, he explains, rarely moves a plane more than a few feet.\u003c/p>\n\u003cp>“As long as your seatbelt is on, you’re perfectly safe in turbulence,” he says.\u003c/p>\n\u003cp>His claim is backed by \u003ca href=\"https://ral.ucar.edu/sites/default/files/docs/eick-turbulencerelatedaccidents.pdf\">data\u003c/a>: deaths from turbulence are very \u003ca href=\"https://www.usatoday.com/story/travel/airline-news/2024/05/21/turbulence-deaths-climate-change/73787876007/\">rare\u003c/a>, and no modern commercial aircraft has been lost to turbulence alone.\u003c/p>\n\u003cp>Zimmerman offers a reframing tool to help shift people out of fear and into fact. Instead of saying “turbulence scares me,” she suggests: “I upset myself when there’s turbulence.”\u003c/p>\n\u003cfigure id=\"attachment_12067124\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067124\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251213-FEAROFFLYING00367_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain Daniel Stellini gives a presentation at the Fear of Flying workshop at the Reflection Room at San Francisco International Airport in San Francisco on Dec. 13, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It sounds subtle, but the shift matters.\u003c/p>\n\u003cp>“If I give the power to turbulence,” she says, “that means every time I’m in a turbulent flight, I scare \u003cem>myself\u003c/em>!”\u003c/p>\n\u003cp>The goal is to recognize that the plane isn’t the source of the panic — it’s what you think about the plane that causes your adrenaline to rise.\u003c/p>\n\u003cp>In order to retrain their brains to respond differently, the group has to expose themselves to the very thing they think is dangerous: the inside of a plane.\u003c/p>\n\u003cp>“How are you going to be less afraid of dogs unless you meet a dog?” she asks. “How are you gonna be less afraid of flying unless you get on a plane?”\u003c/p>\n\u003ch2>Exposure, the good kind\u003c/h2>\n\u003cp>On the second day of the clinic, participants gather at United Airlines’ Technical Operations building just north of SFO. They wear bright orange safety vests, walk across the tarmac toward a maintenance hangar and gather beneath the tail of a 787 — also known as “the Dreamliner.”\u003c/p>\n\u003cp>Together, they observe the massive aircraft. Just seeing the outline of the emergency exit door triggers a familiar sense of dread and entrapment for Vance, who practices Zimmerman’s reframing.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“It’s just an airplane,” she tells herself. “Airplanes don’t harm anybody.”\u003c/p>\n\u003cp>A metal staircase is rolled up to the 787’s back entrance. One by one, participants climb inside. They wander down the aisles, absorbing from all senses. One person peers into the oven in the galley. Another taps the top of each seatback. Vance pauses at the emergency exit door window, her hands clasped behind her as if she’s walking through a museum.\u003c/p>\n\u003cp>Zimmerman gathers the group toward the rear of the aircraft. A volunteer flight attendant plays the familiar chimes and announcements they’d hear during a real commercial flight.\u003c/p>\n\u003cp>As the group closes their eyes and focuses on their break, Zimmerman recites what’s called an “imaginal script” — a first-person narrative meant to help them rehearse their coping strategies and guide them through every step of the air travel experience.\u003c/p>\n\u003cp>“You feel the speed and the strong acceleration,” she reads. “You hear the sounds as the plane lifts. Your plane has reached cruising altitude.”\u003c/p>\n\u003ch2>Graduation in the sky\u003c/h2>\n\u003cp>The group reunites at the airport one week later. This time, they’re on a real commercial flight to Seattle. As the plane accelerates down the runway, Vance gives herself a pep talk.\u003c/p>\n\u003cp>“I’m in charge. I’m the boss,” she whispers. “I have God on my side.”\u003c/p>\n\u003cfigure id=\"attachment_12068794\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068794\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-scaled.jpg\" alt=\"\" width=\"1920\" height=\"2560\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-scaled.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-2000x2667.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-1152x1536.jpg 1152w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/IMG_7701-1536x2048.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Collette Vance looks out the window before takeoff from San Francisco on Aug. 10, 2025. \u003ccite>(Evan Roberts/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearby, there are other nervous flyers from the clinic. Paul is seated just in front of her, and Sarah and Katherine are across the aisle.\u003c/p>\n\u003cp>Once the seat belt sign is off, volunteer instructor Koch is free to move about the cabin and check in with each participant. He’s wearing his pilot’s uniform: crisp white shirt and tie, navy blazer, and wings pinned near his lapel.\u003c/p>\n\u003cp>“The hardest thing you did was show up on day one,” he tells Vance. “If you show up on day one, there’s a really high chance you’ll end up here on day four — right where you are, on an airplane.”\u003c/p>\n\u003cp>The plane begins its descent into Seattle. It sinks in for Vance that she made it through the flight without a panic attack, and her excitement swells. She leans forward to Paul, seated in front of her.\u003c/p>\n\u003cp>“When the plane lands, do you wanna clap and cheer?” she asks. “Pass it down to everybody.” He does.\u003c/p>\n\u003cp>She looks out her window as the ground gets closer and closer. As the wheels hit the runway, the clinic group erupts with cheers and congratulations. Someone jokes that they wish this group could join them on every flight.\u003c/p>\n\u003cp>In the Seattle airport, they all eat lunch together at a Chinese restaurant and get fortune cookies. On the flight back to SFO later that day, Colette opens hers and shrieks with excitement.\u003c/p>\n\u003cp>Her fortune reads: “You will travel to many exotic places in the next few years.”\u003c/p>\n\u003cp>\u003cem>Reporter \u003c/em>\u003ca href=\"https://www.evandavidroberts.com/\">\u003cem>Evan Roberts\u003c/em>\u003c/a>\u003cem> was a 2025 Summer Fellow with \u003c/em>\u003ca href=\"https://www.kalw.org/people/evan-roberts\">\u003cem>KALW,\u003c/em>\u003c/a>\u003cem> where he first reported this piece.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Automated speed cameras began issuing $0 citations as warnings to speeding drivers in 18 locations across \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> on Wednesday, city officials said.\u003c/p>\n\u003cp>For the next 60 days, the \u003ca href=\"https://www.kqed.org/news/12065601/oakland-begins-installing-speed-cameras-in-18-locations-with-tickets-coming-in-march\">35 speed cameras\u003c/a> — two at each of the 18 locations, except on Seventh Street at Broadway, which is a one-way street and will have only one camera — will issue warnings to drivers who travel 11 miles an hour or more over the speed limit. By mid-March, drivers in Oakland caught speeding at camera locations will receive fines starting at $50.\u003c/p>\n\u003cp>Oakland is now the second city in the state to make good on \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, a 2023 state bill that authorized six cities in the state to pilot the cameras for five years in a bid to slow speeding drivers and make streets safer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The cameras are located along high-injury corridors, the 6% of Oakland streets that account for 60% of severe and fatal collisions. City officials said every week, two Oaklanders are killed or seriously injured in a traffic collision and that these crashes disproportionately impact people of color, seniors, children and people with disabilities.\u003c/p>\n\u003cp>San Francisco, the first city to implement the pilot, has reported dramatic reductions in speeding drivers at 33 automated speed camera locations since the cameras first went online last March, according to an initial \u003ca href=\"https://www.sfmta.com/blog/our-speed-cameras-are-working-initial-evaluation-shows-drivers-are-slowing-down\">evaluation by the SFMTA\u003c/a>. That study of 15 camera locations in the city showed an average 72% reduction in speeding vehicles 6 months after the cameras were first installed.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"OakDOT: Proposed Speed Safety Camera Locations\" aria-label=\"Map\" id=\"“san-jose”\" src=\"https://oakgis.maps.arcgis.com/apps/instant/basic/index.html?appid=b683cfc6bb1040498714103744ba91f0\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"650\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>George Spies, a co-organizer with Traffic Violence Rapid Response, a pedestrian safety organization based in Oakland, told KQED he supports the automated speed cameras, but said the most effective way to reduce vehicle speeds is to redesign streets to make them slower and safer.\u003c/p>\n\u003cp>“ We don’t want to see any city use automated speed cameras as an excuse not to proceed as quickly and as forcefully as possible with making streets safer through infrastructural change,” Spies said.\u003c/p>\n\u003cp>Spies added that he believes automated speed enforcement removes bias that may be present when a police officer conducts a traffic stop.\u003c/p>\n\u003cp>“ We don’t want to see that kind of enforcement continue because it leads to all sorts of really problematic outcomes,” Spies said.[aside postID=news_12065712 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-02-BL-KQED.jpg']Oakland contracted Verra Mobility, an Arizona-based smart transportation company, to administer the program. AB 645 sets in place several privacy protections, including that the camera footage may be retained only for five days if no violation is issued, or 60 days if a violation is issued, and that the Oakland Department of Transportation will collect it and may not be shared or used for any other purpose.\u003c/p>\n\u003cp>Spies said he believes privacy concerns with the speed cameras have been adequately addressed, as opposed to a \u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">recent controversy in Oakland\u003c/a>, when federal agencies gained access to data collected by automated license plate readers operated by Flock Safety.\u003c/p>\n\u003cp>Oakland officials said notifications of violations will be mailed to the registered owner of a speeding vehicle within two weeks of the violation. Citation amounts vary by how fast a driver is speeding, with the maximum fine capped at $500 for driving 100 miles per hour or more over the speed limit. The program offers discounted citations for people who are on public benefits or are low-income.\u003c/p>\n\u003cp>AB 645 also authorized the cities of San José, Glendale, Long Beach, and Los Angeles to implement automated speed camera programs, but those cities have yet to install the cameras.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The cameras are located along high-injury corridors, the 6% of Oakland streets that account for 60% of severe and fatal collisions. City officials said every week, two Oaklanders are killed or seriously injured in a traffic collision and that these crashes disproportionately impact people of color, seniors, children and people with disabilities.\u003c/p>\n\u003cp>San Francisco, the first city to implement the pilot, has reported dramatic reductions in speeding drivers at 33 automated speed camera locations since the cameras first went online last March, according to an initial \u003ca href=\"https://www.sfmta.com/blog/our-speed-cameras-are-working-initial-evaluation-shows-drivers-are-slowing-down\">evaluation by the SFMTA\u003c/a>. That study of 15 camera locations in the city showed an average 72% reduction in speeding vehicles 6 months after the cameras were first installed.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"OakDOT: Proposed Speed Safety Camera Locations\" aria-label=\"Map\" id=\"“san-jose”\" src=\"https://oakgis.maps.arcgis.com/apps/instant/basic/index.html?appid=b683cfc6bb1040498714103744ba91f0\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"650\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>George Spies, a co-organizer with Traffic Violence Rapid Response, a pedestrian safety organization based in Oakland, told KQED he supports the automated speed cameras, but said the most effective way to reduce vehicle speeds is to redesign streets to make them slower and safer.\u003c/p>\n\u003cp>“ We don’t want to see any city use automated speed cameras as an excuse not to proceed as quickly and as forcefully as possible with making streets safer through infrastructural change,” Spies said.\u003c/p>\n\u003cp>Spies added that he believes automated speed enforcement removes bias that may be present when a police officer conducts a traffic stop.\u003c/p>\n\u003cp>“ We don’t want to see that kind of enforcement continue because it leads to all sorts of really problematic outcomes,” Spies said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Oakland contracted Verra Mobility, an Arizona-based smart transportation company, to administer the program. AB 645 sets in place several privacy protections, including that the camera footage may be retained only for five days if no violation is issued, or 60 days if a violation is issued, and that the Oakland Department of Transportation will collect it and may not be shared or used for any other purpose.\u003c/p>\n\u003cp>Spies said he believes privacy concerns with the speed cameras have been adequately addressed, as opposed to a \u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">recent controversy in Oakland\u003c/a>, when federal agencies gained access to data collected by automated license plate readers operated by Flock Safety.\u003c/p>\n\u003cp>Oakland officials said notifications of violations will be mailed to the registered owner of a speeding vehicle within two weeks of the violation. Citation amounts vary by how fast a driver is speeding, with the maximum fine capped at $500 for driving 100 miles per hour or more over the speed limit. The program offers discounted citations for people who are on public benefits or are low-income.\u003c/p>\n\u003cp>AB 645 also authorized the cities of San José, Glendale, Long Beach, and Los Angeles to implement automated speed camera programs, but those cities have yet to install the cameras.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"soldout": {
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