Tahoe by Public Transit? How to Get There by Train or Bus — and How to Get Around When You’re There
BART Service Resumes After Network Failure Disrupts Morning Commute
Ongoing Clipper 2.0 Issues Plague Bay Area Transit Agencies, Seniors and Low-Income Riders
West Oakland RV Fire Cause of Hourslong BART Transbay Tube Shutdown
Newsom Signs $590 Million Loan to Avert Drastic Bay Area Transit Cuts
A Decade on, the Bay Area Is Hosting Another Super Bowl. How Have Prices Changed Since 2016?
Clipper 2.0 Was Supposed to Modernize Transit Payments. Its Rollout Was a Flop
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"title": "Tahoe by Public Transit? How to Get There by Train or Bus — and How to Get Around When You’re There",
"publishDate": 1772712016,
"format": "standard",
"headTitle": "Tahoe by Public Transit? How to Get There by Train or Bus — and How to Get Around When You’re There | KQED",
"labelTerm": {
"site": "news"
},
"content": "\u003cp>\u003cspan style=\"font-weight: 400;\">For many people, one of the best parts about living in the\u003ca href=\"https://www.kqed.org/news/tag/bay-area\"> Bay Area\u003c/a> is its proximity to Lake Tahoe — for endless skiing, hiking and beach-laying opportunities, just a few hours away.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">But anyone who’s a Tahoe regular knows that \u003c/span>\u003ca href=\"https://renonr.com/2025/05/29/the-trouble-with-tahoe-traffic-experts-and-jurisdictions-are-floating-solutions-to-a-complex-problem/\">\u003cspan style=\"font-weight: 400;\">fighting traffic \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">— both en route to the region and while you’re there — is often the worst part of the visit.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And with many Tahoe-area ski resorts also now requiring hard-to-get parking reservations on weekends and holidays, you might be extra tempted to investigate taking public transit to the region instead.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">So if you’re looking for a car-free alternative to visiting Tahoe, keep reading for what to know about getting to — and then getting around — Tahoe without a car.\u003c/span>\u003cb>\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\n\u003ch2>\u003cb>\u003ca href=\"#OnceImtherehowcanIgetaroundTahoewithoutacar\">Jump straight to: Once I’m there, how can I get around Tahoe without a car?\u003c/a>\u003c/b>\u003c/h2>\n\u003c/li>\n\u003c/ul>\n\u003ch2>\u003cb>Method #1: Taking the train to Tahoe\u003c/b>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400;\">For a smooth ride that offers beautiful views, you can take the \u003c/span>\u003ca href=\"https://www.amtrak.com/california-zephyr-train\">\u003cspan style=\"font-weight: 400;\">California Zephyr\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">, an Amtrak train, from Emeryville or Richmond and get off at Truckee. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The ride takes at least 5 hours, so bring a book or podcast and just enjoy the scenery as you glide up to the Sierra. \u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075342\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075342\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers enjoy the mountain views on the way to Truckee in the observation car of the California Zephyr on Feb. 6, 2023. \u003ccite>(Sarah Wright/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">One-way train tickets range from around $30 to $50 each, depending on demand, putting your total trip cost to around $100.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What else to know about taking the train to Tahoe:\u003c/span>\u003c/p>\n\u003cp>\u003cb>This train runs just once per day\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The Zephyr leaves the Bay Area or Truckee in the morning with no additional services — so make sure this kind of inflexibility fits your schedule before booking. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The eastbound route leaves Richmond at 8:35 a.m., and the westbound Zephyr departs Truckee at 10:33 a.m. each day.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Once you get in the mountains, hang out in the observation car \u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The California Zephyr’s observation car is one of the most beautiful, wholesome places I have ever been. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">So if you’re on the fence about taking the train to Tahoe — maybe you’re concerned that some of the hassle isn’t worth it — let those views be the one reason that convinces you to switch things up.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075351\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075351\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530.jpg\" alt=\"\" width=\"1980\" height=\"1329\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530-1536x1031.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">California Zephyr Train with Snow-Capped Mountains in Utah, USA, 1964. \u003ccite>(GHI/Universal History Archive via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">To make sure you get a prime seat in time for the scenic mountain views, consider ditching your seat a bit early, around the Roseville stop on the way up, to find a seat in the observation car: a special car with large windows and swiveling seats, where you can make the most of the mountain views. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Don’t expect to work or get too much done in the observation car. This space tends to have somewhat of a calm, sacred air about it, with passengers actually tuned into their surroundings and even chatting casually with strangers. \u003c/span>\u003cspan style=\"font-weight: 400;\">You might see lots of kids and retirees filling the seats and commingling over the sweeping views. \u003c/span>\u003c/p>\n\u003cp>\u003cb>All trains have outlets, but there is no WiFi onboard\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">… and cell service can be spotty along the route. (Another reason you probably won’t get much work done.)\u003c/span>\u003c/p>\n\u003cp>\u003cb>If connecting from BART, use Richmond \u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Taking BART to Amtrak? I recommend booking your ticket from Richmond to Truckee rather than Emeryville, as the BART station is conveniently connected to the Amtrak platform, making getting on board pretty seamless.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075343\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075343\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers enjoy the mountain views on the way to Truckee in the observation car of the California Zephyr on Feb. 6, 2023. \u003ccite>(Sarah Wright/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">(But if you’re coming from San Francisco, you’d rather save a few dollars on BART fare, there’s an \u003c/span>\u003ca href=\"https://www.amtrak.com/stations/sfc\">\u003cspan style=\"font-weight: 400;\">Amtrak shuttle bus\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> from the Emeryville station to downtown San Francisco, which is included in your ticket.)\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Method #2: Taking the ‘ski bus’ to Tahoe\u003c/strong>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you want the faster, more reliable option for skiing, take the ski bus. \u003c/span>\u003ca href=\"https://shop.sportsbasement.com/collections/sports-basement-outdoors-ski-bus?srsltid=AfmBOorx83gfaX5q3awev73ZvScJ4wrWSo6AoxHyMdNGvNzYnnCTHhcn\">\u003cspan style=\"font-weight: 400;\">Sports Basement\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> runs its Tahoe ski bus directly from its retail locations across the Bay Area to Palisades Tahoe, Kirkwood, Sierra-at-Tahoe, Northstar, Bear Valley and Sugar Bowl resorts.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12064965\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064965\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2.png\" alt=\"\" width=\"1920\" height=\"1279\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2-160x107.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2-1536x1023.png 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bear Valley Mountain Resort is one of the smaller Central Sierra resorts offered on the Cali Pass. \u003ccite>(Courtesy of Bear Valley Mountain Resort)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Onboard, you can expect outlets, bathrooms and some beverages. Ski buses run rain or shine, but they are affected by traffic and road closures. Round-trip tickets on the ski bus are around $100.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What else to know about taking the ski bus:\u003c/span>\u003c/p>\n\u003cp>\u003cb>It’s a weekend-only option — and for the day only\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Buses depart at 5 a.m. from the Bay Area and leave the resort at around 4 p.m. after lifts close. But these buses don’t run on weekdays, and while you can theoretically take the bus one way, you’ll have to pay the price of a round-trip ticket regardless.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11980519\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11980519\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Snow blanketed South Lake Tahoe in California on Nov. 8, 2022. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And your ticket is only valid for the same day, so if you wanted to stay overnight and get the next day’s afternoon ski bus, you’d need to pay for \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400;\">two \u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400;\">round-trip tickets.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Your ticket could get you cheaper skiing\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Bus tickets come with discounted lift tickets from some participating ski resorts.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Sports Basement also offers discounted 4-pack ski bus tickets if you plan on using this travel method multiple times in the season. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Method #3: Taking the train + bus combo\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you want more flexible timing and don’t mind a transfer, take the \u003c/span>\u003ca href=\"https://www.capitolcorridor.org/\">\u003cspan style=\"font-weight: 400;\">Capitol Corridor\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> train to Sacramento — and then the \u003c/span>\u003ca href=\"https://www.capitolcorridor.org/busschedule/Bus_Schedules.pdf?v=26012026v2\">\u003cspan style=\"font-weight: 400;\">Amtrak bus\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> to Truckee or South Lake Tahoe. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">This way, you’ll get a speedy (and scenic) ride to Sacramento, then hop on the bus for the remainder of your trip.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11977893\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11977893\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681.jpg\" alt=\"\" width=\"1024\" height=\"688\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681-800x538.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681-1020x685.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681-160x108.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">People walk along Donner Pass Road as snow continues to fall in downtown Truckee on Saturday, March 2, 2024. \u003ccite>(Jane Tyska/Digital First Media/East Bay Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And because the Capital Corridor runs more frequently than the California Zephyr, and has both morning and afternoon trains that’ll get you into Truckee at around 2 p.m. or 6 p.m., depending on your preference, you can tailor your journey more closely to your needs. \u003c/span>\u003cspan style=\"font-weight: 400;\">This is the most flexible option, with Capital Corridor trains in the morning and afternoon.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What else to know about taking the Capitol Corridor and the Amtrak bus:\u003c/span>\u003c/p>\n\u003cp>\u003cb>There’s onboard WiFi on the train\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">….unlike on the Zephyr. \u003c/span>\u003c/p>\n\u003cp>\u003cb>You could save money\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Not only is the train portion reliably fast, and the schedule more flexible than the Zephyr, but tickets tend to be cheap. One-way mixed service tickets are around $50 each way, for a total trip cost of $100. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Yes, the transfer can be a hassle\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Especially if you’ve brought a lot of gear for your trip, having to unload your stuff off the train and onto the Amtrak bus is the biggest downside of this travel method.\u003c/span>\u003c/p>\n\u003ch2>\u003cb>What else to know about taking public transit to Tahoe \u003c/b>\u003c/h2>\n\u003cp>\u003cb>Expect delays and stay flexible\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">No matter which option you choose, be aware that weather conditions \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400;\">will \u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400;\">affect your journey. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Because it’s a cross-country train that comes all the way from Chicago, the California Zephyr can be especially prone to severe delays on its westbound route back to the Bay Area.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075345\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075345\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The mountain views on the way to Truckee in the observation car of the California Zephyr on Feb. 6, 2023. \u003ccite>(Sarah Wright/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Meaning that while you should be on time going east to Tahoe, your return trip from Truckee may be many hours behind due to weather elsewhere in the country, even if the Sierra is clear.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The ski bus isn’t immune to delays either — and, unlike the Zephyr, can get caught in busy traffic on Highway 80 during busy weekends.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Don’t plan a flying visit\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Unless you’re the Sports Basement bus for the day, you’ll probably have to take off on Friday and Monday to get the most out of a weekend trip. If you’re able to swing remote work, lots of people on the train are working and power outlets are plentiful (but double check beforehand whether your transit method of choice has WiFi – the California Zephyr does not.)\u003c/span>\u003c/p>\n\u003cp>\u003cb>Bring your own food — or expect to pay onboard\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">No matter which route you go, consider packing your own food for the journey.[aside postID=news_12073376 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/B-Peter-Grubb-Hut_resized.jpg']\u003c/span>\u003cspan style=\"font-weight: 400;\">It will save you time and stress, and you can think of it like a picnic to enjoy while you watch the scenery slip by.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">That said, both the Capitol Corridor and the California Zephyr have \u003c/span>\u003ca href=\"https://www.amtrak.com/cafe-car\">\u003cspan style=\"font-weight: 400;\">cafe cars\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> where you can buy basic meals and beverages. But be warned: the meals, in my experience, tend to be somewhat overpriced for what you get. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Yes, you can still bring lots of luggage\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Don’t worry if you’re bringing your entire family and ski setup — all of the transit options at your disposal have \u003c/span>\u003ca href=\"https://www.amtrak.com/bring-skis-and-snowboards-on-train\">\u003cspan style=\"font-weight: 400;\">plenty of room\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> for luggage, and are in fact expecting it. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Most trains and buses also allow you to bring a bike if you’re planning to ride while you’re up at the lake. Just be sure to \u003c/span>\u003ca href=\"https://www.amtrak.com/bring-your-bicycle-onboard\">\u003cspan style=\"font-weight: 400;\">make a reservation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> that includes a bike.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And be aware that if you’re choosing the “Capitol Corridor + Amtrak bus” route, you’ll have to transfer yourself and all your stuff onto your next mode of transportation.\u003c/span>\u003c/p>\n\u003ch2>\u003ca id=\"OnceImtherehowcanIgetaroundTahoewithoutacar\">\u003c/a>Once I’m there, how can I travel around Tahoe on public transit?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What happens once you arrive in Truckee or South Lake Tahoe and you don’t have a car? \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Uber, Lyft and taxis do operate in Tahoe, but wait times can be extremely long, and rides are expensive, so I wouldn’t recommend relying on this option alone. But don’t stress: There are ample transportation options around the lake. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Bus systems around Tahoe\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you’re around the north shore of Lake Tahoe, near spots like Truckee or Tahoe City, the main bus system you’ll be using is called TART: the \u003c/span>\u003ca href=\"https://tahoetruckeetransit.com/\">\u003cspan style=\"font-weight: 400;\">Tahoe Area Regional Transportation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> system.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">These routes serve ski resorts like Northstar, Palisades Tahoe and there’s even a shuttle to Sugar Bowl Resort.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">On the South Shore, the \u003c/span>\u003ca href=\"https://www.tahoetransportation.org/transit/\">\u003cspan style=\"font-weight: 400;\">Tahoe Transportation District\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> also operates a few buses that service South Lake Tahoe and Heavenly Valley Resort.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075347\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075347\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Kings Beach on the north shore of Lake Tahoe in 2022. \u003ccite>(Carly Severn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Just make sure to check schedules well in advance, as many of the routes on both the south and north shores run infrequently — typically once per hour or every half hour at peak times, so don’t miss your ride.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">However, your patience and flexibility will be rewarded: Both transit systems are entirely free to ride. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If your accommodations are flexible, consider staying near a TART or TTD stop so you can hop directly on the bus from your hotel or rental home.\u003c/span>\u003c/p>\n\u003cp>\u003cb>‘Microtransit’ routes and shuttles\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you’re far away from a main bus stop, or just want more flexible options, there are now also several so-called microtransit options around the lake. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">One is the \u003c/span>\u003ca href=\"https://tahoetruckeetransit.com/parkandride/\">\u003cspan style=\"font-weight: 400;\">TART Park and Ride program,\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> said Sara Van Siclen, executive director of the Truckee North Tahoe Transportation Management Association.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11904374\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11904374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An Olympic symbol at Palisades Tahoe reminds visitors today of the ski resort’s history as host of the 1960 Winter Games. \u003ccite>(Chloe Veltman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">These shuttles get skiers from the transit centers in places like Tahoe City and Truckee to ski resorts like Palisades Tahoe and Northstar on weekends and Sugar Bowl Resort every day all winter long, with added shuttles on holiday weekends. \u003c/span>\u003cspan style=\"font-weight: 400;\">There are no reservations required, and the shuttles are completely free.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">“With the implementation of parking reservations at the resorts, this has just helped get people who already know that they don’t have a place to go to have another option to get to the resort,” Van Siclen said. \u003c/span>\u003cspan style=\"font-weight: 400;\">“And it’s helped reduce some of the traffic that we see, especially on that [Highway] 89 corridor.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">In South Lake Tahoe, free on-demand service \u003c/span>\u003ca href=\"https://ss-tma.org/lake-link/\">\u003cspan style=\"font-weight: 400;\">Lake Link\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> takes passengers from downtown as far as Zephyr Cove. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Just download the app and request a ride — but make sure you do so with some time buffer, to avoid waiting too long.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">In the North Shore, \u003c/span>\u003ca href=\"https://tahoetruckeetransit.com/tart-connect/\">\u003cspan style=\"font-weight: 400;\">TART Connect\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> can take you around Truckee, Tahoe City and Kings Beach. This microtransit option is zone-based, so you won’t be able to get between the cities themselves using microtransit. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">(One thing to know: TART Connect is \u003c/span>\u003ca href=\"https://www.moonshineink.com/tahoe-news/why-nevadas-tart-connect-disappeared/\">\u003cspan style=\"font-weight: 400;\">no longer available\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> in Incline Village because of a lapse in funding, so if you’re staying in Incline, you’ll have to rely on the main TART bus routes only.)\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12018143\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018143\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A view of Heavenly gondola of Heavenly ski resort in South Lake Tahoe, California, on Jan. 14, 2024. \u003ccite>(Tayfun Coskun/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And if you’re staying in Olympic Valley or Alpine Meadows to access Palisades Tahoe, you can call a free \u003c/span>\u003ca href=\"https://www.mountaineertransit.org/\">\u003cspan style=\"font-weight: 400;\">Mountaineer\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> shuttle to get you to the resort and, in the evenings, between its two base areas. (To get out to Truckee or Tahoe City, you’ll have to use TART Connect.)\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">All of these microtransit options, Van Siclen said, are meant to be “curb to curb” services connecting transit riders to bus stops that can then get them anywhere they’d like to go. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Or, if you’re just trying to make a short trip — for example, to a dinner reservation — she said, microtransit can get you there.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And if you’ve decided to fly in and out of the Reno-Tahoe International Airport, the \u003c/span>\u003ca href=\"https://northlaketahoeexpress.com/\">\u003cspan style=\"font-weight: 400;\">North Lake Tahoe Express\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> can take you from the airport to the north shore. One-way shuttles cost $99 per person, and make sure you have a reservation.\u003c/span>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Traveling to Tahoe on public transit can be worth it, especially for the views — but you’ll need to be a flexible traveler.",
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"title": "Tahoe by Public Transit? How to Get There by Train or Bus — and How to Get Around When You’re There | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400;\">For many people, one of the best parts about living in the\u003ca href=\"https://www.kqed.org/news/tag/bay-area\"> Bay Area\u003c/a> is its proximity to Lake Tahoe — for endless skiing, hiking and beach-laying opportunities, just a few hours away.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">But anyone who’s a Tahoe regular knows that \u003c/span>\u003ca href=\"https://renonr.com/2025/05/29/the-trouble-with-tahoe-traffic-experts-and-jurisdictions-are-floating-solutions-to-a-complex-problem/\">\u003cspan style=\"font-weight: 400;\">fighting traffic \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">— both en route to the region and while you’re there — is often the worst part of the visit.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And with many Tahoe-area ski resorts also now requiring hard-to-get parking reservations on weekends and holidays, you might be extra tempted to investigate taking public transit to the region instead.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">So if you’re looking for a car-free alternative to visiting Tahoe, keep reading for what to know about getting to — and then getting around — Tahoe without a car.\u003c/span>\u003cb>\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\n\u003ch2>\u003cb>\u003ca href=\"#OnceImtherehowcanIgetaroundTahoewithoutacar\">Jump straight to: Once I’m there, how can I get around Tahoe without a car?\u003c/a>\u003c/b>\u003c/h2>\n\u003c/li>\n\u003c/ul>\n\u003ch2>\u003cb>Method #1: Taking the train to Tahoe\u003c/b>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400;\">For a smooth ride that offers beautiful views, you can take the \u003c/span>\u003ca href=\"https://www.amtrak.com/california-zephyr-train\">\u003cspan style=\"font-weight: 400;\">California Zephyr\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">, an Amtrak train, from Emeryville or Richmond and get off at Truckee. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The ride takes at least 5 hours, so bring a book or podcast and just enjoy the scenery as you glide up to the Sierra. \u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075342\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075342\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4706-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers enjoy the mountain views on the way to Truckee in the observation car of the California Zephyr on Feb. 6, 2023. \u003ccite>(Sarah Wright/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">One-way train tickets range from around $30 to $50 each, depending on demand, putting your total trip cost to around $100.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What else to know about taking the train to Tahoe:\u003c/span>\u003c/p>\n\u003cp>\u003cb>This train runs just once per day\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The Zephyr leaves the Bay Area or Truckee in the morning with no additional services — so make sure this kind of inflexibility fits your schedule before booking. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The eastbound route leaves Richmond at 8:35 a.m., and the westbound Zephyr departs Truckee at 10:33 a.m. each day.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Once you get in the mountains, hang out in the observation car \u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The California Zephyr’s observation car is one of the most beautiful, wholesome places I have ever been. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">So if you’re on the fence about taking the train to Tahoe — maybe you’re concerned that some of the hassle isn’t worth it — let those views be the one reason that convinces you to switch things up.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075351\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075351\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530.jpg\" alt=\"\" width=\"1980\" height=\"1329\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-916055530-1536x1031.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">California Zephyr Train with Snow-Capped Mountains in Utah, USA, 1964. \u003ccite>(GHI/Universal History Archive via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">To make sure you get a prime seat in time for the scenic mountain views, consider ditching your seat a bit early, around the Roseville stop on the way up, to find a seat in the observation car: a special car with large windows and swiveling seats, where you can make the most of the mountain views. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Don’t expect to work or get too much done in the observation car. This space tends to have somewhat of a calm, sacred air about it, with passengers actually tuned into their surroundings and even chatting casually with strangers. \u003c/span>\u003cspan style=\"font-weight: 400;\">You might see lots of kids and retirees filling the seats and commingling over the sweeping views. \u003c/span>\u003c/p>\n\u003cp>\u003cb>All trains have outlets, but there is no WiFi onboard\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">… and cell service can be spotty along the route. (Another reason you probably won’t get much work done.)\u003c/span>\u003c/p>\n\u003cp>\u003cb>If connecting from BART, use Richmond \u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Taking BART to Amtrak? I recommend booking your ticket from Richmond to Truckee rather than Emeryville, as the BART station is conveniently connected to the Amtrak platform, making getting on board pretty seamless.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075343\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075343\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4665-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers enjoy the mountain views on the way to Truckee in the observation car of the California Zephyr on Feb. 6, 2023. \u003ccite>(Sarah Wright/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">(But if you’re coming from San Francisco, you’d rather save a few dollars on BART fare, there’s an \u003c/span>\u003ca href=\"https://www.amtrak.com/stations/sfc\">\u003cspan style=\"font-weight: 400;\">Amtrak shuttle bus\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> from the Emeryville station to downtown San Francisco, which is included in your ticket.)\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Method #2: Taking the ‘ski bus’ to Tahoe\u003c/strong>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you want the faster, more reliable option for skiing, take the ski bus. \u003c/span>\u003ca href=\"https://shop.sportsbasement.com/collections/sports-basement-outdoors-ski-bus?srsltid=AfmBOorx83gfaX5q3awev73ZvScJ4wrWSo6AoxHyMdNGvNzYnnCTHhcn\">\u003cspan style=\"font-weight: 400;\">Sports Basement\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> runs its Tahoe ski bus directly from its retail locations across the Bay Area to Palisades Tahoe, Kirkwood, Sierra-at-Tahoe, Northstar, Bear Valley and Sugar Bowl resorts.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12064965\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064965\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2.png\" alt=\"\" width=\"1920\" height=\"1279\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2-160x107.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Bear-Valley-2-1536x1023.png 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bear Valley Mountain Resort is one of the smaller Central Sierra resorts offered on the Cali Pass. \u003ccite>(Courtesy of Bear Valley Mountain Resort)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Onboard, you can expect outlets, bathrooms and some beverages. Ski buses run rain or shine, but they are affected by traffic and road closures. Round-trip tickets on the ski bus are around $100.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What else to know about taking the ski bus:\u003c/span>\u003c/p>\n\u003cp>\u003cb>It’s a weekend-only option — and for the day only\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Buses depart at 5 a.m. from the Bay Area and leave the resort at around 4 p.m. after lifts close. But these buses don’t run on weekdays, and while you can theoretically take the bus one way, you’ll have to pay the price of a round-trip ticket regardless.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11980519\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11980519\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/GettyImages-1244621245_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Snow blanketed South Lake Tahoe in California on Nov. 8, 2022. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And your ticket is only valid for the same day, so if you wanted to stay overnight and get the next day’s afternoon ski bus, you’d need to pay for \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400;\">two \u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400;\">round-trip tickets.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Your ticket could get you cheaper skiing\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Bus tickets come with discounted lift tickets from some participating ski resorts.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Sports Basement also offers discounted 4-pack ski bus tickets if you plan on using this travel method multiple times in the season. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Method #3: Taking the train + bus combo\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you want more flexible timing and don’t mind a transfer, take the \u003c/span>\u003ca href=\"https://www.capitolcorridor.org/\">\u003cspan style=\"font-weight: 400;\">Capitol Corridor\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> train to Sacramento — and then the \u003c/span>\u003ca href=\"https://www.capitolcorridor.org/busschedule/Bus_Schedules.pdf?v=26012026v2\">\u003cspan style=\"font-weight: 400;\">Amtrak bus\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> to Truckee or South Lake Tahoe. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">This way, you’ll get a speedy (and scenic) ride to Sacramento, then hop on the bus for the remainder of your trip.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11977893\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11977893\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681.jpg\" alt=\"\" width=\"1024\" height=\"688\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681-800x538.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681-1020x685.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/GettyImages-2053478681-160x108.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">People walk along Donner Pass Road as snow continues to fall in downtown Truckee on Saturday, March 2, 2024. \u003ccite>(Jane Tyska/Digital First Media/East Bay Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And because the Capital Corridor runs more frequently than the California Zephyr, and has both morning and afternoon trains that’ll get you into Truckee at around 2 p.m. or 6 p.m., depending on your preference, you can tailor your journey more closely to your needs. \u003c/span>\u003cspan style=\"font-weight: 400;\">This is the most flexible option, with Capital Corridor trains in the morning and afternoon.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What else to know about taking the Capitol Corridor and the Amtrak bus:\u003c/span>\u003c/p>\n\u003cp>\u003cb>There’s onboard WiFi on the train\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">….unlike on the Zephyr. \u003c/span>\u003c/p>\n\u003cp>\u003cb>You could save money\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Not only is the train portion reliably fast, and the schedule more flexible than the Zephyr, but tickets tend to be cheap. One-way mixed service tickets are around $50 each way, for a total trip cost of $100. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Yes, the transfer can be a hassle\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Especially if you’ve brought a lot of gear for your trip, having to unload your stuff off the train and onto the Amtrak bus is the biggest downside of this travel method.\u003c/span>\u003c/p>\n\u003ch2>\u003cb>What else to know about taking public transit to Tahoe \u003c/b>\u003c/h2>\n\u003cp>\u003cb>Expect delays and stay flexible\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">No matter which option you choose, be aware that weather conditions \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400;\">will \u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400;\">affect your journey. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Because it’s a cross-country train that comes all the way from Chicago, the California Zephyr can be especially prone to severe delays on its westbound route back to the Bay Area.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075345\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075345\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_4654-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The mountain views on the way to Truckee in the observation car of the California Zephyr on Feb. 6, 2023. \u003ccite>(Sarah Wright/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Meaning that while you should be on time going east to Tahoe, your return trip from Truckee may be many hours behind due to weather elsewhere in the country, even if the Sierra is clear.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">The ski bus isn’t immune to delays either — and, unlike the Zephyr, can get caught in busy traffic on Highway 80 during busy weekends.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Don’t plan a flying visit\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Unless you’re the Sports Basement bus for the day, you’ll probably have to take off on Friday and Monday to get the most out of a weekend trip. If you’re able to swing remote work, lots of people on the train are working and power outlets are plentiful (but double check beforehand whether your transit method of choice has WiFi – the California Zephyr does not.)\u003c/span>\u003c/p>\n\u003cp>\u003cb>Bring your own food — or expect to pay onboard\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">No matter which route you go, consider packing your own food for the journey.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003cspan style=\"font-weight: 400;\">It will save you time and stress, and you can think of it like a picnic to enjoy while you watch the scenery slip by.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">That said, both the Capitol Corridor and the California Zephyr have \u003c/span>\u003ca href=\"https://www.amtrak.com/cafe-car\">\u003cspan style=\"font-weight: 400;\">cafe cars\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> where you can buy basic meals and beverages. But be warned: the meals, in my experience, tend to be somewhat overpriced for what you get. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Yes, you can still bring lots of luggage\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Don’t worry if you’re bringing your entire family and ski setup — all of the transit options at your disposal have \u003c/span>\u003ca href=\"https://www.amtrak.com/bring-skis-and-snowboards-on-train\">\u003cspan style=\"font-weight: 400;\">plenty of room\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> for luggage, and are in fact expecting it. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Most trains and buses also allow you to bring a bike if you’re planning to ride while you’re up at the lake. Just be sure to \u003c/span>\u003ca href=\"https://www.amtrak.com/bring-your-bicycle-onboard\">\u003cspan style=\"font-weight: 400;\">make a reservation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> that includes a bike.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And be aware that if you’re choosing the “Capitol Corridor + Amtrak bus” route, you’ll have to transfer yourself and all your stuff onto your next mode of transportation.\u003c/span>\u003c/p>\n\u003ch2>\u003ca id=\"OnceImtherehowcanIgetaroundTahoewithoutacar\">\u003c/a>Once I’m there, how can I travel around Tahoe on public transit?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400;\">What happens once you arrive in Truckee or South Lake Tahoe and you don’t have a car? \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Uber, Lyft and taxis do operate in Tahoe, but wait times can be extremely long, and rides are expensive, so I wouldn’t recommend relying on this option alone. But don’t stress: There are ample transportation options around the lake. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Bus systems around Tahoe\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you’re around the north shore of Lake Tahoe, near spots like Truckee or Tahoe City, the main bus system you’ll be using is called TART: the \u003c/span>\u003ca href=\"https://tahoetruckeetransit.com/\">\u003cspan style=\"font-weight: 400;\">Tahoe Area Regional Transportation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> system.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">These routes serve ski resorts like Northstar, Palisades Tahoe and there’s even a shuttle to Sugar Bowl Resort.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">On the South Shore, the \u003c/span>\u003ca href=\"https://www.tahoetransportation.org/transit/\">\u003cspan style=\"font-weight: 400;\">Tahoe Transportation District\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> also operates a few buses that service South Lake Tahoe and Heavenly Valley Resort.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12075347\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075347\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/251209-SNOWY-TAHOE-CS-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Kings Beach on the north shore of Lake Tahoe in 2022. \u003ccite>(Carly Severn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Just make sure to check schedules well in advance, as many of the routes on both the south and north shores run infrequently — typically once per hour or every half hour at peak times, so don’t miss your ride.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">However, your patience and flexibility will be rewarded: Both transit systems are entirely free to ride. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If your accommodations are flexible, consider staying near a TART or TTD stop so you can hop directly on the bus from your hotel or rental home.\u003c/span>\u003c/p>\n\u003cp>\u003cb>‘Microtransit’ routes and shuttles\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">If you’re far away from a main bus stop, or just want more flexible options, there are now also several so-called microtransit options around the lake. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">One is the \u003c/span>\u003ca href=\"https://tahoetruckeetransit.com/parkandride/\">\u003cspan style=\"font-weight: 400;\">TART Park and Ride program,\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> said Sara Van Siclen, executive director of the Truckee North Tahoe Transportation Management Association.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11904374\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11904374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/RS53524_olympic-sign-qut-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An Olympic symbol at Palisades Tahoe reminds visitors today of the ski resort’s history as host of the 1960 Winter Games. \u003ccite>(Chloe Veltman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">These shuttles get skiers from the transit centers in places like Tahoe City and Truckee to ski resorts like Palisades Tahoe and Northstar on weekends and Sugar Bowl Resort every day all winter long, with added shuttles on holiday weekends. \u003c/span>\u003cspan style=\"font-weight: 400;\">There are no reservations required, and the shuttles are completely free.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">“With the implementation of parking reservations at the resorts, this has just helped get people who already know that they don’t have a place to go to have another option to get to the resort,” Van Siclen said. \u003c/span>\u003cspan style=\"font-weight: 400;\">“And it’s helped reduce some of the traffic that we see, especially on that [Highway] 89 corridor.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">In South Lake Tahoe, free on-demand service \u003c/span>\u003ca href=\"https://ss-tma.org/lake-link/\">\u003cspan style=\"font-weight: 400;\">Lake Link\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> takes passengers from downtown as far as Zephyr Cove. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Just download the app and request a ride — but make sure you do so with some time buffer, to avoid waiting too long.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">In the North Shore, \u003c/span>\u003ca href=\"https://tahoetruckeetransit.com/tart-connect/\">\u003cspan style=\"font-weight: 400;\">TART Connect\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> can take you around Truckee, Tahoe City and Kings Beach. This microtransit option is zone-based, so you won’t be able to get between the cities themselves using microtransit. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">(One thing to know: TART Connect is \u003c/span>\u003ca href=\"https://www.moonshineink.com/tahoe-news/why-nevadas-tart-connect-disappeared/\">\u003cspan style=\"font-weight: 400;\">no longer available\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> in Incline Village because of a lapse in funding, so if you’re staying in Incline, you’ll have to rely on the main TART bus routes only.)\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12018143\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018143\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SouthLakeTahoeHeavenlySkiGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A view of Heavenly gondola of Heavenly ski resort in South Lake Tahoe, California, on Jan. 14, 2024. \u003ccite>(Tayfun Coskun/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And if you’re staying in Olympic Valley or Alpine Meadows to access Palisades Tahoe, you can call a free \u003c/span>\u003ca href=\"https://www.mountaineertransit.org/\">\u003cspan style=\"font-weight: 400;\">Mountaineer\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> shuttle to get you to the resort and, in the evenings, between its two base areas. (To get out to Truckee or Tahoe City, you’ll have to use TART Connect.)\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">All of these microtransit options, Van Siclen said, are meant to be “curb to curb” services connecting transit riders to bus stops that can then get them anywhere they’d like to go. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Or, if you’re just trying to make a short trip — for example, to a dinner reservation — she said, microtransit can get you there.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">And if you’ve decided to fly in and out of the Reno-Tahoe International Airport, the \u003c/span>\u003ca href=\"https://northlaketahoeexpress.com/\">\u003cspan style=\"font-weight: 400;\">North Lake Tahoe Express\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> can take you from the airport to the north shore. One-way shuttles cost $99 per person, and make sure you have a reservation.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> service resumed Thursday morning after a computer hardware failure caused a temporary disruption, according to the transit agency.\u003c/p>\n\u003cp>The issue temporarily shut down service between West Oakland and 24th Street, and halted the Red and Green Lines, affecting thousands of riders during the morning commute. Service was restored just before 9 a.m.\u003c/p>\n\u003cp>Jenny Orbell, a BART rider in West Oakland, said she was going to have to take multiple buses to get to her office in downtown San Francisco, where she has to deliver a presentation at 11:30 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Hopefully I’ll make it in time,” she said, noting that there also were no Ubers picking up from the station. “Not ideal.”\u003c/p>\n\u003cp>During the 45-minute outage, BART’s operations control center was unable to control routing, and its public announcement system was down, according to BART assistant general manager Shane Edwards. He told the agency’s board of directors Thursday that a computer network hardware failure at the Lake Merritt station caused the outage.\u003c/p>\n\u003cp>“That was a single-point of failure,” Edwards said.\u003c/p>\n\u003cp>In an update on social media, BART said that it was able to restore service after cutting to another device.\u003c/p>\n\u003cp>Edwards said the agency would look “tonight” for a long-term fix for the issue.[aside postID=news_12074359 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg']The meltdown is the second service disruption on BART this week, after \u003ca href=\"https://www.kqed.org/news/12074259/west-oakland-rv-fire-cause-of-hours-long-bart-transbay-tube-shutdown\">an RV fire in West Oakland\u003c/a> sizzled critical radio communication cables, and the latest in a series of \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">major incidents affecting service\u003c/a> in the past year, as the agency deals with a major financial crisis. BART has struggled to rebound after the COVID-19 pandemic, which tanked ridership and led to an increase in long-term remote work.\u003c/p>\n\u003cp>Board Director Janice Li said the repeated outages hurt the transit system’s efforts to recoup daily riders.\u003c/p>\n\u003cp>“I was already seeing people being like, ‘Is BART the right decision for me right now?’” she said during the Thursday directors’ meeting. “We could be in such an even better place if we weren’t having these service outages. It just breaks trust with our riders.”\u003c/p>\n\u003cp>She said even though the disruption was short, 45 minutes “makes all the difference” for commuters.\u003c/p>\n\u003cp>At MacArthur Station in Oakland, Katherine Sanderlin was left hanging during her commute into San Francisco. She said she moved here from New York City, where she said she believes buses would have been “ready to go” if the subway were interrupted.\u003c/p>\n\u003cp>“The frustrating thing for me about the infrastructure here is that it’s not centered on the experience of people trying to do their work in the city. And that is hard,” she told KQED.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/btorres\">\u003cem>Blanca Torres,\u003c/em>\u003c/a> \u003ca href=\"https://www.kqed.org/author/epeppel\">\u003cem>Eliza Peppel\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/abandlamudi\">\u003cem>Adhiti Bandlamudi\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> service resumed Thursday morning after a computer hardware failure caused a temporary disruption, according to the transit agency.\u003c/p>\n\u003cp>The issue temporarily shut down service between West Oakland and 24th Street, and halted the Red and Green Lines, affecting thousands of riders during the morning commute. Service was restored just before 9 a.m.\u003c/p>\n\u003cp>Jenny Orbell, a BART rider in West Oakland, said she was going to have to take multiple buses to get to her office in downtown San Francisco, where she has to deliver a presentation at 11:30 a.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Hopefully I’ll make it in time,” she said, noting that there also were no Ubers picking up from the station. “Not ideal.”\u003c/p>\n\u003cp>During the 45-minute outage, BART’s operations control center was unable to control routing, and its public announcement system was down, according to BART assistant general manager Shane Edwards. He told the agency’s board of directors Thursday that a computer network hardware failure at the Lake Merritt station caused the outage.\u003c/p>\n\u003cp>“That was a single-point of failure,” Edwards said.\u003c/p>\n\u003cp>In an update on social media, BART said that it was able to restore service after cutting to another device.\u003c/p>\n\u003cp>Edwards said the agency would look “tonight” for a long-term fix for the issue.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The meltdown is the second service disruption on BART this week, after \u003ca href=\"https://www.kqed.org/news/12074259/west-oakland-rv-fire-cause-of-hours-long-bart-transbay-tube-shutdown\">an RV fire in West Oakland\u003c/a> sizzled critical radio communication cables, and the latest in a series of \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">major incidents affecting service\u003c/a> in the past year, as the agency deals with a major financial crisis. BART has struggled to rebound after the COVID-19 pandemic, which tanked ridership and led to an increase in long-term remote work.\u003c/p>\n\u003cp>Board Director Janice Li said the repeated outages hurt the transit system’s efforts to recoup daily riders.\u003c/p>\n\u003cp>“I was already seeing people being like, ‘Is BART the right decision for me right now?’” she said during the Thursday directors’ meeting. “We could be in such an even better place if we weren’t having these service outages. It just breaks trust with our riders.”\u003c/p>\n\u003cp>She said even though the disruption was short, 45 minutes “makes all the difference” for commuters.\u003c/p>\n\u003cp>At MacArthur Station in Oakland, Katherine Sanderlin was left hanging during her commute into San Francisco. She said she moved here from New York City, where she said she believes buses would have been “ready to go” if the subway were interrupted.\u003c/p>\n\u003cp>“The frustrating thing for me about the infrastructure here is that it’s not centered on the experience of people trying to do their work in the city. And that is hard,” she told KQED.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/btorres\">\u003cem>Blanca Torres,\u003c/em>\u003c/a> \u003ca href=\"https://www.kqed.org/author/epeppel\">\u003cem>Eliza Peppel\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/abandlamudi\">\u003cem>Adhiti Bandlamudi\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "ongoing-clipper-2-0-issues-plague-bay-area-transit-agencies-seniors-and-low-income-riders",
"title": "Ongoing Clipper 2.0 Issues Plague Bay Area Transit Agencies, Seniors and Low-Income Riders",
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"headTitle": "Ongoing Clipper 2.0 Issues Plague Bay Area Transit Agencies, Seniors and Low-Income Riders | KQED",
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"content": "\u003cp>More than two months after the debut of \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">next generation Clipper\u003c/a>, glitches continue to plague the fare payment system, leaving transit agencies unsure of their revenue, riders guessing at how much money is on their cards and the entire project far behind schedule.\u003c/p>\n\u003cp>Representatives from Cubic Transportation Systems, which holds the over $400 million contract to develop and run the new payment system, also known as Clipper 2.0, appeared before the Clipper Executive Board on Monday to once again deliver a laundry list of problems with the long-awaited update, and a timeline for solutions.\u003c/p>\n\u003cp>“We have remaining issues that continue to affect riders, frontline staff and operators, and we take those issues seriously and continue to work to resolve specific issues with vending machines, inspection devices, and account transitions,” said Peter Montgomery-Torrellas, the president of Cubic Transportation Systems.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Next generation Clipper promised long-awaited improvements like transfer discounts, the option to pay with a credit or debit card and the ability to apply for discounted accounts online. It’s the first major update to the Clipper system since it debuted — then known as TransLink — in 2006. But the rollout of the system has been plagued with errors that have taken months to fix, frustrating transit agencies and riders alike.\u003c/p>\n\u003cp>Transit riders who have been upgraded to next-generation Clipper have experienced a variety of issues, including being overcharged, the inability to access their accounts, and customer service representatives who themselves are stymied by software issues.\u003c/p>\n\u003cp>At Monday’s meeting, transit officials from around the region emphasized the negative effects Clipper 2.0 has had on their customers.\u003c/p>\n\u003cfigure id=\"attachment_12074395\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12074395 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie (left) and SFMTA Director Julie Kirschbaum (right) pose for a picture in one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It feels to me like we have made the first next-generation Clipper users beta testers,” said Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>The new system has also caused unreliability in the fare inspection devices used by transit agencies like Caltrain and Muni.\u003c/p>\n\u003cp>“If we can’t check proof of payment, that affects our ability to collect the funding that we need to run our agency,” said Jason Baker, director of government affairs for Caltrain.\u003c/p>\n\u003cp>Cubic acknowledged issues with fare inspection devices, including overly long transaction times, and said that it was in the process of updating the machines to fix them, with work on that front set to continue into April.[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“We do fare inspections on 100-person crowded Muni buses, and that transaction time is just making fair compliance impossible,” Kirschbaum said.\u003c/p>\n\u003cp>Data from WSP USA Services Inc., the company contracted to staff the Clipper customer service center, indicates many customers are still experiencing issues with the system. About 2,000 Clipper customers call the customer service center each weekday, although average wait times have trended downward over the last few weeks — around 26 minutes, down from over 40.\u003c/p>\n\u003cp>In Clipper 2.0’s implementation, the Metropolitan Transportation Commission prioritized upgrading the accounts of users on Clipper START, a discounted fare program for low-income riders and those with discounted youth or senior accounts. People also had the opportunity to jumpstart the upgrade by calling Clipper customer service.\u003c/p>\n\u003cp>At Monday’s meeting, Denis Mulligan, the general manager of the Golden Gate Highway & Transportation District, lamented that those groups, in particular, have suffered the brunt of next generation Clipper’s faults.\u003c/p>\n\u003cp>‘For the last two and a half months, seniors trying to ride transit to see their grandkids or go to appointments have had challenges with Clipper. The same thing for poor people in our community,” Mulligan said. “They did not do anything wrong. Cubic rolled out Clipper 2.0, and they lost the ability to live their lives like they normally do.”\u003c/p>\n\u003cfigure id=\"attachment_12067633\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067633\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The MTC originally estimated that it would take eight to 12 weeks to upgrade all Clipper users’ accounts to the new version, but as that date draws near, less than 10%of the estimated 15 million cards have been upgraded.\u003c/p>\n\u003cp>Initially, the MTC planned to migrate Clipper users’ accounts in large batches, but the intensity of the glitches has meant that Cubic has only been able to do the upgrades “on demand,” when customers contact customer service.\u003c/p>\n\u003cp>Mulligan implored Cubic to hold off on larger-batch transfers to Clipper 2.0 until all the glitches were ironed out.\u003c/p>\n\u003cp>“Until we address all the outstanding seniors and poor individuals who have a dysfunctioning Clipper account, we should not do bulk migration,” he said.[aside postID=news_12073891 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GETTYIMAGES-2262016709-KQED.jpg']Christy Wegener, the executive director of the Livermore Amador Valley Transit Authority, said that at the current rate, with about seven to eight thousand accounts upgraded per day, it would take over three years to fully transition all accounts to next-generation Clipper.\u003c/p>\n\u003cp>Last month, BART General Manager Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>At Monday’s meeting, it appeared that threshold had not been reached, although some board members suggested that after the dust settles, the MTC should review what went wrong with Clipper 2.0.\u003c/p>\n\u003cp>“What went wrong from when Clipper 2.0 was tested to whoever made the decision and said ‘Yes, let’s go live?’” said Danielle Schmitz, executive director of Napa Valley Transportation Authority, who indicated support for an “after-action review.”\u003c/p>\n\u003cp>Cubic has laid out a timeline for resolution of existing problems, with most expected to be solved by mid-March. The company said that less than 1% of the 920,000 cards that have been upgraded to next generation Clipper still have issues.\u003c/p>\n\u003cp>In the meantime, some transit agencies reported being skittish about recommending Clipper to riders during high-profile events, a choice made all the more consequential by the\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\"> looming budget crisis\u003c/a> for many of them.\u003c/p>\n\u003cp>“During the Super Bowl or anything that whole week, we really just sort of focused on [tap to pay debit and credit cards,]” said Carolyn Gonot, the general manager of the Santa Clara Valley Transportation Authority. “Buying Clipper cards was a little nerve-racking because we didn’t know if they would work.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The company responsible for Clipper’s new fare payment system said that it was making progress on resolving issues, as transit agency leaders voiced their frustration with ongoing glitches.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than two months after the debut of \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">next generation Clipper\u003c/a>, glitches continue to plague the fare payment system, leaving transit agencies unsure of their revenue, riders guessing at how much money is on their cards and the entire project far behind schedule.\u003c/p>\n\u003cp>Representatives from Cubic Transportation Systems, which holds the over $400 million contract to develop and run the new payment system, also known as Clipper 2.0, appeared before the Clipper Executive Board on Monday to once again deliver a laundry list of problems with the long-awaited update, and a timeline for solutions.\u003c/p>\n\u003cp>“We have remaining issues that continue to affect riders, frontline staff and operators, and we take those issues seriously and continue to work to resolve specific issues with vending machines, inspection devices, and account transitions,” said Peter Montgomery-Torrellas, the president of Cubic Transportation Systems.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next generation Clipper promised long-awaited improvements like transfer discounts, the option to pay with a credit or debit card and the ability to apply for discounted accounts online. It’s the first major update to the Clipper system since it debuted — then known as TransLink — in 2006. But the rollout of the system has been plagued with errors that have taken months to fix, frustrating transit agencies and riders alike.\u003c/p>\n\u003cp>Transit riders who have been upgraded to next-generation Clipper have experienced a variety of issues, including being overcharged, the inability to access their accounts, and customer service representatives who themselves are stymied by software issues.\u003c/p>\n\u003cp>At Monday’s meeting, transit officials from around the region emphasized the negative effects Clipper 2.0 has had on their customers.\u003c/p>\n\u003cfigure id=\"attachment_12074395\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12074395 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie (left) and SFMTA Director Julie Kirschbaum (right) pose for a picture in one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It feels to me like we have made the first next-generation Clipper users beta testers,” said Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>The new system has also caused unreliability in the fare inspection devices used by transit agencies like Caltrain and Muni.\u003c/p>\n\u003cp>“If we can’t check proof of payment, that affects our ability to collect the funding that we need to run our agency,” said Jason Baker, director of government affairs for Caltrain.\u003c/p>\n\u003cp>Cubic acknowledged issues with fare inspection devices, including overly long transaction times, and said that it was in the process of updating the machines to fix them, with work on that front set to continue into April.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We do fare inspections on 100-person crowded Muni buses, and that transaction time is just making fair compliance impossible,” Kirschbaum said.\u003c/p>\n\u003cp>Data from WSP USA Services Inc., the company contracted to staff the Clipper customer service center, indicates many customers are still experiencing issues with the system. About 2,000 Clipper customers call the customer service center each weekday, although average wait times have trended downward over the last few weeks — around 26 minutes, down from over 40.\u003c/p>\n\u003cp>In Clipper 2.0’s implementation, the Metropolitan Transportation Commission prioritized upgrading the accounts of users on Clipper START, a discounted fare program for low-income riders and those with discounted youth or senior accounts. People also had the opportunity to jumpstart the upgrade by calling Clipper customer service.\u003c/p>\n\u003cp>At Monday’s meeting, Denis Mulligan, the general manager of the Golden Gate Highway & Transportation District, lamented that those groups, in particular, have suffered the brunt of next generation Clipper’s faults.\u003c/p>\n\u003cp>‘For the last two and a half months, seniors trying to ride transit to see their grandkids or go to appointments have had challenges with Clipper. The same thing for poor people in our community,” Mulligan said. “They did not do anything wrong. Cubic rolled out Clipper 2.0, and they lost the ability to live their lives like they normally do.”\u003c/p>\n\u003cfigure id=\"attachment_12067633\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067633\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The MTC originally estimated that it would take eight to 12 weeks to upgrade all Clipper users’ accounts to the new version, but as that date draws near, less than 10%of the estimated 15 million cards have been upgraded.\u003c/p>\n\u003cp>Initially, the MTC planned to migrate Clipper users’ accounts in large batches, but the intensity of the glitches has meant that Cubic has only been able to do the upgrades “on demand,” when customers contact customer service.\u003c/p>\n\u003cp>Mulligan implored Cubic to hold off on larger-batch transfers to Clipper 2.0 until all the glitches were ironed out.\u003c/p>\n\u003cp>“Until we address all the outstanding seniors and poor individuals who have a dysfunctioning Clipper account, we should not do bulk migration,” he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Christy Wegener, the executive director of the Livermore Amador Valley Transit Authority, said that at the current rate, with about seven to eight thousand accounts upgraded per day, it would take over three years to fully transition all accounts to next-generation Clipper.\u003c/p>\n\u003cp>Last month, BART General Manager Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>At Monday’s meeting, it appeared that threshold had not been reached, although some board members suggested that after the dust settles, the MTC should review what went wrong with Clipper 2.0.\u003c/p>\n\u003cp>“What went wrong from when Clipper 2.0 was tested to whoever made the decision and said ‘Yes, let’s go live?’” said Danielle Schmitz, executive director of Napa Valley Transportation Authority, who indicated support for an “after-action review.”\u003c/p>\n\u003cp>Cubic has laid out a timeline for resolution of existing problems, with most expected to be solved by mid-March. The company said that less than 1% of the 920,000 cards that have been upgraded to next generation Clipper still have issues.\u003c/p>\n\u003cp>In the meantime, some transit agencies reported being skittish about recommending Clipper to riders during high-profile events, a choice made all the more consequential by the\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\"> looming budget crisis\u003c/a> for many of them.\u003c/p>\n\u003cp>“During the Super Bowl or anything that whole week, we really just sort of focused on [tap to pay debit and credit cards,]” said Carolyn Gonot, the general manager of the Santa Clara Valley Transportation Authority. “Buying Clipper cards was a little nerve-racking because we didn’t know if they would work.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "West Oakland RV Fire Cause of Hourslong BART Transbay Tube Shutdown",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>’s Transbay Tube shutdown on Sunday was sparked by flames from an RV fire in \u003ca href=\"https://www.kqed.org/news/tag/west-oakland\">West Oakland\u003c/a>, which damaged essential communication cables, officials said Monday.\u003c/p>\n\u003cp>BART announced around 4 p.m. Sunday that it was halting transbay service after the agency’s dispatch lost contact with train operators in the tube. The damage triggered hours of delays for commuters trying to cross the Bay Area.\u003c/p>\n\u003cp>Around 11 p.m., the agency announced that crews found damaged cables from a “street-level fire not caused by BART,” and were working to fix the issue. BART later confirmed that the damage was caused by an RV fire at Fifth and Filbert streets in West Oakland.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This fire damaged cables that allow for communication and safe train operations inside the Transbay Tube,” BART Communications Officer Chris Filippi told KQED.\u003c/p>\n\u003cp>The Oakland Fire Department sent three engines to respond to the fire shortly before BART cut transbay service on Sunday afternoon.\u003c/p>\n\u003cp>Oakland Fire spokesperson Michael Hunt said in a statement to KQED that the cause was likely accidental in nature, and that no one was injured or harmed in the fire. \u003c/p>\n\u003cp>“It is my understanding that this was not intentionally set, so there is no pending criminal investigation underway,” Hunt said. “RV fires are unfortunately rather common. This incident, however, was noteworthy due to the location and its broader impact on transportation services.”[aside postID=news_12073891 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GETTYIMAGES-2262016709-KQED.jpg']An RV fire at a homeless encampment in West Oakland forced BART to temporarily shut down its West Oakland station last year, according to \u003ca href=\"https://www.mercurynews.com/2025/06/27/oakland-rv-fire-homeless-encampment-woman-hospitalized-bart-temporarily-closed/\">reporting\u003c/a> from \u003cem>The Mercury News\u003c/em>.\u003c/p>\n\u003cp>Although BART said that it was working with AC Transit and Muni to establish bus bridges to provide alternative transportation, many public transit riders took to social media to complain about the effect the shutdown had on their weekend plans.\u003c/p>\n\u003cp>“None of the station agents announced anything about the Transbay being closed, so people had no idea what was going on. Finally realize something is wrong when no trains go to SF. The station agent at 12th St says there’s a shuttle on the corner of Broadway and 12th. I go up, and there’s literally 500+ people waiting on the corner. No bus comes for 45 minutes, and people are increasingly getting annoyed,” \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1rc8935/bart_transbay_is_down_and_the_replacement_is_a/\">wrote Reddit user nbaballer\u003c/a>, who took BART to attend Sunday’s Black Joy Parade in Oakland.\u003c/p>\n\u003cp>On the other side of the bay, public transit riders in San Francisco also took to social media to report significant delays.\u003c/p>\n\u003cp>“It was a total mess at Salesforce transit center. Hundreds lined up waiting for buses that never came,” \u003ca href=\"https://www.reddit.com/r/Bart/comments/1rcctjj/todays_transbay_tube_outage_attributed_to_cable/\">Reddit user earinsound wrote\u003c/a>.\u003c/p>\n\u003cp>BART announced that Transbay Tube service had been restored at 4:29 a.m., just in time for the Monday morning commute.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>’s Transbay Tube shutdown on Sunday was sparked by flames from an RV fire in \u003ca href=\"https://www.kqed.org/news/tag/west-oakland\">West Oakland\u003c/a>, which damaged essential communication cables, officials said Monday.\u003c/p>\n\u003cp>BART announced around 4 p.m. Sunday that it was halting transbay service after the agency’s dispatch lost contact with train operators in the tube. The damage triggered hours of delays for commuters trying to cross the Bay Area.\u003c/p>\n\u003cp>Around 11 p.m., the agency announced that crews found damaged cables from a “street-level fire not caused by BART,” and were working to fix the issue. BART later confirmed that the damage was caused by an RV fire at Fifth and Filbert streets in West Oakland.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This fire damaged cables that allow for communication and safe train operations inside the Transbay Tube,” BART Communications Officer Chris Filippi told KQED.\u003c/p>\n\u003cp>The Oakland Fire Department sent three engines to respond to the fire shortly before BART cut transbay service on Sunday afternoon.\u003c/p>\n\u003cp>Oakland Fire spokesperson Michael Hunt said in a statement to KQED that the cause was likely accidental in nature, and that no one was injured or harmed in the fire. \u003c/p>\n\u003cp>“It is my understanding that this was not intentionally set, so there is no pending criminal investigation underway,” Hunt said. “RV fires are unfortunately rather common. This incident, however, was noteworthy due to the location and its broader impact on transportation services.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>An RV fire at a homeless encampment in West Oakland forced BART to temporarily shut down its West Oakland station last year, according to \u003ca href=\"https://www.mercurynews.com/2025/06/27/oakland-rv-fire-homeless-encampment-woman-hospitalized-bart-temporarily-closed/\">reporting\u003c/a> from \u003cem>The Mercury News\u003c/em>.\u003c/p>\n\u003cp>Although BART said that it was working with AC Transit and Muni to establish bus bridges to provide alternative transportation, many public transit riders took to social media to complain about the effect the shutdown had on their weekend plans.\u003c/p>\n\u003cp>“None of the station agents announced anything about the Transbay being closed, so people had no idea what was going on. Finally realize something is wrong when no trains go to SF. The station agent at 12th St says there’s a shuttle on the corner of Broadway and 12th. I go up, and there’s literally 500+ people waiting on the corner. No bus comes for 45 minutes, and people are increasingly getting annoyed,” \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1rc8935/bart_transbay_is_down_and_the_replacement_is_a/\">wrote Reddit user nbaballer\u003c/a>, who took BART to attend Sunday’s Black Joy Parade in Oakland.\u003c/p>\n\u003cp>On the other side of the bay, public transit riders in San Francisco also took to social media to report significant delays.\u003c/p>\n\u003cp>“It was a total mess at Salesforce transit center. Hundreds lined up waiting for buses that never came,” \u003ca href=\"https://www.reddit.com/r/Bart/comments/1rcctjj/todays_transbay_tube_outage_attributed_to_cable/\">Reddit user earinsound wrote\u003c/a>.\u003c/p>\n\u003cp>BART announced that Transbay Tube service had been restored at 4:29 a.m., just in time for the Monday morning commute.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Gov. \u003ca href=\"https://www.kqed.org/news/tag/gavin-newsom\">Gavin Newsom\u003c/a> authorized a $590 million emergency bridge loan on Thursday to prevent \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies from shuttering stations and slashing service.\u003c/p>\n\u003cp>The financing supports the region’s four largest transit operators: BART, Muni, Caltrain and AC Transit. The agencies face a combined $\u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">800 million deficit\u003c/a>, triggered by the slow recovery of ridership following the pandemic, rising costs and the exhaustion of federal emergency relief funds.\u003c/p>\n\u003cp>While much smaller than the $2 billion in emergency funds that Bay Area lawmakers requested in 2025 — \u003ca href=\"https://www.kqed.org/news/12040042/transit-advocates-warn-fiscal-crisis-after-newsom-passes-on-emergency-funding\">which Newsom rejected last May — state Sen. Scott Wiener said Thursday the loan is \u003c/a>critical to preventing an “unraveling” of the system that connects the region.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“If we don’t do anything, if we just let inertia sit in, we’re going to lose our public transportation systems,” Wiener said. “They will either be a shadow of what they were, or they will not exist at all.”\u003c/p>\n\u003cp>Facing a \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">$357 million deficit\u003c/a>, BART officials warned earlier this month that without a significant infusion of cash, the agency could be forced to move to a \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">“doomsday” schedule\u003c/a> that threatens to close up to 15 stations and terminate service at 9 p.m. nightly.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Speaking outside a BART train at the Colma yard, Newsom described the loan as a “value proposition” for the region’s identity and economic future.\u003c/p>\n\u003cp>“We’ve been frankly living off our inheritance,” Newsom said. “We’ve taken a lot of these systems for granted. We haven’t invested in them over the course of many, many decades.”\u003c/p>\n\u003cp>According to the governor’s office, the agreement aims to protect service for more than three million monthly riders while agencies pursue a long-term funding solution on the November 2026 ballot.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB117\">Assembly Bill 117\u003c/a> authorizes the state to lend the money for a 12-year term. The first two years are interest-free, after which the interest rate will be tied to the state’s surplus money investment fund to ensure the general fund is not “short-changed,” according to Newsom.[aside postID=news_12070685 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00248_TV-KQED.jpg']The Metropolitan Transportation Commission, the transportation planning and financing agency for nine Bay Area counties, will administer the funds. The commission is responsible for distributing the loan proceeds to the four operators and overseeing the quarterly repayment installments to the state.\u003c/p>\n\u003cp>To secure the debt, transit agencies must pledge their future state transit assistance revenues as collateral. If the agencies fail to repay the loan, the MTC has the authority to redirect those funds.\u003c/p>\n\u003cp>MTC Chair Sue Noack described the bill as a “must-pass” measure to protect the 900,000 trips taken daily across the region’s networks.\u003c/p>\n\u003cp>In November, voters in five counties — San Francisco, Alameda, San Mateo, Contra Costa and Santa Clara — will vote on a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transportation sales tax\u003c/a> measure to fund the struggling agencies. And San Francisco residents will vote on a parcel tax to shore up municipal transit.\u003c/p>\n\u003cp>While the state loan provides some immediate stability, Newsom warned that local transit leaders must “step up their game” and find more efficient ways to manage their budgets.\u003c/p>\n\u003cp>“We can’t continue to do what we’ve done because we’ll be right back here in a few years,” Newsom said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. \u003ca href=\"https://www.kqed.org/news/tag/gavin-newsom\">Gavin Newsom\u003c/a> authorized a $590 million emergency bridge loan on Thursday to prevent \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies from shuttering stations and slashing service.\u003c/p>\n\u003cp>The financing supports the region’s four largest transit operators: BART, Muni, Caltrain and AC Transit. The agencies face a combined $\u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">800 million deficit\u003c/a>, triggered by the slow recovery of ridership following the pandemic, rising costs and the exhaustion of federal emergency relief funds.\u003c/p>\n\u003cp>While much smaller than the $2 billion in emergency funds that Bay Area lawmakers requested in 2025 — \u003ca href=\"https://www.kqed.org/news/12040042/transit-advocates-warn-fiscal-crisis-after-newsom-passes-on-emergency-funding\">which Newsom rejected last May — state Sen. Scott Wiener said Thursday the loan is \u003c/a>critical to preventing an “unraveling” of the system that connects the region.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If we don’t do anything, if we just let inertia sit in, we’re going to lose our public transportation systems,” Wiener said. “They will either be a shadow of what they were, or they will not exist at all.”\u003c/p>\n\u003cp>Facing a \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">$357 million deficit\u003c/a>, BART officials warned earlier this month that without a significant infusion of cash, the agency could be forced to move to a \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">“doomsday” schedule\u003c/a> that threatens to close up to 15 stations and terminate service at 9 p.m. nightly.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Speaking outside a BART train at the Colma yard, Newsom described the loan as a “value proposition” for the region’s identity and economic future.\u003c/p>\n\u003cp>“We’ve been frankly living off our inheritance,” Newsom said. “We’ve taken a lot of these systems for granted. We haven’t invested in them over the course of many, many decades.”\u003c/p>\n\u003cp>According to the governor’s office, the agreement aims to protect service for more than three million monthly riders while agencies pursue a long-term funding solution on the November 2026 ballot.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB117\">Assembly Bill 117\u003c/a> authorizes the state to lend the money for a 12-year term. The first two years are interest-free, after which the interest rate will be tied to the state’s surplus money investment fund to ensure the general fund is not “short-changed,” according to Newsom.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Metropolitan Transportation Commission, the transportation planning and financing agency for nine Bay Area counties, will administer the funds. The commission is responsible for distributing the loan proceeds to the four operators and overseeing the quarterly repayment installments to the state.\u003c/p>\n\u003cp>To secure the debt, transit agencies must pledge their future state transit assistance revenues as collateral. If the agencies fail to repay the loan, the MTC has the authority to redirect those funds.\u003c/p>\n\u003cp>MTC Chair Sue Noack described the bill as a “must-pass” measure to protect the 900,000 trips taken daily across the region’s networks.\u003c/p>\n\u003cp>In November, voters in five counties — San Francisco, Alameda, San Mateo, Contra Costa and Santa Clara — will vote on a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transportation sales tax\u003c/a> measure to fund the struggling agencies. And San Francisco residents will vote on a parcel tax to shore up municipal transit.\u003c/p>\n\u003cp>While the state loan provides some immediate stability, Newsom warned that local transit leaders must “step up their game” and find more efficient ways to manage their budgets.\u003c/p>\n\u003cp>“We can’t continue to do what we’ve done because we’ll be right back here in a few years,” Newsom said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "a-decade-on-the-bay-area-is-hosting-another-super-bowl-how-have-prices-changed-since-2016",
"title": "A Decade on, the Bay Area Is Hosting Another Super Bowl. How Have Prices Changed Since 2016?",
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"headTitle": "A Decade on, the Bay Area Is Hosting Another Super Bowl. How Have Prices Changed Since 2016? | KQED",
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"content": "\u003cp>Alongside \u003cem>Heated Rivalry\u003c/em> rewatches and furious posts about \u003ca href=\"https://www.rollingstone.com/culture/culture-features/harry-styles-tour-blood-tickets-1235505811/\">the price of Harry Styles tickets\u003c/a>, you may have noticed a nostalgic \u003ca href=\"https://www.npr.org/2026/01/16/nx-s1-5680084/why-reliving-2016-is-the-new-social-media-trend\">“me in 2016” micro-trend\u003c/a> while scrolling social media in the last few weeks.\u003c/p>\n\u003cp>From your friends’ \u003ca href=\"https://www.thecut.com/article/what-do-we-really-miss-about-2016-photos.html\">VSCO-filtered throwback photos\u003c/a> featuring leggings and black mesh tops to \u003ca href=\"https://www.teenvogue.com/story/best-evil-kermit-memes\">“evil Kermit” memes\u003c/a> and Vine compilations, many of our feeds were briefly overtaken by odes to a so-called simpler time a decade ago (This reporter remains baffled by the longing: This was the year Carrie Fisher died, after all).\u003c/p>\n\u003cp>2016 was also the year the Bay Area \u003cem>last \u003c/em>hosted a \u003ca href=\"https://www.nfl.com/photos/super-bowl-50-0ap3000000633830#f7085554-9f49-43cf-b017-aba23ab28a01\">Super Bowl\u003c/a>, which saw the Denver Broncos beat the Carolina Panthers and Coldplay as the halftime show with Beyoncé and Bruno Mars.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This Sunday, the NFL’s biggest game is returning to our region once again with Super Bowl LX at Santa Clara’s Levi’s Stadium, featuring the Seattle Seahawks, the New England Patriots and \u003ca href=\"https://www.kqed.org/arts/13986280/bad-bunny-bay-area-imoact-sol-food-mural-pinatas-super-bowl-mission-district\">a halftime show by Bad Bunny\u003c/a>.\u003c/p>\n\u003cp>With the universe seemingly insisting in this moment on us casting our minds back a decade earlier, there’s one aspect that’s hard to ignore: the affordability crisis that’s \u003ca href=\"https://www.kqed.org/affordability\">hit the Bay Area particularly hard\u003c/a>, and just how much prices have risen since 2016.\u003c/p>\n\u003cp>https://twitter.com/spaceashes/status/2015670842106003680?s=46&t=7BBzFwo6eYLzJIVfAlumEQ\u003c/p>\n\u003cp>But how simple \u003cem>is \u003c/em>it to compare how much cheaper — or not — everyday items were back then, and how much prices have actually changed?\u003c/p>\n\u003cp>In the spirit of \u003ca href=\"https://en.wikipedia.org/wiki/2026_is_the_new_2016\">2026 being the new 2016\u003c/a>, let’s take a deep dive.\u003c/p>\n\u003ch2>First off, what’s the best way to look at changing prices over the years?\u003c/h2>\n\u003cp>To get an accurate impression of whether something has become more expensive, beyond the changing numbers, it’s important to account for inflation.\u003c/p>\n\u003cp>And according to Ricky Volpe, professor of Agribusiness at California Polytechnic State University, this makes the \u003ca href=\"https://www.irp.wisc.edu/resources/what-is-the-consumer-price-index-and-how-is-it-used/\">Consumer Price Index\u003c/a> (CPI) — which measures price changes over time and serves as a key indicator of inflation — a good baseline for assessing increases.\u003c/p>\n\u003cfigure id=\"attachment_12067357\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067357\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter holds her groceries from the Alameda Food Bank at the 12th Street BART Station in Oakland on Nov. 14, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All Items” is \u003ca href=\"https://fred.stlouisfed.org/series/CPIAUCSL\">an index category\u003c/a> that encompasses a huge variety of U.S. consumer spending, from groceries to education to entertainment — and CPI “is grounded in the value of the U.S. Dollar,” said Volpe. “And that can serve as a benchmark for saying, ‘Okay, this is what’s been going on economy-wide.’”\u003c/p>\n\u003cp>From 2016 to 2025 (the most recent year for which data is available), the CPI has gone up 34.14%, said Volpe.\u003c/p>\n\u003cp>Meaning that relative to the value of the dollar, “anything that’s gone up faster than that has become less affordable,” he said.\u003c/p>\n\u003ch2>\u003cstrong>What about the price of groceries?\u003c/strong>\u003c/h2>\n\u003cp>“The last 10 years encapsulate quite a roller coaster ride in food prices in the US,” Volpe said.\u003c/p>\n\u003cp>In 2016, food prices actually \u003cem>decreased \u003c/em>— something “we do not see that often in the U.S.,” he said. “Inflation is the name of the game.”\u003c/p>\n\u003cp>After 2016, food prices “started to tip up,” said Volpe — and then came COVID-19. The pandemic ushered in record food price inflation in 2021 and 2022, which remains top of mind for many U.S. consumers, he said.\u003c/p>\n\u003cfigure id=\"attachment_12030659\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12030659 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Besan’s International Market in San Bruno on March 8, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The current administration has \u003ca href=\"https://www.nytimes.com/2026/01/14/business/food-prices-tariffs-trump.html\">a talking point that grocery prices are going down\u003c/a>. That is not true,” Volpe said. “But what \u003cem>is \u003c/em>true is that food prices are behaving largely normally right now.”\u003c/p>\n\u003cp>Regardless, because food prices have never outright dropped since then, “any increases we see now, even modest ones, are on top of the food price inflation that hit Americans so hard over the last few years,” said Volpe. “So \u003ca href=\"https://www.kqed.org/news/12036654/2025-recession-indicator-meme-us-economy\">consumer sentiment\u003c/a> is very much down on food.”\u003c/p>\n\u003cp>Let’s look at the classic — and increasingly political — example of eggs: specifically, a dozen large grade A eggs. In 2016, the average cost nationwide was $1.68, according to data provided by Volpe.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=Nl_Qyk9DSUw\u003c/p>\n\u003cp>The 2025 average was $4.41 — a 161.59% increase, meaning these types of eggs have become \u003cem>less \u003c/em>affordable for Americans over this time period.\u003c/p>\n\u003cp>An increase more in line with the consumer price index would have seen 2025 eggs costing around $2.25 on average.\u003c/p>\n\u003cp>Elsewhere in the grocery aisles, white rice went from 72 cents per pound in 2016 to $1.05 in 2025 — a 46.43% increase.\u003c/p>\n\u003cfigure id=\"attachment_12072676\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072676 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Eggs sit in a container at Chip-In Farm in Bedford, Massachusetts, on Jan. 7, 2016. \u003ccite>(Dina Rudick/The Boston Globe via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And how about a snack you’re likely to see at \u003ca href=\"https://www.kqed.org/news/12071772/where-to-watch-super-bowl-2026-san-francisco-bay-area-levis-stadium-bad-bunny-green-day-larussell-santa-clara\">a Super Bowl watch party\u003c/a>, like potato chips? In 2016, the average price for 16 ounces of chips was $4.46, according to CPI data provided by Volpe. By 2025, those chips were $6.70 — a 50.12% increase.\u003c/p>\n\u003cp>By comparison, a price more aligned with the CPI would be around $5.98. But something that might surprise you: A gallon of fresh whole milk has actually become somewhat \u003cem>more \u003c/em>affordable for Americans in this time period, relative to the U.S. dollar.\u003c/p>\n\u003cp>The 2016 average was $3.20, and the 2025 average was $4.07: a 26.97% increase, compared to the 34.14% rise in the Consumer Price Index.\u003c/p>\n\u003ch2>What about local prices here in the Bay Area?\u003c/h2>\n\u003cp>To look at more local examples here in the Bay Area, a few caveats are needed.\u003c/p>\n\u003cp>First, more localized data like this comes from different sources — meaning that because it may not match the exact timeline of the CPI increase, it won’t be an apples-to-apples comparison.\u003c/p>\n\u003cfigure id=\"attachment_11944934\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11944934\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/AP23086788063121-scaled-e1770414780894.jpg\" alt=\"A sign at a gas station shows very high gas prices, approaching $6 a gallon. The Bay Bridge can be scene in the background.\" width=\"1980\" height=\"1319\">\u003cfigcaption class=\"wp-caption-text\">The Bay Bridge rises behind the price board of a gas station in San Francisco on July 20, 2022. \u003ccite>(Jeff Chiu/AP)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another thing to know: From 2016 to 2025, the Bay Area — measured as the San Francisco, Oakland and Hayward region — saw a \u003cem>slightly \u003c/em>lower increase in CPI than the national average, of 33.66% compared to that 34.14% increase nationwide.\u003c/p>\n\u003cp>But Volpe stressed that this “does not mean that costs or prices are comparable” between the Bay Area and the rest of the country. “It just means that the rate of change in prices or affordability has been \u003cem>comparable \u003c/em>between the Bay Area and the rest of the country.”\u003c/p>\n\u003cp>With that, let’s look at …\u003c/p>\n\u003cp>\u003cstrong>The price of a Golden Gate Bridge toll\u003c/strong>\u003c/p>\n\u003cp>The current \u003ca href=\"https://www.goldengate.org/bridge/tolls-payment/\">price of crossing the Golden Gate Bridge using FasTrak\u003c/a> with a car or a motorcycle, as of the most recent price increase in 2025, is $9.75. Back on \u003ca href=\"https://www.goldengate.org/bridge/history-research/statistics-data/traffic-toll-data/\">July 1, 2016\u003c/a>, the FasTrak toll price was $6.50.\u003c/p>\n\u003cfigure id=\"attachment_12072677\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072677\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg\" alt=\"\" width=\"1980\" height=\"1291\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-160x104.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-1536x1002.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">A container ship under the Golden Gate Bridge. \u003ccite>(Andia/Universal Images via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s a 50% increase, very much above the CPI increase — as a 2025 toll fare matching the CPI would be something more like $8.68.\u003c/p>\n\u003cp>\u003cstrong>The price of a BART fare\u003c/strong>\u003c/p>\n\u003cp>By now, you’re probably used to seeing \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241126\">annual \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2023/news20231211-0\">announcements \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220614\">from BART\u003c/a> about fare increases, with \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">the most recent arriving Jan. 1\u003c/a>.\u003c/p>\n\u003cp>According to BART, the agency’s \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">“current funding model relies on passenger fares to pay for operations”\u003c/a> (which BART also described last month as “an outdated model that is no longer feasible due to remote work.”)\u003c/p>\n\u003cp>Between 2016 and 2026, there’s been a 36% increase in the average BART fare (which, remember, encompasses more time than the CPI). In January 2016, the average fare was $3.67, with a minimum fare of $1.95 and a maximum of $15.70.\u003c/p>\n\u003cfigure id=\"attachment_12044953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12044953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12040951/bart-raise-fares-again-deficit-looms\">current average fare\u003c/a> in 2026 has officially been updated to $4.98, according to a BART spokesperson in an email to KQED. This makes the latest price range of a journey on BART between $2.55 and $17.25.\u003c/p>\n\u003cp>As an aside, remember that in 2016, we had physical BART tickets made of paper, which were \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230911\">phased out in late 2023\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>The average rent in the Bay Area\u003c/strong>\u003c/p>\n\u003cp>This is a thornier example, since housing markets are more granular, and rental data has always been \u003ca href=\"https://www.sfchronicle.com/bayarea/article/The-S-F-Chronicle-s-guide-to-Bay-Area-housing-16441648.php\">somewhat tricky to get ahold of\u003c/a>. But you can’t talk about Bay Area prices without getting into rent, right?\u003c/p>\n\u003cp>For the purposes of our task, we’ll be referring to real-estate website Zillow’s metric called the \u003ca href=\"https://www.zillow.com/research/methodology-zori-repeat-rent-27092/\">“Zillow Observed Rent Index”\u003c/a> — which a Zillow spokesperson told KQED is used by the company to assess “typical rent.”\u003c/p>\n\u003cfigure id=\"attachment_12072679\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072679\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Three Victorian homes in a row on a steep hill on Fillmore Street in San Francisco, California, on Aug. 28, 2016. \u003ccite>(Photo via Smith Collection/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rather than reflecting a home’s number of beds or baths, this metric instead “looks at all available rentals, narrows into the middle third, then takes the average of just those units,” according to the spokesperson.\u003c/p>\n\u003cp>Zillow’s most recently available data is from a few months ago, for December 2025 — so let’s compare our rents with December 2015 this time. In 2025, in Santa Clara, where the Super Bowl will take place on Sunday, the typical rent was $3,578. Ten years ago, that number was $2,745: a rise of just over 30%.\u003c/p>\n\u003cp>But in San Francisco, a different picture emerges. According to Zillow’s metric, the typical rent in San Francisco in December 2025 was $3,666 — and in December 2015, it was $3,190.[aside postID=news_12071211 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/013026_SUPERBOWLECONOMICDEV_GH_010_QED-KQED.jpg']This 10-year rise of just under 15% might strike you as lower than you’d expect.\u003c/p>\n\u003cp>Alex Lacter, a spokesperson for Zillow, told KQED that among the U.S.’s biggest 50 cities, the city’s growth in rent has actually “been by far the lowest over that period” — with the next lowest being Washington, D.C’s rent, at just under 26%. By comparison, he said, Fresno’s rents went up 90% in the same period.\u003c/p>\n\u003cp>But for context, it’s important to remember how rent “\u003ca href=\"https://www.zillow.com/research/2020-urban-suburban-report-28802/\">fell significantly \u003c/a>in urban areas of San Francisco” during the COVID-19 pandemic, said Lacter, which put the city “behind many other markets when it comes to rent growth over this 10-year period.”\u003c/p>\n\u003cp>Ted Egan, chief economist with San Francisco’s Office of Economic Analysis, echoed this take: “Because of economic changes that happened to the city during COVID, housing is actually cheaper than it was 10 years ago,” he said.\u003c/p>\n\u003cp>Plus, in a city as expensive as San Francisco, “there’s only so high [rents] can climb where enough people can still afford them to keep units filled,” speculated Lacter.\u003c/p>\n\u003ch2>The cost of season tickets for a 49ers game\u003c/h2>\n\u003cp>The fact that Levi’s Stadium has changed the way it structures its seating since the last time it hosted a Super Bowl — almost tripling the number of pricing tiers on sale — makes this one slightly trickier to find an apples-to-apples ticket comparison, said Keith Pagello, \u003ca href=\"https://www.ticketdata.com/super-bowl-ticket-prices\">founder of TicketData\u003c/a>.\u003c/p>\n\u003cp>During the 2015-16 season, there were only 11 pricing tiers at Levi’s — but now the stadium is broken into 30 tiers.\u003c/p>\n\u003cfigure id=\"attachment_12072682\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072682 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Super Bowl 50 at Levi’s Stadium on Feb. 7, 2016, in Santa Clara, California. \u003ccite>(Ezra Shaw via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, even with that in mind, “the overall increase is still very clear,” said Pagello. For example, according to \u003ca href=\"https://levisstadium.com/seats-pricing/\">a 2026 ticketing season map\u003c/a>, Section 101’s first 10 rows are priced at $315. The same section during the 2015-16 season was $125 — a 152% increase.\u003c/p>\n\u003cp>“Quite a jump!” Pagello said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Alongside \u003cem>Heated Rivalry\u003c/em> rewatches and furious posts about \u003ca href=\"https://www.rollingstone.com/culture/culture-features/harry-styles-tour-blood-tickets-1235505811/\">the price of Harry Styles tickets\u003c/a>, you may have noticed a nostalgic \u003ca href=\"https://www.npr.org/2026/01/16/nx-s1-5680084/why-reliving-2016-is-the-new-social-media-trend\">“me in 2016” micro-trend\u003c/a> while scrolling social media in the last few weeks.\u003c/p>\n\u003cp>From your friends’ \u003ca href=\"https://www.thecut.com/article/what-do-we-really-miss-about-2016-photos.html\">VSCO-filtered throwback photos\u003c/a> featuring leggings and black mesh tops to \u003ca href=\"https://www.teenvogue.com/story/best-evil-kermit-memes\">“evil Kermit” memes\u003c/a> and Vine compilations, many of our feeds were briefly overtaken by odes to a so-called simpler time a decade ago (This reporter remains baffled by the longing: This was the year Carrie Fisher died, after all).\u003c/p>\n\u003cp>2016 was also the year the Bay Area \u003cem>last \u003c/em>hosted a \u003ca href=\"https://www.nfl.com/photos/super-bowl-50-0ap3000000633830#f7085554-9f49-43cf-b017-aba23ab28a01\">Super Bowl\u003c/a>, which saw the Denver Broncos beat the Carolina Panthers and Coldplay as the halftime show with Beyoncé and Bruno Mars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This Sunday, the NFL’s biggest game is returning to our region once again with Super Bowl LX at Santa Clara’s Levi’s Stadium, featuring the Seattle Seahawks, the New England Patriots and \u003ca href=\"https://www.kqed.org/arts/13986280/bad-bunny-bay-area-imoact-sol-food-mural-pinatas-super-bowl-mission-district\">a halftime show by Bad Bunny\u003c/a>.\u003c/p>\n\u003cp>With the universe seemingly insisting in this moment on us casting our minds back a decade earlier, there’s one aspect that’s hard to ignore: the affordability crisis that’s \u003ca href=\"https://www.kqed.org/affordability\">hit the Bay Area particularly hard\u003c/a>, and just how much prices have risen since 2016.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But how simple \u003cem>is \u003c/em>it to compare how much cheaper — or not — everyday items were back then, and how much prices have actually changed?\u003c/p>\n\u003cp>In the spirit of \u003ca href=\"https://en.wikipedia.org/wiki/2026_is_the_new_2016\">2026 being the new 2016\u003c/a>, let’s take a deep dive.\u003c/p>\n\u003ch2>First off, what’s the best way to look at changing prices over the years?\u003c/h2>\n\u003cp>To get an accurate impression of whether something has become more expensive, beyond the changing numbers, it’s important to account for inflation.\u003c/p>\n\u003cp>And according to Ricky Volpe, professor of Agribusiness at California Polytechnic State University, this makes the \u003ca href=\"https://www.irp.wisc.edu/resources/what-is-the-consumer-price-index-and-how-is-it-used/\">Consumer Price Index\u003c/a> (CPI) — which measures price changes over time and serves as a key indicator of inflation — a good baseline for assessing increases.\u003c/p>\n\u003cfigure id=\"attachment_12067357\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067357\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter holds her groceries from the Alameda Food Bank at the 12th Street BART Station in Oakland on Nov. 14, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All Items” is \u003ca href=\"https://fred.stlouisfed.org/series/CPIAUCSL\">an index category\u003c/a> that encompasses a huge variety of U.S. consumer spending, from groceries to education to entertainment — and CPI “is grounded in the value of the U.S. Dollar,” said Volpe. “And that can serve as a benchmark for saying, ‘Okay, this is what’s been going on economy-wide.’”\u003c/p>\n\u003cp>From 2016 to 2025 (the most recent year for which data is available), the CPI has gone up 34.14%, said Volpe.\u003c/p>\n\u003cp>Meaning that relative to the value of the dollar, “anything that’s gone up faster than that has become less affordable,” he said.\u003c/p>\n\u003ch2>\u003cstrong>What about the price of groceries?\u003c/strong>\u003c/h2>\n\u003cp>“The last 10 years encapsulate quite a roller coaster ride in food prices in the US,” Volpe said.\u003c/p>\n\u003cp>In 2016, food prices actually \u003cem>decreased \u003c/em>— something “we do not see that often in the U.S.,” he said. “Inflation is the name of the game.”\u003c/p>\n\u003cp>After 2016, food prices “started to tip up,” said Volpe — and then came COVID-19. The pandemic ushered in record food price inflation in 2021 and 2022, which remains top of mind for many U.S. consumers, he said.\u003c/p>\n\u003cfigure id=\"attachment_12030659\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12030659 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Besan’s International Market in San Bruno on March 8, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The current administration has \u003ca href=\"https://www.nytimes.com/2026/01/14/business/food-prices-tariffs-trump.html\">a talking point that grocery prices are going down\u003c/a>. That is not true,” Volpe said. “But what \u003cem>is \u003c/em>true is that food prices are behaving largely normally right now.”\u003c/p>\n\u003cp>Regardless, because food prices have never outright dropped since then, “any increases we see now, even modest ones, are on top of the food price inflation that hit Americans so hard over the last few years,” said Volpe. “So \u003ca href=\"https://www.kqed.org/news/12036654/2025-recession-indicator-meme-us-economy\">consumer sentiment\u003c/a> is very much down on food.”\u003c/p>\n\u003cp>Let’s look at the classic — and increasingly political — example of eggs: specifically, a dozen large grade A eggs. In 2016, the average cost nationwide was $1.68, according to data provided by Volpe.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/Nl_Qyk9DSUw'\n title='//www.youtube.com/embed/Nl_Qyk9DSUw'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The 2025 average was $4.41 — a 161.59% increase, meaning these types of eggs have become \u003cem>less \u003c/em>affordable for Americans over this time period.\u003c/p>\n\u003cp>An increase more in line with the consumer price index would have seen 2025 eggs costing around $2.25 on average.\u003c/p>\n\u003cp>Elsewhere in the grocery aisles, white rice went from 72 cents per pound in 2016 to $1.05 in 2025 — a 46.43% increase.\u003c/p>\n\u003cfigure id=\"attachment_12072676\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072676 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Eggs sit in a container at Chip-In Farm in Bedford, Massachusetts, on Jan. 7, 2016. \u003ccite>(Dina Rudick/The Boston Globe via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And how about a snack you’re likely to see at \u003ca href=\"https://www.kqed.org/news/12071772/where-to-watch-super-bowl-2026-san-francisco-bay-area-levis-stadium-bad-bunny-green-day-larussell-santa-clara\">a Super Bowl watch party\u003c/a>, like potato chips? In 2016, the average price for 16 ounces of chips was $4.46, according to CPI data provided by Volpe. By 2025, those chips were $6.70 — a 50.12% increase.\u003c/p>\n\u003cp>By comparison, a price more aligned with the CPI would be around $5.98. But something that might surprise you: A gallon of fresh whole milk has actually become somewhat \u003cem>more \u003c/em>affordable for Americans in this time period, relative to the U.S. dollar.\u003c/p>\n\u003cp>The 2016 average was $3.20, and the 2025 average was $4.07: a 26.97% increase, compared to the 34.14% rise in the Consumer Price Index.\u003c/p>\n\u003ch2>What about local prices here in the Bay Area?\u003c/h2>\n\u003cp>To look at more local examples here in the Bay Area, a few caveats are needed.\u003c/p>\n\u003cp>First, more localized data like this comes from different sources — meaning that because it may not match the exact timeline of the CPI increase, it won’t be an apples-to-apples comparison.\u003c/p>\n\u003cfigure id=\"attachment_11944934\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11944934\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/AP23086788063121-scaled-e1770414780894.jpg\" alt=\"A sign at a gas station shows very high gas prices, approaching $6 a gallon. The Bay Bridge can be scene in the background.\" width=\"1980\" height=\"1319\">\u003cfigcaption class=\"wp-caption-text\">The Bay Bridge rises behind the price board of a gas station in San Francisco on July 20, 2022. \u003ccite>(Jeff Chiu/AP)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another thing to know: From 2016 to 2025, the Bay Area — measured as the San Francisco, Oakland and Hayward region — saw a \u003cem>slightly \u003c/em>lower increase in CPI than the national average, of 33.66% compared to that 34.14% increase nationwide.\u003c/p>\n\u003cp>But Volpe stressed that this “does not mean that costs or prices are comparable” between the Bay Area and the rest of the country. “It just means that the rate of change in prices or affordability has been \u003cem>comparable \u003c/em>between the Bay Area and the rest of the country.”\u003c/p>\n\u003cp>With that, let’s look at …\u003c/p>\n\u003cp>\u003cstrong>The price of a Golden Gate Bridge toll\u003c/strong>\u003c/p>\n\u003cp>The current \u003ca href=\"https://www.goldengate.org/bridge/tolls-payment/\">price of crossing the Golden Gate Bridge using FasTrak\u003c/a> with a car or a motorcycle, as of the most recent price increase in 2025, is $9.75. Back on \u003ca href=\"https://www.goldengate.org/bridge/history-research/statistics-data/traffic-toll-data/\">July 1, 2016\u003c/a>, the FasTrak toll price was $6.50.\u003c/p>\n\u003cfigure id=\"attachment_12072677\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072677\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg\" alt=\"\" width=\"1980\" height=\"1291\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-160x104.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-1536x1002.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">A container ship under the Golden Gate Bridge. \u003ccite>(Andia/Universal Images via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s a 50% increase, very much above the CPI increase — as a 2025 toll fare matching the CPI would be something more like $8.68.\u003c/p>\n\u003cp>\u003cstrong>The price of a BART fare\u003c/strong>\u003c/p>\n\u003cp>By now, you’re probably used to seeing \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241126\">annual \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2023/news20231211-0\">announcements \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220614\">from BART\u003c/a> about fare increases, with \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">the most recent arriving Jan. 1\u003c/a>.\u003c/p>\n\u003cp>According to BART, the agency’s \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">“current funding model relies on passenger fares to pay for operations”\u003c/a> (which BART also described last month as “an outdated model that is no longer feasible due to remote work.”)\u003c/p>\n\u003cp>Between 2016 and 2026, there’s been a 36% increase in the average BART fare (which, remember, encompasses more time than the CPI). In January 2016, the average fare was $3.67, with a minimum fare of $1.95 and a maximum of $15.70.\u003c/p>\n\u003cfigure id=\"attachment_12044953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12044953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12040951/bart-raise-fares-again-deficit-looms\">current average fare\u003c/a> in 2026 has officially been updated to $4.98, according to a BART spokesperson in an email to KQED. This makes the latest price range of a journey on BART between $2.55 and $17.25.\u003c/p>\n\u003cp>As an aside, remember that in 2016, we had physical BART tickets made of paper, which were \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230911\">phased out in late 2023\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>The average rent in the Bay Area\u003c/strong>\u003c/p>\n\u003cp>This is a thornier example, since housing markets are more granular, and rental data has always been \u003ca href=\"https://www.sfchronicle.com/bayarea/article/The-S-F-Chronicle-s-guide-to-Bay-Area-housing-16441648.php\">somewhat tricky to get ahold of\u003c/a>. But you can’t talk about Bay Area prices without getting into rent, right?\u003c/p>\n\u003cp>For the purposes of our task, we’ll be referring to real-estate website Zillow’s metric called the \u003ca href=\"https://www.zillow.com/research/methodology-zori-repeat-rent-27092/\">“Zillow Observed Rent Index”\u003c/a> — which a Zillow spokesperson told KQED is used by the company to assess “typical rent.”\u003c/p>\n\u003cfigure id=\"attachment_12072679\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072679\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Three Victorian homes in a row on a steep hill on Fillmore Street in San Francisco, California, on Aug. 28, 2016. \u003ccite>(Photo via Smith Collection/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rather than reflecting a home’s number of beds or baths, this metric instead “looks at all available rentals, narrows into the middle third, then takes the average of just those units,” according to the spokesperson.\u003c/p>\n\u003cp>Zillow’s most recently available data is from a few months ago, for December 2025 — so let’s compare our rents with December 2015 this time. In 2025, in Santa Clara, where the Super Bowl will take place on Sunday, the typical rent was $3,578. Ten years ago, that number was $2,745: a rise of just over 30%.\u003c/p>\n\u003cp>But in San Francisco, a different picture emerges. According to Zillow’s metric, the typical rent in San Francisco in December 2025 was $3,666 — and in December 2015, it was $3,190.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>This 10-year rise of just under 15% might strike you as lower than you’d expect.\u003c/p>\n\u003cp>Alex Lacter, a spokesperson for Zillow, told KQED that among the U.S.’s biggest 50 cities, the city’s growth in rent has actually “been by far the lowest over that period” — with the next lowest being Washington, D.C’s rent, at just under 26%. By comparison, he said, Fresno’s rents went up 90% in the same period.\u003c/p>\n\u003cp>But for context, it’s important to remember how rent “\u003ca href=\"https://www.zillow.com/research/2020-urban-suburban-report-28802/\">fell significantly \u003c/a>in urban areas of San Francisco” during the COVID-19 pandemic, said Lacter, which put the city “behind many other markets when it comes to rent growth over this 10-year period.”\u003c/p>\n\u003cp>Ted Egan, chief economist with San Francisco’s Office of Economic Analysis, echoed this take: “Because of economic changes that happened to the city during COVID, housing is actually cheaper than it was 10 years ago,” he said.\u003c/p>\n\u003cp>Plus, in a city as expensive as San Francisco, “there’s only so high [rents] can climb where enough people can still afford them to keep units filled,” speculated Lacter.\u003c/p>\n\u003ch2>The cost of season tickets for a 49ers game\u003c/h2>\n\u003cp>The fact that Levi’s Stadium has changed the way it structures its seating since the last time it hosted a Super Bowl — almost tripling the number of pricing tiers on sale — makes this one slightly trickier to find an apples-to-apples ticket comparison, said Keith Pagello, \u003ca href=\"https://www.ticketdata.com/super-bowl-ticket-prices\">founder of TicketData\u003c/a>.\u003c/p>\n\u003cp>During the 2015-16 season, there were only 11 pricing tiers at Levi’s — but now the stadium is broken into 30 tiers.\u003c/p>\n\u003cfigure id=\"attachment_12072682\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072682 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Super Bowl 50 at Levi’s Stadium on Feb. 7, 2016, in Santa Clara, California. \u003ccite>(Ezra Shaw via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, even with that in mind, “the overall increase is still very clear,” said Pagello. For example, according to \u003ca href=\"https://levisstadium.com/seats-pricing/\">a 2026 ticketing season map\u003c/a>, Section 101’s first 10 rows are priced at $315. The same section during the 2015-16 season was $125 — a 152% increase.\u003c/p>\n\u003cp>“Quite a jump!” Pagello said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Clipper 2.0, or Next Generation Clipper, has been \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">a long-awaited update for public transit riders.\u003c/a> But the rollout has been plagued with glitches, and transit officials and riders are furious with Cubic Transportation Systems, the company contracted to operate the system.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3365817359\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:01:49] Clipper, as you know, is the Bay Area’s fare payment system for public transit. So Clipper 2 is like this long-awaited upgrade to the Clipper system, and it promised all of these improvements. Instant availability of added funds. I don’t know if you knew this, but sometimes it would take days for money that\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:18] Oh I knew that.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:18] Yeah, you knew it. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:19] Unfortunately.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:20] It would take days for people to see the money on their accounts. So now funds are supposed to be added instantly to your account. There’s family accounts, so people can manage multiple cards on one account. So if you have children or a dependent, that’s nice. You can also apply for youth or senior cards online before you had to do it in person. And then there’s also improvements for riders, like tap to pay. Now, anywhere that Clipper is accepted, you can use a credit or debit card. And there’s discounted or free transfers, which I know is nice for someone like you who takes ferry in Muni, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:03] Right. Exactly. So it sounds like it’s supposed to bring the Bay Area’s transit systems up to speed, technology-wise, but it’s been quite a flop.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:13] Yeah, it’s not happening.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:14] What went wrong exactly, Azul?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:17] Well, pretty much from the get, the system’s just been crashing. There’s a bunch of different issues and it’s effectively preventing people from accessing their Clipper accounts, putting money on their Clippr accounts and essentially using the system. And most of it’s sort of been on the backend. It’s these sort of software related issues. So, Cubic, that’s the company that’s actually contracted to develop and operate what’s called Next Generation Clipper, this update. And it’s a $461 million contract from the Metropolitan Transportation Commission, which is sort of the regional body that allocates funding for transit in the Bay Area. Cubic went over this laundry list of issues they’re having, including problems with upgrading people’s existing Clipper accounts to the new version of Clipper. General slowness and crashing. Some SFMTA ticket vending machines were actually taking people’s money without adding them to Clipper cards. Fare inspection devices, like say if you’re riding Caltrain and a fare inspector comes up and wants to say, hey, did you pay for this ride? Those devices are sometimes not seeing if somebody who did pay, paid, which is frustrating both for the riders, because they’re like, this agency doesn’t really know what’s going on. And then it also puts these fare inspection workers in sort of difficult situations where it’s you’re saying one thing and my machine saying another auto load, which is how you regularly put money on your car, which is important for regular commuters. That’s having issues. Even just the internal monitoring of cubic knowing when a problem is happening is having slowness. And some representatives from the transit agencies said that their financial documents are also looking a bit weird. So on the back end for these transit agencies, they’re not sure if their accounting teams are getting the right information.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:20] All of this is super annoying, Azul, and I have to imagine super frustrating for transit officials who were hoping that this change would help the system. What were you hearing from transit officials themselves about just how mad and angry people are?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:05:42] People were pretty upset. At this recent meeting of the Clipper Executive Board, that’s a board within the Metropolitan Transportation Commission, public transit agency representatives and members of the public really aired out their grievances about how bad this rollout has been.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:00] We’re in the customer service business. We try to provide first-class customer service. And for the last six and a half weeks, we have been hurting our regular loyal customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:09] Denis Mulligan, he’s the general manager of the Golden Gate Bridge Highway and Transportation District, had some choice words for Cubic.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:17] Someone comes in and they want to help and we can’t help them with the machines that you gave us So we take them out to the platform to see if we can help walk them through their transaction with an old ticket vending machine That is burning down the house with our regular customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:34] Members of the public, regular transit riders, expressed basically exasperation.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:40] It’s now been 48 days since I’ve been able to access my account.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:44] One rider named Philip Weiss, who showed up to public comment, called Clipper 2.0 a colossal screw up and said he hasn’t been able to log into his account since Clipper two started.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:56] During those 48 days, I have called customer support five times. Each time the wait time is announced as 30 minutes and it gets longer as you wait.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:12] Another interesting piece of public comment was these sort of armchair software engineers who claimed to have years of experience in these sorts of systems and said that the kinds of databases that cubic was running were basically on the level of like hobby projects and startups and said that this was not, they actually looked into the reporting from cubic and said like, the systems y’all are running are not appropriate for a public facing, multi million user application.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:44] Beyond problems with the rollout too, what criticisms have you heard about Clipper 2.0 around the Bay? Because I understand that some of these changes have been especially annoying for AC Transit riders.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:59] Yeah, I’ve done some reporting on Clipper 2 when it first came out, and after that, some transit advocates who work with issues on AC Transit reached out to me and basically said, you know, we’re supportive of these improvements with Next Generation Clipper, but there’s a serious equity issue in that these benefits do not extend to riders who don’t have Clipper cards, people who use cash to ride AC Transit. And I looked into it, and it’s true. On AC Transit. If you pay with cash, you pay more than people who use Clipper cards. There’s potentially a pretty sizable population of AC Transit riders who use cash to ride. MTC data shows that about 50% of all AC Transit rides occur with Clipper, so around half aren’t using Clipper. These transit advocates are saying, these benefits are great, but we want them to extend to everyone, and especially the people who need them most.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:04] Has there been any explanation, Azul, for why this has been such a hot mess? Any explanation from the company tasked with launching this new system?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:14] Yeah, in this recent Clipper executive board meeting, there was explanation of the problems, but it was very reductive. It was just sort of like, here’s the problem, here’s this solution, and here’s our timeline for fixing it. So there wasn’t really any sort of explanation of why the problems occurred.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:32] I want to begin by acknowledging the experience around Clipper 2 transition. It has not yet met the standard that you, your operators, or Cubic expect.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:41] Peter Montgomery Torellas is the president of Cubic’s transportation arm. He appeared over Zoom and he basically just apologized for the issues.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:53] We see that impact and we take it seriously. On behalf of Cubic, I want to say clearly that we regret any disruptions this has caused.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:01] I mean, what now, I guess then, Azul? It sounds like there are some outstanding issues. Have any of these problems been resolved yet?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:10] Peter Montgomery-Torellas said that many issues would be, quote, settling down by that week that the meeting happened, which was last week. They’re expecting that most of these issues will be resolved by mid-February. I will say that the Clipper executive board basically gave them an ultimatum and said, y’all need to have this basically pretty well buttoned up and make a 180 degree turn on this by our next meeting, which is February 23rd. Or else it would, quote, be a bridge too far, according to the chair Robert Powers.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:42] What impact do you think has this had on these agencies around the Bay Area that have really already been struggling with getting people back on trains and busses and just struggling financially?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:56] Yeah, something interesting that several of the board members talked about was the damage to the reputation of these transit agencies. These issues are coming at a time when transit agencies across the Bay are facing pretty significant budget deficits, in part due to drops in ridership from the pandemic. And they’re actually going to the ballot. These agencies are gonna be asking voters to tax themselves in order to fund public transit. And I think there’s a lot of frustration on behalf of the transit agencies because When a rider taps a clipper card on a bus or a ferry or a train and something doesn’t work or it doesn’t recognize their money, the riders don’t know that it’s this software company named Cubic who’s to blame. They blame the bus. Sometimes they blame the boss operator. Hey, why isn’t this working? And so I feel like it’s hard for the agencies. It’s another problem that they’re having to deal with that they really don’t need right now.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:08] Yeah, and it is kind of ridiculous that we’re having these kind of tech issues in the Bay Area, you know, this tech capital of the world in a way. And I’m also thinking about the impact that this could have with the Superbowl coming very soon. Lots of visitors coming to the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:12:28] And at the same time, Waymo is announcing that it’s starting service at SFO. So we’re really at this kind of critical juncture for transit in the Bay Area. People are coming to the Bay area and saying, wow, this is the home of AI and Facebook and Google and all these different industries. And yet somehow we’re having this seemingly rudimentary problem with fare collection. And certainly with the Super Bowl coming and the World Cup coming, That’s giving an extra urgency to addressing these issues.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper 2.0, or Next Generation Clipper, has been \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">a long-awaited update for public transit riders.\u003c/a> But the rollout has been plagued with glitches, and transit officials and riders are furious with Cubic Transportation Systems, the company contracted to operate the system.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3365817359\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:01:49] Clipper, as you know, is the Bay Area’s fare payment system for public transit. So Clipper 2 is like this long-awaited upgrade to the Clipper system, and it promised all of these improvements. Instant availability of added funds. I don’t know if you knew this, but sometimes it would take days for money that\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:18] Oh I knew that.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:18] Yeah, you knew it. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:19] Unfortunately.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:20] It would take days for people to see the money on their accounts. So now funds are supposed to be added instantly to your account. There’s family accounts, so people can manage multiple cards on one account. So if you have children or a dependent, that’s nice. You can also apply for youth or senior cards online before you had to do it in person. And then there’s also improvements for riders, like tap to pay. Now, anywhere that Clipper is accepted, you can use a credit or debit card. And there’s discounted or free transfers, which I know is nice for someone like you who takes ferry in Muni, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:03] Right. Exactly. So it sounds like it’s supposed to bring the Bay Area’s transit systems up to speed, technology-wise, but it’s been quite a flop.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:13] Yeah, it’s not happening.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:14] What went wrong exactly, Azul?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:17] Well, pretty much from the get, the system’s just been crashing. There’s a bunch of different issues and it’s effectively preventing people from accessing their Clipper accounts, putting money on their Clippr accounts and essentially using the system. And most of it’s sort of been on the backend. It’s these sort of software related issues. So, Cubic, that’s the company that’s actually contracted to develop and operate what’s called Next Generation Clipper, this update. And it’s a $461 million contract from the Metropolitan Transportation Commission, which is sort of the regional body that allocates funding for transit in the Bay Area. Cubic went over this laundry list of issues they’re having, including problems with upgrading people’s existing Clipper accounts to the new version of Clipper. General slowness and crashing. Some SFMTA ticket vending machines were actually taking people’s money without adding them to Clipper cards. Fare inspection devices, like say if you’re riding Caltrain and a fare inspector comes up and wants to say, hey, did you pay for this ride? Those devices are sometimes not seeing if somebody who did pay, paid, which is frustrating both for the riders, because they’re like, this agency doesn’t really know what’s going on. And then it also puts these fare inspection workers in sort of difficult situations where it’s you’re saying one thing and my machine saying another auto load, which is how you regularly put money on your car, which is important for regular commuters. That’s having issues. Even just the internal monitoring of cubic knowing when a problem is happening is having slowness. And some representatives from the transit agencies said that their financial documents are also looking a bit weird. So on the back end for these transit agencies, they’re not sure if their accounting teams are getting the right information.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:20] All of this is super annoying, Azul, and I have to imagine super frustrating for transit officials who were hoping that this change would help the system. What were you hearing from transit officials themselves about just how mad and angry people are?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:05:42] People were pretty upset. At this recent meeting of the Clipper Executive Board, that’s a board within the Metropolitan Transportation Commission, public transit agency representatives and members of the public really aired out their grievances about how bad this rollout has been.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:00] We’re in the customer service business. We try to provide first-class customer service. And for the last six and a half weeks, we have been hurting our regular loyal customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:09] Denis Mulligan, he’s the general manager of the Golden Gate Bridge Highway and Transportation District, had some choice words for Cubic.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:17] Someone comes in and they want to help and we can’t help them with the machines that you gave us So we take them out to the platform to see if we can help walk them through their transaction with an old ticket vending machine That is burning down the house with our regular customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:34] Members of the public, regular transit riders, expressed basically exasperation.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:40] It’s now been 48 days since I’ve been able to access my account.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:44] One rider named Philip Weiss, who showed up to public comment, called Clipper 2.0 a colossal screw up and said he hasn’t been able to log into his account since Clipper two started.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:56] During those 48 days, I have called customer support five times. Each time the wait time is announced as 30 minutes and it gets longer as you wait.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:12] Another interesting piece of public comment was these sort of armchair software engineers who claimed to have years of experience in these sorts of systems and said that the kinds of databases that cubic was running were basically on the level of like hobby projects and startups and said that this was not, they actually looked into the reporting from cubic and said like, the systems y’all are running are not appropriate for a public facing, multi million user application.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:44] Beyond problems with the rollout too, what criticisms have you heard about Clipper 2.0 around the Bay? Because I understand that some of these changes have been especially annoying for AC Transit riders.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:59] Yeah, I’ve done some reporting on Clipper 2 when it first came out, and after that, some transit advocates who work with issues on AC Transit reached out to me and basically said, you know, we’re supportive of these improvements with Next Generation Clipper, but there’s a serious equity issue in that these benefits do not extend to riders who don’t have Clipper cards, people who use cash to ride AC Transit. And I looked into it, and it’s true. On AC Transit. If you pay with cash, you pay more than people who use Clipper cards. There’s potentially a pretty sizable population of AC Transit riders who use cash to ride. MTC data shows that about 50% of all AC Transit rides occur with Clipper, so around half aren’t using Clipper. These transit advocates are saying, these benefits are great, but we want them to extend to everyone, and especially the people who need them most.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:04] Has there been any explanation, Azul, for why this has been such a hot mess? Any explanation from the company tasked with launching this new system?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:14] Yeah, in this recent Clipper executive board meeting, there was explanation of the problems, but it was very reductive. It was just sort of like, here’s the problem, here’s this solution, and here’s our timeline for fixing it. So there wasn’t really any sort of explanation of why the problems occurred.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:32] I want to begin by acknowledging the experience around Clipper 2 transition. It has not yet met the standard that you, your operators, or Cubic expect.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:41] Peter Montgomery Torellas is the president of Cubic’s transportation arm. He appeared over Zoom and he basically just apologized for the issues.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:53] We see that impact and we take it seriously. On behalf of Cubic, I want to say clearly that we regret any disruptions this has caused.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:01] I mean, what now, I guess then, Azul? It sounds like there are some outstanding issues. Have any of these problems been resolved yet?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:10] Peter Montgomery-Torellas said that many issues would be, quote, settling down by that week that the meeting happened, which was last week. They’re expecting that most of these issues will be resolved by mid-February. I will say that the Clipper executive board basically gave them an ultimatum and said, y’all need to have this basically pretty well buttoned up and make a 180 degree turn on this by our next meeting, which is February 23rd. Or else it would, quote, be a bridge too far, according to the chair Robert Powers.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:42] What impact do you think has this had on these agencies around the Bay Area that have really already been struggling with getting people back on trains and busses and just struggling financially?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:56] Yeah, something interesting that several of the board members talked about was the damage to the reputation of these transit agencies. These issues are coming at a time when transit agencies across the Bay are facing pretty significant budget deficits, in part due to drops in ridership from the pandemic. And they’re actually going to the ballot. These agencies are gonna be asking voters to tax themselves in order to fund public transit. And I think there’s a lot of frustration on behalf of the transit agencies because When a rider taps a clipper card on a bus or a ferry or a train and something doesn’t work or it doesn’t recognize their money, the riders don’t know that it’s this software company named Cubic who’s to blame. They blame the bus. Sometimes they blame the boss operator. Hey, why isn’t this working? And so I feel like it’s hard for the agencies. It’s another problem that they’re having to deal with that they really don’t need right now.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:08] Yeah, and it is kind of ridiculous that we’re having these kind of tech issues in the Bay Area, you know, this tech capital of the world in a way. And I’m also thinking about the impact that this could have with the Superbowl coming very soon. Lots of visitors coming to the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:12:28] And at the same time, Waymo is announcing that it’s starting service at SFO. So we’re really at this kind of critical juncture for transit in the Bay Area. People are coming to the Bay area and saying, wow, this is the home of AI and Facebook and Google and all these different industries. And yet somehow we’re having this seemingly rudimentary problem with fare collection. And certainly with the Super Bowl coming and the World Cup coming, That’s giving an extra urgency to addressing these issues.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont",
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"headTitle": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont | KQED",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> lawmaker issued an open letter to the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board on Monday, urging the cash-strapped agency to apply now for state funding to pursue a “shovel-ready” station roughly halfway between the Fremont and Warm Springs stations.\u003c/p>\n\u003cp>“Leaving state dollars on the table while BART faces a fiscal crisis is unacceptable,” state Sen. Aisha Wahab, D-Fremont, wrote to the BART board. “Timing is critical. Irvington must be delivered before the Downtown San José extension to avoid significantly higher costs, service disruptions, and impacts to riders. Continued delays also jeopardize nearly 1,000 affordable housing units planned within the surrounding Transit Priority Development Area, undermining regional housing and mobility goals.”\u003c/p>\n\u003cp>Wahab directed BART to the Transit and Intercity Rail Capital Program, which provides grants to modernize California’s intercity, commuter, and urban rail systems, as well as bus and ferry transit systems, to significantly reduce emissions of greenhouse gases and congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Irvington BART Station has been planned since it was studied as part of the Warm Springs extension in 1979, and its construction was approved by the BART board in 1992.\u003c/p>\n\u003cp>Several agencies gave millions of dollars to fund the design phase of Irvington, including the Metropolitan Transportation Commission and the Alameda County Transportation Commission. In 2014, Alameda County voters approved Measure BB, which allocated $120 million toward the station’s construction.\u003c/p>\n\u003cp>Since then, BART officials have worked with the city of Fremont to update the station’s concept plan, surrounding area plan and environmental review. As of November 2023, the start of construction was pushed back to mid-2026, and the station opening to 2031.\u003c/p>\n\u003cfigure id=\"attachment_11963801\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11963801 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/GettyImages-1246541284-scaled-e1760983873339.jpg\" alt=\"A South Asian woman in a gray suit speaks into a mic.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Aisha Wahab, D-Fremont, speaks during the 50th Anniversary of Roe v. Wade at San Francisco City Hall on Jan. 25, 2023. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wahab’s letter listed a variety of ways in which Irvington is an advantageous candidate for the funding, including that environmental clearance is complete, and 14 of 17 relevant properties have been acquired.\u003c/p>\n\u003cp>Both Wahab and BART Board President Melissa Hernandez are running to fill the Congressional seat vacated by East Bay U.S. Rep. Eric Swalwell in his run for governor, but Wahab told KQED she’d be happy to mediate between the city and BART, which have been in negotiations over the proposed station for years.\u003c/p>\n\u003cp>The public transit agency has been \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">staggering\u003c/a> through a financial crisis ever since the COVID-19 pandemic gutted \u003ca href=\"https://www.bart.gov/about/reports/ridership\">ridership\u003c/a>. BART officials have \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">warned of drastic cuts\u003c/a> without more state funding, saying they face a $350 million to $400 million annual deficit beginning in the 2027 fiscal year.[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']The agency balanced its FY26 budget with $35 million in cuts and cost controls, and BART board members have been lobbying in Sacramento for \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">bridge loans\u003c/a> while pursuing a November 2026 ballot measure. Should that measure fail with voters, contingency plans to be presented at the next board meeting on Feb. 12 are expected to include a recommendation that the agency close between 10 and 15 stations. Details, including which stations are potentially on the chopping block, will be released to the public at the end of next week.\u003c/p>\n\u003cp>“The letter caught us off guard,” said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>The agency is applying for TIRCP money to rebuild aging infrastructure and power stations responsible for \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">recent service disruptions\u003c/a>, and Trost said BART doesn’t want to submit a competing application for Irvington that might endanger the application for funds to support core services.\u003c/p>\n\u003cp>“These are core things that our riders rely on, in order to keep BART survivable,” she said.\u003c/p>\n\u003cp>Even if Fremont managed to raise the remaining funds to build \u003ca href=\"https://www.fremont.gov/home/showpublisheddocument/19401/638997628481730000\">Irvington\u003c/a>, Trost said the station is not a priority for the agency for the foreseeable future.\u003c/p>\n\u003cp>“We don’t have the money to staff a 51st BART station,” she said.\u003c/p>\n\u003cp>She added that the agency is able to operate the Milpitas and Berryessa stations only because of \u003ca href=\"https://www.vta.org/about\">Valley Transportation Agency\u003c/a> funding.\u003c/p>\n\u003cfigure id=\"attachment_12071338\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12071338\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1198\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-1536x920.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map outlining the proposed development at Irvington Station. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city and the senator agree that Fremont has previously agreed to raise all the money necessary to build Irvington on its own, but the city cannot apply for TIRCP funds as it’s not the relevant transit agency.\u003c/p>\n\u003cp>“We acknowledge the challenging times for funding Bay Area transit and emphasize the urgent need to invest in both operations and projects that will increase ridership and bring transit closer to jobs and housing,” Fremont Mayor Raj Salwan wrote to KQED in an email. “Building the Irvington BART station is a cost-effective way to add new riders and a commitment to the Alameda County voters. Since the tracks are already in place, this project is much less expensive than extending tracks to new areas.”\u003c/p>\n\u003cp>Wahab emphasized that the MTC is supportive of Fremont’s bid. The Irvington BART Station was listed as a “near-term priority” for the years 2025-2035 in the MTC’s \u003ca href=\"https://mtc.ca.gov/planning/long-range-planning/plan-bay-area-2050\">Plan Bay Area 2050+\u003c/a>, approved by that agency’s planning committee a year ago.\u003c/p>\n\u003cp>Wahab expressed exasperation with the Bay Area’s 27 transit agencies and their collective inability to deliver a public transit system that serves the nine counties as a viable alternative to driving for the bulk of the population, especially in the South Bay.\u003c/p>\n\u003cp>“We keep seeing the requests for more funding to these agencies, yet less and less accountability to the public, and this [Irvington] is a prime example.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> lawmaker issued an open letter to the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board on Monday, urging the cash-strapped agency to apply now for state funding to pursue a “shovel-ready” station roughly halfway between the Fremont and Warm Springs stations.\u003c/p>\n\u003cp>“Leaving state dollars on the table while BART faces a fiscal crisis is unacceptable,” state Sen. Aisha Wahab, D-Fremont, wrote to the BART board. “Timing is critical. Irvington must be delivered before the Downtown San José extension to avoid significantly higher costs, service disruptions, and impacts to riders. Continued delays also jeopardize nearly 1,000 affordable housing units planned within the surrounding Transit Priority Development Area, undermining regional housing and mobility goals.”\u003c/p>\n\u003cp>Wahab directed BART to the Transit and Intercity Rail Capital Program, which provides grants to modernize California’s intercity, commuter, and urban rail systems, as well as bus and ferry transit systems, to significantly reduce emissions of greenhouse gases and congestion.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Irvington BART Station has been planned since it was studied as part of the Warm Springs extension in 1979, and its construction was approved by the BART board in 1992.\u003c/p>\n\u003cp>Several agencies gave millions of dollars to fund the design phase of Irvington, including the Metropolitan Transportation Commission and the Alameda County Transportation Commission. In 2014, Alameda County voters approved Measure BB, which allocated $120 million toward the station’s construction.\u003c/p>\n\u003cp>Since then, BART officials have worked with the city of Fremont to update the station’s concept plan, surrounding area plan and environmental review. As of November 2023, the start of construction was pushed back to mid-2026, and the station opening to 2031.\u003c/p>\n\u003cfigure id=\"attachment_11963801\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11963801 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/GettyImages-1246541284-scaled-e1760983873339.jpg\" alt=\"A South Asian woman in a gray suit speaks into a mic.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Aisha Wahab, D-Fremont, speaks during the 50th Anniversary of Roe v. Wade at San Francisco City Hall on Jan. 25, 2023. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wahab’s letter listed a variety of ways in which Irvington is an advantageous candidate for the funding, including that environmental clearance is complete, and 14 of 17 relevant properties have been acquired.\u003c/p>\n\u003cp>Both Wahab and BART Board President Melissa Hernandez are running to fill the Congressional seat vacated by East Bay U.S. Rep. Eric Swalwell in his run for governor, but Wahab told KQED she’d be happy to mediate between the city and BART, which have been in negotiations over the proposed station for years.\u003c/p>\n\u003cp>The public transit agency has been \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">staggering\u003c/a> through a financial crisis ever since the COVID-19 pandemic gutted \u003ca href=\"https://www.bart.gov/about/reports/ridership\">ridership\u003c/a>. BART officials have \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">warned of drastic cuts\u003c/a> without more state funding, saying they face a $350 million to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency balanced its FY26 budget with $35 million in cuts and cost controls, and BART board members have been lobbying in Sacramento for \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">bridge loans\u003c/a> while pursuing a November 2026 ballot measure. Should that measure fail with voters, contingency plans to be presented at the next board meeting on Feb. 12 are expected to include a recommendation that the agency close between 10 and 15 stations. Details, including which stations are potentially on the chopping block, will be released to the public at the end of next week.\u003c/p>\n\u003cp>“The letter caught us off guard,” said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>The agency is applying for TIRCP money to rebuild aging infrastructure and power stations responsible for \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">recent service disruptions\u003c/a>, and Trost said BART doesn’t want to submit a competing application for Irvington that might endanger the application for funds to support core services.\u003c/p>\n\u003cp>“These are core things that our riders rely on, in order to keep BART survivable,” she said.\u003c/p>\n\u003cp>Even if Fremont managed to raise the remaining funds to build \u003ca href=\"https://www.fremont.gov/home/showpublisheddocument/19401/638997628481730000\">Irvington\u003c/a>, Trost said the station is not a priority for the agency for the foreseeable future.\u003c/p>\n\u003cp>“We don’t have the money to staff a 51st BART station,” she said.\u003c/p>\n\u003cp>She added that the agency is able to operate the Milpitas and Berryessa stations only because of \u003ca href=\"https://www.vta.org/about\">Valley Transportation Agency\u003c/a> funding.\u003c/p>\n\u003cfigure id=\"attachment_12071338\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12071338\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1198\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-1536x920.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map outlining the proposed development at Irvington Station. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city and the senator agree that Fremont has previously agreed to raise all the money necessary to build Irvington on its own, but the city cannot apply for TIRCP funds as it’s not the relevant transit agency.\u003c/p>\n\u003cp>“We acknowledge the challenging times for funding Bay Area transit and emphasize the urgent need to invest in both operations and projects that will increase ridership and bring transit closer to jobs and housing,” Fremont Mayor Raj Salwan wrote to KQED in an email. “Building the Irvington BART station is a cost-effective way to add new riders and a commitment to the Alameda County voters. Since the tracks are already in place, this project is much less expensive than extending tracks to new areas.”\u003c/p>\n\u003cp>Wahab emphasized that the MTC is supportive of Fremont’s bid. The Irvington BART Station was listed as a “near-term priority” for the years 2025-2035 in the MTC’s \u003ca href=\"https://mtc.ca.gov/planning/long-range-planning/plan-bay-area-2050\">Plan Bay Area 2050+\u003c/a>, approved by that agency’s planning committee a year ago.\u003c/p>\n\u003cp>Wahab expressed exasperation with the Bay Area’s 27 transit agencies and their collective inability to deliver a public transit system that serves the nine counties as a viable alternative to driving for the bulk of the population, especially in the South Bay.\u003c/p>\n\u003cp>“We keep seeing the requests for more funding to these agencies, yet less and less accountability to the public, and this [Irvington] is a prime example.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.\u003c/p>\u003c/div>",
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"order": 1
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
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"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
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"link": "/radio/program/morning-edition"
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
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