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"content": "\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.[aside postID=news_12059533 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg']The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> equipment issue on Monday morning slowed systemwide travel and halted trains on multiple lines for hours, according to the agency.\u003c/p>\n\u003cp>The commuter nightmare, which shut down a track in the Transbay Tube that connects the East Bay and San Francisco, is the \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">third major service meltdown\u003c/a> on the transit agency’s trains in recent months.\u003c/p>\n\u003cp>BART said it had resolved the track issue around 9:15 a.m. and would resume normal transit through the tube, though it could take time to alleviate major delays.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“[It’s] certainly not the way we want to start a Monday morning,” spokesperson Chris Filippi told KQED.\u003c/p>\n\u003cp>The issue began just before 6 a.m., when the operator of a train moving through the Transbay Tube reported seeing a small explosion as it traveled toward West Oakland from Embarcadero station.\u003c/p>\n\u003cp>Filippi said the operator heard a popping sound.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We sent an out of service train into the tube to do an investigation and that train reported seeing smoke,” he said. “Once that happened we stopped service on that track through the tube.”\u003c/p>\n\u003cp>For hours on Monday morning, the transit agency was forced to run both its north and southbound trains on one track through the tube, slowing travel in both directions. BART is still servicing all 50 of its stations, but it suspended all Red and Green line trains, which run from Antioch to San Francisco International Airport and Daly City to North San José, respectively.\u003c/p>\n\u003cp>Filippi said BART was extending Orange Line service during the outage to offset some of the effects of those outages.[aside postID=news_12060004 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed.jpg']Over the weekend, BART did rail replacement work along one of the tube’s tracks. Red and Green line service was paused during the maintenance late Saturday and into Sunday morning, and the agency similarly operated a single track through the corridor, which it said would cause delays of about 10 to 15 minutes.\u003c/p>\n\u003cp>It’s not yet clear if the work is related to Monday’s outage, Filippi said.\u003c/p>\n\u003cp>“We definitely appreciate the patience of our riders on this,” he said. “Even though we do have service to all 50 stations, we do still have major delays, and we know that’s a significant disruption for folks and we take that very seriously.”\u003c/p>\n\u003cp>Monday’s issues, and the network problems that halted all service for hours in \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> and September, come as \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">BART faces a “fiscal cliff”\u003c/a> and has floated cutting or reducing services if one-time state and federal funding dries up as expected next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003cem>KQED’s\u003c/em>\u003ca href=\"https://www.kqed.org/author/bwatt\">\u003cem> Brian Watt\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> equipment issue on Monday morning slowed systemwide travel and halted trains on multiple lines for hours, according to the agency.\u003c/p>\n\u003cp>The commuter nightmare, which shut down a track in the Transbay Tube that connects the East Bay and San Francisco, is the \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">third major service meltdown\u003c/a> on the transit agency’s trains in recent months.\u003c/p>\n\u003cp>BART said it had resolved the track issue around 9:15 a.m. and would resume normal transit through the tube, though it could take time to alleviate major delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“[It’s] certainly not the way we want to start a Monday morning,” spokesperson Chris Filippi told KQED.\u003c/p>\n\u003cp>The issue began just before 6 a.m., when the operator of a train moving through the Transbay Tube reported seeing a small explosion as it traveled toward West Oakland from Embarcadero station.\u003c/p>\n\u003cp>Filippi said the operator heard a popping sound.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We sent an out of service train into the tube to do an investigation and that train reported seeing smoke,” he said. “Once that happened we stopped service on that track through the tube.”\u003c/p>\n\u003cp>For hours on Monday morning, the transit agency was forced to run both its north and southbound trains on one track through the tube, slowing travel in both directions. BART is still servicing all 50 of its stations, but it suspended all Red and Green line trains, which run from Antioch to San Francisco International Airport and Daly City to North San José, respectively.\u003c/p>\n\u003cp>Filippi said BART was extending Orange Line service during the outage to offset some of the effects of those outages.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Over the weekend, BART did rail replacement work along one of the tube’s tracks. Red and Green line service was paused during the maintenance late Saturday and into Sunday morning, and the agency similarly operated a single track through the corridor, which it said would cause delays of about 10 to 15 minutes.\u003c/p>\n\u003cp>It’s not yet clear if the work is related to Monday’s outage, Filippi said.\u003c/p>\n\u003cp>“We definitely appreciate the patience of our riders on this,” he said. “Even though we do have service to all 50 stations, we do still have major delays, and we know that’s a significant disruption for folks and we take that very seriously.”\u003c/p>\n\u003cp>Monday’s issues, and the network problems that halted all service for hours in \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> and September, come as \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">BART faces a “fiscal cliff”\u003c/a> and has floated cutting or reducing services if one-time state and federal funding dries up as expected next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003cem>KQED’s\u003c/em>\u003ca href=\"https://www.kqed.org/author/bwatt\">\u003cem> Brian Watt\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-audit-flags-overtime-costs-weak-controls-as-agency-spends-96-million",
"title": "BART Audit Flags Overtime Costs, Weak Controls as Agency Spends $96 Million",
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"content": "\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.[aside postID=news_12052690 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "BART Audit Flags Overtime Costs, Weak Controls as Agency Spends $96 Million | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In a rare pre-litigation settlement announced Friday, BART agreed to pay $6.75 million to a Union City woman \u003ca href=\"https://www.kqed.org/news/12018194/video-bart-police-shooting-shows-woman-try-drive-off-after-tense-stop\">shot by one of the agency’s police officers\u003c/a> last year and admitted that its initial public allegation that she had assaulted an officer was untrue.\u003c/p>\n\u003cp>Jasmine Gao, now 33, was sitting in her car outside the Union City station on Nov. 18 when she was met by a pair of BART police officers who had received reports of vehicles doing donuts in the parking lot.\u003c/p>\n\u003cp>Officer Nicholas Poblete, a six-year veteran of the BART police force, shot Gao when she tried to drive away after a brief struggle over her ID and car keys and a threat from Poblete to pepper-spray her.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241118-0\">a news release \u003c/a>posted the morning after the shooting, BART Police Chief Kevin Franklin said Gao “is alleged to have assaulted a police officer which led to one of the officers discharging their firearm.” The statement added that she would face several charges, including assault with a deadly weapon on police.\u003c/p>\n\u003cp>But on Friday, the transit agency said \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=7ZI76nfNcN5FctQy\">body-camera video\u003c/a> of the incident shows no assault took place. A \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250912\">statement\u003c/a> put out jointly by Gao’s attorneys and BART calls Franklin’s initial account of the shooting “inaccurate” and said it was “based on the available information from the investigation at that time.”\u003c/p>\n\u003cfigure id=\"attachment_12018300\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018300\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“BART acknowledges that when Ms. Gao drove away, no officer was being dragged or had any body part stuck in the window of her car when Poblete fired, and that no officer was otherwise endangered by Ms. Gao’s driving of the vehicle,” the joint statement said.\u003c/p>\n\u003cp>“It’s to BART’s credit that they recognized that the shooting should have never happened,” and settled the case without formal litigation, Ben Nisenbaum, the civil rights attorney representing Gao and her family, said in an interview.\u003c/p>\n\u003cp>Gao is still recovering from injuries suffered in the shooting. One of the bullets Pobelte fired narrowly missed her heart. A second caused her to lose full use of her left arm.[aside postID=forum_2010101911215 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2025/09/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg']BART said it has issued a notice of intent to fire Poblete, who is on paid leave as the termination process plays out.\u003c/p>\n\u003cp>During the encounter with Gao, Poblete and a fellow officer quickly established that she had not been involved in the reported driving incident. But before allowing her to go, Poblete told Gao her car’s registration had expired and asked to see her identification and proof of insurance.\u003c/p>\n\u003cp>Over the course of the next several minutes, \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=C8tKR-CnckRzKk9Z\">body-cam video\u003c/a> that BART released in December 2024 shows both Gao and Poblete growing increasingly agitated, with Poblete demanding Gao turn over her car keys and threatening to pepper-spray her. Gao refused to comply, telling Poblete repeatedly he was scaring her. When she rolled up the driver’s side window and began driving away, Poblete fired three shots.\u003c/p>\n\u003cp>Nisenbaum said that under state law, officers had no legal justification to stop Gao because of the registration issue. He called Poblete’s actions during the stop “a textbook example of what not to do” in an encounter with the public.\u003c/p>\n\u003cp>“So when [Gao] exhibits signs of fearfulness, the first reaction is to threaten to pepper-spray her?” he said. “You can imagine that that only put her in more of a fearful mode. So she did begin to drive away slowly, but no officer was in the way. No officer was threatened. How this turns into a shooting makes no sense whatsoever.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a rare pre-litigation settlement announced Friday, BART agreed to pay $6.75 million to a Union City woman \u003ca href=\"https://www.kqed.org/news/12018194/video-bart-police-shooting-shows-woman-try-drive-off-after-tense-stop\">shot by one of the agency’s police officers\u003c/a> last year and admitted that its initial public allegation that she had assaulted an officer was untrue.\u003c/p>\n\u003cp>Jasmine Gao, now 33, was sitting in her car outside the Union City station on Nov. 18 when she was met by a pair of BART police officers who had received reports of vehicles doing donuts in the parking lot.\u003c/p>\n\u003cp>Officer Nicholas Poblete, a six-year veteran of the BART police force, shot Gao when she tried to drive away after a brief struggle over her ID and car keys and a threat from Poblete to pepper-spray her.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241118-0\">a news release \u003c/a>posted the morning after the shooting, BART Police Chief Kevin Franklin said Gao “is alleged to have assaulted a police officer which led to one of the officers discharging their firearm.” The statement added that she would face several charges, including assault with a deadly weapon on police.\u003c/p>\n\u003cp>But on Friday, the transit agency said \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=7ZI76nfNcN5FctQy\">body-camera video\u003c/a> of the incident shows no assault took place. A \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250912\">statement\u003c/a> put out jointly by Gao’s attorneys and BART calls Franklin’s initial account of the shooting “inaccurate” and said it was “based on the available information from the investigation at that time.”\u003c/p>\n\u003cfigure id=\"attachment_12018300\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018300\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“BART acknowledges that when Ms. Gao drove away, no officer was being dragged or had any body part stuck in the window of her car when Poblete fired, and that no officer was otherwise endangered by Ms. Gao’s driving of the vehicle,” the joint statement said.\u003c/p>\n\u003cp>“It’s to BART’s credit that they recognized that the shooting should have never happened,” and settled the case without formal litigation, Ben Nisenbaum, the civil rights attorney representing Gao and her family, said in an interview.\u003c/p>\n\u003cp>Gao is still recovering from injuries suffered in the shooting. One of the bullets Pobelte fired narrowly missed her heart. A second caused her to lose full use of her left arm.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART said it has issued a notice of intent to fire Poblete, who is on paid leave as the termination process plays out.\u003c/p>\n\u003cp>During the encounter with Gao, Poblete and a fellow officer quickly established that she had not been involved in the reported driving incident. But before allowing her to go, Poblete told Gao her car’s registration had expired and asked to see her identification and proof of insurance.\u003c/p>\n\u003cp>Over the course of the next several minutes, \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=C8tKR-CnckRzKk9Z\">body-cam video\u003c/a> that BART released in December 2024 shows both Gao and Poblete growing increasingly agitated, with Poblete demanding Gao turn over her car keys and threatening to pepper-spray her. Gao refused to comply, telling Poblete repeatedly he was scaring her. When she rolled up the driver’s side window and began driving away, Poblete fired three shots.\u003c/p>\n\u003cp>Nisenbaum said that under state law, officers had no legal justification to stop Gao because of the registration issue. He called Poblete’s actions during the stop “a textbook example of what not to do” in an encounter with the public.\u003c/p>\n\u003cp>“So when [Gao] exhibits signs of fearfulness, the first reaction is to threaten to pepper-spray her?” he said. “You can imagine that that only put her in more of a fearful mode. So she did begin to drive away slowly, but no officer was in the way. No officer was threatened. How this turns into a shooting makes no sense whatsoever.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A granola bar. Hand sanitizer. A \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">BART train schedule\u003c/a>. These are among the supplies Harvy Chang and his friends plan to bring this Sunday as they attempt to break a new record: visiting every BART station as quickly as possible with as many people as possible.\u003c/p>\n\u003cp>It’s called a “speedrun,” and Chang’s group of Bay Area high schoolers is organizing the largest ever attempt in the Bay Area. As of Wednesday, \u003ca href=\"https://luma.com/yj73dmrc\">80 people have signed up\u003c/a>.\u003c/p>\n\u003cp>“I want to see a hundred people going to do this,” Chang said, “because right now, the transit speedrunning community isn’t that big.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The term “speedrunning” was popularized in video gaming culture when a player attempts to complete an entire game as quickly as possible. But transit nerds have co-opted the trend and turned it into a real-life game, by visiting every train or bus station — traveling up and down every arm of the transit system — as quickly as possible. The prize: bragging rights. And possibly internet fame.\u003c/p>\n\u003cp>Chang got interested in the sport last year after seeing a \u003ca href=\"http://youtube.com/watch?v=6o9JGsamQF0\">viral YouTube video\u003c/a> about it. He contacted the speedrunner to plan a route, but Chang said the runner didn’t want to share his plans.\u003c/p>\n\u003cp>“Because he wanted to get the record,” Chang said. “At that point, when he didn’t really want to share, I was like, okay, I got to [plan] this myself. So then I did.”\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"People walk through a train station, passing by gates.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While speedrunners have raced on San Francisco’s MUNI trains, San Mateo’s SamTrans bus lines and Santa Clara’s VTA light rail, among other Bay Area transit agency routes, BART is the most popular. The commuter rail agency has even created a \u003ca href=\"https://www.bart.gov/news/fun/speedrun\">webpage dedicated to speedruns\u003c/a> and posts a log of each attempt its staff can find online.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.guinnessworldrecords.com/world-records/763245-fastest-time-to-visit-all-san-francisco-metro-stations\">current Guinness World Record\u003c/a> (yes, there’s also a Guinness World Record for speedrunning) is held by a group of seven UC Berkeley graduate students, specializing in transportation, who completed the run in 5 hours, 47 minutes and 42 seconds in March 2024.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eThvhW-TdvU&ab_channel=Penguinaut\">Chang and a group of 20 others\u003c/a> unofficially beat that time in July, ending the race in 5 hours, 43 minutes and 10.95 seconds. The group submitted their fastest time to the record-setting organization and is awaiting certification.\u003c/p>\n\u003cp>During that July run, Chang’s cadre also broke the unofficial record for the largest group to complete a BART speedrun, which he hopes to break again this weekend.\u003c/p>\n\u003cp>To achieve that, Sunday’s event will prioritize participation over time. For Chang and his friends, that means working out a lot of logistics. Nowhere is that more critical than at transfer points, when the speedrunners will have to get on and off the trains en masse as quickly as possible.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even mere seconds can matter: Chang has found that, if one BART train enters the station and the connecting train holds its doors for passengers to board, it can throw off the whole schedule and possibly mean missing the next train.\u003c/p>\n\u003cp>“Before your first transfer, you’re kind of just chilling there,” the 17-year-old said. “As soon as you get your first transfer, it starts getting real.”\u003c/p>\n\u003cp>With a group of Sunday’s expected size, that also means planning for banalities like bathroom breaks and trips to the water fountain — no easy feat with a group of 20, let alone the 80 who registered. To manage the crowd, Chang expects Sunday’s speedrun to take about 6 hours to complete.\u003c/p>\n\u003cp>“Even if you make your transfer really long, a BART station is only going to have — at most — two bathrooms, so that’s going to be something that we have to deal with,” he said.\u003c/p>\n\u003cfigure id=\"attachment_12055631\" class=\"wp-caption alignleft\" style=\"max-width: 1228px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg\" alt=\"\" width=\"1228\" height=\"1070\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg 1228w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule-160x139.jpg 160w\" sizes=\"auto, (max-width: 1228px) 100vw, 1228px\">\u003cfigcaption class=\"wp-caption-text\">The speedrun route Harvey Chang and his friends planned is optimized not so much for speed, but for the large size of the group they hope to attract to the event. \u003ccite>(Courtesy of Harvey Chang)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While it’s not a widely documented sport, transit speedrunning’s origins trace back to 1960, when the Guinness World Record started tracking the “\u003ca href=\"https://www.thetubechallenge.com/\">Tube Challenge\u003c/a>” on the London Underground. Two United Kingdom residents \u003ca href=\"https://www.guinnessworldrecords.com/world-records/677236-fastest-time-to-travel-to-all-london-underground-stations\">broke the record in August 2024\u003c/a>, visiting all 272 stations in less than 18 hours.\u003c/p>\n\u003cp>BART spokesperson Alicia Trost said her staff recently learned of the trend when content creators started sharing their experiences — and records — on social media. According to the agency, its popularity had grown over the past decade, ever since Jim Yu, a Moraga resident, completed the \u003ca href=\"https://crasstalk.com/2012/07/world-record-for-visiting-all-44-bart-stations/\">first documented speedrun\u003c/a> in 2012.\u003c/p>\n\u003cp>Yu doesn’t call himself a train nerd or a public transportation activist, but rather, a modern-day explorer who prefers to let someone else take the wheel. Over the course of 11 years, he’s traveled, on and off, from the top of North America (Prudhoe Bay, Alaska) to the tip of South America (Ushuaia, Argentina) using only buses.\u003c/p>\n\u003cp>When he completed his first BART speedrun, it was an opportunity to enjoy the Bay Area’s dynamic landscape and destinations along BART’s station map that he would never visit on a regular commute.\u003c/p>\n\u003cp>“Even though the San Francisco Bay Area is not a very large area geographically, you have everything here from oceans to almost desert-like dryness in the East Bay, and everything in between,” he said. “If you [ride] BART— not even for a speedrun, just to sit there and look out the window, you get to see everything that is in the Bay Area.”[aside postID=news_12055129 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED3.jpg']Since then, the speedrunning community has grown — and so have opinions about what qualifies as an official race. Last October, a popular YouTuber — the same one who inspired Chang to join the sport — \u003ca href=\"https://www.youtube.com/watch?v=T5ap30oYwyM&ab_channel=Adam\">teamed up with another speedrunner and completed the run\u003c/a> in 5 hours, 9 minutes and 35 seconds. But they achieved that time by visiting stations out of order and using bikes to catch some of the trains.\u003c/p>\n\u003cp>Despite following the official Guinness World Record rules, Chang said the Bay Area Transit Discord is still deciding whether it is fair to use a bike. For now, he and many others will continue speedrunning using only their feet and a Clipper card.\u003c/p>\n\u003cp>Ultimately, Chang and other high school students care less about who is right and more about who shows up. For them, speedrunning isn’t just fun, it’s a chance to explore nearby cities without needing a car or a driver’s license.\u003c/p>\n\u003cp>David Rabinovich, a 15-year-old from Foster City, is the board president of the \u003ca href=\"https://calhstatransit.org/\">California High School Transit Alliance\u003c/a>, an organization aiming to connect high school transit clubs across the state and raise awareness of how convenient buses and trains can be for young people.\u003c/p>\n\u003cp>As he helps Chang and others organize the Bay Area speedrun this Sunday, Rabinovich is also coordinating with a high school in San Diego to \u003ca href=\"https://speedrun.calhstatransit.org/socal\">organize a speedrun there\u003c/a>, also on Sunday. That group will traverse the San Diego Trolley. As both groups speedrun together, Rabinovich hopes to inaugurate \u003ca href=\"https://speedrun.calhstatransit.org/home\">California Speedrun Day\u003c/a>.\u003c/p>\n\u003cp>“Transit is very important for high schoolers because some of us can’t drive. If you can drive, you have all these costs: gas, insurance, getting the car— and that’s not something high schoolers can do really,” he said. “So transit is a lifeline.”\u003c/p>\n\u003cp>\u003cem>The BART speedrun takes place on Sunday, Sept. 14. The event will start at 9:40 a.m. sharp at the Millbrae BART station. For more information, visit: \u003c/em>\u003ca href=\"https://luma.com/yj73dmrc\">\u003cem>https://luma.com/yj73dmrc\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A granola bar. Hand sanitizer. A \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">BART train schedule\u003c/a>. These are among the supplies Harvy Chang and his friends plan to bring this Sunday as they attempt to break a new record: visiting every BART station as quickly as possible with as many people as possible.\u003c/p>\n\u003cp>It’s called a “speedrun,” and Chang’s group of Bay Area high schoolers is organizing the largest ever attempt in the Bay Area. As of Wednesday, \u003ca href=\"https://luma.com/yj73dmrc\">80 people have signed up\u003c/a>.\u003c/p>\n\u003cp>“I want to see a hundred people going to do this,” Chang said, “because right now, the transit speedrunning community isn’t that big.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The term “speedrunning” was popularized in video gaming culture when a player attempts to complete an entire game as quickly as possible. But transit nerds have co-opted the trend and turned it into a real-life game, by visiting every train or bus station — traveling up and down every arm of the transit system — as quickly as possible. The prize: bragging rights. And possibly internet fame.\u003c/p>\n\u003cp>Chang got interested in the sport last year after seeing a \u003ca href=\"http://youtube.com/watch?v=6o9JGsamQF0\">viral YouTube video\u003c/a> about it. He contacted the speedrunner to plan a route, but Chang said the runner didn’t want to share his plans.\u003c/p>\n\u003cp>“Because he wanted to get the record,” Chang said. “At that point, when he didn’t really want to share, I was like, okay, I got to [plan] this myself. So then I did.”\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"People walk through a train station, passing by gates.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While speedrunners have raced on San Francisco’s MUNI trains, San Mateo’s SamTrans bus lines and Santa Clara’s VTA light rail, among other Bay Area transit agency routes, BART is the most popular. The commuter rail agency has even created a \u003ca href=\"https://www.bart.gov/news/fun/speedrun\">webpage dedicated to speedruns\u003c/a> and posts a log of each attempt its staff can find online.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.guinnessworldrecords.com/world-records/763245-fastest-time-to-visit-all-san-francisco-metro-stations\">current Guinness World Record\u003c/a> (yes, there’s also a Guinness World Record for speedrunning) is held by a group of seven UC Berkeley graduate students, specializing in transportation, who completed the run in 5 hours, 47 minutes and 42 seconds in March 2024.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eThvhW-TdvU&ab_channel=Penguinaut\">Chang and a group of 20 others\u003c/a> unofficially beat that time in July, ending the race in 5 hours, 43 minutes and 10.95 seconds. The group submitted their fastest time to the record-setting organization and is awaiting certification.\u003c/p>\n\u003cp>During that July run, Chang’s cadre also broke the unofficial record for the largest group to complete a BART speedrun, which he hopes to break again this weekend.\u003c/p>\n\u003cp>To achieve that, Sunday’s event will prioritize participation over time. For Chang and his friends, that means working out a lot of logistics. Nowhere is that more critical than at transfer points, when the speedrunners will have to get on and off the trains en masse as quickly as possible.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even mere seconds can matter: Chang has found that, if one BART train enters the station and the connecting train holds its doors for passengers to board, it can throw off the whole schedule and possibly mean missing the next train.\u003c/p>\n\u003cp>“Before your first transfer, you’re kind of just chilling there,” the 17-year-old said. “As soon as you get your first transfer, it starts getting real.”\u003c/p>\n\u003cp>With a group of Sunday’s expected size, that also means planning for banalities like bathroom breaks and trips to the water fountain — no easy feat with a group of 20, let alone the 80 who registered. To manage the crowd, Chang expects Sunday’s speedrun to take about 6 hours to complete.\u003c/p>\n\u003cp>“Even if you make your transfer really long, a BART station is only going to have — at most — two bathrooms, so that’s going to be something that we have to deal with,” he said.\u003c/p>\n\u003cfigure id=\"attachment_12055631\" class=\"wp-caption alignleft\" style=\"max-width: 1228px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg\" alt=\"\" width=\"1228\" height=\"1070\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg 1228w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule-160x139.jpg 160w\" sizes=\"auto, (max-width: 1228px) 100vw, 1228px\">\u003cfigcaption class=\"wp-caption-text\">The speedrun route Harvey Chang and his friends planned is optimized not so much for speed, but for the large size of the group they hope to attract to the event. \u003ccite>(Courtesy of Harvey Chang)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While it’s not a widely documented sport, transit speedrunning’s origins trace back to 1960, when the Guinness World Record started tracking the “\u003ca href=\"https://www.thetubechallenge.com/\">Tube Challenge\u003c/a>” on the London Underground. Two United Kingdom residents \u003ca href=\"https://www.guinnessworldrecords.com/world-records/677236-fastest-time-to-travel-to-all-london-underground-stations\">broke the record in August 2024\u003c/a>, visiting all 272 stations in less than 18 hours.\u003c/p>\n\u003cp>BART spokesperson Alicia Trost said her staff recently learned of the trend when content creators started sharing their experiences — and records — on social media. According to the agency, its popularity had grown over the past decade, ever since Jim Yu, a Moraga resident, completed the \u003ca href=\"https://crasstalk.com/2012/07/world-record-for-visiting-all-44-bart-stations/\">first documented speedrun\u003c/a> in 2012.\u003c/p>\n\u003cp>Yu doesn’t call himself a train nerd or a public transportation activist, but rather, a modern-day explorer who prefers to let someone else take the wheel. Over the course of 11 years, he’s traveled, on and off, from the top of North America (Prudhoe Bay, Alaska) to the tip of South America (Ushuaia, Argentina) using only buses.\u003c/p>\n\u003cp>When he completed his first BART speedrun, it was an opportunity to enjoy the Bay Area’s dynamic landscape and destinations along BART’s station map that he would never visit on a regular commute.\u003c/p>\n\u003cp>“Even though the San Francisco Bay Area is not a very large area geographically, you have everything here from oceans to almost desert-like dryness in the East Bay, and everything in between,” he said. “If you [ride] BART— not even for a speedrun, just to sit there and look out the window, you get to see everything that is in the Bay Area.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Since then, the speedrunning community has grown — and so have opinions about what qualifies as an official race. Last October, a popular YouTuber — the same one who inspired Chang to join the sport — \u003ca href=\"https://www.youtube.com/watch?v=T5ap30oYwyM&ab_channel=Adam\">teamed up with another speedrunner and completed the run\u003c/a> in 5 hours, 9 minutes and 35 seconds. But they achieved that time by visiting stations out of order and using bikes to catch some of the trains.\u003c/p>\n\u003cp>Despite following the official Guinness World Record rules, Chang said the Bay Area Transit Discord is still deciding whether it is fair to use a bike. For now, he and many others will continue speedrunning using only their feet and a Clipper card.\u003c/p>\n\u003cp>Ultimately, Chang and other high school students care less about who is right and more about who shows up. For them, speedrunning isn’t just fun, it’s a chance to explore nearby cities without needing a car or a driver’s license.\u003c/p>\n\u003cp>David Rabinovich, a 15-year-old from Foster City, is the board president of the \u003ca href=\"https://calhstatransit.org/\">California High School Transit Alliance\u003c/a>, an organization aiming to connect high school transit clubs across the state and raise awareness of how convenient buses and trains can be for young people.\u003c/p>\n\u003cp>As he helps Chang and others organize the Bay Area speedrun this Sunday, Rabinovich is also coordinating with a high school in San Diego to \u003ca href=\"https://speedrun.calhstatransit.org/socal\">organize a speedrun there\u003c/a>, also on Sunday. That group will traverse the San Diego Trolley. As both groups speedrun together, Rabinovich hopes to inaugurate \u003ca href=\"https://speedrun.calhstatransit.org/home\">California Speedrun Day\u003c/a>.\u003c/p>\n\u003cp>“Transit is very important for high schoolers because some of us can’t drive. If you can drive, you have all these costs: gas, insurance, getting the car— and that’s not something high schoolers can do really,” he said. “So transit is a lifeline.”\u003c/p>\n\u003cp>\u003cem>The BART speedrun takes place on Sunday, Sept. 14. The event will start at 9:40 a.m. sharp at the Millbrae BART station. For more information, visit: \u003c/em>\u003ca href=\"https://luma.com/yj73dmrc\">\u003cem>https://luma.com/yj73dmrc\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Public transit\u003c/a> riders in the Bay Area are used to the occasional delay, but news that sorely needed state funding could be running late has sent advocates into emergency mode.\u003c/p>\n\u003cp>Dressed as medical responders, activists carried mock transit vehicles on stretchers across San Francisco’s Civic Center Plaza on Monday to implore Gov. Gavin Newsom to deliver a promised $750 million loan. The money, meant to prevent looming service cuts at some of the Bay Area’s largest transit agencies, would bridge the gap until lawmakers can put a regional funding measure on the ballot.\u003c/p>\n\u003cp>“ This emergency loan would stave off imminent service cuts that would devastate working people, seniors, students, families and businesses,” said Carter Lavin, co-founder of the Transbay Coalition.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The rally came after state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, said \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">Saturday \u003c/a>that the California Department of Finance informed them that it would not finalize the loan before Friday’s legislative deadline.\u003c/p>\n\u003cp>“This failure by the Department of Finance is unacceptable,” the senators wrote in a press release.\u003c/p>\n\u003cp>But by Monday, Newsom’s office sought to dispel the notion that the loan would not be delivered.\u003c/p>\n\u003cfigure id=\"attachment_12055197\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055197\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener addresses a rally at San Francisco Civic Center Plaza on Monday, Sept. 8, 2025. More than a hundred transit advocates and elected officials called for Gov. Gavin Newsom’s administration to sign off on a $750 million emergency loan for Bay Area transit agencies. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are working closely with all stakeholders on the parameters of a funding deal. Our shared goal is to agree on the terms of a deal by this fall,” the governor’s office said in a statement.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">the loan\u003c/a> earlier this summer, and it was included in the June budget passed by the Legislature. Since then, Wiener said he and others have been working with the Department of Finance to negotiate terms to implement the loan, and have submitted three different proposals to the department.\u003c/p>\n\u003cp>“They just kept saying no. But now they’ve said that this [latest] proposal is something that they can work with, which is great,” Wiener said. “ We’re working to take a strong step before we adjourn on Friday. We’ll keep working on it over the fall. This is really important, and we need to get it done.”[aside postID=news_12054754 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-bartoutage00435_TV_qed.jpg']Bay Area transit agencies like BART, Muni, AC Transit and Caltrain are staring down immense budget deficits beginning in fiscal year 2026–27, as one-time state and federal funding related to the pandemic is exhausted, and ridership numbers fail to rebound to pre-pandemic levels.\u003c/p>\n\u003cp>The loan is intended as a stopgap measure to prevent service cuts between now and 2027, when funding from the potential regional tax measure would kick in.\u003c/p>\n\u003cp>That measure, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">SB 63\u003c/a>, would impose a 0.5% sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1% sales tax in San Francisco County to fund local transit agencies. If passed by lawmakers, the bill would need to be approved by voters on the November 2026 ballot and would provide funding for 14 years.\u003c/p>\n\u003cp>Advocates caution that without both the loan and the regional tax measure, Bay Area public transit service would wither.\u003c/p>\n\u003cp>BART is facing a budget deficit of approximately $375 million in the 2027 fiscal year, the most severe of all the local transit agencies. Officials say that if SB 63 fails to pass, the agency could be forced to end weekend service, cut two lines entirely or end service at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12055202\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055202\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Activists and lawmakers are calling on Gov. Gavin Newsom to make good on a promised $750 million loan to prevent drastic service cuts to local transit next year. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART has experienced \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">two \u003c/a>major systemwide outages this year, which snarled morning commutes and contributed to worse-than-usual traffic on Bay Area roads. Supporters of public transit warn this \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">could be a regular occurrence\u003c/a> if both the loan and the regional sales tax measure fail to materialize.\u003c/p>\n\u003cp>“ The Bay Area does not run without buses and trains. We saw this last week when, for just a couple hours, [BART] was down,” Assemblymember Matt Haney, D-San Francisco, said. “It brought the Bay nearly to gridlock. People couldn’t get to work, they couldn’t get to school.”\u003c/p>\n\u003cp>Wiener said the loan is needed by next spring, but he stressed that time is of the essence in getting it secured.\u003c/p>\n\u003cp>“Whether the loan gets finalized now or in a couple months, it doesn’t matter, but it needs to get finalized soon,” Wiener said. “ The transit agencies need to have confidence that the money is coming.”\u003c/p>\n\u003cp>He said he is “more optimistic now than I was a few days ago,” but “it’s still not guaranteed.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/fjhabvala\">Farida Jhabvala Romero\u003c/a> contributed to this report.\u003c/em>\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/public-transit\">Public transit\u003c/a> riders in the Bay Area are used to the occasional delay, but news that sorely needed state funding could be running late has sent advocates into emergency mode.\u003c/p>\n\u003cp>Dressed as medical responders, activists carried mock transit vehicles on stretchers across San Francisco’s Civic Center Plaza on Monday to implore Gov. Gavin Newsom to deliver a promised $750 million loan. The money, meant to prevent looming service cuts at some of the Bay Area’s largest transit agencies, would bridge the gap until lawmakers can put a regional funding measure on the ballot.\u003c/p>\n\u003cp>“ This emergency loan would stave off imminent service cuts that would devastate working people, seniors, students, families and businesses,” said Carter Lavin, co-founder of the Transbay Coalition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The rally came after state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, said \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">Saturday \u003c/a>that the California Department of Finance informed them that it would not finalize the loan before Friday’s legislative deadline.\u003c/p>\n\u003cp>“This failure by the Department of Finance is unacceptable,” the senators wrote in a press release.\u003c/p>\n\u003cp>But by Monday, Newsom’s office sought to dispel the notion that the loan would not be delivered.\u003c/p>\n\u003cfigure id=\"attachment_12055197\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055197\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener addresses a rally at San Francisco Civic Center Plaza on Monday, Sept. 8, 2025. More than a hundred transit advocates and elected officials called for Gov. Gavin Newsom’s administration to sign off on a $750 million emergency loan for Bay Area transit agencies. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are working closely with all stakeholders on the parameters of a funding deal. Our shared goal is to agree on the terms of a deal by this fall,” the governor’s office said in a statement.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">the loan\u003c/a> earlier this summer, and it was included in the June budget passed by the Legislature. Since then, Wiener said he and others have been working with the Department of Finance to negotiate terms to implement the loan, and have submitted three different proposals to the department.\u003c/p>\n\u003cp>“They just kept saying no. But now they’ve said that this [latest] proposal is something that they can work with, which is great,” Wiener said. “ We’re working to take a strong step before we adjourn on Friday. We’ll keep working on it over the fall. This is really important, and we need to get it done.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Bay Area transit agencies like BART, Muni, AC Transit and Caltrain are staring down immense budget deficits beginning in fiscal year 2026–27, as one-time state and federal funding related to the pandemic is exhausted, and ridership numbers fail to rebound to pre-pandemic levels.\u003c/p>\n\u003cp>The loan is intended as a stopgap measure to prevent service cuts between now and 2027, when funding from the potential regional tax measure would kick in.\u003c/p>\n\u003cp>That measure, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">SB 63\u003c/a>, would impose a 0.5% sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1% sales tax in San Francisco County to fund local transit agencies. If passed by lawmakers, the bill would need to be approved by voters on the November 2026 ballot and would provide funding for 14 years.\u003c/p>\n\u003cp>Advocates caution that without both the loan and the regional tax measure, Bay Area public transit service would wither.\u003c/p>\n\u003cp>BART is facing a budget deficit of approximately $375 million in the 2027 fiscal year, the most severe of all the local transit agencies. Officials say that if SB 63 fails to pass, the agency could be forced to end weekend service, cut two lines entirely or end service at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12055202\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055202\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Activists and lawmakers are calling on Gov. Gavin Newsom to make good on a promised $750 million loan to prevent drastic service cuts to local transit next year. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART has experienced \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">two \u003c/a>major systemwide outages this year, which snarled morning commutes and contributed to worse-than-usual traffic on Bay Area roads. Supporters of public transit warn this \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">could be a regular occurrence\u003c/a> if both the loan and the regional sales tax measure fail to materialize.\u003c/p>\n\u003cp>“ The Bay Area does not run without buses and trains. We saw this last week when, for just a couple hours, [BART] was down,” Assemblymember Matt Haney, D-San Francisco, said. “It brought the Bay nearly to gridlock. People couldn’t get to work, they couldn’t get to school.”\u003c/p>\n\u003cp>Wiener said the loan is needed by next spring, but he stressed that time is of the essence in getting it secured.\u003c/p>\n\u003cp>“Whether the loan gets finalized now or in a couple months, it doesn’t matter, but it needs to get finalized soon,” Wiener said. “ The transit agencies need to have confidence that the money is coming.”\u003c/p>\n\u003cp>He said he is “more optimistic now than I was a few days ago,” but “it’s still not guaranteed.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/fjhabvala\">Farida Jhabvala Romero\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say",
"title": "Newsom Will Not Provide Stopgap Loan In Time to Prevent Cuts to Bay Area Transit, Lawmakers Say",
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"content": "\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "State Sens. Wiener and Arreguín say the Newsom administration has told lawmakers it will not finalize a loan in time to prevent steep service cuts for Bay Area transit agencies.",
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"title": "Newsom Will Not Provide Stopgap Loan In Time to Prevent Cuts to Bay Area Transit, Lawmakers Say | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> resumed all service just before noon Friday, ending an hourslong system shutdown that left thousands of commuters scrambling for alternative routes around the Bay Area during peak commute hours.\u003c/p>\n\u003cp>A limited number of trains operating within the East Bay resumed around 9:30 a.m., but it took hours longer to get trains running to and from San Francisco, as people who found themselves stranded waited for any answers.\u003c/p>\n\u003cp>“’I’m so tired,” said Shantay Clark, who was arriving at the shuttered station on Powell Street at 10 a.m. She had just finished an overnight shift at her security job and had planned to take BART home to the East Bay.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’m ready to get home because I have to come back to the city, and I’m just hoping that later on tonight, when it gets time for me to commute, that transportation is up and running,” she said.\u003c/p>\n\u003cp>“I’m exhausted, and to be honest, I shouldn’t say what I want to say, because I want a drink,” she continued.\u003c/p>\n\u003cfigure id=\"attachment_12054820\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054820\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART employees advise passengers of the BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The outage was the \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">second BART has experienced in recent months\u003c/a>, though the agency said it did not know if Friday’s issue was related to May’s.\u003c/p>\n\u003cp>The transit agency said that after conducting a network upgrade overnight, it had a computer equipment problem that prevented it from beginning service shortly before 5 a.m.\u003c/p>\n\u003cp>Throughout the morning, BART employees working at stations in San Francisco were directing riders headed to the East Bay to take a bus or the ferry, which was looking to expand capacity on regularly scheduled transbay trips and add additional trips on its Oakland route.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']“The only way to get there, I was told, is that you have to go on a bus,” said Angelina Rivera, who was headed to the courthouse in Martinez. “I don’t know where the bus is, but you have to go on the bus. … It’s been a little crazy morning so far, just kind of wasting a little more time than expected.”\u003c/p>\n\u003cp>Arlene Gemmell was hoping to meet her sister, who was visiting from Oregon, in the East Bay before they headed over to their hometown in Mill Valley.\u003c/p>\n\u003cp>“It’s her last full day here,” she told KQED, adding that she would probably just head home. “I’m really let down, but sort of relieved too. I’m tired, so I don’t know, maybe we can do it tomorrow.”\u003c/p>\n\u003cp>The transit shutdown had rippling effects on other Bay Area commutes.\u003c/p>\n\u003cp>Muni said it experienced minor delays after an earlier \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">warning\u003c/a> that its buses might run behind as its operators struggled to travel into the city, the transit agency \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">said on social media\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance at the 24th Street BART station in San Francisco on Sept. 5, 2025, during an outage. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Traffic also backed up quickly on Bay Area freeways as more people opted to drive to or from San Francisco.\u003c/p>\n\u003cp>During May’s four-hour outage, traffic on the Bay Bridge backed up for miles as hundreds more cars traveled across than during the same time in previous weeks. The San Mateo-Hayward and Dumbarton bridges were similarly affected.\u003c/p>\n\u003cp>That outage was blamed on two network devices “that were not properly communicating to each other,” BART spokesperson Alicia Trost told KQED at the time.\u003c/p>\n\u003cfigure id=\"attachment_12054840\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054840\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger looks for alternate routes during a BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The two shutdowns are BART’s largest since 2019, and come as it and other Bay Area transit systems are lobbying the state Legislature to place a measure on November’s ballot that would fill a more than $1 billion hole left by state budget cuts.\u003c/p>\n\u003cp>The region’s transit operators were already struggling to recover from low ridership after the COVID-19 pandemic, and recent data shows they are facing a \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">more than $3.7 billion combined deficit\u003c/a> over the next five years, most of which comes from BART and Muni.\u003c/p>\n\u003cp>BART has said that if it’s unable to patch the budget hole, it might have to cancel two of its five lines, shorten service hours or run less frequent trains.\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> resumed all service just before noon Friday, ending an hourslong system shutdown that left thousands of commuters scrambling for alternative routes around the Bay Area during peak commute hours.\u003c/p>\n\u003cp>A limited number of trains operating within the East Bay resumed around 9:30 a.m., but it took hours longer to get trains running to and from San Francisco, as people who found themselves stranded waited for any answers.\u003c/p>\n\u003cp>“’I’m so tired,” said Shantay Clark, who was arriving at the shuttered station on Powell Street at 10 a.m. She had just finished an overnight shift at her security job and had planned to take BART home to the East Bay.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’m ready to get home because I have to come back to the city, and I’m just hoping that later on tonight, when it gets time for me to commute, that transportation is up and running,” she said.\u003c/p>\n\u003cp>“I’m exhausted, and to be honest, I shouldn’t say what I want to say, because I want a drink,” she continued.\u003c/p>\n\u003cfigure id=\"attachment_12054820\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054820\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART employees advise passengers of the BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The outage was the \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">second BART has experienced in recent months\u003c/a>, though the agency said it did not know if Friday’s issue was related to May’s.\u003c/p>\n\u003cp>The transit agency said that after conducting a network upgrade overnight, it had a computer equipment problem that prevented it from beginning service shortly before 5 a.m.\u003c/p>\n\u003cp>Throughout the morning, BART employees working at stations in San Francisco were directing riders headed to the East Bay to take a bus or the ferry, which was looking to expand capacity on regularly scheduled transbay trips and add additional trips on its Oakland route.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The only way to get there, I was told, is that you have to go on a bus,” said Angelina Rivera, who was headed to the courthouse in Martinez. “I don’t know where the bus is, but you have to go on the bus. … It’s been a little crazy morning so far, just kind of wasting a little more time than expected.”\u003c/p>\n\u003cp>Arlene Gemmell was hoping to meet her sister, who was visiting from Oregon, in the East Bay before they headed over to their hometown in Mill Valley.\u003c/p>\n\u003cp>“It’s her last full day here,” she told KQED, adding that she would probably just head home. “I’m really let down, but sort of relieved too. I’m tired, so I don’t know, maybe we can do it tomorrow.”\u003c/p>\n\u003cp>The transit shutdown had rippling effects on other Bay Area commutes.\u003c/p>\n\u003cp>Muni said it experienced minor delays after an earlier \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">warning\u003c/a> that its buses might run behind as its operators struggled to travel into the city, the transit agency \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">said on social media\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance at the 24th Street BART station in San Francisco on Sept. 5, 2025, during an outage. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Traffic also backed up quickly on Bay Area freeways as more people opted to drive to or from San Francisco.\u003c/p>\n\u003cp>During May’s four-hour outage, traffic on the Bay Bridge backed up for miles as hundreds more cars traveled across than during the same time in previous weeks. The San Mateo-Hayward and Dumbarton bridges were similarly affected.\u003c/p>\n\u003cp>That outage was blamed on two network devices “that were not properly communicating to each other,” BART spokesperson Alicia Trost told KQED at the time.\u003c/p>\n\u003cfigure id=\"attachment_12054840\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054840\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger looks for alternate routes during a BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The two shutdowns are BART’s largest since 2019, and come as it and other Bay Area transit systems are lobbying the state Legislature to place a measure on November’s ballot that would fill a more than $1 billion hole left by state budget cuts.\u003c/p>\n\u003cp>The region’s transit operators were already struggling to recover from low ridership after the COVID-19 pandemic, and recent data shows they are facing a \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">more than $3.7 billion combined deficit\u003c/a> over the next five years, most of which comes from BART and Muni.\u003c/p>\n\u003cp>BART has said that if it’s unable to patch the budget hole, it might have to cancel two of its five lines, shorten service hours or run less frequent trains.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "The Pickett Fire, BART’s ‘Tap and Ride', and Local Artists Leaving Spotify",
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"content": "\u003cp>On this edition of The Bay’s monthly news roundup, Ericka is joined by The Bay’s senior editor Alan Montecillo and KQED associate arts and culture editor Nastia Voynovskaya. We talk about the Pickett Fire currently burning in Napa, scheduling and payment changes to public transit across the Bay, and why some local artists have decided to take their music off Spotify.\u003c/p>\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=KQINC1460162369&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>\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/em>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/21/pickett-fire\">Pickett Fire\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.pressdemocrat.com/article/napa/pickett-fire-napa-cause-woodbridge/\">Did ‘escaped control burn’ cause Napa County’s Pickett Fire? Dispatch records raise questions about blaze’s origin\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13978141/deerhoof-quits-spotify-daniel-ek-700-million-military-ai-investment\">SF Band Ditches Spotify Over CEO’s $700M Military AI Investment\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/news/articles/2025/news20250811\">Bay Area transit’s latest Big Sync improves transfers, saving riders up to 20 minutes per trip\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:02] I’m Ericka Cruz Guevarra and welcome to The Bay, local news to keep you rooted. And welcome to our August news roundup where we talk about some of the other stories that The Bay team and today a special guest have been following this month. I’m joined by senior editor, Alan Montecillo. What’s up, Alan?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:21] Hello.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:22] And our very special guest today is Nastia Vojnovskaya, associate editor of arts and culture for KQED. Hey Nastia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:29] Hi Ericka!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:30] Thank you so much for joining us.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:32] Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:35] Before we dig into the stories that we’ve been following, Nastia, we wanted to have you on because it’s been a pretty busy August for you and the Arts Desk. Can you tell us a little bit about all the things you’ve been covering this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:49] It’s music festival season and full swing in the Bay Area. So earlier this month, I had the pleasure of covering Outside Lands. Um, I cover it every year. And this was a particularly good one where had I not been covering, I would have definitely wanted to be there for fun. Super standout performance by Doechii, who was not even a headliner.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:13] Wow. I was just going to ask what were your favorite sets?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:25] She already had been at the top of my list of artists I’m watching, just based on her super strong album from last year, Alligator Bites Never Heal. And she just really showed everyone what showmanship and what being a performer is all about.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:52] She can rap with the dexterity of Kendrick Lamar while moving like Megan Thee Stallion with no backing track. And then the whole performance was also formatted with this cheeky classroom lesson theme about hip hop. There were also so many homages to who came before and where she came from while creating this super futuristic vision.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:16] August was kind of the month of music festivals or concerts in Golden Gate Park, right? There was Denton Company, Outside Lands, Zach Bryan. With Outside Lands how did it compare to previous years? And I mean, how do you know as an attendee and as someone covering it, whether it was like a big success compared to years past?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:02:35] I would say this year they did some very, very savvy booking. So in addition to Doechii, they had Doja Cat and also Tyler, The Creator. Tyler, he had played Outside Lands before, so when they announced it back in April, I was like, okay, I’m excited to see him again. I like him. But shortly before the festival, he released a fantastic new album. And it’s called Don’t Tap the Glass and the whole theme of that album is being present for the music in person and not being on your phone. And you kind of saw that translate in the crowd the way that people were so engaged. There were some really smart choices of well-positioned breakout acts that they booked. There’s this Brooklyn indie band whose name unfortunately we cannot say on the Radio, and it’s spelled F-C-U-K-E-R-S. And they played this smaller side stage earlier in the day. And I was so impressed by just how they packed out that stage with teens and 20-somethings who were just in this very dense crowd jumping up and down. They kind of have this indie sleaze vibe with electronics and live instruments and just like very sassy vocals. It’s very children of brat. And that band actually had a super packed high energy show, The Rickshaw Stop the night before. So I was just very impressed by how the festival had this mix of established and breaking acts that I think are about to be a lot bigger soon.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:05] I know LaRussell also performed at Outside Lands, and we also did a really amazing event with him this month as well. More on that on the show next month, actually. We did a real cool music showcase with LaRussall and the Good Company team. Really got to see some amazing artists locally, and we’re gonna do an interview with the winner next month. So look out for that, listeners.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:34] I have a confession to make. I live next to the park. I have lived next to park for several years and I haven’t been to outside lands yet.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:04:41] But at least you can hear it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:43] I can hear it, I can definitely hear it. Some of my neighbors don’t love the fact that they can hear it, but I don’t mind. I should go and I will go. It’s expensive, but from what I hear, it’s worth it. I will get around to it, but I’m always a little embarrassed whenever this comes up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:59] Very clutch parking spot in front of his house, if you’re an outside lens attendee. Not that I’m offering it to our listeners. Well we’re gonna take a quick break and when we come back we’re going to dig into all the stories that we have been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:27] Let’s go ahead and dive into some of the other stories that we have been following this month. Alan, I wanna start with you and you’ve been following the Pickett Fire in Napa.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:38] Yes, after a cold summer, a robust marine layer, Karl the Fog, out in full force, we are essentially in peak fire season from now until winter, basically, when it starts raining. And over the last week, we’ve had what has been the largest fire in the Bay Area so far, which is the Pickett fire. As of this taping, so Thursday morning, it has burned about 6,800 acres and is about 33% contained.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:07] Yeah, and obviously whenever it comes to fire in the Bay Area, I think one of the main ways folks experience it is air quality, and I’ve been really watching that very closely. But can you tell us a little bit about where the fire is burning exactly? I know it’s pretty close to some big wineries in Napa, right, who are just about to approach harvest season.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:33] Yeah. So the fire broke out on the 21st of August along Pickett road in Napa County, just outside the town of Calistoga near several vineyards. So this fire is firmly, you know, in wine country, you know, In terms of smoke, the air quality management district did lift that advisory on Tuesday. So hopefully it’s not too bad anymore, but there’s still many areas where there are evacuation orders or evacuation warnings.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:00] So has it burned down any residential areas?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:03] So far, it doesn’t seem like that’s happened. Not all the damage has been assessed yet. It seems like the main damage that’s been done, apart from smoke that can be hazardous to people’s health, is to crops. As Ericka mentioned, it is harvest season for these wineries. One early estimate from the county ag commissioner says approximately 1,500 acres of crops have been affected either by fire, by heat, or by smoke. Totaling and estimated, and again this is preliminary, about $65 million in damage.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:38] Oh, wow.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:38] And what that means in a practical sense is, are wine grapes going to get ruined by the fire? This happened in 2020. And so the question just is, could that happen again?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:50] Do you know how the wine industry has been adapting to that, if at all?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:54] Winemakers say, you know, over the last decade or so, the industry is trying to push for more research to figure out how to reduce the taste of smoke and minimize the effects of wildfire because you know it’s hard to tell immediately if the smoke has ruined your grapes. You won’t really know until you taste it. And there actually isn’t a ton of research yet on how to at least mitigate that. So maybe you do have smoke in your area because fire is a reality in California, but maybe there’s ways to minimize the taste and save the crops.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:08:23] And I know it usually takes a while to figure out how a fire actually started, but do we know anything about how this fire in Napa began?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:33] So that is still under investigation. We don’t know for sure. But there have been some questions and details trickling out, and reporters asking whether this fire started as the result of a “escaped control burn”, basically a fire that’s intended to reduce vegetation on a property. The Press Democrat noted that those words, escape control, burn, appeared on a Cal Fire public safety dispatch around the same time the fire was reported. For what it’s worth, the winery in question said through a spokesperson, you know, we’re working with fire investigators. This is premature. So nothing has been confirmed officially yet, but there are some worries that this could have been how the fire started.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:19] Well, Alan, thank you so much for sharing that story with us. We’re going to be following that one in the weeks ahead, I’m sure. Moving on to the story that I have been following this month, Nastia, Alan, you’re both public transit writers in the Bay Area, right?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:09:39] Yes, I took BART here this morning.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:09:42] I’m a regular N rider.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:44] Nice and of course I’m a regular ferry rider and this might be of interest to all of us in this room. Some big changes have been happening to public transit in the Bay Area that is really all about making transit easier to ride. Not sure if you all have started using your debit or credit cards to ride BART but that is now a thing that you can do. And there’s also something called the Big Sync that is happening. Basically, all these transit systems in the Bay Area coordinating to make transfers a lot easier if you’re using one or more transit system. It’s about time. Right. I remember going to New York a couple of years ago and being able to ride the subway by just tapping my credit card. And as a tourist. I was amazed. I was mind blown.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:10:43] Yeah, when they got rid of paper tickets and introduced clipper cards, I honestly always found it really problematic that if you lose your clipper card, you have to spend three dollars or something to get a new plastic card. And if you’re a low-income rider, you know that’s money you could be using for a meal. So I’m glad that they’re changing the way it’s done.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:02] Well, and it also brings BART closer to transit systems that already have this. You mentioned this already. New York has it. Chicago has it, many places overseas have it already. Sadly, for those of us who travel among multiple transit agencies, so let’s say you’re going BART to Muni like you do, it hasn’t come to Muni yet, right? You’ll still tap your credit card for BART and then use something else for Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:25] Yeah, fumble to find your other plastic card to ride Muni. Yes, that is correct. This open payment system, as it’s called, of using a debit card or a credit card has not rolled out for Muni yet, but that kind of is the goal. Bay Area Transit officials say that they do want to use this eventually for all regional operators, Muni, Caltrain, AC Transit. So TBD for you, Alan. But I will say there is still something for Muni writers in the month of August, which is this big sink that I’m talking about. Have any of you heard of that? No, tell us more. So if you’re using more than one transit system, so you’re going from BART to Muni, all these agencies have tried to overhaul their schedules in order to make transfers a lot easier and a lot faster. So the focus is really for transfer hubs. In the Bay Area, so Dublin Pleasanton, BART, Daly City BART, Palo Alto Caltrain, and Concord BART Station. In all, these agencies adjusted 18 bus routes at these four hubs to improve connection times with each other. No more sprinting from Caltrain to BART for example. These agencies are saying that these changes account for a 33% increase in weekday ideal transfers. So basically you get five to 10 minutes in between one transit system to another to calmly start your morning and walk to your next transfer.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:08] That’s gonna make a big difference for a lot of people, because I talk to so many people that want to ride public transit more, but oftentimes it just takes so much longer than driving or getting a rideshare.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:19] Right, exactly. You know, these agencies, these transportation agencies that have been really struggling since the pandemic, they got a lot of work to do to get people back on busses and trains, right? And this is really part of it. In terms of the why, this is part of an ongoing implementation of what’s known as the Bay Area Transformation Action Plan from 2021, which is all about improving public transit, making it more user-friendly. And creating a more connected system among all these different transit agencies around the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:54] Love to see it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:13:55] See you on the N, or the 22…maybe I shouldn’t give out —\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:58] Yeah you’re right. We’re just getting closer and closer to figuring out where Alan Montecillo lives in this episode.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:15] Well, that is the story that I have been following. Nastia, we’re gonna wrap this one up with you. What story have you been following this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:14:24] I’ve been following the story of cultural boycotts. So in late July, a bunch of artists announced that they’re taking their music off Spotify because the CEO, Daniel Ek actually just became the chairman of an AI weapons company called Helsing. In light of Israel’s war in Gaza, a lot of artists have been thinking in past couple of years, how… Cultural institutions and companies that serve the culture sector can be complicit in war profiteering. Gabe Moline from KQED Arts wrote a great piece about how Dear Hoof, which is an indie band that formed in San Francisco and are pretty big, announced taking their music off Spotify. And another big voice in that has been Kadia Bonet, who’s this great singer-songwriter, also from the Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:19] How much of a financial hit would artists take for deciding to pull their music off something like Spotify, which obviously is huge, you know, so many people use it.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:15:28] Well, just based off streams, honestly, negligible.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:32] Because they don’t get paid that much?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:32] They do not. They do not get paid much at all. I’ve actually been covering artists’ fight for better pay on streaming services for a few years now. And Spotify doesn’t release its exact figures of how much it pays, but the general estimate going around in the industry is that they get a third of a cent per stream. So basically to make the equivalent of earning $15 an hour at a full time job, an artist would have to get over 650,000 Spotify streams per month.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:06] Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya\u003c/strong> [00:16:06] So you have to be very popular to even see any amount of money. Most of the money in the music industry is in touring, but of course, Spotify does have a lot of clout. There’s a lot clout attached to being featured in a prominent playlist and having your music served up. To listeners, but despite that, there are a lot of artists that have been saying the way that Spotify is set up is rigged against the small indie artists.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:32] This is making me think about the story of the Bay Area DJs who protested boiler room for coming to San Francisco because of the company’s investments in the defense industry in Israel. Sort of the same kind of deal, and I feel like Bay Area artists really like putting their foot down.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:16:53] Yeah, very similar. My good friend Olivia Cruz Mayeda covered that story for SF Chronicle.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:59] Shout out Olivia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:00] Yeah, shout out Olivia! Boiler Room, for those that don’t know, it’s this huge online platform for DJs and they basically go to all these really cool music scenes from around the world and produce these really high quality videos of DJs killing it at parties that really puts you in the scene. So in previous years, being in BoilerRoom for a DJ was a stamp of approval. So it was a really big deal that all these smaller electronic music collectives that I’m sure would want the clout that comes with Boiler Room put their foot down and they pretty much organized an anti-Boiler Room music festival as a sign of protest because Boiler Rooms parent company, KKR, has weapons investments.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:44] Has Spotify said anything about this? Are they noticing that there are some artists who are upset, whether it’s about their CEO specifically or payment in general?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:54] So Spotify has not issued a public statement about its CEO becoming chairman of the AI weapons company, but it does have a lot of information on its website kind of arguing that it does give artists all these opportunities and that artists wouldn’t be making a certain amount of money if it wasn’t for Spotify. So they do have a whole section of their website that’s all about payment structure that people can go look at.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:20] From the consumer side, let’s say I really like one of these bands and I use Spotify and they’ve taken their music off, how should I listen to and support these artists?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:18:30] A lot of people recommend Bandcamp, not every artist has their music on there, but you can buy it directly and a big percentage goes to the artists. I know Apple Music introduced a new feature that easily allows you to transfer your Spotify playlists to Apple Music. People are talking about title. There are other streaming alternatives, but I will say I don’t think any of these artists would say that any of the services are perfect and all have their drawbacks. But I think if people want to support artists, especially the independent artists and their community, the best way is to buy tickets and show up to live shows and honestly buy merch, because merch is really the way that most artists make money these days.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:16] Well, Nastia Voynovskaya, Associate Editor of Arts and Culture, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:22] Thank you, Ericka and Alan for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:26] And Alan Montecillo, Senior Editor of The Bay, thank you as well.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:30] My pleasure.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On this edition of The Bay’s monthly news roundup, Ericka is joined by The Bay’s senior editor Alan Montecillo and KQED associate arts and culture editor Nastia Voynovskaya. We talk about the Pickett Fire currently burning in Napa, scheduling and payment changes to public transit across the Bay, and why some local artists have decided to take their music off Spotify.\u003c/p>\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=KQINC1460162369&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>\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/em>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/21/pickett-fire\">Pickett Fire\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.pressdemocrat.com/article/napa/pickett-fire-napa-cause-woodbridge/\">Did ‘escaped control burn’ cause Napa County’s Pickett Fire? Dispatch records raise questions about blaze’s origin\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13978141/deerhoof-quits-spotify-daniel-ek-700-million-military-ai-investment\">SF Band Ditches Spotify Over CEO’s $700M Military AI Investment\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/news/articles/2025/news20250811\">Bay Area transit’s latest Big Sync improves transfers, saving riders up to 20 minutes per trip\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:02] I’m Ericka Cruz Guevarra and welcome to The Bay, local news to keep you rooted. And welcome to our August news roundup where we talk about some of the other stories that The Bay team and today a special guest have been following this month. I’m joined by senior editor, Alan Montecillo. What’s up, Alan?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:21] Hello.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:22] And our very special guest today is Nastia Vojnovskaya, associate editor of arts and culture for KQED. Hey Nastia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:29] Hi Ericka!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:30] Thank you so much for joining us.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:32] Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:35] Before we dig into the stories that we’ve been following, Nastia, we wanted to have you on because it’s been a pretty busy August for you and the Arts Desk. Can you tell us a little bit about all the things you’ve been covering this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:49] It’s music festival season and full swing in the Bay Area. So earlier this month, I had the pleasure of covering Outside Lands. Um, I cover it every year. And this was a particularly good one where had I not been covering, I would have definitely wanted to be there for fun. Super standout performance by Doechii, who was not even a headliner.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:13] Wow. I was just going to ask what were your favorite sets?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:25] She already had been at the top of my list of artists I’m watching, just based on her super strong album from last year, Alligator Bites Never Heal. And she just really showed everyone what showmanship and what being a performer is all about.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:52] She can rap with the dexterity of Kendrick Lamar while moving like Megan Thee Stallion with no backing track. And then the whole performance was also formatted with this cheeky classroom lesson theme about hip hop. There were also so many homages to who came before and where she came from while creating this super futuristic vision.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:16] August was kind of the month of music festivals or concerts in Golden Gate Park, right? There was Denton Company, Outside Lands, Zach Bryan. With Outside Lands how did it compare to previous years? And I mean, how do you know as an attendee and as someone covering it, whether it was like a big success compared to years past?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:02:35] I would say this year they did some very, very savvy booking. So in addition to Doechii, they had Doja Cat and also Tyler, The Creator. Tyler, he had played Outside Lands before, so when they announced it back in April, I was like, okay, I’m excited to see him again. I like him. But shortly before the festival, he released a fantastic new album. And it’s called Don’t Tap the Glass and the whole theme of that album is being present for the music in person and not being on your phone. And you kind of saw that translate in the crowd the way that people were so engaged. There were some really smart choices of well-positioned breakout acts that they booked. There’s this Brooklyn indie band whose name unfortunately we cannot say on the Radio, and it’s spelled F-C-U-K-E-R-S. And they played this smaller side stage earlier in the day. And I was so impressed by just how they packed out that stage with teens and 20-somethings who were just in this very dense crowd jumping up and down. They kind of have this indie sleaze vibe with electronics and live instruments and just like very sassy vocals. It’s very children of brat. And that band actually had a super packed high energy show, The Rickshaw Stop the night before. So I was just very impressed by how the festival had this mix of established and breaking acts that I think are about to be a lot bigger soon.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:05] I know LaRussell also performed at Outside Lands, and we also did a really amazing event with him this month as well. More on that on the show next month, actually. We did a real cool music showcase with LaRussall and the Good Company team. Really got to see some amazing artists locally, and we’re gonna do an interview with the winner next month. So look out for that, listeners.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:34] I have a confession to make. I live next to the park. I have lived next to park for several years and I haven’t been to outside lands yet.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:04:41] But at least you can hear it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:43] I can hear it, I can definitely hear it. Some of my neighbors don’t love the fact that they can hear it, but I don’t mind. I should go and I will go. It’s expensive, but from what I hear, it’s worth it. I will get around to it, but I’m always a little embarrassed whenever this comes up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:59] Very clutch parking spot in front of his house, if you’re an outside lens attendee. Not that I’m offering it to our listeners. Well we’re gonna take a quick break and when we come back we’re going to dig into all the stories that we have been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:27] Let’s go ahead and dive into some of the other stories that we have been following this month. Alan, I wanna start with you and you’ve been following the Pickett Fire in Napa.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:38] Yes, after a cold summer, a robust marine layer, Karl the Fog, out in full force, we are essentially in peak fire season from now until winter, basically, when it starts raining. And over the last week, we’ve had what has been the largest fire in the Bay Area so far, which is the Pickett fire. As of this taping, so Thursday morning, it has burned about 6,800 acres and is about 33% contained.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:07] Yeah, and obviously whenever it comes to fire in the Bay Area, I think one of the main ways folks experience it is air quality, and I’ve been really watching that very closely. But can you tell us a little bit about where the fire is burning exactly? I know it’s pretty close to some big wineries in Napa, right, who are just about to approach harvest season.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:33] Yeah. So the fire broke out on the 21st of August along Pickett road in Napa County, just outside the town of Calistoga near several vineyards. So this fire is firmly, you know, in wine country, you know, In terms of smoke, the air quality management district did lift that advisory on Tuesday. So hopefully it’s not too bad anymore, but there’s still many areas where there are evacuation orders or evacuation warnings.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:00] So has it burned down any residential areas?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:03] So far, it doesn’t seem like that’s happened. Not all the damage has been assessed yet. It seems like the main damage that’s been done, apart from smoke that can be hazardous to people’s health, is to crops. As Ericka mentioned, it is harvest season for these wineries. One early estimate from the county ag commissioner says approximately 1,500 acres of crops have been affected either by fire, by heat, or by smoke. Totaling and estimated, and again this is preliminary, about $65 million in damage.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:38] Oh, wow.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:38] And what that means in a practical sense is, are wine grapes going to get ruined by the fire? This happened in 2020. And so the question just is, could that happen again?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:50] Do you know how the wine industry has been adapting to that, if at all?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:54] Winemakers say, you know, over the last decade or so, the industry is trying to push for more research to figure out how to reduce the taste of smoke and minimize the effects of wildfire because you know it’s hard to tell immediately if the smoke has ruined your grapes. You won’t really know until you taste it. And there actually isn’t a ton of research yet on how to at least mitigate that. So maybe you do have smoke in your area because fire is a reality in California, but maybe there’s ways to minimize the taste and save the crops.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:08:23] And I know it usually takes a while to figure out how a fire actually started, but do we know anything about how this fire in Napa began?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:33] So that is still under investigation. We don’t know for sure. But there have been some questions and details trickling out, and reporters asking whether this fire started as the result of a “escaped control burn”, basically a fire that’s intended to reduce vegetation on a property. The Press Democrat noted that those words, escape control, burn, appeared on a Cal Fire public safety dispatch around the same time the fire was reported. For what it’s worth, the winery in question said through a spokesperson, you know, we’re working with fire investigators. This is premature. So nothing has been confirmed officially yet, but there are some worries that this could have been how the fire started.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:19] Well, Alan, thank you so much for sharing that story with us. We’re going to be following that one in the weeks ahead, I’m sure. Moving on to the story that I have been following this month, Nastia, Alan, you’re both public transit writers in the Bay Area, right?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:09:39] Yes, I took BART here this morning.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:09:42] I’m a regular N rider.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:44] Nice and of course I’m a regular ferry rider and this might be of interest to all of us in this room. Some big changes have been happening to public transit in the Bay Area that is really all about making transit easier to ride. Not sure if you all have started using your debit or credit cards to ride BART but that is now a thing that you can do. And there’s also something called the Big Sync that is happening. Basically, all these transit systems in the Bay Area coordinating to make transfers a lot easier if you’re using one or more transit system. It’s about time. Right. I remember going to New York a couple of years ago and being able to ride the subway by just tapping my credit card. And as a tourist. I was amazed. I was mind blown.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:10:43] Yeah, when they got rid of paper tickets and introduced clipper cards, I honestly always found it really problematic that if you lose your clipper card, you have to spend three dollars or something to get a new plastic card. And if you’re a low-income rider, you know that’s money you could be using for a meal. So I’m glad that they’re changing the way it’s done.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:02] Well, and it also brings BART closer to transit systems that already have this. You mentioned this already. New York has it. Chicago has it, many places overseas have it already. Sadly, for those of us who travel among multiple transit agencies, so let’s say you’re going BART to Muni like you do, it hasn’t come to Muni yet, right? You’ll still tap your credit card for BART and then use something else for Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:25] Yeah, fumble to find your other plastic card to ride Muni. Yes, that is correct. This open payment system, as it’s called, of using a debit card or a credit card has not rolled out for Muni yet, but that kind of is the goal. Bay Area Transit officials say that they do want to use this eventually for all regional operators, Muni, Caltrain, AC Transit. So TBD for you, Alan. But I will say there is still something for Muni writers in the month of August, which is this big sink that I’m talking about. Have any of you heard of that? No, tell us more. So if you’re using more than one transit system, so you’re going from BART to Muni, all these agencies have tried to overhaul their schedules in order to make transfers a lot easier and a lot faster. So the focus is really for transfer hubs. In the Bay Area, so Dublin Pleasanton, BART, Daly City BART, Palo Alto Caltrain, and Concord BART Station. In all, these agencies adjusted 18 bus routes at these four hubs to improve connection times with each other. No more sprinting from Caltrain to BART for example. These agencies are saying that these changes account for a 33% increase in weekday ideal transfers. So basically you get five to 10 minutes in between one transit system to another to calmly start your morning and walk to your next transfer.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:08] That’s gonna make a big difference for a lot of people, because I talk to so many people that want to ride public transit more, but oftentimes it just takes so much longer than driving or getting a rideshare.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:19] Right, exactly. You know, these agencies, these transportation agencies that have been really struggling since the pandemic, they got a lot of work to do to get people back on busses and trains, right? And this is really part of it. In terms of the why, this is part of an ongoing implementation of what’s known as the Bay Area Transformation Action Plan from 2021, which is all about improving public transit, making it more user-friendly. And creating a more connected system among all these different transit agencies around the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:54] Love to see it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:13:55] See you on the N, or the 22…maybe I shouldn’t give out —\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:58] Yeah you’re right. We’re just getting closer and closer to figuring out where Alan Montecillo lives in this episode.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:15] Well, that is the story that I have been following. Nastia, we’re gonna wrap this one up with you. What story have you been following this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:14:24] I’ve been following the story of cultural boycotts. So in late July, a bunch of artists announced that they’re taking their music off Spotify because the CEO, Daniel Ek actually just became the chairman of an AI weapons company called Helsing. In light of Israel’s war in Gaza, a lot of artists have been thinking in past couple of years, how… Cultural institutions and companies that serve the culture sector can be complicit in war profiteering. Gabe Moline from KQED Arts wrote a great piece about how Dear Hoof, which is an indie band that formed in San Francisco and are pretty big, announced taking their music off Spotify. And another big voice in that has been Kadia Bonet, who’s this great singer-songwriter, also from the Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:19] How much of a financial hit would artists take for deciding to pull their music off something like Spotify, which obviously is huge, you know, so many people use it.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:15:28] Well, just based off streams, honestly, negligible.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:32] Because they don’t get paid that much?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:32] They do not. They do not get paid much at all. I’ve actually been covering artists’ fight for better pay on streaming services for a few years now. And Spotify doesn’t release its exact figures of how much it pays, but the general estimate going around in the industry is that they get a third of a cent per stream. So basically to make the equivalent of earning $15 an hour at a full time job, an artist would have to get over 650,000 Spotify streams per month.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:06] Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya\u003c/strong> [00:16:06] So you have to be very popular to even see any amount of money. Most of the money in the music industry is in touring, but of course, Spotify does have a lot of clout. There’s a lot clout attached to being featured in a prominent playlist and having your music served up. To listeners, but despite that, there are a lot of artists that have been saying the way that Spotify is set up is rigged against the small indie artists.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:32] This is making me think about the story of the Bay Area DJs who protested boiler room for coming to San Francisco because of the company’s investments in the defense industry in Israel. Sort of the same kind of deal, and I feel like Bay Area artists really like putting their foot down.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:16:53] Yeah, very similar. My good friend Olivia Cruz Mayeda covered that story for SF Chronicle.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:59] Shout out Olivia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:00] Yeah, shout out Olivia! Boiler Room, for those that don’t know, it’s this huge online platform for DJs and they basically go to all these really cool music scenes from around the world and produce these really high quality videos of DJs killing it at parties that really puts you in the scene. So in previous years, being in BoilerRoom for a DJ was a stamp of approval. So it was a really big deal that all these smaller electronic music collectives that I’m sure would want the clout that comes with Boiler Room put their foot down and they pretty much organized an anti-Boiler Room music festival as a sign of protest because Boiler Rooms parent company, KKR, has weapons investments.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:44] Has Spotify said anything about this? Are they noticing that there are some artists who are upset, whether it’s about their CEO specifically or payment in general?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:54] So Spotify has not issued a public statement about its CEO becoming chairman of the AI weapons company, but it does have a lot of information on its website kind of arguing that it does give artists all these opportunities and that artists wouldn’t be making a certain amount of money if it wasn’t for Spotify. So they do have a whole section of their website that’s all about payment structure that people can go look at.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:20] From the consumer side, let’s say I really like one of these bands and I use Spotify and they’ve taken their music off, how should I listen to and support these artists?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:18:30] A lot of people recommend Bandcamp, not every artist has their music on there, but you can buy it directly and a big percentage goes to the artists. I know Apple Music introduced a new feature that easily allows you to transfer your Spotify playlists to Apple Music. People are talking about title. There are other streaming alternatives, but I will say I don’t think any of these artists would say that any of the services are perfect and all have their drawbacks. But I think if people want to support artists, especially the independent artists and their community, the best way is to buy tickets and show up to live shows and honestly buy merch, because merch is really the way that most artists make money these days.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:16] Well, Nastia Voynovskaya, Associate Editor of Arts and Culture, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:22] Thank you, Ericka and Alan for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:26] And Alan Montecillo, Senior Editor of The Bay, thank you as well.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
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