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"title": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds",
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"headTitle": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds | KQED",
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"content": "\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n",
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"innerHTML": "\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n",
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"\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n",
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"\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n"
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"innerHTML": "\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n",
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"\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n",
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"\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n",
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"\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n",
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"innerHTML": "\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n",
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"\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\"/>\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n",
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"\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n",
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"\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n",
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"\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n",
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"\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n",
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"\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n",
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"\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\"/>\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n",
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"\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n"
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"excerpt": "The new findings show that reduced public transit service and station closures would affect traffic and quality of life throughout the region.",
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"title": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "AC Transit Board Director Violated Gender-Based Harassment Policy, Investigation Finds",
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"content": "\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n\n\n\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n\n\n\n\u003cp>“This is a matter of public record, and we raised it because it matters in public service,” Syed said.\u003c/p>\n\n\n\n\u003cp>In 2025, AC Transit received an \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">anonymous complaint\u003c/a> about an incident that occurred in September, which alleged that Young inappropriately touched Syed at a board meeting.\u003c/p>\n\n\n\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n\n\n\n\n\n\u003cp>In a \u003ca href=\"https://actransit.us/BOD-9-24-25\">video that AC Transit released Tuesday\u003c/a>, Young can be seen coming up to Syed from behind and wrapping his arms around her neck right before all the board members posed for a group photo.\u003c/p>\n\n\n\n\u003cp>“I felt overpowered,” Syed said. “He’s a lot taller than me, and I felt dominated.” \u003c/p>\n\n\n\n\u003cp>“Every woman knows the difference between a hug and a squeeze of her neck,” Syed added.\u003c/p>\n\n\n\n\u003cp>Young said his physical gesture was intended to offer support and comfort.\u003c/p>\n\n\n\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n\n\n\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n\n\n\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n\n\n\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n\n\n\n\u003cp>\u003cem>An earlier version of this article incorrectly referred to the AC Transit district as the Alameda County Transit District. It also stated that the incident took place at a meeting held to acknowledge the passing of Christian Peeples. It has been updated to reflect that the meeting was a regular board session.\u003c/em>\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n",
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"\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n"
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"innerHTML": "\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“This is a matter of public record, and we raised it because it matters in public service,” Syed said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In 2025, AC Transit received an \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">anonymous complaint\u003c/a> about an incident that occurred in September, which alleged that Young inappropriately touched Syed at a board meeting.\u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n",
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"\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In a \u003ca href=\"https://actransit.us/BOD-9-24-25\">video that AC Transit released Tuesday\u003c/a>, Young can be seen coming up to Syed from behind and wrapping his arms around her neck right before all the board members posed for a group photo.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“I felt overpowered,” Syed said. “He’s a lot taller than me, and I felt dominated.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every woman knows the difference between a hug and a squeeze of her neck,” Syed added.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Young said his physical gesture was intended to offer support and comfort.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n",
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"\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003cem>An earlier version of this article incorrectly referred to the AC Transit district as the Alameda County Transit District. It also stated that the incident took place at a meeting held to acknowledge the passing of Christian Peeples. It has been updated to reflect that the meeting was a regular board session.\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n\n\n\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n\n\n\n\u003cp>“This is a matter of public record, and we raised it because it matters in public service,” Syed said.\u003c/p>\n\n\n\n\u003cp>In 2025, AC Transit received an \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">anonymous complaint\u003c/a> about an incident that occurred in September, which alleged that Young inappropriately touched Syed at a board meeting.\u003c/p>\n\n\n\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n\n\n\n\n\n\u003cp>In a \u003ca href=\"https://actransit.us/BOD-9-24-25\">video that AC Transit released Tuesday\u003c/a>, Young can be seen coming up to Syed from behind and wrapping his arms around her neck right before all the board members posed for a group photo.\u003c/p>\n\n\n\n\u003cp>“I felt overpowered,” Syed said. “He’s a lot taller than me, and I felt dominated.” \u003c/p>\n\n\n\n\u003cp>“Every woman knows the difference between a hug and a squeeze of her neck,” Syed added.\u003c/p>\n\n\n\n\u003cp>Young said his physical gesture was intended to offer support and comfort.\u003c/p>\n\n\n\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n\n\n\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n\n\n\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n\n\n\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n\n\n\n\u003cp>\u003cem>An earlier version of this article incorrectly referred to the AC Transit district as the Alameda County Transit District. It also stated that the incident took place at a meeting held to acknowledge the passing of Christian Peeples. It has been updated to reflect that the meeting was a regular board session.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings?",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.[aside postID=news_12074874 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-14-BL-KQED.jpg']“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say",
"title": "Newsom Will Not Provide Stopgap Loan In Time to Prevent Cuts to Bay Area Transit, Lawmakers Say",
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"content": "\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "State Sens. Wiener and Arreguín say the Newsom administration has told lawmakers it will not finalize a loan in time to prevent steep service cuts for Bay Area transit agencies.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART and AC Transit’s New Schedules and Changes Start This Week. Check If Your Route’s Affected",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> commuters: big changes are coming your way.\u003c/p>\n\u003cp>On Aug. 10, \u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> will begin the so-called “realign” you might have seen signs on buses about: adding 14 new bus lines and updating dozens of existing routes.\u003c/p>\n\u003cp>The very next day, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> will also be making its own — if smaller — changes, with all five train lines getting slight updates to their timetables.\u003c/p>\n\u003cp>Both transit agencies say they’re making the changes to better serve riders and adapt to a post-pandemic reality. While AC Transit ridership \u003ca href=\"https://www.actransit.org/press-release/ac-transit-realign-updating-104-bus-lines-starting-august-10\">is now back at 85%\u003c/a> of what it was before the pandemic, the agency still faces a $41.5 million budget shortfall. While BART is also facing \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">its own financial challenges\u003c/a>, the network’s scheduling changes are apparently intended to help improve the transfer process for commuters who hop between multiple transit agencies to make their journeys.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“With fewer people riding the bus, you’ve got fewer people paying at the fare box,” AC Transit spokesperson Robert Lyles told KQED. “As a result, we need to go back and look at how we can make the system better respond to where people are riding— and how they are riding.”\u003c/p>\n\u003cp>Keep reading for what to know about these upcoming changes in the Bay Area’s biggest public transit systems.\u003c/p>\n\u003cfigure id=\"attachment_12051372\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051372\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>BART: The new schedule changes\u003c/h2>\n\u003cp>The headline: All five BART lines will see changes to both their weekday and weekend schedules. For example, if you are used to taking the orange line at Berryessa Station on weekdays at 7:16 a.m., that train will now be leaving at 8:21 a.m.\u003c/p>\n\u003cp>BART is still updating its \u003ca href=\"https://www.bart.gov/planner\">Trip Planner tool\u003c/a> to include these changes, so remember: if you visit that website \u003cem>before \u003c/em>Aug. 11, you’ll get travel information that will soon be outdated. But another option is to review the upcoming “Aug. 11 and beyond” timetable for the routes you usually take:\u003c/p>\n\u003cp>Yellow Line: \u003cstrong>Antioch to SFO\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Antioch_SFO%20%28Yellow%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Antioch%20to%20SFO%20%28Yellow%29%20Line.pdf\">Weekend schedule\u003c/a>[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']Green Line: \u003cstrong>Berryessa/North San José to Daly City\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Orange Line: \u003cstrong>Berryessa/North San José to Richmond\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Blue Line: \u003cstrong>Dublin/Pleasanton to Daly City\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Red Line: \u003cstrong>Richmond to Millbrae\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%20%202025%20%20WDAY%20Service%20for%20Richmond%20to%20Millbrae%20%28Red%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Richmond%20to%20Millbrae%20%2BSFO%20%28Red%29%20Line.pdf\">Weekend schedule\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>AC Transit: The bus lines being added, rerouted and cut\u003c/h2>\n\u003cp>More than 100 existing AC Transit bus lines all over the East Bay will see changes to their schedules and routes starting Aug. 10.\u003c/p>\n\u003cp>There are some lines, however, that are not seeing any changes at all, including the \u003cstrong>1T\u003c/strong>.\u003c/p>\n\u003cfigure id=\"attachment_12051375\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051375\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An AC transit bus stops to pick up people at the MacArthur BART station on June 24, 2013. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Check if your line will be affected \u003ca href=\"https://www.actransit.org/realign/service-changes\">on AC Transit’s dashboard\u003c/a>.\u003c/p>\n\u003cp>While some of these planned changes impact scheduling (the All Nighter \u003cstrong>801\u003c/strong> line, for example, will now run every 60 minutes), other lines are seeing their routes redrawn to reach more locations. There will also be 14 new lines, some of which are variations of formerly existing routes: \u003cstrong>9, 22, 27, 30, 31, 72L, 211, 231, 281, 627, 633, 639, 678 \u003c/strong>and \u003cstrong>689.\u003c/strong>\u003c/p>\n\u003cp>AC Transit has also decided to eliminate dozens of routes, pointing to low ridership and shifting ridership needs after the pandemic. These lines are: \u003cstrong>10, 20, 21, 29, 33, 39, 46, 47, 72R, 79, 80, 83, 94, 99, 212, 215, 217, 232, 314, 339, 356, 376, 626, 628, 671, 672, 676, as well as lines B, BF3, C, CB, H, LA, M, NX1, NX2, NX4, NXC, OX, S, SB \u003c/strong>and \u003cstrong>Z.\u003c/strong>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Nibras Suliman.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"headline": "BART and AC Transit’s New Schedules and Changes Start This Week. Check If Your Route’s Affected",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> commuters: big changes are coming your way.\u003c/p>\n\u003cp>On Aug. 10, \u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> will begin the so-called “realign” you might have seen signs on buses about: adding 14 new bus lines and updating dozens of existing routes.\u003c/p>\n\u003cp>The very next day, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> will also be making its own — if smaller — changes, with all five train lines getting slight updates to their timetables.\u003c/p>\n\u003cp>Both transit agencies say they’re making the changes to better serve riders and adapt to a post-pandemic reality. While AC Transit ridership \u003ca href=\"https://www.actransit.org/press-release/ac-transit-realign-updating-104-bus-lines-starting-august-10\">is now back at 85%\u003c/a> of what it was before the pandemic, the agency still faces a $41.5 million budget shortfall. While BART is also facing \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">its own financial challenges\u003c/a>, the network’s scheduling changes are apparently intended to help improve the transfer process for commuters who hop between multiple transit agencies to make their journeys.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“With fewer people riding the bus, you’ve got fewer people paying at the fare box,” AC Transit spokesperson Robert Lyles told KQED. “As a result, we need to go back and look at how we can make the system better respond to where people are riding— and how they are riding.”\u003c/p>\n\u003cp>Keep reading for what to know about these upcoming changes in the Bay Area’s biggest public transit systems.\u003c/p>\n\u003cfigure id=\"attachment_12051372\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051372\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>BART: The new schedule changes\u003c/h2>\n\u003cp>The headline: All five BART lines will see changes to both their weekday and weekend schedules. For example, if you are used to taking the orange line at Berryessa Station on weekdays at 7:16 a.m., that train will now be leaving at 8:21 a.m.\u003c/p>\n\u003cp>BART is still updating its \u003ca href=\"https://www.bart.gov/planner\">Trip Planner tool\u003c/a> to include these changes, so remember: if you visit that website \u003cem>before \u003c/em>Aug. 11, you’ll get travel information that will soon be outdated. But another option is to review the upcoming “Aug. 11 and beyond” timetable for the routes you usually take:\u003c/p>\n\u003cp>Yellow Line: \u003cstrong>Antioch to SFO\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Antioch_SFO%20%28Yellow%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Antioch%20to%20SFO%20%28Yellow%29%20Line.pdf\">Weekend schedule\u003c/a>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Green Line: \u003cstrong>Berryessa/North San José to Daly City\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Orange Line: \u003cstrong>Berryessa/North San José to Richmond\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Blue Line: \u003cstrong>Dublin/Pleasanton to Daly City\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Red Line: \u003cstrong>Richmond to Millbrae\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%20%202025%20%20WDAY%20Service%20for%20Richmond%20to%20Millbrae%20%28Red%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Richmond%20to%20Millbrae%20%2BSFO%20%28Red%29%20Line.pdf\">Weekend schedule\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>AC Transit: The bus lines being added, rerouted and cut\u003c/h2>\n\u003cp>More than 100 existing AC Transit bus lines all over the East Bay will see changes to their schedules and routes starting Aug. 10.\u003c/p>\n\u003cp>There are some lines, however, that are not seeing any changes at all, including the \u003cstrong>1T\u003c/strong>.\u003c/p>\n\u003cfigure id=\"attachment_12051375\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051375\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An AC transit bus stops to pick up people at the MacArthur BART station on June 24, 2013. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Check if your line will be affected \u003ca href=\"https://www.actransit.org/realign/service-changes\">on AC Transit’s dashboard\u003c/a>.\u003c/p>\n\u003cp>While some of these planned changes impact scheduling (the All Nighter \u003cstrong>801\u003c/strong> line, for example, will now run every 60 minutes), other lines are seeing their routes redrawn to reach more locations. There will also be 14 new lines, some of which are variations of formerly existing routes: \u003cstrong>9, 22, 27, 30, 31, 72L, 211, 231, 281, 627, 633, 639, 678 \u003c/strong>and \u003cstrong>689.\u003c/strong>\u003c/p>\n\u003cp>AC Transit has also decided to eliminate dozens of routes, pointing to low ridership and shifting ridership needs after the pandemic. These lines are: \u003cstrong>10, 20, 21, 29, 33, 39, 46, 47, 72R, 79, 80, 83, 94, 99, 212, 215, 217, 232, 314, 339, 356, 376, 626, 628, 671, 672, 676, as well as lines B, BF3, C, CB, H, LA, M, NX1, NX2, NX4, NXC, OX, S, SB \u003c/strong>and \u003cstrong>Z.\u003c/strong>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Nibras Suliman.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-shuts-down-entire-train-service-due-to-computer-networking-problem",
"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says",
"publishDate": 1746824731,
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"headTitle": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.[aside postID=news_12037653 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg']At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Bay Area transit system is in the midst of replacing its train control system, but Friday’s outage was caused by network devices not connecting properly, a BART spokesperson said. ",
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"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Now that the federal travel mask mandate has been removed, what's your local Bay Area transit agency enforcing? From BART to Muni and Caltrain, check our list.",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A half-dozen Bay Area transit agencies are stepping up an effort to make it easier for people to use public transportation to get to and from major COVID-19 vaccination sites across the region.\u003c/p>\n\u003cp>The agencies — AC Transit, BART, Golden Gate Transit and Ferry, San Francisco Muni, SamTrans and Santa Clara County's VTA — launched \u003ca href=\"http://www.healthytransitplan.com/vaccination-sites/\" target=\"_blank\" rel=\"noopener noreferrer\">a one-page web guide\u003c/a> Thursday on how to use the services to get to vaccine appointments.\u003c/p>\n\u003cp>All six of the agencies are offering free rides to passengers who have proof they're on their way to or from getting a COVID-19 shot — either a vaccination card or other appointment verification with the current date.\u003c/p>\n\u003cp>The guide is part of the \u003ca href=\"http://www.healthytransitplan.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Bay Area Healthy Transit Plan\u003c/a> website, a portal that details measures that more than two dozen agencies across the region have taken to make riding safe during the pandemic.\u003c/p>\n\u003cp>It's an old story at this point, but it bears repeating: Transit patronage is down, about 70% for Muni and AC Transit, 88% for BART, and 95% for Caltrain and the Golden Gate and San Francisco Bay ferry systems, among other big declines.\u003c/p>\n\u003cp>\u003cem>—\u003ca href=\"https://twitter.com/danbrekke\">Dan Brekke\u003c/a>\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A half-dozen Bay Area transit agencies are stepping up an effort to make it easier for people to use public transportation to get to and from major COVID-19 vaccination sites across the region.\u003c/p>\n\u003cp>The agencies — AC Transit, BART, Golden Gate Transit and Ferry, San Francisco Muni, SamTrans and Santa Clara County's VTA — launched \u003ca href=\"http://www.healthytransitplan.com/vaccination-sites/\" target=\"_blank\" rel=\"noopener noreferrer\">a one-page web guide\u003c/a> Thursday on how to use the services to get to vaccine appointments.\u003c/p>\n\u003cp>All six of the agencies are offering free rides to passengers who have proof they're on their way to or from getting a COVID-19 shot — either a vaccination card or other appointment verification with the current date.\u003c/p>\n\u003cp>The guide is part of the \u003ca href=\"http://www.healthytransitplan.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Bay Area Healthy Transit Plan\u003c/a> website, a portal that details measures that more than two dozen agencies across the region have taken to make riding safe during the pandemic.\u003c/p>\n\u003cp>It's an old story at this point, but it bears repeating: Transit patronage is down, about 70% for Muni and AC Transit, 88% for BART, and 95% for Caltrain and the Golden Gate and San Francisco Bay ferry systems, among other big declines.\u003c/p>\n\u003cp>\u003cem>—\u003ca href=\"https://twitter.com/danbrekke\">Dan Brekke\u003c/a>\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Man on a Bike — and His Mission to Warn Bus Riders About AC Transit Service Disruption",
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"content": "\u003cp>Saturday afternoon, Berkeley resident Manish Goregaokar did his best Paul Revere impression.\u003c/p>\n\u003cp>Goregaokar rode a bike, not a horse. And instead of crying out something like \"the British are coming!\" Goregaokar's warning was more about what \u003cem>wasn't \u003c/em>arriving — AC Transit buses.\u003c/p>\n\u003cp>One by one, stop by stop, he told roughly 30 different AC Transit riders on Saturday afternoon their bus route was experiencing a major service disruption. Many stood waiting for the 51B bus in Berkeley, and were surprised to hear the news.\u003c/p>\n\u003cp>AC Transit did in fact inform riders online about major service delays to the 51B, by 2:43 p.m., on its Twitter account. Its website also \u003ca href=\"http://www.actransit.org/servicebulletins/\">posted a notice about a service disruption\u003c/a> that afternoon.\u003c/p>\n\u003cp>But that was too little, too late, said a relatively new group of public transportation activists, which criticized AC Transit on Twitter for leaving riders stranded.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Goregaokar, a software engineer, belongs to the group, the East Bay Transit Riders Union.\u003c/p>\n\u003cp>\"There was no service notice during the initial delays for the 51B,\" he said. \"I was just really angry at how this was handled.\"\u003c/p>\n\u003cp>But the 51B, which runs from Rockridge BART to the Berkeley Marina via College and University avenues, was far from the only bus line affected.\u003c/p>\n\u003cp>https://twitter.com/ManishEarth/status/1299837338323832832\u003c/p>\n\u003cp>AC Transit had suspended more than a dozen of its North Oakland and Berkeley lines on Thursday — a step the agency took after more than one staffer from its Emeryville bus yard contracted COVID-19, forcing the facility's closure for deep cleaning.\u003c/p>\n\u003cp>That closure, expected to last until Monday, was planned. It was \u003ca href=\"https://www.berkeleyside.com/2020/08/28/most-berkeley-buses-wont-run-until-monday-due-to-covid-19-cleaning\" target=\"_blank\" rel=\"noopener noreferrer\">noticed\u003c/a> online.\u003c/p>\n\u003cp>\"We establish protocols that say we're taking these very advanced steps and are conducting a top-to-bottom cleaning of the facility,\" AC Transit spokesperson Robert Lyles said.\u003c/p>\n\u003cp>But the Emeryville yard's closure may have rippled out and affected service on other routes that were still supposed to run, Lyles added.\u003c/p>\n\u003cp>That includes the 57, NL and the line Goregaokar uses, the 51B, which is one of AC Transit's primary trunk lines. While in pre-pandemic times it serves 8,700 daily riders, on Saturday the 51B saw such infrequent service, riders equated it to a full cancellation.\u003c/p>\n\u003cp>The East Bay Transit Riders\u003ca href=\"https://twitter.com/TransitRidersEB/status/1299852128429592576\"> skewered AC Transit on Twitter\u003c/a> and said the agency needed to do a better job of telling the riding public about service disruptions.\u003c/p>\n\u003cp>While the agency did eventually advise riders about its problems online, those notices fell short of what transit agencies like BART and Muni typically do to spread the word about major service problems.\u003c/p>\n\u003cp>Muni often sends staffers in fluorescent-yellow vests to spread the word about major service disruptions, and direct riders to other routes. They place laminated notices on poles by bus stops and feature a robust digital noticing system that includes text-message alerts.\u003c/p>\n\u003cp>\"We did advise in our earlier e-news notices that 51B would be operating and there would be a great potential for delays,\" Lyles said. And he said that yes, if the agency knows there will be a route cancellation in advance, it is usual practice to place placards warning people at bus stops.\u003c/p>\n\u003cp>But when asked if they placed placards for the currently suspended and disrupted lines, Lyles answered \"no.\"\u003c/p>\n\u003cp>https://twitter.com/TransitRidersEB/status/1300130774578913281\u003c/p>\n\u003cp>That leads us back to Goregaokar and his bike ride. He said he found many people waiting for buses they had no idea weren't running.\u003c/p>\n\u003cp>Riding his bike up and down the route of the 51B he says he told between 20 and 30 people, mostly people of color, that their bus would never come. All were surprised. Many had been waiting for quite a while.\u003c/p>\n\u003cp>One woman he met on College Avenue had a large suitcase — too big to walk with for any distance, he said. What did she do instead?\u003c/p>\n\u003cp>\"She was trying to hitchhike,\" Goregaokar said. \"It was just very striking. You never see hitchhikers in cities, right?\"\u003c/p>\n\u003cp>https://twitter.com/IDoTheThinking/status/1299823391319273473\u003c/p>\n\u003cp>Yvonne Williams, president of AC Transit's operators' union, the Amalgamated Transit Union Local 192, lauded the agency's COVID-19 efforts, including shutting down the Emeryville facility for cleaning.\u003c/p>\n\u003cp>But she said she agrees with the critique that the agency did not do enough to alert riders about service delays.\u003c/p>\n\u003cp>Williams, a 35-year AC Transit employee, said instead of hearing news of the delays from the agency itself, \"I'm hearing it from you, which is not acceptable. What you're saying to me right now causes me a great amount of distress. We're here for the transit riders.\"\u003c/p>\n\u003cp>And as for Goregaokar, she said, \"I'd like to personally call him and thank him.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Making a play on the term \"essential workers,\" she added, \"now that's an essential person, right?\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Goregaokar, a software engineer, belongs to the group, the East Bay Transit Riders Union.\u003c/p>\n\u003cp>\"There was no service notice during the initial delays for the 51B,\" he said. \"I was just really angry at how this was handled.\"\u003c/p>\n\u003cp>But the 51B, which runs from Rockridge BART to the Berkeley Marina via College and University avenues, was far from the only bus line affected.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>AC Transit had suspended more than a dozen of its North Oakland and Berkeley lines on Thursday — a step the agency took after more than one staffer from its Emeryville bus yard contracted COVID-19, forcing the facility's closure for deep cleaning.\u003c/p>\n\u003cp>That closure, expected to last until Monday, was planned. It was \u003ca href=\"https://www.berkeleyside.com/2020/08/28/most-berkeley-buses-wont-run-until-monday-due-to-covid-19-cleaning\" target=\"_blank\" rel=\"noopener noreferrer\">noticed\u003c/a> online.\u003c/p>\n\u003cp>\"We establish protocols that say we're taking these very advanced steps and are conducting a top-to-bottom cleaning of the facility,\" AC Transit spokesperson Robert Lyles said.\u003c/p>\n\u003cp>But the Emeryville yard's closure may have rippled out and affected service on other routes that were still supposed to run, Lyles added.\u003c/p>\n\u003cp>That includes the 57, NL and the line Goregaokar uses, the 51B, which is one of AC Transit's primary trunk lines. While in pre-pandemic times it serves 8,700 daily riders, on Saturday the 51B saw such infrequent service, riders equated it to a full cancellation.\u003c/p>\n\u003cp>The East Bay Transit Riders\u003ca href=\"https://twitter.com/TransitRidersEB/status/1299852128429592576\"> skewered AC Transit on Twitter\u003c/a> and said the agency needed to do a better job of telling the riding public about service disruptions.\u003c/p>\n\u003cp>While the agency did eventually advise riders about its problems online, those notices fell short of what transit agencies like BART and Muni typically do to spread the word about major service problems.\u003c/p>\n\u003cp>Muni often sends staffers in fluorescent-yellow vests to spread the word about major service disruptions, and direct riders to other routes. They place laminated notices on poles by bus stops and feature a robust digital noticing system that includes text-message alerts.\u003c/p>\n\u003cp>\"We did advise in our earlier e-news notices that 51B would be operating and there would be a great potential for delays,\" Lyles said. And he said that yes, if the agency knows there will be a route cancellation in advance, it is usual practice to place placards warning people at bus stops.\u003c/p>\n\u003cp>But when asked if they placed placards for the currently suspended and disrupted lines, Lyles answered \"no.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>That leads us back to Goregaokar and his bike ride. He said he found many people waiting for buses they had no idea weren't running.\u003c/p>\n\u003cp>Riding his bike up and down the route of the 51B he says he told between 20 and 30 people, mostly people of color, that their bus would never come. All were surprised. Many had been waiting for quite a while.\u003c/p>\n\u003cp>One woman he met on College Avenue had a large suitcase — too big to walk with for any distance, he said. What did she do instead?\u003c/p>\n\u003cp>\"She was trying to hitchhike,\" Goregaokar said. \"It was just very striking. You never see hitchhikers in cities, right?\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Yvonne Williams, president of AC Transit's operators' union, the Amalgamated Transit Union Local 192, lauded the agency's COVID-19 efforts, including shutting down the Emeryville facility for cleaning.\u003c/p>\n\u003cp>But she said she agrees with the critique that the agency did not do enough to alert riders about service delays.\u003c/p>\n\u003cp>Williams, a 35-year AC Transit employee, said instead of hearing news of the delays from the agency itself, \"I'm hearing it from you, which is not acceptable. What you're saying to me right now causes me a great amount of distress. We're here for the transit riders.\"\u003c/p>\n\u003cp>And as for Goregaokar, she said, \"I'd like to personally call him and thank him.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Making a play on the term \"essential workers,\" she added, \"now that's an essential person, right?\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How COVID-19 Hit Bay Area Public Transit Hard — and What That Means for You",
"title": "How COVID-19 Hit Bay Area Public Transit Hard — and What That Means for You",
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"content": "\u003cp>\u003cstrong>\u003cem>Skip to the Bay Area public transit you use: \u003c/em>\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#muni\">San Francisco Muni\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#ferry\">Ferry Service\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>There’s no other way to put it: Bay Area transit agencies are struggling.\u003c/p>\n\u003cp>When the coronavirus pandemic hit, many businesses told employees to work from home. Local public health authorities mandated that non-essential workers stay home, too. Ridership on all Bay Area public transit systems plummeted as a result.\u003c/p>\n\u003cp>Agencies have struggled to maintain basic service, keep riders and workers safe and avoid mass layoffs. An infusion of emergency aid from the federal government allowed transit systems to survive, but getting back to “normal” is still far in the future. “We are now facing the complete economic devastation that is the aftermath of this pandemic,” San Francisco Municipal Transportation Agency Director of Transportation Jeffrey Tumlin said on Tuesday’s \u003ca href=\"https://www.kqed.org/forum/2010101877803/how-covid-19-is-changing-public-transit\">KQED Forum\u003c/a>.\u003c/p>\n\u003ch3>What About Safety?\u003c/h3>\n\u003cp>Transit operators have lost hundreds of millions of dollars in revenue since shelter-at-home orders were imposed in March. One of the major challenges they face now is convincing patrons that it’s safe to ride again, even with the coronavirus pandemic still simmering.\u003c/p>\n\u003cp>There’s some evidence that transit isn’t to blame for as much transmission of the coronavirus as authorities and the riding public might believe. Studies of outbreaks in various cities around the world have not detected infection clusters linked to public transportation. And a new article from \u003ca href=\"https://www.theatlantic.com/ideas/archive/2020/06/fear-transit-bad-cities/612979/\">The Atlantic\u003c/a> notes that the incidence of COVID-19 has been low in one of the world’s most crowded, transit-reliant cities:\u003c/p>\n\u003cblockquote>\u003cp>If transit itself were a global super-spreader, then a large outbreak would have been expected in Hong Kong, a city of 7.5 million people dependent on a public transportation system that, before the pandemic, was carrying \u003ca href=\"https://www.gov.hk/en/about/abouthk/factsheets/docs/transport.pdf\">12.9 million people a day\u003c/a>. Ridership there … fell considerably less than in other transit systems around the world. Yet Hong Kong has recorded only about \u003ca href=\"https://coronavirus.jhu.edu/map.html\">1,100 COVID-19 cases\u003c/a>, one-tenth the number in Kansas, which has fewer than half as many people. Replicating Hong Kong’s success may involve safety measures, such as mask wearing, that are not yet ingrained in the U.S., but the evidence only underscores that the coronavirus can spread outside of transit and dense urban environments—which are not inherently harmful.\u003c/p>\u003c/blockquote>\n\u003cp>Scroll down for a status report on the Bay Area’s biggest public transit providers, and see how your local service is being impacted — whether that's\u003cstrong> \u003ca href=\"#muni\">SF Muni\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#ferry\">Bay Area ferries\u003c/a>\u003c/strong> or \u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>.\u003c/p>\n\u003cp>We've also got a look at \u003cstrong>\u003ca href=\"#next\">what could be next\u003c/a>\u003c/strong>.\u003c/p>\n\u003ch3>\u003ca id=\"muni\">\u003c/a>San Francisco Muni\u003c/h3>\n\u003cfigure id=\"attachment_11814785\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814785\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Muni bus stops in front of the nightclub Bruno's, which has a sign that reads, 'Save Lives. Stay Home,' on Mission Street in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni has suspended its cable cars, streetcars and subway and light-rail lines — in addition to canceling service on 70 of 89 bus routes. Now, \u003ca href=\"https://www.sfmta.com/blog/muni-service-changes-starting-june-13\">some service is returning\u003c/a>, with a total of 25 lines running. Tumlin says the current all-bus system is safer because vehicles can operate with windows open, which circulates fresh air and reduces the chance of virus transmission on vehicles. However, he says maintaining 6 feet of social distancing on buses translates into an unsustainable 80% reduction in system capacity that will limit the agency's ability to resume more service.\u003c/p>\n\u003cp>[pullquote size='medium' align='left' citation=\"Jeffrey Tumlin, San Francisco Municipal Transportation Agency\"]'Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time.'[/pullquote]\u003c/p>\n\u003cp>“Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time,” Tumlin said. That means he doesn’t expect Muni will be able to restore all the lines it suspended for up to two years.\u003c/p>\n\u003cp>“This is the financial calamity that’s affecting so many households across the nation, and is also affecting every public agency,” Tumlin said.\u003c/p>\n\u003cp>He said Muni is doing everything it can to make buses safe to ride and to operate. Drivers have protective barriers, wear masks and keep the windows down to increase air circulation. Most buses have rear boarding to facilitate passengers spreading out. The buses are cleaned and sterilized at the end of every shift, about three times a day.\u003c/p>\n\u003cp>“And as far as we know, there are no cases of passengers having contracted COVID-19 on Muni,” Tumlin said. He added that there have been just 14 COVID-19 cases among the agency’s 6,000 employees, and all have recovered. None of those are believed to have contracted the virus in the workplace.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='coronavirus']\u003c/p>\n\u003cp>The pandemic has also revealed interesting equity patterns in ridership. Some lines, like those that run along Mission and out to Visitacion Valley have ridership levels almost at pre-pandemic levels. Muni has been adding service in those areas to reduce congestion.\u003c/p>\n\u003cp>“COVID has revealed the geography of essential workers,” Tumlin said.\u003c/p>\n\u003cp>Tumlin also noted that the SFMTA was not allowed to work on any street projects during shelter-in-place, which set the city back in terms of infrastructure to support biking and walking as alternatives to public transportation. However, the agency has closed streets like the Great Highway, Page, Shotwell and Sanchez to traffic — part of the \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets program\u003c/a> — in order to make more safe spaces for residents to get outside and move.\u003c/p>\n\u003cp>“Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,” Tumlin said.\u003c/p>\n\u003cp>[pullquote size='medium' align='left' citation=\"Jeffrey Tumlin, San Francisco Municipal Transportation Agency\"]'Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,.'[/pullquote]\u003c/p>\n\u003cp>SFMTA is considering a massive network of protected bike lanes that could help make many more San Franciscans feel safer getting around by bike, scooter or on foot. He said they are beginning the political process to get approval for such a plan, but noted similar efforts in the past have come up against stiff pushback from citizens that don’t like change.\u003c/p>\n\u003cp>Many people wonder how agencies like Muni and BART will enforce safety protocols like mask-wearing. Tumlin acknowledges this is a delicate matter. Right now, most agencies do not want their frontline workers confronting passengers in order to make them wear masks. Tumlin says Muni drivers have even been assaulted when they tried to shame passengers into wearing masks. And the conversation about mask enforcement comes in the middle of a national reckoning with policing, making the matter even more complex.\u003c/p>\n\u003ch3>\u003ca id=\"bart\">\u003c/a>BART\u003c/h3>\n\u003cfigure id=\"attachment_11806560\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11806560 size-full\" style=\"font-weight: bold; background-color: transparent; color: #767676;\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A mostly empty BART train travels from Oakland to San Francisco on Tuesday, Mar. 10, 2020.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A mostly empty BART train travels from Oakland to San Francisco on March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART ridership, which averaged over 400,000 people per weekday in pre-pandemic times, dropped to the low 20,000s in April. It has inched up to about 40,000 now — but that's still 90% of its former level.\u003c/p>\n\u003cp>Because the agency depends heavily on fare dollars for daily operations, BART, too, slashed service on both its weekday and weekend schedules. The system is currently open from 5 a.m. through 9 p.m. weekdays and 8 a.m. to 9 p.m. on Saturday and Sunday. And instead of running trains every 15 minutes on each of its five lines, it cut service to once every 30 minutes, effectively cutting the number of trains it runs by half.\u003c/p>\n\u003cp>The agency, like others, is working hard to persuade riders it is safe to return to the trains. It has a \u003ca href=\"https://images.magnetmail.net/images/clients/BOMAsf/attach/BART_15_StepWelcomeBackFactSheet.pdf\">15-point plan \u003c/a>to ensure the safety of passengers, including things like fogging the trains every night, sanitizing all touch points at the end of every run, using the longest trains possible so riders can spread out and requiring masks. Some “Forum” listeners commented, though, that they haven’t seen much enforcement of the mask requirement.\u003c/p>\n\u003cp>But one sign of recovery: BART responded to increased ridership on its “Yellow” line, from Antioch to San Francisco International Airport, and has added trains in both the morning and afternoon between Pleasant Hill and Daly City. The new trains restore the former 15-minute headways between Pleasant Hill and the West Bay from 5 a.m. to 7:30 a.m. and from 3:40 p.m. to 5:10 p.m. weekdays.\u003c/p>\n\u003ch3>\u003ca id=\"actransit\">\u003c/a>AC Transit\u003c/h3>\n\u003cfigure id=\"attachment_121589\" class=\"wp-caption alignnone\" style=\"max-width: 1536px\">\u003cimg class=\"wp-image-121589 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2013/12/RS7039_AC_Transit_14oct2013_0217_web.jpg\" alt=\"\" width=\"1536\" height=\"1024\">\u003cfigcaption class=\"wp-caption-text\">An AC Transit bus in downtown Oakland. \u003ccite>(Sara Bloomberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>AC Transit has not suffered quite the ridership loss that Muni has experienced, with patronage falling a maximum of about 83% in April and rebounding to a 72% loss by the end of May. But like Muni, the East Bay operator is running an essentially free service, with riders required to board through rear doors to maintain physical distancing from drivers.\u003c/p>\n\u003cp>AC Transit is running a Sunday schedule on its East Bay lines and is operating just three of its nearly 30 transbay routes — the F from Berkeley and Emeryville, the O from Fruitvale BART and Alameda and the NL from East Oakland. Popular routes like the double-decker J line through Berkeley are sidelined indefinitely.\u003c/p>\n\u003ch3>\u003ca id=\"ferry\">\u003c/a>Ferry Service\u003c/h3>\n\u003cfigure id=\"attachment_11765444\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11765444 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg\" alt=\"\" width=\"1920\" height=\"1372\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-160x114.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-800x572.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1020x729.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1200x858.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond ferry terminal at the Craneway Pavilion, July 2019. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many Bay Area residents say the ferries are their favorite mode of public transit, but a 98% to 99% loss in ridership has forced both San Francisco Bay Ferry and Golden Gate Transit to suspend some service and significantly cut runs that continue.\u003c/p>\n\u003cp>But things are starting to turn around. S.F. Bay Ferry has restored some runs on its popular Vallejo-San Francisco route, and it resumed service Monday on its Richmond-San Francisco route with five weekday runs each way.\u003c/p>\n\u003cp>One piece of good news on the ferry front is that more money may be on the way to help facilitate S.F. Bay Ferry’s planned expansion. Regional Measure 3, a 2018 bridge toll increase to raise funds for dozens of regional transportation projects, would provide $300 million for the system. A lawsuit challenging the measure — and blocking release of funds — lost in San Francisco Superior Court and is now on appeal.\u003c/p>\n\u003ch3>\u003ca id=\"caltrain\">\u003c/a>Caltrain\u003c/h3>\n\u003cfigure id=\"attachment_11472079\" class=\"wp-caption alignnone\" style=\"max-width: 1280px\">\u003cimg class=\"size-full wp-image-11472079\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg\" alt=\"\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-520x390.jpg 520w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain locomotives at San Francisco's Fourth Street/Townsend station. \u003ccite>(\u003ca href=\"https://flic.kr/p/8hnHZ\" target=\"_blank\">Todd Lappin\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain is in an even more precarious situation than other local transit agencies because it has no local tax revenue to help fund it.\u003c/p>\n\u003cp>There is discussion of a one-eighth cent sales tax in counties that Caltrain serves on the November ballot, which would help. However, during the pandemic Caltrain cut down to run fewer than 50 trains, about half of normal. Recently they’ve increased service to around 70 trains.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>\u003ca id=\"next\">\u003c/a>So... What's Next?\u003c/h3>\n\u003cfigure id=\"attachment_11814270\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814270\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The 24th Street BART Station in San Francisco on March 20, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All the local transit agencies are appealing for more federal funds to get them through the next few years. Without it, most agencies won’t be able to afford to return to pre-pandemic levels of service, especially because new cleaning and distancing rules cost money.\u003c/p>\n\u003cp>State Sen. Scott Wiener from San Francisco has \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB288\">introduced legislation\u003c/a> that would allow local agencies with readily available funds to use them quickly, sidestepping the often cumbersome and drawn out California Environmental Quality Act process. That bill has only just begun to make its way through the legislative process, and wouldn’t produce change until September or October at the earliest.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "From BART and Muni to Caltrain and the ferry, COVID-19's impact on Bay Area public transit has been stark. What does that mean for you, and what's next? ",
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"description": "From BART and Muni to Caltrain and the ferry, COVID-19's impact on Bay Area public transit has been stark. What does that mean for you, and what's next?",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>\u003cem>Skip to the Bay Area public transit you use: \u003c/em>\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#muni\">San Francisco Muni\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#ferry\">Ferry Service\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>There’s no other way to put it: Bay Area transit agencies are struggling.\u003c/p>\n\u003cp>When the coronavirus pandemic hit, many businesses told employees to work from home. Local public health authorities mandated that non-essential workers stay home, too. Ridership on all Bay Area public transit systems plummeted as a result.\u003c/p>\n\u003cp>Agencies have struggled to maintain basic service, keep riders and workers safe and avoid mass layoffs. An infusion of emergency aid from the federal government allowed transit systems to survive, but getting back to “normal” is still far in the future. “We are now facing the complete economic devastation that is the aftermath of this pandemic,” San Francisco Municipal Transportation Agency Director of Transportation Jeffrey Tumlin said on Tuesday’s \u003ca href=\"https://www.kqed.org/forum/2010101877803/how-covid-19-is-changing-public-transit\">KQED Forum\u003c/a>.\u003c/p>\n\u003ch3>What About Safety?\u003c/h3>\n\u003cp>Transit operators have lost hundreds of millions of dollars in revenue since shelter-at-home orders were imposed in March. One of the major challenges they face now is convincing patrons that it’s safe to ride again, even with the coronavirus pandemic still simmering.\u003c/p>\n\u003cp>There’s some evidence that transit isn’t to blame for as much transmission of the coronavirus as authorities and the riding public might believe. Studies of outbreaks in various cities around the world have not detected infection clusters linked to public transportation. And a new article from \u003ca href=\"https://www.theatlantic.com/ideas/archive/2020/06/fear-transit-bad-cities/612979/\">The Atlantic\u003c/a> notes that the incidence of COVID-19 has been low in one of the world’s most crowded, transit-reliant cities:\u003c/p>\n\u003cblockquote>\u003cp>If transit itself were a global super-spreader, then a large outbreak would have been expected in Hong Kong, a city of 7.5 million people dependent on a public transportation system that, before the pandemic, was carrying \u003ca href=\"https://www.gov.hk/en/about/abouthk/factsheets/docs/transport.pdf\">12.9 million people a day\u003c/a>. Ridership there … fell considerably less than in other transit systems around the world. Yet Hong Kong has recorded only about \u003ca href=\"https://coronavirus.jhu.edu/map.html\">1,100 COVID-19 cases\u003c/a>, one-tenth the number in Kansas, which has fewer than half as many people. Replicating Hong Kong’s success may involve safety measures, such as mask wearing, that are not yet ingrained in the U.S., but the evidence only underscores that the coronavirus can spread outside of transit and dense urban environments—which are not inherently harmful.\u003c/p>\u003c/blockquote>\n\u003cp>Scroll down for a status report on the Bay Area’s biggest public transit providers, and see how your local service is being impacted — whether that's\u003cstrong> \u003ca href=\"#muni\">SF Muni\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#ferry\">Bay Area ferries\u003c/a>\u003c/strong> or \u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>.\u003c/p>\n\u003cp>We've also got a look at \u003cstrong>\u003ca href=\"#next\">what could be next\u003c/a>\u003c/strong>.\u003c/p>\n\u003ch3>\u003ca id=\"muni\">\u003c/a>San Francisco Muni\u003c/h3>\n\u003cfigure id=\"attachment_11814785\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814785\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Muni bus stops in front of the nightclub Bruno's, which has a sign that reads, 'Save Lives. Stay Home,' on Mission Street in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni has suspended its cable cars, streetcars and subway and light-rail lines — in addition to canceling service on 70 of 89 bus routes. Now, \u003ca href=\"https://www.sfmta.com/blog/muni-service-changes-starting-june-13\">some service is returning\u003c/a>, with a total of 25 lines running. Tumlin says the current all-bus system is safer because vehicles can operate with windows open, which circulates fresh air and reduces the chance of virus transmission on vehicles. However, he says maintaining 6 feet of social distancing on buses translates into an unsustainable 80% reduction in system capacity that will limit the agency's ability to resume more service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time,” Tumlin said. That means he doesn’t expect Muni will be able to restore all the lines it suspended for up to two years.\u003c/p>\n\u003cp>“This is the financial calamity that’s affecting so many households across the nation, and is also affecting every public agency,” Tumlin said.\u003c/p>\n\u003cp>He said Muni is doing everything it can to make buses safe to ride and to operate. Drivers have protective barriers, wear masks and keep the windows down to increase air circulation. Most buses have rear boarding to facilitate passengers spreading out. The buses are cleaned and sterilized at the end of every shift, about three times a day.\u003c/p>\n\u003cp>“And as far as we know, there are no cases of passengers having contracted COVID-19 on Muni,” Tumlin said. He added that there have been just 14 COVID-19 cases among the agency’s 6,000 employees, and all have recovered. None of those are believed to have contracted the virus in the workplace.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The pandemic has also revealed interesting equity patterns in ridership. Some lines, like those that run along Mission and out to Visitacion Valley have ridership levels almost at pre-pandemic levels. Muni has been adding service in those areas to reduce congestion.\u003c/p>\n\u003cp>“COVID has revealed the geography of essential workers,” Tumlin said.\u003c/p>\n\u003cp>Tumlin also noted that the SFMTA was not allowed to work on any street projects during shelter-in-place, which set the city back in terms of infrastructure to support biking and walking as alternatives to public transportation. However, the agency has closed streets like the Great Highway, Page, Shotwell and Sanchez to traffic — part of the \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets program\u003c/a> — in order to make more safe spaces for residents to get outside and move.\u003c/p>\n\u003cp>“Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,” Tumlin said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFMTA is considering a massive network of protected bike lanes that could help make many more San Franciscans feel safer getting around by bike, scooter or on foot. He said they are beginning the political process to get approval for such a plan, but noted similar efforts in the past have come up against stiff pushback from citizens that don’t like change.\u003c/p>\n\u003cp>Many people wonder how agencies like Muni and BART will enforce safety protocols like mask-wearing. Tumlin acknowledges this is a delicate matter. Right now, most agencies do not want their frontline workers confronting passengers in order to make them wear masks. Tumlin says Muni drivers have even been assaulted when they tried to shame passengers into wearing masks. And the conversation about mask enforcement comes in the middle of a national reckoning with policing, making the matter even more complex.\u003c/p>\n\u003ch3>\u003ca id=\"bart\">\u003c/a>BART\u003c/h3>\n\u003cfigure id=\"attachment_11806560\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11806560 size-full\" style=\"font-weight: bold; background-color: transparent; color: #767676;\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A mostly empty BART train travels from Oakland to San Francisco on Tuesday, Mar. 10, 2020.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A mostly empty BART train travels from Oakland to San Francisco on March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART ridership, which averaged over 400,000 people per weekday in pre-pandemic times, dropped to the low 20,000s in April. It has inched up to about 40,000 now — but that's still 90% of its former level.\u003c/p>\n\u003cp>Because the agency depends heavily on fare dollars for daily operations, BART, too, slashed service on both its weekday and weekend schedules. The system is currently open from 5 a.m. through 9 p.m. weekdays and 8 a.m. to 9 p.m. on Saturday and Sunday. And instead of running trains every 15 minutes on each of its five lines, it cut service to once every 30 minutes, effectively cutting the number of trains it runs by half.\u003c/p>\n\u003cp>The agency, like others, is working hard to persuade riders it is safe to return to the trains. It has a \u003ca href=\"https://images.magnetmail.net/images/clients/BOMAsf/attach/BART_15_StepWelcomeBackFactSheet.pdf\">15-point plan \u003c/a>to ensure the safety of passengers, including things like fogging the trains every night, sanitizing all touch points at the end of every run, using the longest trains possible so riders can spread out and requiring masks. Some “Forum” listeners commented, though, that they haven’t seen much enforcement of the mask requirement.\u003c/p>\n\u003cp>But one sign of recovery: BART responded to increased ridership on its “Yellow” line, from Antioch to San Francisco International Airport, and has added trains in both the morning and afternoon between Pleasant Hill and Daly City. The new trains restore the former 15-minute headways between Pleasant Hill and the West Bay from 5 a.m. to 7:30 a.m. and from 3:40 p.m. to 5:10 p.m. weekdays.\u003c/p>\n\u003ch3>\u003ca id=\"actransit\">\u003c/a>AC Transit\u003c/h3>\n\u003cfigure id=\"attachment_121589\" class=\"wp-caption alignnone\" style=\"max-width: 1536px\">\u003cimg class=\"wp-image-121589 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2013/12/RS7039_AC_Transit_14oct2013_0217_web.jpg\" alt=\"\" width=\"1536\" height=\"1024\">\u003cfigcaption class=\"wp-caption-text\">An AC Transit bus in downtown Oakland. \u003ccite>(Sara Bloomberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>AC Transit has not suffered quite the ridership loss that Muni has experienced, with patronage falling a maximum of about 83% in April and rebounding to a 72% loss by the end of May. But like Muni, the East Bay operator is running an essentially free service, with riders required to board through rear doors to maintain physical distancing from drivers.\u003c/p>\n\u003cp>AC Transit is running a Sunday schedule on its East Bay lines and is operating just three of its nearly 30 transbay routes — the F from Berkeley and Emeryville, the O from Fruitvale BART and Alameda and the NL from East Oakland. Popular routes like the double-decker J line through Berkeley are sidelined indefinitely.\u003c/p>\n\u003ch3>\u003ca id=\"ferry\">\u003c/a>Ferry Service\u003c/h3>\n\u003cfigure id=\"attachment_11765444\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11765444 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg\" alt=\"\" width=\"1920\" height=\"1372\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-160x114.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-800x572.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1020x729.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1200x858.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond ferry terminal at the Craneway Pavilion, July 2019. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many Bay Area residents say the ferries are their favorite mode of public transit, but a 98% to 99% loss in ridership has forced both San Francisco Bay Ferry and Golden Gate Transit to suspend some service and significantly cut runs that continue.\u003c/p>\n\u003cp>But things are starting to turn around. S.F. Bay Ferry has restored some runs on its popular Vallejo-San Francisco route, and it resumed service Monday on its Richmond-San Francisco route with five weekday runs each way.\u003c/p>\n\u003cp>One piece of good news on the ferry front is that more money may be on the way to help facilitate S.F. Bay Ferry’s planned expansion. Regional Measure 3, a 2018 bridge toll increase to raise funds for dozens of regional transportation projects, would provide $300 million for the system. A lawsuit challenging the measure — and blocking release of funds — lost in San Francisco Superior Court and is now on appeal.\u003c/p>\n\u003ch3>\u003ca id=\"caltrain\">\u003c/a>Caltrain\u003c/h3>\n\u003cfigure id=\"attachment_11472079\" class=\"wp-caption alignnone\" style=\"max-width: 1280px\">\u003cimg class=\"size-full wp-image-11472079\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg\" alt=\"\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-520x390.jpg 520w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain locomotives at San Francisco's Fourth Street/Townsend station. \u003ccite>(\u003ca href=\"https://flic.kr/p/8hnHZ\" target=\"_blank\">Todd Lappin\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain is in an even more precarious situation than other local transit agencies because it has no local tax revenue to help fund it.\u003c/p>\n\u003cp>There is discussion of a one-eighth cent sales tax in counties that Caltrain serves on the November ballot, which would help. However, during the pandemic Caltrain cut down to run fewer than 50 trains, about half of normal. Recently they’ve increased service to around 70 trains.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>\u003ca id=\"next\">\u003c/a>So... What's Next?\u003c/h3>\n\u003cfigure id=\"attachment_11814270\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814270\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The 24th Street BART Station in San Francisco on March 20, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All the local transit agencies are appealing for more federal funds to get them through the next few years. Without it, most agencies won’t be able to afford to return to pre-pandemic levels of service, especially because new cleaning and distancing rules cost money.\u003c/p>\n\u003cp>State Sen. Scott Wiener from San Francisco has \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB288\">introduced legislation\u003c/a> that would allow local agencies with readily available funds to use them quickly, sidestepping the often cumbersome and drawn out California Environmental Quality Act process. That bill has only just begun to make its way through the legislative process, and wouldn’t produce change until September or October at the earliest.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Bay Area transit agencies have been hit hard by the coronavirus pandemic and resulting stay-at-home orders.\u003c/p>\n\u003cul>\n\u003cli>Muni has eliminated all metro and light-rail service, and suspended service on close to 70 of its 89 bus routes.\u003c/li>\n\u003cli>BART ridership is down 92%.\u003c/li>\n\u003cli>AC Transit is running a Sunday schedule all the time.\u003c/li>\n\u003c/ul>\n\u003cp>As stay-at home orders start to ease up, what do you want to know about how your commute will be impacted? Ask using the form below.\u003c/p>\n\u003cp>We’ll answer your questions on June 1 on \u003ca href=\"https://www.kqed.org/forum\">KQED Forum\u003c/a>, and online at \u003ca href=\"http://kqed.org/\">KQED.org\u003c/a>.\u003c/p>\n\u003cp>\u003cscript async src=\"https://modules.wearehearken.com/kqed/embed/5663.js\">\u003c/script>\u003c/p>\n\u003cp>\u003cem>If our question form doesn’t show up above \u003ca href=\"https://modules.wearehearken.com/kqed/embed/5663/share\">find it here.\u003c/a> \u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transit agencies have been hit hard by the coronavirus pandemic and resulting stay-at-home orders.\u003c/p>\n\u003cul>\n\u003cli>Muni has eliminated all metro and light-rail service, and suspended service on close to 70 of its 89 bus routes.\u003c/li>\n\u003cli>BART ridership is down 92%.\u003c/li>\n\u003cli>AC Transit is running a Sunday schedule all the time.\u003c/li>\n\u003c/ul>\n\u003cp>As stay-at home orders start to ease up, what do you want to know about how your commute will be impacted? Ask using the form below.\u003c/p>\n\u003cp>We’ll answer your questions on June 1 on \u003ca href=\"https://www.kqed.org/forum\">KQED Forum\u003c/a>, and online at \u003ca href=\"http://kqed.org/\">KQED.org\u003c/a>.\u003c/p>\n\u003cp>\u003cscript async src=\"https://modules.wearehearken.com/kqed/embed/5663.js\">\u003c/script>\u003c/p>\n\u003cp>\u003cem>If our question form doesn’t show up above \u003ca href=\"https://modules.wearehearken.com/kqed/embed/5663/share\">find it here.\u003c/a> \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Bay Area Transit: What's Running, What's Not During Regional 'Shelter in Place' Order",
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"content": "\u003cp>Most Bay Area transit agencies say they will continue to operate on more or less normal schedules despite the “shelter in place” order health official have imposed on most of the region in an attempt to limit the spread of novel coronavirus.\u003c/p>\n\u003cp>The major exceptions to that \"more or less normal\" rule: San Francisco Bay Ferry and Golden Gate Transit, both of which announced major service cuts in the wake of the shelter in place announcement Monday. (See details below.)\u003c/p>\n\u003cp>\u003ca href=\"https://assets.documentcloud.org/documents/6811378/Health-Officer-Order-Shelter-in-Place-20200316.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">The order\u003c/a> takes effect at 12:01 a.m. Tuesday and lasts through April 7. It designates public transit as an essential service that will continue to operate.\u003c/p>\n\u003cp>The directive — covering Alameda, Contra Costa, Marin, San Francisco, San Mateo and Santa Clara counties as well as the city of Berkeley — also allows taxis and ride-hailing services Lyft and Uber to continue operations during the three-week stay-at-home period.\u003c/p>\n\u003cp>Here’s a breakdown of major transit agency plans:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> The rapid transit agency will continue to operate normal service. That service will include trains long enough to allow passengers to observe \"social distancing\" guidelines and stay at least 6 feet from fellow riders. BART has experienced a costly plunge in ridership, which is down by as much as 50% on weekdays and 61% on weekends. More information: \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225#Shelter%20in%20place\" target=\"_blank\" rel=\"noopener noreferrer\">BART continues regular service during shelter in place\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Muni:\u003c/strong> The Bay Area's busiest transit agency is suspending express bus lines running to the city's largely deserted Financial District. The following lines will not run Tuesday:\u003cbr>\n1AX/BX, 7X, 14X, 30X, 31AX/BX, 38AX/BX, 41, 81X, 82X, 83X, 88, 714, NX.\u003c/p>\n\u003cp>Jeffrey Tumlin, the city's director of transportation, said at a Monday evening press briefing the changes were designed \"to reallocate service to our neighborhood lines and lines that serve our critical health care facilities so that our passengers can maintain social distancing while on the bus.\"\u003c/p>\n\u003cp>Muni is also shutting down its cable cars and E- and F-line streetcars and replacing them with bus shuttles. Tumlin said those changes are being made to insure that Muni operators can remain in partitioned cabs, with minimal exposure to passengers. More information: \u003ca href=\"https://www.sfmta.com/projects/covid-19-developments-response\" target=\"_blank\" rel=\"noopener noreferrer\">COVID 19 Developments and Response.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>AC Transit:\u003c/strong> Bus agency has suspended supplemental bus service for schools throughout the East Bay. District spokesman Robert Lyles said Monday afternoon that AC Transit will continue to run its normal transbay and local bus service \"until further notice.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Peninsula/South Bay rail agency is suspending its Baby Bullet express service between San Jose’s Diridon Station and the 4th and Townsend station in San Francisco. But Caltrain says it will continue to run its 55 local and limited trains— runs that take 25 to 35 minutes longer than the Baby Bullets to make the trip from San Jose to San Francisco. More information: \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Transit_District_Statement__Novel_Coronavirus__COVID-19__6595.html\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain statement\u003c/a> and \u003ca href=\"http://www.caltrain.com/schedules/weekdaytimetable/Upcoming_Reduced_Schedule_March_17__2020.html\" target=\"_blank\" rel=\"noopener noreferrer\">new schedule effective March 17\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Golden Gate Transit:\u003c/strong> Marin County agency will reduce bus and ferry service between Marin County and San Francisco beginning Tuesday. Details here: \u003ca href=\"https://www.goldengate.org/golden-gate-bus--ferry-services-adjusted-during-coronavirus-pandemic/\" target=\"_blank\" rel=\"noopener noreferrer\">Golden Gate Transit Service Adjustments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry:\u003c/strong> The Water Emergency Transportation Agency is \u003ca href=\"https://sanfranciscobayferry.com/sites/sfbf/files/uploads/PR%20Reduced%20Service%20200316%20FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">slashing service\u003c/a> starting Tuesday, suspending trips to Harbor Bay, Richmond, South San Francisco and San Francisco's Pier 41 and cutting several runs on its service between the San Francisco Ferry Building and Oakland/Alameda Main Street and Vallejo. The agency also canceled all weekend service. See \u003ca href=\"https://sanfranciscobayferry.com/news/shelter\" target=\"_blank\" rel=\"noopener noreferrer\">the revised schedule\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency says it will continue running normal weekday service on a non-school-day basis (buses will skip stops marked \"school days only\" on schedules). More information: \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Maintain_Service_During_Shelter_In_Place_Public_Health_Order.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans to Maintain Service During Shelter in Place Public Health Order\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Santa Clara Valley Transportation Authority:\u003c/strong> VTA has suspended school service and shortened some of its light-rail runs from three-car trains to two- or one-car trains. Bus service continues on a normal basis, \u003ca href=\"https://www.vta.org/blog/vta-service-updates\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a>, pending an ongoing review of ridership data.\u003c/p>\n\u003cp>\u003cstrong>SMART\u003c/strong>: The Sonoma-Marin Area Rail Transportation Agency \u003ca href=\"https://www.sonomamarintrain.org/node/383\" target=\"_blank\" rel=\"noopener noreferrer\">has canceled\u003c/a> weekend service through April 5 but will continue with its normal weekday schedule \"at this time.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>WestCAT:\u003c/strong> Transit agency for western Contra Costa County has suspended school service but \u003ca href=\"https://www.westcat.org/\" target=\"_blank\" rel=\"noopener noreferrer\">is continuing\u003c/a> normal commute service.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Most Bay Area transit agencies say they will continue to operate on more or less normal schedules despite the “shelter in place” order health official have imposed on most of the region in an attempt to limit the spread of novel coronavirus.\u003c/p>\n\u003cp>The major exceptions to that \"more or less normal\" rule: San Francisco Bay Ferry and Golden Gate Transit, both of which announced major service cuts in the wake of the shelter in place announcement Monday. (See details below.)\u003c/p>\n\u003cp>\u003ca href=\"https://assets.documentcloud.org/documents/6811378/Health-Officer-Order-Shelter-in-Place-20200316.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">The order\u003c/a> takes effect at 12:01 a.m. Tuesday and lasts through April 7. It designates public transit as an essential service that will continue to operate.\u003c/p>\n\u003cp>The directive — covering Alameda, Contra Costa, Marin, San Francisco, San Mateo and Santa Clara counties as well as the city of Berkeley — also allows taxis and ride-hailing services Lyft and Uber to continue operations during the three-week stay-at-home period.\u003c/p>\n\u003cp>Here’s a breakdown of major transit agency plans:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> The rapid transit agency will continue to operate normal service. That service will include trains long enough to allow passengers to observe \"social distancing\" guidelines and stay at least 6 feet from fellow riders. BART has experienced a costly plunge in ridership, which is down by as much as 50% on weekdays and 61% on weekends. More information: \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225#Shelter%20in%20place\" target=\"_blank\" rel=\"noopener noreferrer\">BART continues regular service during shelter in place\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Muni:\u003c/strong> The Bay Area's busiest transit agency is suspending express bus lines running to the city's largely deserted Financial District. The following lines will not run Tuesday:\u003cbr>\n1AX/BX, 7X, 14X, 30X, 31AX/BX, 38AX/BX, 41, 81X, 82X, 83X, 88, 714, NX.\u003c/p>\n\u003cp>Jeffrey Tumlin, the city's director of transportation, said at a Monday evening press briefing the changes were designed \"to reallocate service to our neighborhood lines and lines that serve our critical health care facilities so that our passengers can maintain social distancing while on the bus.\"\u003c/p>\n\u003cp>Muni is also shutting down its cable cars and E- and F-line streetcars and replacing them with bus shuttles. Tumlin said those changes are being made to insure that Muni operators can remain in partitioned cabs, with minimal exposure to passengers. More information: \u003ca href=\"https://www.sfmta.com/projects/covid-19-developments-response\" target=\"_blank\" rel=\"noopener noreferrer\">COVID 19 Developments and Response.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>AC Transit:\u003c/strong> Bus agency has suspended supplemental bus service for schools throughout the East Bay. District spokesman Robert Lyles said Monday afternoon that AC Transit will continue to run its normal transbay and local bus service \"until further notice.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Peninsula/South Bay rail agency is suspending its Baby Bullet express service between San Jose’s Diridon Station and the 4th and Townsend station in San Francisco. But Caltrain says it will continue to run its 55 local and limited trains— runs that take 25 to 35 minutes longer than the Baby Bullets to make the trip from San Jose to San Francisco. More information: \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Transit_District_Statement__Novel_Coronavirus__COVID-19__6595.html\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain statement\u003c/a> and \u003ca href=\"http://www.caltrain.com/schedules/weekdaytimetable/Upcoming_Reduced_Schedule_March_17__2020.html\" target=\"_blank\" rel=\"noopener noreferrer\">new schedule effective March 17\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Golden Gate Transit:\u003c/strong> Marin County agency will reduce bus and ferry service between Marin County and San Francisco beginning Tuesday. Details here: \u003ca href=\"https://www.goldengate.org/golden-gate-bus--ferry-services-adjusted-during-coronavirus-pandemic/\" target=\"_blank\" rel=\"noopener noreferrer\">Golden Gate Transit Service Adjustments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry:\u003c/strong> The Water Emergency Transportation Agency is \u003ca href=\"https://sanfranciscobayferry.com/sites/sfbf/files/uploads/PR%20Reduced%20Service%20200316%20FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">slashing service\u003c/a> starting Tuesday, suspending trips to Harbor Bay, Richmond, South San Francisco and San Francisco's Pier 41 and cutting several runs on its service between the San Francisco Ferry Building and Oakland/Alameda Main Street and Vallejo. The agency also canceled all weekend service. See \u003ca href=\"https://sanfranciscobayferry.com/news/shelter\" target=\"_blank\" rel=\"noopener noreferrer\">the revised schedule\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency says it will continue running normal weekday service on a non-school-day basis (buses will skip stops marked \"school days only\" on schedules). More information: \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Maintain_Service_During_Shelter_In_Place_Public_Health_Order.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans to Maintain Service During Shelter in Place Public Health Order\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Santa Clara Valley Transportation Authority:\u003c/strong> VTA has suspended school service and shortened some of its light-rail runs from three-car trains to two- or one-car trains. Bus service continues on a normal basis, \u003ca href=\"https://www.vta.org/blog/vta-service-updates\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a>, pending an ongoing review of ridership data.\u003c/p>\n\u003cp>\u003cstrong>SMART\u003c/strong>: The Sonoma-Marin Area Rail Transportation Agency \u003ca href=\"https://www.sonomamarintrain.org/node/383\" target=\"_blank\" rel=\"noopener noreferrer\">has canceled\u003c/a> weekend service through April 5 but will continue with its normal weekday schedule \"at this time.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>WestCAT:\u003c/strong> Transit agency for western Contra Costa County has suspended school service but \u003ca href=\"https://www.westcat.org/\" target=\"_blank\" rel=\"noopener noreferrer\">is continuing\u003c/a> normal commute service.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
"science-friday": {
"id": "science-friday",
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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