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"content": "\u003cp>Alongside \u003cem>Heated Rivalry\u003c/em> rewatches and furious posts about \u003ca href=\"https://www.rollingstone.com/culture/culture-features/harry-styles-tour-blood-tickets-1235505811/\">the price of Harry Styles tickets\u003c/a>, you may have noticed a nostalgic \u003ca href=\"https://www.npr.org/2026/01/16/nx-s1-5680084/why-reliving-2016-is-the-new-social-media-trend\">“me in 2016” micro-trend\u003c/a> while scrolling social media in the last few weeks.\u003c/p>\n\u003cp>From your friends’ \u003ca href=\"https://www.thecut.com/article/what-do-we-really-miss-about-2016-photos.html\">VSCO-filtered throwback photos\u003c/a> featuring leggings and black mesh tops to \u003ca href=\"https://www.teenvogue.com/story/best-evil-kermit-memes\">“evil Kermit” memes\u003c/a> and Vine compilations, many of our feeds were briefly overtaken by odes to a so-called simpler time a decade ago (This reporter remains baffled by the longing: This was the year Carrie Fisher died, after all).\u003c/p>\n\u003cp>2016 was also the year the Bay Area \u003cem>last \u003c/em>hosted a \u003ca href=\"https://www.nfl.com/photos/super-bowl-50-0ap3000000633830#f7085554-9f49-43cf-b017-aba23ab28a01\">Super Bowl\u003c/a>, which saw the Denver Broncos beat the Carolina Panthers and Coldplay as the halftime show with Beyoncé and Bruno Mars.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This Sunday, the NFL’s biggest game is returning to our region once again with Super Bowl LX at Santa Clara’s Levi’s Stadium, featuring the Seattle Seahawks, the New England Patriots and \u003ca href=\"https://www.kqed.org/arts/13986280/bad-bunny-bay-area-imoact-sol-food-mural-pinatas-super-bowl-mission-district\">a halftime show by Bad Bunny\u003c/a>.\u003c/p>\n\u003cp>With the universe seemingly insisting in this moment on us casting our minds back a decade earlier, there’s one aspect that’s hard to ignore: the affordability crisis that’s \u003ca href=\"https://www.kqed.org/affordability\">hit the Bay Area particularly hard\u003c/a>, and just how much prices have risen since 2016.\u003c/p>\n\u003cp>https://twitter.com/spaceashes/status/2015670842106003680?s=46&t=7BBzFwo6eYLzJIVfAlumEQ\u003c/p>\n\u003cp>But how simple \u003cem>is \u003c/em>it to compare how much cheaper — or not — everyday items were back then, and how much prices have actually changed?\u003c/p>\n\u003cp>In the spirit of \u003ca href=\"https://en.wikipedia.org/wiki/2026_is_the_new_2016\">2026 being the new 2016\u003c/a>, let’s take a deep dive.\u003c/p>\n\u003ch2>First off, what’s the best way to look at changing prices over the years?\u003c/h2>\n\u003cp>To get an accurate impression of whether something has become more expensive, beyond the changing numbers, it’s important to account for inflation.\u003c/p>\n\u003cp>And according to Ricky Volpe, professor of Agribusiness at California Polytechnic State University, this makes the \u003ca href=\"https://www.irp.wisc.edu/resources/what-is-the-consumer-price-index-and-how-is-it-used/\">Consumer Price Index\u003c/a> (CPI) — which measures price changes over time and serves as a key indicator of inflation — a good baseline for assessing increases.\u003c/p>\n\u003cfigure id=\"attachment_12067357\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067357\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter holds her groceries from the Alameda Food Bank at the 12th Street BART Station in Oakland on Nov. 14, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All Items” is \u003ca href=\"https://fred.stlouisfed.org/series/CPIAUCSL\">an index category\u003c/a> that encompasses a huge variety of U.S. consumer spending, from groceries to education to entertainment — and CPI “is grounded in the value of the U.S. Dollar,” said Volpe. “And that can serve as a benchmark for saying, ‘Okay, this is what’s been going on economy-wide.’”\u003c/p>\n\u003cp>From 2016 to 2025 (the most recent year for which data is available), the CPI has gone up 34.14%, said Volpe.\u003c/p>\n\u003cp>Meaning that relative to the value of the dollar, “anything that’s gone up faster than that has become less affordable,” he said.\u003c/p>\n\u003ch2>\u003cstrong>What about the price of groceries?\u003c/strong>\u003c/h2>\n\u003cp>“The last 10 years encapsulate quite a roller coaster ride in food prices in the US,” Volpe said.\u003c/p>\n\u003cp>In 2016, food prices actually \u003cem>decreased \u003c/em>— something “we do not see that often in the U.S.,” he said. “Inflation is the name of the game.”\u003c/p>\n\u003cp>After 2016, food prices “started to tip up,” said Volpe — and then came COVID-19. The pandemic ushered in record food price inflation in 2021 and 2022, which remains top of mind for many U.S. consumers, he said.\u003c/p>\n\u003cfigure id=\"attachment_12030659\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12030659 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Besan’s International Market in San Bruno on March 8, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The current administration has \u003ca href=\"https://www.nytimes.com/2026/01/14/business/food-prices-tariffs-trump.html\">a talking point that grocery prices are going down\u003c/a>. That is not true,” Volpe said. “But what \u003cem>is \u003c/em>true is that food prices are behaving largely normally right now.”\u003c/p>\n\u003cp>Regardless, because food prices have never outright dropped since then, “any increases we see now, even modest ones, are on top of the food price inflation that hit Americans so hard over the last few years,” said Volpe. “So \u003ca href=\"https://www.kqed.org/news/12036654/2025-recession-indicator-meme-us-economy\">consumer sentiment\u003c/a> is very much down on food.”\u003c/p>\n\u003cp>Let’s look at the classic — and increasingly political — example of eggs: specifically, a dozen large grade A eggs. In 2016, the average cost nationwide was $1.68, according to data provided by Volpe.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=Nl_Qyk9DSUw\u003c/p>\n\u003cp>The 2025 average was $4.41 — a 161.59% increase, meaning these types of eggs have become \u003cem>less \u003c/em>affordable for Americans over this time period.\u003c/p>\n\u003cp>An increase more in line with the consumer price index would have seen 2025 eggs costing around $2.25 on average.\u003c/p>\n\u003cp>Elsewhere in the grocery aisles, white rice went from 72 cents per pound in 2016 to $1.05 in 2025 — a 46.43% increase.\u003c/p>\n\u003cfigure id=\"attachment_12072676\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072676 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Eggs sit in a container at Chip-In Farm in Bedford, Massachusetts, on Jan. 7, 2016. \u003ccite>(Dina Rudick/The Boston Globe via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And how about a snack you’re likely to see at \u003ca href=\"https://www.kqed.org/news/12071772/where-to-watch-super-bowl-2026-san-francisco-bay-area-levis-stadium-bad-bunny-green-day-larussell-santa-clara\">a Super Bowl watch party\u003c/a>, like potato chips? In 2016, the average price for 16 ounces of chips was $4.46, according to CPI data provided by Volpe. By 2025, those chips were $6.70 — a 50.12% increase.\u003c/p>\n\u003cp>By comparison, a price more aligned with the CPI would be around $5.98. But something that might surprise you: A gallon of fresh whole milk has actually become somewhat \u003cem>more \u003c/em>affordable for Americans in this time period, relative to the U.S. dollar.\u003c/p>\n\u003cp>The 2016 average was $3.20, and the 2025 average was $4.07: a 26.97% increase, compared to the 34.14% rise in the Consumer Price Index.\u003c/p>\n\u003ch2>What about local prices here in the Bay Area?\u003c/h2>\n\u003cp>To look at more local examples here in the Bay Area, a few caveats are needed.\u003c/p>\n\u003cp>First, more localized data like this comes from different sources — meaning that because it may not match the exact timeline of the CPI increase, it won’t be an apples-to-apples comparison.\u003c/p>\n\u003cfigure id=\"attachment_11944934\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11944934\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/AP23086788063121-scaled-e1770414780894.jpg\" alt=\"A sign at a gas station shows very high gas prices, approaching $6 a gallon. The Bay Bridge can be scene in the background.\" width=\"1980\" height=\"1319\">\u003cfigcaption class=\"wp-caption-text\">The Bay Bridge rises behind the price board of a gas station in San Francisco on July 20, 2022. \u003ccite>(Jeff Chiu/AP)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another thing to know: From 2016 to 2025, the Bay Area — measured as the San Francisco, Oakland and Hayward region — saw a \u003cem>slightly \u003c/em>lower increase in CPI than the national average, of 33.66% compared to that 34.14% increase nationwide.\u003c/p>\n\u003cp>But Volpe stressed that this “does not mean that costs or prices are comparable” between the Bay Area and the rest of the country. “It just means that the rate of change in prices or affordability has been \u003cem>comparable \u003c/em>between the Bay Area and the rest of the country.”\u003c/p>\n\u003cp>With that, let’s look at …\u003c/p>\n\u003cp>\u003cstrong>The price of a Golden Gate Bridge toll\u003c/strong>\u003c/p>\n\u003cp>The current \u003ca href=\"https://www.goldengate.org/bridge/tolls-payment/\">price of crossing the Golden Gate Bridge using FasTrak\u003c/a> with a car or a motorcycle, as of the most recent price increase in 2025, is $9.75. Back on \u003ca href=\"https://www.goldengate.org/bridge/history-research/statistics-data/traffic-toll-data/\">July 1, 2016\u003c/a>, the FasTrak toll price was $6.50.\u003c/p>\n\u003cfigure id=\"attachment_12072677\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072677\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg\" alt=\"\" width=\"1980\" height=\"1291\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-160x104.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-1536x1002.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">A container ship under the Golden Gate Bridge. \u003ccite>(Andia/Universal Images via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s a 50% increase, very much above the CPI increase — as a 2025 toll fare matching the CPI would be something more like $8.68.\u003c/p>\n\u003cp>\u003cstrong>The price of a BART fare\u003c/strong>\u003c/p>\n\u003cp>By now, you’re probably used to seeing \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241126\">annual \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2023/news20231211-0\">announcements \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220614\">from BART\u003c/a> about fare increases, with \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">the most recent arriving Jan. 1\u003c/a>.\u003c/p>\n\u003cp>According to BART, the agency’s \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">“current funding model relies on passenger fares to pay for operations”\u003c/a> (which BART also described last month as “an outdated model that is no longer feasible due to remote work.”)\u003c/p>\n\u003cp>Between 2016 and 2026, there’s been a 36% increase in the average BART fare (which, remember, encompasses more time than the CPI). In January 2016, the average fare was $3.67, with a minimum fare of $1.95 and a maximum of $15.70.\u003c/p>\n\u003cfigure id=\"attachment_12044953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12044953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12040951/bart-raise-fares-again-deficit-looms\">current average fare\u003c/a> in 2026 has officially been updated to $4.98, according to a BART spokesperson in an email to KQED. This makes the latest price range of a journey on BART between $2.55 and $17.25.\u003c/p>\n\u003cp>As an aside, remember that in 2016, we had physical BART tickets made of paper, which were \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230911\">phased out in late 2023\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>The average rent in the Bay Area\u003c/strong>\u003c/p>\n\u003cp>This is a thornier example, since housing markets are more granular, and rental data has always been \u003ca href=\"https://www.sfchronicle.com/bayarea/article/The-S-F-Chronicle-s-guide-to-Bay-Area-housing-16441648.php\">somewhat tricky to get ahold of\u003c/a>. But you can’t talk about Bay Area prices without getting into rent, right?\u003c/p>\n\u003cp>For the purposes of our task, we’ll be referring to real-estate website Zillow’s metric called the \u003ca href=\"https://www.zillow.com/research/methodology-zori-repeat-rent-27092/\">“Zillow Observed Rent Index”\u003c/a> — which a Zillow spokesperson told KQED is used by the company to assess “typical rent.”\u003c/p>\n\u003cfigure id=\"attachment_12072679\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072679\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Three Victorian homes in a row on a steep hill on Fillmore Street in San Francisco, California, on Aug. 28, 2016. \u003ccite>(Photo via Smith Collection/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rather than reflecting a home’s number of beds or baths, this metric instead “looks at all available rentals, narrows into the middle third, then takes the average of just those units,” according to the spokesperson.\u003c/p>\n\u003cp>Zillow’s most recently available data is from a few months ago, for December 2025 — so let’s compare our rents with December 2015 this time. In 2025, in Santa Clara, where the Super Bowl will take place on Sunday, the typical rent was $3,578. Ten years ago, that number was $2,745: a rise of just over 30%.\u003c/p>\n\u003cp>But in San Francisco, a different picture emerges. According to Zillow’s metric, the typical rent in San Francisco in December 2025 was $3,666 — and in December 2015, it was $3,190.[aside postID=news_12071211 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/013026_SUPERBOWLECONOMICDEV_GH_010_QED-KQED.jpg']This 10-year rise of just under 15% might strike you as lower than you’d expect.\u003c/p>\n\u003cp>Alex Lacter, a spokesperson for Zillow, told KQED that among the U.S.’s biggest 50 cities, the city’s growth in rent has actually “been by far the lowest over that period” — with the next lowest being Washington, D.C’s rent, at just under 26%. By comparison, he said, Fresno’s rents went up 90% in the same period.\u003c/p>\n\u003cp>But for context, it’s important to remember how rent “\u003ca href=\"https://www.zillow.com/research/2020-urban-suburban-report-28802/\">fell significantly \u003c/a>in urban areas of San Francisco” during the COVID-19 pandemic, said Lacter, which put the city “behind many other markets when it comes to rent growth over this 10-year period.”\u003c/p>\n\u003cp>Ted Egan, chief economist with San Francisco’s Office of Economic Analysis, echoed this take: “Because of economic changes that happened to the city during COVID, housing is actually cheaper than it was 10 years ago,” he said.\u003c/p>\n\u003cp>Plus, in a city as expensive as San Francisco, “there’s only so high [rents] can climb where enough people can still afford them to keep units filled,” speculated Lacter.\u003c/p>\n\u003ch2>The cost of season tickets for a 49ers game\u003c/h2>\n\u003cp>The fact that Levi’s Stadium has changed the way it structures its seating since the last time it hosted a Super Bowl — almost tripling the number of pricing tiers on sale — makes this one slightly trickier to find an apples-to-apples ticket comparison, said Keith Pagello, \u003ca href=\"https://www.ticketdata.com/super-bowl-ticket-prices\">founder of TicketData\u003c/a>.\u003c/p>\n\u003cp>During the 2015-16 season, there were only 11 pricing tiers at Levi’s — but now the stadium is broken into 30 tiers.\u003c/p>\n\u003cfigure id=\"attachment_12072682\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072682 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Super Bowl 50 at Levi’s Stadium on Feb. 7, 2016, in Santa Clara, California. \u003ccite>(Ezra Shaw via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, even with that in mind, “the overall increase is still very clear,” said Pagello. For example, according to \u003ca href=\"https://levisstadium.com/seats-pricing/\">a 2026 ticketing season map\u003c/a>, Section 101’s first 10 rows are priced at $315. The same section during the 2015-16 season was $125 — a 152% increase.\u003c/p>\n\u003cp>“Quite a jump!” Pagello said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Alongside \u003cem>Heated Rivalry\u003c/em> rewatches and furious posts about \u003ca href=\"https://www.rollingstone.com/culture/culture-features/harry-styles-tour-blood-tickets-1235505811/\">the price of Harry Styles tickets\u003c/a>, you may have noticed a nostalgic \u003ca href=\"https://www.npr.org/2026/01/16/nx-s1-5680084/why-reliving-2016-is-the-new-social-media-trend\">“me in 2016” micro-trend\u003c/a> while scrolling social media in the last few weeks.\u003c/p>\n\u003cp>From your friends’ \u003ca href=\"https://www.thecut.com/article/what-do-we-really-miss-about-2016-photos.html\">VSCO-filtered throwback photos\u003c/a> featuring leggings and black mesh tops to \u003ca href=\"https://www.teenvogue.com/story/best-evil-kermit-memes\">“evil Kermit” memes\u003c/a> and Vine compilations, many of our feeds were briefly overtaken by odes to a so-called simpler time a decade ago (This reporter remains baffled by the longing: This was the year Carrie Fisher died, after all).\u003c/p>\n\u003cp>2016 was also the year the Bay Area \u003cem>last \u003c/em>hosted a \u003ca href=\"https://www.nfl.com/photos/super-bowl-50-0ap3000000633830#f7085554-9f49-43cf-b017-aba23ab28a01\">Super Bowl\u003c/a>, which saw the Denver Broncos beat the Carolina Panthers and Coldplay as the halftime show with Beyoncé and Bruno Mars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This Sunday, the NFL’s biggest game is returning to our region once again with Super Bowl LX at Santa Clara’s Levi’s Stadium, featuring the Seattle Seahawks, the New England Patriots and \u003ca href=\"https://www.kqed.org/arts/13986280/bad-bunny-bay-area-imoact-sol-food-mural-pinatas-super-bowl-mission-district\">a halftime show by Bad Bunny\u003c/a>.\u003c/p>\n\u003cp>With the universe seemingly insisting in this moment on us casting our minds back a decade earlier, there’s one aspect that’s hard to ignore: the affordability crisis that’s \u003ca href=\"https://www.kqed.org/affordability\">hit the Bay Area particularly hard\u003c/a>, and just how much prices have risen since 2016.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But how simple \u003cem>is \u003c/em>it to compare how much cheaper — or not — everyday items were back then, and how much prices have actually changed?\u003c/p>\n\u003cp>In the spirit of \u003ca href=\"https://en.wikipedia.org/wiki/2026_is_the_new_2016\">2026 being the new 2016\u003c/a>, let’s take a deep dive.\u003c/p>\n\u003ch2>First off, what’s the best way to look at changing prices over the years?\u003c/h2>\n\u003cp>To get an accurate impression of whether something has become more expensive, beyond the changing numbers, it’s important to account for inflation.\u003c/p>\n\u003cp>And according to Ricky Volpe, professor of Agribusiness at California Polytechnic State University, this makes the \u003ca href=\"https://www.irp.wisc.edu/resources/what-is-the-consumer-price-index-and-how-is-it-used/\">Consumer Price Index\u003c/a> (CPI) — which measures price changes over time and serves as a key indicator of inflation — a good baseline for assessing increases.\u003c/p>\n\u003cfigure id=\"attachment_12067357\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067357\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251113-SNAPDELAYSFEATURE01284_TV-KQED_1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter holds her groceries from the Alameda Food Bank at the 12th Street BART Station in Oakland on Nov. 14, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All Items” is \u003ca href=\"https://fred.stlouisfed.org/series/CPIAUCSL\">an index category\u003c/a> that encompasses a huge variety of U.S. consumer spending, from groceries to education to entertainment — and CPI “is grounded in the value of the U.S. Dollar,” said Volpe. “And that can serve as a benchmark for saying, ‘Okay, this is what’s been going on economy-wide.’”\u003c/p>\n\u003cp>From 2016 to 2025 (the most recent year for which data is available), the CPI has gone up 34.14%, said Volpe.\u003c/p>\n\u003cp>Meaning that relative to the value of the dollar, “anything that’s gone up faster than that has become less affordable,” he said.\u003c/p>\n\u003ch2>\u003cstrong>What about the price of groceries?\u003c/strong>\u003c/h2>\n\u003cp>“The last 10 years encapsulate quite a roller coaster ride in food prices in the US,” Volpe said.\u003c/p>\n\u003cp>In 2016, food prices actually \u003cem>decreased \u003c/em>— something “we do not see that often in the U.S.,” he said. “Inflation is the name of the game.”\u003c/p>\n\u003cp>After 2016, food prices “started to tip up,” said Volpe — and then came COVID-19. The pandemic ushered in record food price inflation in 2021 and 2022, which remains top of mind for many U.S. consumers, he said.\u003c/p>\n\u003cfigure id=\"attachment_12030659\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12030659 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250308_BESANS-MARKET_DMB_00903-KQED-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Besan’s International Market in San Bruno on March 8, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The current administration has \u003ca href=\"https://www.nytimes.com/2026/01/14/business/food-prices-tariffs-trump.html\">a talking point that grocery prices are going down\u003c/a>. That is not true,” Volpe said. “But what \u003cem>is \u003c/em>true is that food prices are behaving largely normally right now.”\u003c/p>\n\u003cp>Regardless, because food prices have never outright dropped since then, “any increases we see now, even modest ones, are on top of the food price inflation that hit Americans so hard over the last few years,” said Volpe. “So \u003ca href=\"https://www.kqed.org/news/12036654/2025-recession-indicator-meme-us-economy\">consumer sentiment\u003c/a> is very much down on food.”\u003c/p>\n\u003cp>Let’s look at the classic — and increasingly political — example of eggs: specifically, a dozen large grade A eggs. In 2016, the average cost nationwide was $1.68, according to data provided by Volpe.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/Nl_Qyk9DSUw'\n title='//www.youtube.com/embed/Nl_Qyk9DSUw'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The 2025 average was $4.41 — a 161.59% increase, meaning these types of eggs have become \u003cem>less \u003c/em>affordable for Americans over this time period.\u003c/p>\n\u003cp>An increase more in line with the consumer price index would have seen 2025 eggs costing around $2.25 on average.\u003c/p>\n\u003cp>Elsewhere in the grocery aisles, white rice went from 72 cents per pound in 2016 to $1.05 in 2025 — a 46.43% increase.\u003c/p>\n\u003cfigure id=\"attachment_12072676\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072676 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-524459278-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Eggs sit in a container at Chip-In Farm in Bedford, Massachusetts, on Jan. 7, 2016. \u003ccite>(Dina Rudick/The Boston Globe via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And how about a snack you’re likely to see at \u003ca href=\"https://www.kqed.org/news/12071772/where-to-watch-super-bowl-2026-san-francisco-bay-area-levis-stadium-bad-bunny-green-day-larussell-santa-clara\">a Super Bowl watch party\u003c/a>, like potato chips? In 2016, the average price for 16 ounces of chips was $4.46, according to CPI data provided by Volpe. By 2025, those chips were $6.70 — a 50.12% increase.\u003c/p>\n\u003cp>By comparison, a price more aligned with the CPI would be around $5.98. But something that might surprise you: A gallon of fresh whole milk has actually become somewhat \u003cem>more \u003c/em>affordable for Americans in this time period, relative to the U.S. dollar.\u003c/p>\n\u003cp>The 2016 average was $3.20, and the 2025 average was $4.07: a 26.97% increase, compared to the 34.14% rise in the Consumer Price Index.\u003c/p>\n\u003ch2>What about local prices here in the Bay Area?\u003c/h2>\n\u003cp>To look at more local examples here in the Bay Area, a few caveats are needed.\u003c/p>\n\u003cp>First, more localized data like this comes from different sources — meaning that because it may not match the exact timeline of the CPI increase, it won’t be an apples-to-apples comparison.\u003c/p>\n\u003cfigure id=\"attachment_11944934\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11944934\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/AP23086788063121-scaled-e1770414780894.jpg\" alt=\"A sign at a gas station shows very high gas prices, approaching $6 a gallon. The Bay Bridge can be scene in the background.\" width=\"1980\" height=\"1319\">\u003cfigcaption class=\"wp-caption-text\">The Bay Bridge rises behind the price board of a gas station in San Francisco on July 20, 2022. \u003ccite>(Jeff Chiu/AP)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another thing to know: From 2016 to 2025, the Bay Area — measured as the San Francisco, Oakland and Hayward region — saw a \u003cem>slightly \u003c/em>lower increase in CPI than the national average, of 33.66% compared to that 34.14% increase nationwide.\u003c/p>\n\u003cp>But Volpe stressed that this “does not mean that costs or prices are comparable” between the Bay Area and the rest of the country. “It just means that the rate of change in prices or affordability has been \u003cem>comparable \u003c/em>between the Bay Area and the rest of the country.”\u003c/p>\n\u003cp>With that, let’s look at …\u003c/p>\n\u003cp>\u003cstrong>The price of a Golden Gate Bridge toll\u003c/strong>\u003c/p>\n\u003cp>The current \u003ca href=\"https://www.goldengate.org/bridge/tolls-payment/\">price of crossing the Golden Gate Bridge using FasTrak\u003c/a> with a car or a motorcycle, as of the most recent price increase in 2025, is $9.75. Back on \u003ca href=\"https://www.goldengate.org/bridge/history-research/statistics-data/traffic-toll-data/\">July 1, 2016\u003c/a>, the FasTrak toll price was $6.50.\u003c/p>\n\u003cfigure id=\"attachment_12072677\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072677\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg\" alt=\"\" width=\"1980\" height=\"1291\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-160x104.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-1036068114-1536x1002.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">A container ship under the Golden Gate Bridge. \u003ccite>(Andia/Universal Images via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s a 50% increase, very much above the CPI increase — as a 2025 toll fare matching the CPI would be something more like $8.68.\u003c/p>\n\u003cp>\u003cstrong>The price of a BART fare\u003c/strong>\u003c/p>\n\u003cp>By now, you’re probably used to seeing \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241126\">annual \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2023/news20231211-0\">announcements \u003c/a>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220614\">from BART\u003c/a> about fare increases, with \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">the most recent arriving Jan. 1\u003c/a>.\u003c/p>\n\u003cp>According to BART, the agency’s \u003ca href=\"https://www.bart.gov/news/articles/2025/news20251120\">“current funding model relies on passenger fares to pay for operations”\u003c/a> (which BART also described last month as “an outdated model that is no longer feasible due to remote work.”)\u003c/p>\n\u003cp>Between 2016 and 2026, there’s been a 36% increase in the average BART fare (which, remember, encompasses more time than the CPI). In January 2016, the average fare was $3.67, with a minimum fare of $1.95 and a maximum of $15.70.\u003c/p>\n\u003cfigure id=\"attachment_12044953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12044953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12040951/bart-raise-fares-again-deficit-looms\">current average fare\u003c/a> in 2026 has officially been updated to $4.98, according to a BART spokesperson in an email to KQED. This makes the latest price range of a journey on BART between $2.55 and $17.25.\u003c/p>\n\u003cp>As an aside, remember that in 2016, we had physical BART tickets made of paper, which were \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230911\">phased out in late 2023\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>The average rent in the Bay Area\u003c/strong>\u003c/p>\n\u003cp>This is a thornier example, since housing markets are more granular, and rental data has always been \u003ca href=\"https://www.sfchronicle.com/bayarea/article/The-S-F-Chronicle-s-guide-to-Bay-Area-housing-16441648.php\">somewhat tricky to get ahold of\u003c/a>. But you can’t talk about Bay Area prices without getting into rent, right?\u003c/p>\n\u003cp>For the purposes of our task, we’ll be referring to real-estate website Zillow’s metric called the \u003ca href=\"https://www.zillow.com/research/methodology-zori-repeat-rent-27092/\">“Zillow Observed Rent Index”\u003c/a> — which a Zillow spokesperson told KQED is used by the company to assess “typical rent.”\u003c/p>\n\u003cfigure id=\"attachment_12072679\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12072679\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-600766444-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Three Victorian homes in a row on a steep hill on Fillmore Street in San Francisco, California, on Aug. 28, 2016. \u003ccite>(Photo via Smith Collection/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rather than reflecting a home’s number of beds or baths, this metric instead “looks at all available rentals, narrows into the middle third, then takes the average of just those units,” according to the spokesperson.\u003c/p>\n\u003cp>Zillow’s most recently available data is from a few months ago, for December 2025 — so let’s compare our rents with December 2015 this time. In 2025, in Santa Clara, where the Super Bowl will take place on Sunday, the typical rent was $3,578. Ten years ago, that number was $2,745: a rise of just over 30%.\u003c/p>\n\u003cp>But in San Francisco, a different picture emerges. According to Zillow’s metric, the typical rent in San Francisco in December 2025 was $3,666 — and in December 2015, it was $3,190.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>This 10-year rise of just under 15% might strike you as lower than you’d expect.\u003c/p>\n\u003cp>Alex Lacter, a spokesperson for Zillow, told KQED that among the U.S.’s biggest 50 cities, the city’s growth in rent has actually “been by far the lowest over that period” — with the next lowest being Washington, D.C’s rent, at just under 26%. By comparison, he said, Fresno’s rents went up 90% in the same period.\u003c/p>\n\u003cp>But for context, it’s important to remember how rent “\u003ca href=\"https://www.zillow.com/research/2020-urban-suburban-report-28802/\">fell significantly \u003c/a>in urban areas of San Francisco” during the COVID-19 pandemic, said Lacter, which put the city “behind many other markets when it comes to rent growth over this 10-year period.”\u003c/p>\n\u003cp>Ted Egan, chief economist with San Francisco’s Office of Economic Analysis, echoed this take: “Because of economic changes that happened to the city during COVID, housing is actually cheaper than it was 10 years ago,” he said.\u003c/p>\n\u003cp>Plus, in a city as expensive as San Francisco, “there’s only so high [rents] can climb where enough people can still afford them to keep units filled,” speculated Lacter.\u003c/p>\n\u003ch2>The cost of season tickets for a 49ers game\u003c/h2>\n\u003cp>The fact that Levi’s Stadium has changed the way it structures its seating since the last time it hosted a Super Bowl — almost tripling the number of pricing tiers on sale — makes this one slightly trickier to find an apples-to-apples ticket comparison, said Keith Pagello, \u003ca href=\"https://www.ticketdata.com/super-bowl-ticket-prices\">founder of TicketData\u003c/a>.\u003c/p>\n\u003cp>During the 2015-16 season, there were only 11 pricing tiers at Levi’s — but now the stadium is broken into 30 tiers.\u003c/p>\n\u003cfigure id=\"attachment_12072682\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072682 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GettyImages-508989690-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Super Bowl 50 at Levi’s Stadium on Feb. 7, 2016, in Santa Clara, California. \u003ccite>(Ezra Shaw via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, even with that in mind, “the overall increase is still very clear,” said Pagello. For example, according to \u003ca href=\"https://levisstadium.com/seats-pricing/\">a 2026 ticketing season map\u003c/a>, Section 101’s first 10 rows are priced at $315. The same section during the 2015-16 season was $125 — a 152% increase.\u003c/p>\n\u003cp>“Quite a jump!” Pagello said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "clipper-2-0-was-supposed-to-modernize-transit-payments-its-rollout-was-a-flop",
"title": "Clipper 2.0 Was Supposed to Modernize Transit Payments. Its Rollout Was a Flop",
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"headTitle": "Clipper 2.0 Was Supposed to Modernize Transit Payments. Its Rollout Was a Flop | KQED",
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"content": "\u003cp>Clipper 2.0, or Next Generation Clipper, has been \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">a long-awaited update for public transit riders.\u003c/a> But the rollout has been plagued with glitches, and transit officials and riders are furious with Cubic Transportation Systems, the company contracted to operate the system.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3365817359\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:01:49] Clipper, as you know, is the Bay Area’s fare payment system for public transit. So Clipper 2 is like this long-awaited upgrade to the Clipper system, and it promised all of these improvements. Instant availability of added funds. I don’t know if you knew this, but sometimes it would take days for money that\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:18] Oh I knew that.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:18] Yeah, you knew it. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:19] Unfortunately.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:20] It would take days for people to see the money on their accounts. So now funds are supposed to be added instantly to your account. There’s family accounts, so people can manage multiple cards on one account. So if you have children or a dependent, that’s nice. You can also apply for youth or senior cards online before you had to do it in person. And then there’s also improvements for riders, like tap to pay. Now, anywhere that Clipper is accepted, you can use a credit or debit card. And there’s discounted or free transfers, which I know is nice for someone like you who takes ferry in Muni, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:03] Right. Exactly. So it sounds like it’s supposed to bring the Bay Area’s transit systems up to speed, technology-wise, but it’s been quite a flop.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:13] Yeah, it’s not happening.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:14] What went wrong exactly, Azul?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:17] Well, pretty much from the get, the system’s just been crashing. There’s a bunch of different issues and it’s effectively preventing people from accessing their Clipper accounts, putting money on their Clippr accounts and essentially using the system. And most of it’s sort of been on the backend. It’s these sort of software related issues. So, Cubic, that’s the company that’s actually contracted to develop and operate what’s called Next Generation Clipper, this update. And it’s a $461 million contract from the Metropolitan Transportation Commission, which is sort of the regional body that allocates funding for transit in the Bay Area. Cubic went over this laundry list of issues they’re having, including problems with upgrading people’s existing Clipper accounts to the new version of Clipper. General slowness and crashing. Some SFMTA ticket vending machines were actually taking people’s money without adding them to Clipper cards. Fare inspection devices, like say if you’re riding Caltrain and a fare inspector comes up and wants to say, hey, did you pay for this ride? Those devices are sometimes not seeing if somebody who did pay, paid, which is frustrating both for the riders, because they’re like, this agency doesn’t really know what’s going on. And then it also puts these fare inspection workers in sort of difficult situations where it’s you’re saying one thing and my machine saying another auto load, which is how you regularly put money on your car, which is important for regular commuters. That’s having issues. Even just the internal monitoring of cubic knowing when a problem is happening is having slowness. And some representatives from the transit agencies said that their financial documents are also looking a bit weird. So on the back end for these transit agencies, they’re not sure if their accounting teams are getting the right information.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:20] All of this is super annoying, Azul, and I have to imagine super frustrating for transit officials who were hoping that this change would help the system. What were you hearing from transit officials themselves about just how mad and angry people are?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:05:42] People were pretty upset. At this recent meeting of the Clipper Executive Board, that’s a board within the Metropolitan Transportation Commission, public transit agency representatives and members of the public really aired out their grievances about how bad this rollout has been.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:00] We’re in the customer service business. We try to provide first-class customer service. And for the last six and a half weeks, we have been hurting our regular loyal customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:09] Denis Mulligan, he’s the general manager of the Golden Gate Bridge Highway and Transportation District, had some choice words for Cubic.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:17] Someone comes in and they want to help and we can’t help them with the machines that you gave us So we take them out to the platform to see if we can help walk them through their transaction with an old ticket vending machine That is burning down the house with our regular customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:34] Members of the public, regular transit riders, expressed basically exasperation.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:40] It’s now been 48 days since I’ve been able to access my account.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:44] One rider named Philip Weiss, who showed up to public comment, called Clipper 2.0 a colossal screw up and said he hasn’t been able to log into his account since Clipper two started.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:56] During those 48 days, I have called customer support five times. Each time the wait time is announced as 30 minutes and it gets longer as you wait.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:12] Another interesting piece of public comment was these sort of armchair software engineers who claimed to have years of experience in these sorts of systems and said that the kinds of databases that cubic was running were basically on the level of like hobby projects and startups and said that this was not, they actually looked into the reporting from cubic and said like, the systems y’all are running are not appropriate for a public facing, multi million user application.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:44] Beyond problems with the rollout too, what criticisms have you heard about Clipper 2.0 around the Bay? Because I understand that some of these changes have been especially annoying for AC Transit riders.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:59] Yeah, I’ve done some reporting on Clipper 2 when it first came out, and after that, some transit advocates who work with issues on AC Transit reached out to me and basically said, you know, we’re supportive of these improvements with Next Generation Clipper, but there’s a serious equity issue in that these benefits do not extend to riders who don’t have Clipper cards, people who use cash to ride AC Transit. And I looked into it, and it’s true. On AC Transit. If you pay with cash, you pay more than people who use Clipper cards. There’s potentially a pretty sizable population of AC Transit riders who use cash to ride. MTC data shows that about 50% of all AC Transit rides occur with Clipper, so around half aren’t using Clipper. These transit advocates are saying, these benefits are great, but we want them to extend to everyone, and especially the people who need them most.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:04] Has there been any explanation, Azul, for why this has been such a hot mess? Any explanation from the company tasked with launching this new system?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:14] Yeah, in this recent Clipper executive board meeting, there was explanation of the problems, but it was very reductive. It was just sort of like, here’s the problem, here’s this solution, and here’s our timeline for fixing it. So there wasn’t really any sort of explanation of why the problems occurred.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:32] I want to begin by acknowledging the experience around Clipper 2 transition. It has not yet met the standard that you, your operators, or Cubic expect.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:41] Peter Montgomery Torellas is the president of Cubic’s transportation arm. He appeared over Zoom and he basically just apologized for the issues.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:53] We see that impact and we take it seriously. On behalf of Cubic, I want to say clearly that we regret any disruptions this has caused.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:01] I mean, what now, I guess then, Azul? It sounds like there are some outstanding issues. Have any of these problems been resolved yet?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:10] Peter Montgomery-Torellas said that many issues would be, quote, settling down by that week that the meeting happened, which was last week. They’re expecting that most of these issues will be resolved by mid-February. I will say that the Clipper executive board basically gave them an ultimatum and said, y’all need to have this basically pretty well buttoned up and make a 180 degree turn on this by our next meeting, which is February 23rd. Or else it would, quote, be a bridge too far, according to the chair Robert Powers.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:42] What impact do you think has this had on these agencies around the Bay Area that have really already been struggling with getting people back on trains and busses and just struggling financially?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:56] Yeah, something interesting that several of the board members talked about was the damage to the reputation of these transit agencies. These issues are coming at a time when transit agencies across the Bay are facing pretty significant budget deficits, in part due to drops in ridership from the pandemic. And they’re actually going to the ballot. These agencies are gonna be asking voters to tax themselves in order to fund public transit. And I think there’s a lot of frustration on behalf of the transit agencies because When a rider taps a clipper card on a bus or a ferry or a train and something doesn’t work or it doesn’t recognize their money, the riders don’t know that it’s this software company named Cubic who’s to blame. They blame the bus. Sometimes they blame the boss operator. Hey, why isn’t this working? And so I feel like it’s hard for the agencies. It’s another problem that they’re having to deal with that they really don’t need right now.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:08] Yeah, and it is kind of ridiculous that we’re having these kind of tech issues in the Bay Area, you know, this tech capital of the world in a way. And I’m also thinking about the impact that this could have with the Superbowl coming very soon. Lots of visitors coming to the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:12:28] And at the same time, Waymo is announcing that it’s starting service at SFO. So we’re really at this kind of critical juncture for transit in the Bay Area. People are coming to the Bay area and saying, wow, this is the home of AI and Facebook and Google and all these different industries. And yet somehow we’re having this seemingly rudimentary problem with fare collection. And certainly with the Super Bowl coming and the World Cup coming, That’s giving an extra urgency to addressing these issues.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper 2.0, or Next Generation Clipper, has been \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">a long-awaited update for public transit riders.\u003c/a> But the rollout has been plagued with glitches, and transit officials and riders are furious with Cubic Transportation Systems, the company contracted to operate the system.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3365817359\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:01:49] Clipper, as you know, is the Bay Area’s fare payment system for public transit. So Clipper 2 is like this long-awaited upgrade to the Clipper system, and it promised all of these improvements. Instant availability of added funds. I don’t know if you knew this, but sometimes it would take days for money that\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:18] Oh I knew that.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:18] Yeah, you knew it. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:19] Unfortunately.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:20] It would take days for people to see the money on their accounts. So now funds are supposed to be added instantly to your account. There’s family accounts, so people can manage multiple cards on one account. So if you have children or a dependent, that’s nice. You can also apply for youth or senior cards online before you had to do it in person. And then there’s also improvements for riders, like tap to pay. Now, anywhere that Clipper is accepted, you can use a credit or debit card. And there’s discounted or free transfers, which I know is nice for someone like you who takes ferry in Muni, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:03] Right. Exactly. So it sounds like it’s supposed to bring the Bay Area’s transit systems up to speed, technology-wise, but it’s been quite a flop.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:13] Yeah, it’s not happening.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:14] What went wrong exactly, Azul?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:17] Well, pretty much from the get, the system’s just been crashing. There’s a bunch of different issues and it’s effectively preventing people from accessing their Clipper accounts, putting money on their Clippr accounts and essentially using the system. And most of it’s sort of been on the backend. It’s these sort of software related issues. So, Cubic, that’s the company that’s actually contracted to develop and operate what’s called Next Generation Clipper, this update. And it’s a $461 million contract from the Metropolitan Transportation Commission, which is sort of the regional body that allocates funding for transit in the Bay Area. Cubic went over this laundry list of issues they’re having, including problems with upgrading people’s existing Clipper accounts to the new version of Clipper. General slowness and crashing. Some SFMTA ticket vending machines were actually taking people’s money without adding them to Clipper cards. Fare inspection devices, like say if you’re riding Caltrain and a fare inspector comes up and wants to say, hey, did you pay for this ride? Those devices are sometimes not seeing if somebody who did pay, paid, which is frustrating both for the riders, because they’re like, this agency doesn’t really know what’s going on. And then it also puts these fare inspection workers in sort of difficult situations where it’s you’re saying one thing and my machine saying another auto load, which is how you regularly put money on your car, which is important for regular commuters. That’s having issues. Even just the internal monitoring of cubic knowing when a problem is happening is having slowness. And some representatives from the transit agencies said that their financial documents are also looking a bit weird. So on the back end for these transit agencies, they’re not sure if their accounting teams are getting the right information.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:20] All of this is super annoying, Azul, and I have to imagine super frustrating for transit officials who were hoping that this change would help the system. What were you hearing from transit officials themselves about just how mad and angry people are?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:05:42] People were pretty upset. At this recent meeting of the Clipper Executive Board, that’s a board within the Metropolitan Transportation Commission, public transit agency representatives and members of the public really aired out their grievances about how bad this rollout has been.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:00] We’re in the customer service business. We try to provide first-class customer service. And for the last six and a half weeks, we have been hurting our regular loyal customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:09] Denis Mulligan, he’s the general manager of the Golden Gate Bridge Highway and Transportation District, had some choice words for Cubic.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:17] Someone comes in and they want to help and we can’t help them with the machines that you gave us So we take them out to the platform to see if we can help walk them through their transaction with an old ticket vending machine That is burning down the house with our regular customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:34] Members of the public, regular transit riders, expressed basically exasperation.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:40] It’s now been 48 days since I’ve been able to access my account.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:44] One rider named Philip Weiss, who showed up to public comment, called Clipper 2.0 a colossal screw up and said he hasn’t been able to log into his account since Clipper two started.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:56] During those 48 days, I have called customer support five times. Each time the wait time is announced as 30 minutes and it gets longer as you wait.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:12] Another interesting piece of public comment was these sort of armchair software engineers who claimed to have years of experience in these sorts of systems and said that the kinds of databases that cubic was running were basically on the level of like hobby projects and startups and said that this was not, they actually looked into the reporting from cubic and said like, the systems y’all are running are not appropriate for a public facing, multi million user application.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:44] Beyond problems with the rollout too, what criticisms have you heard about Clipper 2.0 around the Bay? Because I understand that some of these changes have been especially annoying for AC Transit riders.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:59] Yeah, I’ve done some reporting on Clipper 2 when it first came out, and after that, some transit advocates who work with issues on AC Transit reached out to me and basically said, you know, we’re supportive of these improvements with Next Generation Clipper, but there’s a serious equity issue in that these benefits do not extend to riders who don’t have Clipper cards, people who use cash to ride AC Transit. And I looked into it, and it’s true. On AC Transit. If you pay with cash, you pay more than people who use Clipper cards. There’s potentially a pretty sizable population of AC Transit riders who use cash to ride. MTC data shows that about 50% of all AC Transit rides occur with Clipper, so around half aren’t using Clipper. These transit advocates are saying, these benefits are great, but we want them to extend to everyone, and especially the people who need them most.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:04] Has there been any explanation, Azul, for why this has been such a hot mess? Any explanation from the company tasked with launching this new system?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:14] Yeah, in this recent Clipper executive board meeting, there was explanation of the problems, but it was very reductive. It was just sort of like, here’s the problem, here’s this solution, and here’s our timeline for fixing it. So there wasn’t really any sort of explanation of why the problems occurred.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:32] I want to begin by acknowledging the experience around Clipper 2 transition. It has not yet met the standard that you, your operators, or Cubic expect.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:41] Peter Montgomery Torellas is the president of Cubic’s transportation arm. He appeared over Zoom and he basically just apologized for the issues.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:53] We see that impact and we take it seriously. On behalf of Cubic, I want to say clearly that we regret any disruptions this has caused.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:01] I mean, what now, I guess then, Azul? It sounds like there are some outstanding issues. Have any of these problems been resolved yet?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:10] Peter Montgomery-Torellas said that many issues would be, quote, settling down by that week that the meeting happened, which was last week. They’re expecting that most of these issues will be resolved by mid-February. I will say that the Clipper executive board basically gave them an ultimatum and said, y’all need to have this basically pretty well buttoned up and make a 180 degree turn on this by our next meeting, which is February 23rd. Or else it would, quote, be a bridge too far, according to the chair Robert Powers.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:42] What impact do you think has this had on these agencies around the Bay Area that have really already been struggling with getting people back on trains and busses and just struggling financially?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:56] Yeah, something interesting that several of the board members talked about was the damage to the reputation of these transit agencies. These issues are coming at a time when transit agencies across the Bay are facing pretty significant budget deficits, in part due to drops in ridership from the pandemic. And they’re actually going to the ballot. These agencies are gonna be asking voters to tax themselves in order to fund public transit. And I think there’s a lot of frustration on behalf of the transit agencies because When a rider taps a clipper card on a bus or a ferry or a train and something doesn’t work or it doesn’t recognize their money, the riders don’t know that it’s this software company named Cubic who’s to blame. They blame the bus. Sometimes they blame the boss operator. Hey, why isn’t this working? And so I feel like it’s hard for the agencies. It’s another problem that they’re having to deal with that they really don’t need right now.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:08] Yeah, and it is kind of ridiculous that we’re having these kind of tech issues in the Bay Area, you know, this tech capital of the world in a way. And I’m also thinking about the impact that this could have with the Superbowl coming very soon. Lots of visitors coming to the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:12:28] And at the same time, Waymo is announcing that it’s starting service at SFO. So we’re really at this kind of critical juncture for transit in the Bay Area. People are coming to the Bay area and saying, wow, this is the home of AI and Facebook and Google and all these different industries. And yet somehow we’re having this seemingly rudimentary problem with fare collection. And certainly with the Super Bowl coming and the World Cup coming, That’s giving an extra urgency to addressing these issues.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont",
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"headTitle": "Aisha Wahab Lambasts BART for Failing to Build ‘Shovel-Ready’ Irvington Station in Fremont | KQED",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> lawmaker issued an open letter to the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board on Monday, urging the cash-strapped agency to apply now for state funding to pursue a “shovel-ready” station roughly halfway between the Fremont and Warm Springs stations.\u003c/p>\n\u003cp>“Leaving state dollars on the table while BART faces a fiscal crisis is unacceptable,” state Sen. Aisha Wahab, D-Fremont, wrote to the BART board. “Timing is critical. Irvington must be delivered before the Downtown San José extension to avoid significantly higher costs, service disruptions, and impacts to riders. Continued delays also jeopardize nearly 1,000 affordable housing units planned within the surrounding Transit Priority Development Area, undermining regional housing and mobility goals.”\u003c/p>\n\u003cp>Wahab directed BART to the Transit and Intercity Rail Capital Program, which provides grants to modernize California’s intercity, commuter, and urban rail systems, as well as bus and ferry transit systems, to significantly reduce emissions of greenhouse gases and congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Irvington BART Station has been planned since it was studied as part of the Warm Springs extension in 1979, and its construction was approved by the BART board in 1992.\u003c/p>\n\u003cp>Several agencies gave millions of dollars to fund the design phase of Irvington, including the Metropolitan Transportation Commission and the Alameda County Transportation Commission. In 2014, Alameda County voters approved Measure BB, which allocated $120 million toward the station’s construction.\u003c/p>\n\u003cp>Since then, BART officials have worked with the city of Fremont to update the station’s concept plan, surrounding area plan and environmental review. As of November 2023, the start of construction was pushed back to mid-2026, and the station opening to 2031.\u003c/p>\n\u003cfigure id=\"attachment_11963801\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11963801 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/GettyImages-1246541284-scaled-e1760983873339.jpg\" alt=\"A South Asian woman in a gray suit speaks into a mic.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Aisha Wahab, D-Fremont, speaks during the 50th Anniversary of Roe v. Wade at San Francisco City Hall on Jan. 25, 2023. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wahab’s letter listed a variety of ways in which Irvington is an advantageous candidate for the funding, including that environmental clearance is complete, and 14 of 17 relevant properties have been acquired.\u003c/p>\n\u003cp>Both Wahab and BART Board President Melissa Hernandez are running to fill the Congressional seat vacated by East Bay U.S. Rep. Eric Swalwell in his run for governor, but Wahab told KQED she’d be happy to mediate between the city and BART, which have been in negotiations over the proposed station for years.\u003c/p>\n\u003cp>The public transit agency has been \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">staggering\u003c/a> through a financial crisis ever since the COVID-19 pandemic gutted \u003ca href=\"https://www.bart.gov/about/reports/ridership\">ridership\u003c/a>. BART officials have \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">warned of drastic cuts\u003c/a> without more state funding, saying they face a $350 million to $400 million annual deficit beginning in the 2027 fiscal year.[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']The agency balanced its FY26 budget with $35 million in cuts and cost controls, and BART board members have been lobbying in Sacramento for \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">bridge loans\u003c/a> while pursuing a November 2026 ballot measure. Should that measure fail with voters, contingency plans to be presented at the next board meeting on Feb. 12 are expected to include a recommendation that the agency close between 10 and 15 stations. Details, including which stations are potentially on the chopping block, will be released to the public at the end of next week.\u003c/p>\n\u003cp>“The letter caught us off guard,” said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>The agency is applying for TIRCP money to rebuild aging infrastructure and power stations responsible for \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">recent service disruptions\u003c/a>, and Trost said BART doesn’t want to submit a competing application for Irvington that might endanger the application for funds to support core services.\u003c/p>\n\u003cp>“These are core things that our riders rely on, in order to keep BART survivable,” she said.\u003c/p>\n\u003cp>Even if Fremont managed to raise the remaining funds to build \u003ca href=\"https://www.fremont.gov/home/showpublisheddocument/19401/638997628481730000\">Irvington\u003c/a>, Trost said the station is not a priority for the agency for the foreseeable future.\u003c/p>\n\u003cp>“We don’t have the money to staff a 51st BART station,” she said.\u003c/p>\n\u003cp>She added that the agency is able to operate the Milpitas and Berryessa stations only because of \u003ca href=\"https://www.vta.org/about\">Valley Transportation Agency\u003c/a> funding.\u003c/p>\n\u003cfigure id=\"attachment_12071338\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12071338\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1198\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-1536x920.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map outlining the proposed development at Irvington Station. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city and the senator agree that Fremont has previously agreed to raise all the money necessary to build Irvington on its own, but the city cannot apply for TIRCP funds as it’s not the relevant transit agency.\u003c/p>\n\u003cp>“We acknowledge the challenging times for funding Bay Area transit and emphasize the urgent need to invest in both operations and projects that will increase ridership and bring transit closer to jobs and housing,” Fremont Mayor Raj Salwan wrote to KQED in an email. “Building the Irvington BART station is a cost-effective way to add new riders and a commitment to the Alameda County voters. Since the tracks are already in place, this project is much less expensive than extending tracks to new areas.”\u003c/p>\n\u003cp>Wahab emphasized that the MTC is supportive of Fremont’s bid. The Irvington BART Station was listed as a “near-term priority” for the years 2025-2035 in the MTC’s \u003ca href=\"https://mtc.ca.gov/planning/long-range-planning/plan-bay-area-2050\">Plan Bay Area 2050+\u003c/a>, approved by that agency’s planning committee a year ago.\u003c/p>\n\u003cp>Wahab expressed exasperation with the Bay Area’s 27 transit agencies and their collective inability to deliver a public transit system that serves the nine counties as a viable alternative to driving for the bulk of the population, especially in the South Bay.\u003c/p>\n\u003cp>“We keep seeing the requests for more funding to these agencies, yet less and less accountability to the public, and this [Irvington] is a prime example.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> lawmaker issued an open letter to the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board on Monday, urging the cash-strapped agency to apply now for state funding to pursue a “shovel-ready” station roughly halfway between the Fremont and Warm Springs stations.\u003c/p>\n\u003cp>“Leaving state dollars on the table while BART faces a fiscal crisis is unacceptable,” state Sen. Aisha Wahab, D-Fremont, wrote to the BART board. “Timing is critical. Irvington must be delivered before the Downtown San José extension to avoid significantly higher costs, service disruptions, and impacts to riders. Continued delays also jeopardize nearly 1,000 affordable housing units planned within the surrounding Transit Priority Development Area, undermining regional housing and mobility goals.”\u003c/p>\n\u003cp>Wahab directed BART to the Transit and Intercity Rail Capital Program, which provides grants to modernize California’s intercity, commuter, and urban rail systems, as well as bus and ferry transit systems, to significantly reduce emissions of greenhouse gases and congestion.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Irvington BART Station has been planned since it was studied as part of the Warm Springs extension in 1979, and its construction was approved by the BART board in 1992.\u003c/p>\n\u003cp>Several agencies gave millions of dollars to fund the design phase of Irvington, including the Metropolitan Transportation Commission and the Alameda County Transportation Commission. In 2014, Alameda County voters approved Measure BB, which allocated $120 million toward the station’s construction.\u003c/p>\n\u003cp>Since then, BART officials have worked with the city of Fremont to update the station’s concept plan, surrounding area plan and environmental review. As of November 2023, the start of construction was pushed back to mid-2026, and the station opening to 2031.\u003c/p>\n\u003cfigure id=\"attachment_11963801\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11963801 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/GettyImages-1246541284-scaled-e1760983873339.jpg\" alt=\"A South Asian woman in a gray suit speaks into a mic.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Aisha Wahab, D-Fremont, speaks during the 50th Anniversary of Roe v. Wade at San Francisco City Hall on Jan. 25, 2023. \u003ccite>(Tayfun Coskun/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wahab’s letter listed a variety of ways in which Irvington is an advantageous candidate for the funding, including that environmental clearance is complete, and 14 of 17 relevant properties have been acquired.\u003c/p>\n\u003cp>Both Wahab and BART Board President Melissa Hernandez are running to fill the Congressional seat vacated by East Bay U.S. Rep. Eric Swalwell in his run for governor, but Wahab told KQED she’d be happy to mediate between the city and BART, which have been in negotiations over the proposed station for years.\u003c/p>\n\u003cp>The public transit agency has been \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">staggering\u003c/a> through a financial crisis ever since the COVID-19 pandemic gutted \u003ca href=\"https://www.bart.gov/about/reports/ridership\">ridership\u003c/a>. BART officials have \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">warned of drastic cuts\u003c/a> without more state funding, saying they face a $350 million to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency balanced its FY26 budget with $35 million in cuts and cost controls, and BART board members have been lobbying in Sacramento for \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">bridge loans\u003c/a> while pursuing a November 2026 ballot measure. Should that measure fail with voters, contingency plans to be presented at the next board meeting on Feb. 12 are expected to include a recommendation that the agency close between 10 and 15 stations. Details, including which stations are potentially on the chopping block, will be released to the public at the end of next week.\u003c/p>\n\u003cp>“The letter caught us off guard,” said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>The agency is applying for TIRCP money to rebuild aging infrastructure and power stations responsible for \u003ca href=\"https://www.kqed.org/news/12070756/frustrating-bart-board-directors-react-to-inconclusive-report-on-systemwide-delays\">recent service disruptions\u003c/a>, and Trost said BART doesn’t want to submit a competing application for Irvington that might endanger the application for funds to support core services.\u003c/p>\n\u003cp>“These are core things that our riders rely on, in order to keep BART survivable,” she said.\u003c/p>\n\u003cp>Even if Fremont managed to raise the remaining funds to build \u003ca href=\"https://www.fremont.gov/home/showpublisheddocument/19401/638997628481730000\">Irvington\u003c/a>, Trost said the station is not a priority for the agency for the foreseeable future.\u003c/p>\n\u003cp>“We don’t have the money to staff a 51st BART station,” she said.\u003c/p>\n\u003cp>She added that the agency is able to operate the Milpitas and Berryessa stations only because of \u003ca href=\"https://www.vta.org/about\">Valley Transportation Agency\u003c/a> funding.\u003c/p>\n\u003cfigure id=\"attachment_12071338\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12071338\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1198\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260128-BART-Broke-01-KQED-1536x920.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map outlining the proposed development at Irvington Station. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city and the senator agree that Fremont has previously agreed to raise all the money necessary to build Irvington on its own, but the city cannot apply for TIRCP funds as it’s not the relevant transit agency.\u003c/p>\n\u003cp>“We acknowledge the challenging times for funding Bay Area transit and emphasize the urgent need to invest in both operations and projects that will increase ridership and bring transit closer to jobs and housing,” Fremont Mayor Raj Salwan wrote to KQED in an email. “Building the Irvington BART station is a cost-effective way to add new riders and a commitment to the Alameda County voters. Since the tracks are already in place, this project is much less expensive than extending tracks to new areas.”\u003c/p>\n\u003cp>Wahab emphasized that the MTC is supportive of Fremont’s bid. The Irvington BART Station was listed as a “near-term priority” for the years 2025-2035 in the MTC’s \u003ca href=\"https://mtc.ca.gov/planning/long-range-planning/plan-bay-area-2050\">Plan Bay Area 2050+\u003c/a>, approved by that agency’s planning committee a year ago.\u003c/p>\n\u003cp>Wahab expressed exasperation with the Bay Area’s 27 transit agencies and their collective inability to deliver a public transit system that serves the nine counties as a viable alternative to driving for the bulk of the population, especially in the South Bay.\u003c/p>\n\u003cp>“We keep seeing the requests for more funding to these agencies, yet less and less accountability to the public, and this [Irvington] is a prime example.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.[aside postID=news_12070756 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/BARTEmployeesGetty.jpg']“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Connect Bay Area Campaign must collect 186,000 signatures by early June to qualify a regional sales tax measure for the November ballot to fund regional transit. ",
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"title": "Campaign to Avert Bay Area Public Transit Death Spiral Gets Underway | KQED",
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"headline": "Campaign to Avert Bay Area Public Transit Death Spiral Gets Underway",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "‘Frustrating’: BART Board Directors React to Inconclusive Report on Systemwide Delays",
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"headTitle": "‘Frustrating’: BART Board Directors React to Inconclusive Report on Systemwide Delays | KQED",
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"content": "\u003cp>After months of service meltdowns, BART this week released an investigation into nine major incidents throughout the fall that stalled trains and slowed commutes.\u003c/p>\n\u003cp>But its findings appeared far from conclusive — hypothesizing instead that most of the incidents could have been the result of a combination of issues afflicting the struggling transit system.\u003c/p>\n\u003cp>The dense report by consultants at Parsons Corporation — which cost almost $1.5 million and more than 15,000 hours to produce — found that factors ranging from debris on train tracks to unexpected fluctuations in voltage across BART’s power system could have contributed to the series of meltdowns between August and December, including three that at least partly shuttered the Transbay Tube.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The underground tracks are an essential route that connects San Francisco to the East Bay. But ultimately, the report found that further analysis is needed to determine what’s going wrong, a result that BART Board Director Edward Wright said was “frustrating, but honest.”\u003c/p>\n\u003cp>“We don’t have a sure or short answer to what’s causing this, because this is lots of different things at different times, in different places, and this is a really complex system,” he said during Thursday’s Board of Directors meeting, adding that he hoped there would be a clear timeframe established for next steps to continue investigating the issues and a final report when more information is known.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center station in San Francisco during the afternoon on Tuesday, Mar. 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The report comes as BART struggles to end a series of months of repeated interruptions, rider frustration and ridership that’s only slowly bouncing back toward pre-pandemic levels.\u003c/p>\n\u003cp>It said the agency is facing a “fiscal cliff,” with annual budget deficits of up to $400 million beginning next year.\u003c/p>\n\u003cp>Last year, agency officials announced $35 million in budget cuts and cost controls, and said it was operating on emergency funds that could run out in a matter of months.\u003c/p>\n\u003cp>Throughout 2025, BART riders woke up multiple mornings to find trains not running or massively delayed. The number of disruptions marked a significant increase from previous years and included the biggest systemwide outage since 2019.[aside postID=news_12066245 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-03-KQED.jpg']The report excluded two systemwide \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">incidents on May 9\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">Sept. 5\u003c/a>. It focused instead on nine problems that all caused partial interruptions between Aug. 29 and Dec. 8.\u003c/p>\n\u003cp>During that period, transbay travel was paused for hours multiple times, including in late August after an insulator exploded and sent smoke into a train. In December, BART’s Green and Red Lines, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, respectively, came to a halt after another insulator issue.\u003c/p>\n\u003cp>While the report didn’t issue conclusive causes for many of the incidents, one of the most common hypotheses was that, on multiple occasions, power issues caused momentary fluctuations in the voltage flowing from power substations.\u003c/p>\n\u003cp>Another suggestion pointed to environmental factors, like dust collecting on surfaces inside tunnels, moisture from elevated humidity in underground stations or puddling on trackways.\u003c/p>\n\u003cp>Officials on Thursday shared a number of improvements they plan to make based on the report, and ones that have already been addressed. Those changes have included cleaning and replacing a number of insulators between Embarcadero and Civic Center stations in San Francisco, clearing debris from the tunnel and station platforms, and restoring crossbonds, cables that help return current flow back to substations across two tracks that were removed from the Transbay Tube in 2020 during a retrofitting project and never restored.\u003c/p>\n\u003cfigure id=\"attachment_10610191\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10610191\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg\" alt='An \"interlocking\" mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube.' width=\"1920\" height=\"1442\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-800x601.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1440x1082.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1400x1051.jpg 1400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1180x886.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-960x721.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An interlocking mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This allows me a degree of optimism that we’re doing our best to protect our passengers from harm or delay,” BART Director Robert Raburn said during Thursday’s meeting.\u003c/p>\n\u003cp>Adina Levin, with the advocacy group Transbay Coalition, said the report shows that BART is taking system issues seriously and said it speaks to the money — and maintenance — needed to maintain the agency’s aging infrastructure.\u003c/p>\n\u003cp>“BART is complicated, and it’s got a lot of pieces that are old,” she said. “That is something we can’t afford not to maintain.”\u003c/p>\n\u003cp>Finding the funding to do that maintenance is an ongoing challenge, though.\u003c/p>\n\u003cp>Since the pandemic, BART has said revenue has dropped significantly, in large part due to the rise in remote work. While passenger fares and parking fees covered 70% of its operating costs prior to the pandemic, it’s now down to 25%.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The agency said without new ways to bring in cash, it could have to cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>One new funding source could be a sales tax measure that’s hoping to qualify for the November ballot, which would generate up to $980 million a year for transit agencies around the Bay Area. But continued service meltdowns and a lack of answers might make it difficult for BART to convince voters to direct substantial new funding its way.\u003c/p>\n\u003cp>To Levin, though, smaller service meltdowns are proof of how integral BART’s services are.\u003c/p>\n\u003cp>“This is a very small taste of a dire future, and a reminder of how important it is to provide the funding to make sure that BART and other transit systems keep running,” she said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The $1.5 million report investigated a series of major meltdowns last fall at the Bay Area transit agency.",
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"title": "‘Frustrating’: BART Board Directors React to Inconclusive Report on Systemwide Delays | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of service meltdowns, BART this week released an investigation into nine major incidents throughout the fall that stalled trains and slowed commutes.\u003c/p>\n\u003cp>But its findings appeared far from conclusive — hypothesizing instead that most of the incidents could have been the result of a combination of issues afflicting the struggling transit system.\u003c/p>\n\u003cp>The dense report by consultants at Parsons Corporation — which cost almost $1.5 million and more than 15,000 hours to produce — found that factors ranging from debris on train tracks to unexpected fluctuations in voltage across BART’s power system could have contributed to the series of meltdowns between August and December, including three that at least partly shuttered the Transbay Tube.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The underground tracks are an essential route that connects San Francisco to the East Bay. But ultimately, the report found that further analysis is needed to determine what’s going wrong, a result that BART Board Director Edward Wright said was “frustrating, but honest.”\u003c/p>\n\u003cp>“We don’t have a sure or short answer to what’s causing this, because this is lots of different things at different times, in different places, and this is a really complex system,” he said during Thursday’s Board of Directors meeting, adding that he hoped there would be a clear timeframe established for next steps to continue investigating the issues and a final report when more information is known.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center station in San Francisco during the afternoon on Tuesday, Mar. 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The report comes as BART struggles to end a series of months of repeated interruptions, rider frustration and ridership that’s only slowly bouncing back toward pre-pandemic levels.\u003c/p>\n\u003cp>It said the agency is facing a “fiscal cliff,” with annual budget deficits of up to $400 million beginning next year.\u003c/p>\n\u003cp>Last year, agency officials announced $35 million in budget cuts and cost controls, and said it was operating on emergency funds that could run out in a matter of months.\u003c/p>\n\u003cp>Throughout 2025, BART riders woke up multiple mornings to find trains not running or massively delayed. The number of disruptions marked a significant increase from previous years and included the biggest systemwide outage since 2019.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The report excluded two systemwide \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">incidents on May 9\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">Sept. 5\u003c/a>. It focused instead on nine problems that all caused partial interruptions between Aug. 29 and Dec. 8.\u003c/p>\n\u003cp>During that period, transbay travel was paused for hours multiple times, including in late August after an insulator exploded and sent smoke into a train. In December, BART’s Green and Red Lines, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, respectively, came to a halt after another insulator issue.\u003c/p>\n\u003cp>While the report didn’t issue conclusive causes for many of the incidents, one of the most common hypotheses was that, on multiple occasions, power issues caused momentary fluctuations in the voltage flowing from power substations.\u003c/p>\n\u003cp>Another suggestion pointed to environmental factors, like dust collecting on surfaces inside tunnels, moisture from elevated humidity in underground stations or puddling on trackways.\u003c/p>\n\u003cp>Officials on Thursday shared a number of improvements they plan to make based on the report, and ones that have already been addressed. Those changes have included cleaning and replacing a number of insulators between Embarcadero and Civic Center stations in San Francisco, clearing debris from the tunnel and station platforms, and restoring crossbonds, cables that help return current flow back to substations across two tracks that were removed from the Transbay Tube in 2020 during a retrofitting project and never restored.\u003c/p>\n\u003cfigure id=\"attachment_10610191\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10610191\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg\" alt='An \"interlocking\" mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube.' width=\"1920\" height=\"1442\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-800x601.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1440x1082.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1400x1051.jpg 1400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-1180x886.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/RS16095_M15-Gate-A-D-qut-960x721.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An interlocking mechanism near West Oakland Station that allows BART trains to switch tracks before entering and after emerging from the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This allows me a degree of optimism that we’re doing our best to protect our passengers from harm or delay,” BART Director Robert Raburn said during Thursday’s meeting.\u003c/p>\n\u003cp>Adina Levin, with the advocacy group Transbay Coalition, said the report shows that BART is taking system issues seriously and said it speaks to the money — and maintenance — needed to maintain the agency’s aging infrastructure.\u003c/p>\n\u003cp>“BART is complicated, and it’s got a lot of pieces that are old,” she said. “That is something we can’t afford not to maintain.”\u003c/p>\n\u003cp>Finding the funding to do that maintenance is an ongoing challenge, though.\u003c/p>\n\u003cp>Since the pandemic, BART has said revenue has dropped significantly, in large part due to the rise in remote work. While passenger fares and parking fees covered 70% of its operating costs prior to the pandemic, it’s now down to 25%.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The agency said without new ways to bring in cash, it could have to cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>One new funding source could be a sales tax measure that’s hoping to qualify for the November ballot, which would generate up to $980 million a year for transit agencies around the Bay Area. But continued service meltdowns and a lack of answers might make it difficult for BART to convince voters to direct substantial new funding its way.\u003c/p>\n\u003cp>To Levin, though, smaller service meltdowns are proof of how integral BART’s services are.\u003c/p>\n\u003cp>“This is a very small taste of a dire future, and a reminder of how important it is to provide the funding to make sure that BART and other transit systems keep running,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "clipper-2-0-leaves-ac-transit-cash-riders-behind",
"title": "Clipper 2.0 Leaves AC Transit Cash Riders Behind",
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"headTitle": "Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED",
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"content": "\u003cp>A red umbrella sheltered Silvia Matias and her 3-year old daughter Maria from a light December drizzle. With Maria wrapped around her back, Matias waited for the 73 AC Transit Bus at the \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Eastmont Transit Center\u003c/a> in East Oakland.\u003c/p>\n\u003cp>“Thanks to God and the bus, I can get anywhere,” said the 23-year-old, who uses AC Transit every day to run errands and get her 6-year-old son to and from school.\u003c/p>\n\u003cp>Matias doesn’t have a Clipper card, the fare-payment system accepted by all Bay Area transit agencies, so she pays with cash. A day pass for herself costs $6 and $3 for her son — amounting to a budget of $45 a week, which adds up for the single mom.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’d like to pay less for the bus, because I don’t work, and every day I have to buy a day pass for $6,” Matias said.\u003c/p>\n\u003cp>Since Matias uses cash, she pays 75 cents more for the two day passes than if she and her son used a Clipper card or contactless bank card. She also misses out on a weekly fare cap available only to Clipper users or people who use a contactless bank card — all of which could save her $7.50 a week.\u003c/p>\n\u003cfigure id=\"attachment_12067635\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12067635 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger boards a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit advocates say long-awaited \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">upgrades to the Clipper system\u003c/a>, known as next generation Clipper or Clipper 2.0, which made a \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">glitchy debut\u003c/a> on Dec. 10, are worsening disparities for AC Transit riders like Matias. The upgrades have brought discounted transfers and fare caps to cardholders, making it cheaper for Clipper users to ride AC Transit.\u003c/p>\n\u003cp>Advocates, like Sarah Syed, have welcomed these new features but have pointed out that cash riders are being left behind.\u003c/p>\n\u003cp>“No rider should have to pay more just because they are paying with cash,” said Syed, director of AC Transit’s Ward 3, which includes the Eastmont Transit Center. “ We need to fix this unfair, two-tiered system. It’s hurting those who are most vulnerable.”\u003c/p>\n\u003cp>According to \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6406/3a_25_1060_3_ClipperSTART_ClipperData.pdf?cb=c227351f\">data from the Metropolitan Transportation Commission\u003c/a>, which administers the Clipper system, 51% of all AC Transit trips were made with a payment method other than Clipper from June 2024 to May 2025. AC Transit cash riders are also more likely to be lower income or Black or Latino, Syed said.\u003c/p>\n\u003cp>According to Syed, when the MTC rolled out Clipper in 2010, AC Transit created discounts for Clipper users to incentivize riders to switch to the new program. More than a decade later, these discounts are no longer making switching more people to Clipper, she said.[aside postID=news_12066855 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“There is a willingness to access it, but there are too many accessibility issues and the discount does not overcome those,” Syed said.\u003c/p>\n\u003cp>On Dec. 10, Syed introduced an \u003ca href=\"https://actransit.legistar.com/View.ashx?M=F&ID=15011180&GUID=B98BD3B0-A34D-4210-B5C1-4C30B235AC85\">agenda planning request\u003c/a> to the AC Transit Board of Directors, asking the board to consider taking up the issue of fare policy reform at a future meeting. The required number of three board members endorsed the request. Syed expects the board to take up the issue again in February or March 2026.\u003c/p>\n\u003cp>Low-income riders and residents of historically marginalized communities, like deep East Oakland, face numerous barriers in using Clipper, according to Laurel Paget-Seekins, the senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>“The system doesn’t work for people who are low income and unbanked and live in neighborhoods that don’t have access to reload their card,” she said.\u003c/p>\n\u003cdiv id=\"datawrapper-vis-DXSY1\" style=\"min-height: 419px\">\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/DXSY1/full.png\" alt=\"Regular Fares for AC Transit Riders (Adults ages 19-64) (Table)\">\u003c/div>\n\u003cp>Paget-Seekins said numerous areas in AC Transit’s service area, including the Eastmont Transit Center, lack access to Clipper reload stations. The system can also be cumbersome for people living paycheck to paycheck, as Clipper requires people to pre-load money onto their cards, and the system’s automatic reload feature requires a minimum of $20, Paget Seekins said.\u003c/p>\n\u003cp>Public Advocates is calling on AC Transit’s Board to equalize cash and Clipper fares, and to create a way for people who use cash to purchase a $25 weekly pass, mimicking the $25 weekly fare cap that exists for Clipper and contactless bank card riders.\u003c/p>\n\u003cp>Adding more Clipper reload stations would require action by the MTC.\u003c/p>\n\u003cp>“We at the MTC believe the discounts available for Clipper customers – very much including Clipper START – encourage Clipper use; and that the free and discounted transfers now available with the next generation Clipper system will further encourage use of Clipper on both traditional plastic cards and mobile Clipper cards,” said John Goodwin, MTC assistant director of communications, in an emailed statement to KQED.\u003c/p>\n\u003cp>Goodwin responded to transit advocates calling some parts of Alameda County “Clipper reload deserts” – saying “they may be somewhat less arid given the high penetration of smart phones among households throughout the Bay Area.”\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067637\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rene Harrison and Jenine Garcia wait for their bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin cited the \u003ca href=\"https://data.census.gov/table?q=smartphone+use&g=050XX00US06001\">2024 American Community Survey\u003c/a> from the U.S. Census Bureau, which estimates 95% of Alameda County residents have a smartphone.\u003c/p>\n\u003cp>Staying out of the rain under a bus shelter at Eastmont Transit Center, Jenine Garcia, sitting in her wheelchair, waited for the 40 bus with her boyfriend, Rene Harrison. Garcia said they have been living in homeless shelters for a couple years, and were on their way to the Bay Fair BART station to find a bank to cash a check.\u003c/p>\n\u003cp>Garcia said she has a Clipper card loaded on her phone, but it ran out of battery, so for this ride she planned to pay a full cash fare.\u003c/p>\n\u003cp>“I started using Clipper because I felt it was more convenient, but it isn’t when your phone dies,” she said.\u003c/p>\n\u003cp>Even if her phone was charged, she said she wouldn’t be able to use Clipper until she got to a bank, put money on her debit card and then loaded the card online.\u003c/p>\n\u003cp>“It’s not fair at all,” Garcia said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A red umbrella sheltered Silvia Matias and her 3-year old daughter Maria from a light December drizzle. With Maria wrapped around her back, Matias waited for the 73 AC Transit Bus at the \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Eastmont Transit Center\u003c/a> in East Oakland.\u003c/p>\n\u003cp>“Thanks to God and the bus, I can get anywhere,” said the 23-year-old, who uses AC Transit every day to run errands and get her 6-year-old son to and from school.\u003c/p>\n\u003cp>Matias doesn’t have a Clipper card, the fare-payment system accepted by all Bay Area transit agencies, so she pays with cash. A day pass for herself costs $6 and $3 for her son — amounting to a budget of $45 a week, which adds up for the single mom.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’d like to pay less for the bus, because I don’t work, and every day I have to buy a day pass for $6,” Matias said.\u003c/p>\n\u003cp>Since Matias uses cash, she pays 75 cents more for the two day passes than if she and her son used a Clipper card or contactless bank card. She also misses out on a weekly fare cap available only to Clipper users or people who use a contactless bank card — all of which could save her $7.50 a week.\u003c/p>\n\u003cfigure id=\"attachment_12067635\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12067635 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger boards a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit advocates say long-awaited \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">upgrades to the Clipper system\u003c/a>, known as next generation Clipper or Clipper 2.0, which made a \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">glitchy debut\u003c/a> on Dec. 10, are worsening disparities for AC Transit riders like Matias. The upgrades have brought discounted transfers and fare caps to cardholders, making it cheaper for Clipper users to ride AC Transit.\u003c/p>\n\u003cp>Advocates, like Sarah Syed, have welcomed these new features but have pointed out that cash riders are being left behind.\u003c/p>\n\u003cp>“No rider should have to pay more just because they are paying with cash,” said Syed, director of AC Transit’s Ward 3, which includes the Eastmont Transit Center. “ We need to fix this unfair, two-tiered system. It’s hurting those who are most vulnerable.”\u003c/p>\n\u003cp>According to \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6406/3a_25_1060_3_ClipperSTART_ClipperData.pdf?cb=c227351f\">data from the Metropolitan Transportation Commission\u003c/a>, which administers the Clipper system, 51% of all AC Transit trips were made with a payment method other than Clipper from June 2024 to May 2025. AC Transit cash riders are also more likely to be lower income or Black or Latino, Syed said.\u003c/p>\n\u003cp>According to Syed, when the MTC rolled out Clipper in 2010, AC Transit created discounts for Clipper users to incentivize riders to switch to the new program. More than a decade later, these discounts are no longer making switching more people to Clipper, she said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“There is a willingness to access it, but there are too many accessibility issues and the discount does not overcome those,” Syed said.\u003c/p>\n\u003cp>On Dec. 10, Syed introduced an \u003ca href=\"https://actransit.legistar.com/View.ashx?M=F&ID=15011180&GUID=B98BD3B0-A34D-4210-B5C1-4C30B235AC85\">agenda planning request\u003c/a> to the AC Transit Board of Directors, asking the board to consider taking up the issue of fare policy reform at a future meeting. The required number of three board members endorsed the request. Syed expects the board to take up the issue again in February or March 2026.\u003c/p>\n\u003cp>Low-income riders and residents of historically marginalized communities, like deep East Oakland, face numerous barriers in using Clipper, according to Laurel Paget-Seekins, the senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>“The system doesn’t work for people who are low income and unbanked and live in neighborhoods that don’t have access to reload their card,” she said.\u003c/p>\n\u003cdiv id=\"datawrapper-vis-DXSY1\" style=\"min-height: 419px\">\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/DXSY1/full.png\" alt=\"Regular Fares for AC Transit Riders (Adults ages 19-64) (Table)\">\u003c/div>\n\u003cp>Paget-Seekins said numerous areas in AC Transit’s service area, including the Eastmont Transit Center, lack access to Clipper reload stations. The system can also be cumbersome for people living paycheck to paycheck, as Clipper requires people to pre-load money onto their cards, and the system’s automatic reload feature requires a minimum of $20, Paget Seekins said.\u003c/p>\n\u003cp>Public Advocates is calling on AC Transit’s Board to equalize cash and Clipper fares, and to create a way for people who use cash to purchase a $25 weekly pass, mimicking the $25 weekly fare cap that exists for Clipper and contactless bank card riders.\u003c/p>\n\u003cp>Adding more Clipper reload stations would require action by the MTC.\u003c/p>\n\u003cp>“We at the MTC believe the discounts available for Clipper customers – very much including Clipper START – encourage Clipper use; and that the free and discounted transfers now available with the next generation Clipper system will further encourage use of Clipper on both traditional plastic cards and mobile Clipper cards,” said John Goodwin, MTC assistant director of communications, in an emailed statement to KQED.\u003c/p>\n\u003cp>Goodwin responded to transit advocates calling some parts of Alameda County “Clipper reload deserts” – saying “they may be somewhat less arid given the high penetration of smart phones among households throughout the Bay Area.”\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067637\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rene Harrison and Jenine Garcia wait for their bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin cited the \u003ca href=\"https://data.census.gov/table?q=smartphone+use&g=050XX00US06001\">2024 American Community Survey\u003c/a> from the U.S. Census Bureau, which estimates 95% of Alameda County residents have a smartphone.\u003c/p>\n\u003cp>Staying out of the rain under a bus shelter at Eastmont Transit Center, Jenine Garcia, sitting in her wheelchair, waited for the 40 bus with her boyfriend, Rene Harrison. Garcia said they have been living in homeless shelters for a couple years, and were on their way to the Bay Fair BART station to find a bank to cash a check.\u003c/p>\n\u003cp>Garcia said she has a Clipper card loaded on her phone, but it ran out of battery, so for this ride she planned to pay a full cash fare.\u003c/p>\n\u003cp>“I started using Clipper because I felt it was more convenient, but it isn’t when your phone dies,” she said.\u003c/p>\n\u003cp>Even if her phone was charged, she said she wouldn’t be able to use Clipper until she got to a bank, put money on her debit card and then loaded the card online.\u003c/p>\n\u003cp>“It’s not fair at all,” Garcia said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "an-earthquake-swarm-license-plate-reader-cameras-and-clipper-2-0",
"title": "Earthquake Swarms, License Plate Reader Cameras, and Clipper 2.0",
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"content": "\u003cp>In the Bay’s final news roundup of 2025, Ericka, Alan and Jessica discuss the recent series of small earthquakes in San Ramon and Sonoma County, Oakland’s decision to expand its network of license plate reader cameras, and new upgrades to the Clipper card system.\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1999633/scientists-say-san-ramons-latest-earthquake-swarm-is-normal-but-residents-are-on-edge\">Scientists Say San Ramon’s Latest Earthquake Swarm Is Normal, but Residents Are on Edge | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">Oakland Council Expands Flock License Plate Reader Network Despite Privacy Concerns | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\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=KQINC6347268510&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\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>[00:00:03] I’m Ericka Cruz Guevara and welcome to the Bay’s December News Roundup, where I sit with the rest of the Bay team to discuss some of the other stories on our radars this month. I am joined by Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:19] Happy Holidays!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:20] Happy holidays, and our producer, Jessica Kariisa. Hey, Jessica.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:00:24] Hey, Ericka.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra\u003c/strong> [00:00:25] Okay, so this is actually gonna be our last new episode of the year, and then we’re gonna be rerunning some of our favorite holiday-related episodes through January 7th. But yeah, it’s almost the holidays. It’s been really cold. It’s really dark. How are you all doing?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:46] I feel like every year I think it’s not actually that cold in the Bay area. My friends on the East coast have actual snow. It’s actually freezing there. Like it’s only like 48, 50 degrees here. And then I totally eat my words every single year. Like I’m cold and I want to just stay home.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:03] No, but this year in particular feels like especially cold. I feel like I’ve had that conversation with like multiple people. Like it feels historic.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:15] I think it actually is historically cold and like.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:19] Fact like fact-checked?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:20] Like yeah like fact checked, and I keep thinking to back to the episode that we just did about your PG&E bail because I know mine is gonna be So high from the usage of my heater because it’s just been absolutely freezing in San Jose.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:36] Yeah, I felt like I was cheating a little bit because I brought my October bill, which is a little, you know, a little old, but I really have been cranking up the heat. As I mentioned, this is our last new episode of the year. Any reflections from the team here about the year of shows, the year on the Bay?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:00] Oh gosh, I don’t know if I’m ready to reflect on the entirety of 2025. Obviously a lot of news happened. You know, we didn’t do a news roundup in November because it coincided with Thanksgiving. But, you know, obviously the last couple of months, there’s been everything from, you, know, the special election to the government shutdown, to people on SNAP losing their benefits temporarily. And then even on top of that, you know, local stories like teachers in Contra Costa County going on strike, so, you know, the rhythm of the end of the year is kind of news-wise has been pretty turbulent, I would say.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:35] It hasn’t been ramping down, it doesn’t feel like it. No, yeah, I think this year has been a lot of really intense news, especially, as Alan was mentioning, the local impacts of a lot of things that were happening at the federal level, the way that immigration was snapped, with, you know, national parks. I think we ended up covering a lot of stories like that, but I think I’m also really proud of the fact that we were able to get out in the field. We talked to a priest in San Jose, Erica interviewed, food is free, Solano’s executive director in Vallejo, and also Perrin Kao in Berkeley. And so we were also able to do a lot of really Bay Area specific things, which felt really good.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:20] Well, let’s get right into some of the other stories that have been on our radars this month. Starting with you, Alan, I feel like there just have been so many earthquake notifications all around the Bay Area, including in Vallejo, one that really shook me and my cat.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:39] Oh, really?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] A few weeks ago. So tell us about these earthquake warnings.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:45] Sure. So in the process of reading about this, including reporting from our KQED colleague, Ezra David Romero, I learned a term that I was not thrilled to learn, which is earthquake swarm. Yeah, I know. It’s like, it sounds very like Old Testament plaguey, you know, like God sent an earthquake swarm to like the Pharaoh. But that’s what large portions of the Bay Area have been seeing these last couple of weeks. In fact, over the last month, there were more than 150 earthquakes in the San Ramon area. Most of those weren’t felt, but many of them were, including 10 that were at or above a magnitude 2.5 just on December 8th alone. And then in Sonoma County, there was about, I think, seven earthquakes, including a 4.0 magnitude between Rohnert Park and Glen Ellen. So we’ve, I’ve been seeing our My Shake notifications, but there are many residents who have literally felt multiple. Yeah, small earthquakes that didn’t damage their homes, but definitely spooked them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:44] I’ve been having a bit of trouble trying to decide how much of this is actually just normal and part of life in California. How normal are these clusters of earthquakes that we’ve been experiencing here in the Bay Area? How worried should I be?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:03] These swarms, how normal are the swarms?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:05] Yes.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:06] Uh, they seem pretty normal. I think that a few things to know about earthquake swarms, they do differ from a typical sequence of earthquakes. I think most of us think of a sequence of earthquake as there being like one big earthquake, like maybe there was a 5.0 somewhere or a 6.0 and then, you know, several like aftershocks over the next few hours or the next few days in the case of earthquake sw arms, there isn’t like a dominant earthquake, there’s sort of a cluster of tiny minor earthquakes and then the fault tends to quiet down. So this, this happens. So I think just because there were more than 150 earthquakes in the San Ramon area over the last month, doesn’t mean that we’re going to get, you know, knock on wood the big one, you know, tomorrow or something like that. Watch it be the one tomorrow just cause I said that.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:50] Oh god. No. No, I’m just gonna say that actually brought me a lot of relief, that answer right until the very end there.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, even though they are minor, I feel like it would still freak me out. Have we heard anything from residents about these swarms and how they’re feeling about it?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:09] Yeah. So Ezra talked to residents in San Ramon in particular about the earthquakes that hit specifically around December 8th when there were 10 just that morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:22] Well, Sunday night was rocking and rolling here.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:28] One of them was a woman named Mona Epstein, and in Mona’s case, she felt several within several hours spanning from the very early morning to kind of mid-morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:40] I was woken, awakened around two o’clock. I felt a jolt and I’ve lived in Santa Mona quite a while. So I remember the last swarm of earthquakes we had. Then again at five o’ clock in the morning, shake the bed again, went back to sleep. At nine o’ o’ I was talking to my son on the phone a little after nine and this one really scared me. People were saying, well, it’s 3.6, it is nothing. I lived through the big one, blah, blah blah, but they don’t get it.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:11] Wow, my gosh. I just imagine this, like, poor woman being, like shaken in her home.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:17] Yeah. And, and you know, there’s something about the number 3.6 in this case that I think is a little deceiving, like it doesn’t sound that bad and it, you know it’s not really damaging buildings, but when there’s several in sequence too, it also makes you think like, oh, when’s the next one, will the next one be bigger, especially if you’re, you know, literally in, in Mona’s case, like at the epicenter of like, what’s technically a small earthquake, but if you were close to the epicenter of it, it feels big.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:07:45] And people, I remember people were saying, this is just making me feel so on edge. I feel so irritable because it’s just, you never know if this is gonna be the big one or if it’s an annoyance.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:58] And I didn’t know this, but there is an actual fault in San Ramon that is pretty active, right?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:07] Right. So San Ramon in particular is above what’s called the Calaveras Fault. It sort of runs underneath the city. Um, it’s also technically part of the San Andreas Fault as well. So, you know, this kind of thing does happen. I mean, as you heard Mona say, uh, this wasn’t the first earthquake swarm that she had, uh you know lived through.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:27] I guess the whole thing with earthquakes is that, you know, never really know when it’s coming and you know just got to be prepared. But what about like warning systems? Is there anything in place for residents or people who might be affected by swarms to at least just have like a little bit of heads up?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:45] So the MyShake Alert will send out an alerting signal if it is measured at, I believe, 4.5 or higher. So if everyone got a notification anytime there was literally any seismic activity, our phones would be going off. I mean, they’re always going off anyway, but you know, it would be a little too much. One funny detail from this story that Ezra reported is that another resident named Rachael Heys said that her Cat was making weird noises and hid under a table, like seconds before the earthquake hit. Um, I, I’m not endorsing that as like a tried and true early warning system, like having a cat, but I thought that was, that was an interesting detail.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:28] Well, my cat Remi needs a software update, because she was fast asleep seconds before that earthquake in Vallejo. Well, Alan, thank you so much for bringing that story. We’re gonna take a quick break, but when we get back, we’ll dig into some of the other stories that we’ve been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:03] And we’re back with the Bay’s Monthly News Roundup, where we dig into some of the other stories that have been on our radars this month, and we’re gonna dive into my story, which is a spicy one. Oakland City Council voted this week to expand a very controversial license plate reader, and this happened despite concerns from both residents and privacy experts. Who are especially worried about how these cameras could potentially expose residents to federal surveillance. I don’t know if you both have heard about these cameras from this Atlanta-based company called Flock Safety. They’ve been in the news, I feel like, a lot this summer, especially after a few media investigations revealed how… Local police departments around the US have shared data from these cameras with federal law enforcement. That actually includes the Oakland Police Department, which the San Francisco standard had actually reported. In at least one case, California Highway Patrol searched OPD’s database for data related to an immigration and customs enforcement investigation. So the headline here really is that despite a lot of pushback by residents a lot of concerns from privacy experts. At this city council meeting on Tuesday, Oakland approved this new two-year contract with Flock Safety.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:38] What does OPD typically use these cameras for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:44] So these cameras are used in a variety of ways around Oakland. They’ve been installed in the city since the spring of 2024. There’s about 300 of them around the city. They’re used by both merchants and also the Oakland police department. Merchants say that they have cameras, you know, around Oakland Chinatown, for example, to try and prevent crime. And Oakland PD says they use the data from these cameras to help them with investigations. According to one OPD report that was reported on by the San Francisco Chronicle, the police department there credits flock cameras for helping investigators track cars connected to robberies, cars connected to human trafficking, auto theft rings. And then they also say that these cameras have allowed this county-wide task force to make 110 arrests related to stolen cars. Because of these flock alerts. So they say it’s just really, really helpful for them in doing their jobs and in responding to the kind of crimes that they say that Oakland residents want them to respond to.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:58] Yeah, I mean, especially with, you know, some of this data potentially being sent to ICE, I can imagine there was a lot of controversy around this. Can you talk a bit more about how residents are feeling or if there’s any pushback happening at that level?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:17] I actually saw this specific description of the council meeting that I found really interesting. This is from writer Maggie Tokuda-Hall for the Oakland Review of Books. She wrote, quote, “‘It’s like I wandered into the comment section “‘on an NPR article and got trapped.'”\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:13:36] Oh, no.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:36] That’s the vibe at the December 16th Oakland City Council meeting. I was among some of the most informed people I’ve ever heard, each rushing to complete their statements before their mic was cut off at the one minute mark. So she was really talking about this like flood of residents who are really concerned about, you know, in this moment that we’re in, where a lot of community members are concerned about immigration customs enforcement actions. And when also the city of Oakland is, you know, really coming out as a sanctuary city, many residents see this as like a move that kind of works against that. Council Member Carroll Fife was the only no vote and she really points to this scrutiny around data sharing with the feds and she sort of makes this argument that this really goes against the city status as a Sanctuary City.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:32] Are there any guardrails against sharing data with the feds in this contract with Flock?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:39] So in order to address some of these privacy concerns from residents, Oakland City Council also adopted a few amendments to their contract with Flock. And one of those includes prohibiting any sharing of data with federal immigration agencies or any state law enforcement for the purpose of investigating reproductive health or gender affirming care. Which seems maybe a little specific, but there is literally a story of a Texas police officer searching national flock data to find a woman who had self-administered an abortion. And so that’s the concern that they’re addressing there. Another amendment includes a sort of approval system that requires the city’s chief privacy officer and also the Oakland Police Department’s information technology director to authorize any sort of data sharing relationships with other agencies. A Flock spokesperson says that any municipality has the authority to decide what gets shared or not, but I will say that there are still data privacy folks out there who say any data collected is data at risk.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:09] And that is it for my doozy of a story. Jessica Karii, we’re gonna end this one with you. What story have you got for us today?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:18] I have a story about Transit. So, effective December 10th, Clipper launched their 2.0 version, which has a bunch of really cool upgrades for those of you who use Clipper. Basically, there’s four major upgrades. First, you can immediately access funds in your Clipper account. You don’t have to wait a few days, which was something that people had to do before sometimes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:46] I mean, that is like… ne of the most annoying things to me about the Clipper. Because it’s like we’re in the Bay Area. We’re in- It should be immediate. Yeah, we’re the tech capital of the world. What do you mean?\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:56] No, I’m with you. So that’s huge. The second is you can now have like family accounts. So basically, users will be able to manage more than one Clipper card. So a parent, for example, could add money to their kid’s account, just making things a little bit smoother on that end. Another big thing is now you can use contactless payment with a debit or credit card. I think we actually We talked about this in another roundup. About BART launching this towards the end of the summer, and now Clippers launched it, so that’s pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:30] Meaning that you can now tap to pay with a credit card or debit card on any transit system that uses Clipper, right? So that includes Muni, Caltrain, et cetera.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:39] Exactly. Yeah. And the one that I’m most interested in as someone who takes two transit agencies to work is that now when you transfer from one agency to another, you can get a discount of up to $2.85 on your second ride.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:59] As long as your transfer happens within two hours of your first ride. So that’s gonna lead to quite a bit of savings for some people.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:06] Wow, I did not know about that last one, but I also take two transit systems to work.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:11] Yeah, and there’s actually a really cool website called clipper2.hikingbytransit.com where you can actually put in your transit information and it’ll tell you how much you’re expected to save over a year of commuting, which they’re calculating at about 500 trips. And so I put mine in and I’m going to save over $1,000, which is pretty cool. Which is pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:35] Oh my gosh, what are you gonna do with that thousand dollar?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:38] I don’t know, I don’t know, maybe I’ll buy something, maybe i’ll go on a trip. Now I have that extra money.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:45] Does everyone already have this? Has this automatically been implemented for everybody?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:49] Great question. So the whole Clipper 2.0 update is gonna take about eight to 12 weeks. It will happen automatically for everybody, but it will take some time. But you can manually update the app yourself by going to the Clipper website or going through however you have the app, if you have it on your phone, to get the update faster. That said, when… Clipper 2.0 first launched. There were some glitches and people were having issues updating. So there was a little frustration around that. It’s now been over a week. I was able to update mine pretty smoothly. So I think they’re working out some of the kinks.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:32] I mean Jessica, we’ve talked a lot on this show about like how much transit agencies around the Bay Area are really struggling financially right now so why why are they doing this and and why are they giving you and I big discounts?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:19:46] Yeah, that’s a great question. And our colleague Azul Dahlstrom-Eckman did some really great reporting around this. So transit officials say that, you know, they’re hoping that offering these discounts will actually increase ridership. And if ridership goes up, then revenue goes up as well.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:20:03] The timing of this is interesting too, because next year we’re going to have the Super Bowl in the Bay Area in February, and then we will have World Cup games later in the year. So I think especially the tap to pay debit credit card for tourists, for people visiting out from other parts of the country or the world, I think that’s, I think essential to have, honestly.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:23] Yeah, that’s a good point, yeah. Well, thank you so much for bringing that story, Jessica.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the Bay’s final news roundup of 2025, Ericka, Alan and Jessica discuss the recent series of small earthquakes in San Ramon and Sonoma County, Oakland’s decision to expand its network of license plate reader cameras, and new upgrades to the Clipper card system.\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1999633/scientists-say-san-ramons-latest-earthquake-swarm-is-normal-but-residents-are-on-edge\">Scientists Say San Ramon’s Latest Earthquake Swarm Is Normal, but Residents Are on Edge | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">Oakland Council Expands Flock License Plate Reader Network Despite Privacy Concerns | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\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=KQINC6347268510&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\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>[00:00:03] I’m Ericka Cruz Guevara and welcome to the Bay’s December News Roundup, where I sit with the rest of the Bay team to discuss some of the other stories on our radars this month. I am joined by Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:19] Happy Holidays!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:20] Happy holidays, and our producer, Jessica Kariisa. Hey, Jessica.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:00:24] Hey, Ericka.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra\u003c/strong> [00:00:25] Okay, so this is actually gonna be our last new episode of the year, and then we’re gonna be rerunning some of our favorite holiday-related episodes through January 7th. But yeah, it’s almost the holidays. It’s been really cold. It’s really dark. How are you all doing?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:46] I feel like every year I think it’s not actually that cold in the Bay area. My friends on the East coast have actual snow. It’s actually freezing there. Like it’s only like 48, 50 degrees here. And then I totally eat my words every single year. Like I’m cold and I want to just stay home.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:03] No, but this year in particular feels like especially cold. I feel like I’ve had that conversation with like multiple people. Like it feels historic.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:15] I think it actually is historically cold and like.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:19] Fact like fact-checked?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:20] Like yeah like fact checked, and I keep thinking to back to the episode that we just did about your PG&E bail because I know mine is gonna be So high from the usage of my heater because it’s just been absolutely freezing in San Jose.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:36] Yeah, I felt like I was cheating a little bit because I brought my October bill, which is a little, you know, a little old, but I really have been cranking up the heat. As I mentioned, this is our last new episode of the year. Any reflections from the team here about the year of shows, the year on the Bay?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:00] Oh gosh, I don’t know if I’m ready to reflect on the entirety of 2025. Obviously a lot of news happened. You know, we didn’t do a news roundup in November because it coincided with Thanksgiving. But, you know, obviously the last couple of months, there’s been everything from, you, know, the special election to the government shutdown, to people on SNAP losing their benefits temporarily. And then even on top of that, you know, local stories like teachers in Contra Costa County going on strike, so, you know, the rhythm of the end of the year is kind of news-wise has been pretty turbulent, I would say.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:35] It hasn’t been ramping down, it doesn’t feel like it. No, yeah, I think this year has been a lot of really intense news, especially, as Alan was mentioning, the local impacts of a lot of things that were happening at the federal level, the way that immigration was snapped, with, you know, national parks. I think we ended up covering a lot of stories like that, but I think I’m also really proud of the fact that we were able to get out in the field. We talked to a priest in San Jose, Erica interviewed, food is free, Solano’s executive director in Vallejo, and also Perrin Kao in Berkeley. And so we were also able to do a lot of really Bay Area specific things, which felt really good.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:20] Well, let’s get right into some of the other stories that have been on our radars this month. Starting with you, Alan, I feel like there just have been so many earthquake notifications all around the Bay Area, including in Vallejo, one that really shook me and my cat.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:39] Oh, really?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] A few weeks ago. So tell us about these earthquake warnings.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:45] Sure. So in the process of reading about this, including reporting from our KQED colleague, Ezra David Romero, I learned a term that I was not thrilled to learn, which is earthquake swarm. Yeah, I know. It’s like, it sounds very like Old Testament plaguey, you know, like God sent an earthquake swarm to like the Pharaoh. But that’s what large portions of the Bay Area have been seeing these last couple of weeks. In fact, over the last month, there were more than 150 earthquakes in the San Ramon area. Most of those weren’t felt, but many of them were, including 10 that were at or above a magnitude 2.5 just on December 8th alone. And then in Sonoma County, there was about, I think, seven earthquakes, including a 4.0 magnitude between Rohnert Park and Glen Ellen. So we’ve, I’ve been seeing our My Shake notifications, but there are many residents who have literally felt multiple. Yeah, small earthquakes that didn’t damage their homes, but definitely spooked them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:44] I’ve been having a bit of trouble trying to decide how much of this is actually just normal and part of life in California. How normal are these clusters of earthquakes that we’ve been experiencing here in the Bay Area? How worried should I be?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:03] These swarms, how normal are the swarms?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:05] Yes.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:06] Uh, they seem pretty normal. I think that a few things to know about earthquake swarms, they do differ from a typical sequence of earthquakes. I think most of us think of a sequence of earthquake as there being like one big earthquake, like maybe there was a 5.0 somewhere or a 6.0 and then, you know, several like aftershocks over the next few hours or the next few days in the case of earthquake sw arms, there isn’t like a dominant earthquake, there’s sort of a cluster of tiny minor earthquakes and then the fault tends to quiet down. So this, this happens. So I think just because there were more than 150 earthquakes in the San Ramon area over the last month, doesn’t mean that we’re going to get, you know, knock on wood the big one, you know, tomorrow or something like that. Watch it be the one tomorrow just cause I said that.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:50] Oh god. No. No, I’m just gonna say that actually brought me a lot of relief, that answer right until the very end there.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, even though they are minor, I feel like it would still freak me out. Have we heard anything from residents about these swarms and how they’re feeling about it?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:09] Yeah. So Ezra talked to residents in San Ramon in particular about the earthquakes that hit specifically around December 8th when there were 10 just that morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:22] Well, Sunday night was rocking and rolling here.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:28] One of them was a woman named Mona Epstein, and in Mona’s case, she felt several within several hours spanning from the very early morning to kind of mid-morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:40] I was woken, awakened around two o’clock. I felt a jolt and I’ve lived in Santa Mona quite a while. So I remember the last swarm of earthquakes we had. Then again at five o’ clock in the morning, shake the bed again, went back to sleep. At nine o’ o’ I was talking to my son on the phone a little after nine and this one really scared me. People were saying, well, it’s 3.6, it is nothing. I lived through the big one, blah, blah blah, but they don’t get it.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:11] Wow, my gosh. I just imagine this, like, poor woman being, like shaken in her home.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:17] Yeah. And, and you know, there’s something about the number 3.6 in this case that I think is a little deceiving, like it doesn’t sound that bad and it, you know it’s not really damaging buildings, but when there’s several in sequence too, it also makes you think like, oh, when’s the next one, will the next one be bigger, especially if you’re, you know, literally in, in Mona’s case, like at the epicenter of like, what’s technically a small earthquake, but if you were close to the epicenter of it, it feels big.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:07:45] And people, I remember people were saying, this is just making me feel so on edge. I feel so irritable because it’s just, you never know if this is gonna be the big one or if it’s an annoyance.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:58] And I didn’t know this, but there is an actual fault in San Ramon that is pretty active, right?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:07] Right. So San Ramon in particular is above what’s called the Calaveras Fault. It sort of runs underneath the city. Um, it’s also technically part of the San Andreas Fault as well. So, you know, this kind of thing does happen. I mean, as you heard Mona say, uh, this wasn’t the first earthquake swarm that she had, uh you know lived through.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:27] I guess the whole thing with earthquakes is that, you know, never really know when it’s coming and you know just got to be prepared. But what about like warning systems? Is there anything in place for residents or people who might be affected by swarms to at least just have like a little bit of heads up?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:45] So the MyShake Alert will send out an alerting signal if it is measured at, I believe, 4.5 or higher. So if everyone got a notification anytime there was literally any seismic activity, our phones would be going off. I mean, they’re always going off anyway, but you know, it would be a little too much. One funny detail from this story that Ezra reported is that another resident named Rachael Heys said that her Cat was making weird noises and hid under a table, like seconds before the earthquake hit. Um, I, I’m not endorsing that as like a tried and true early warning system, like having a cat, but I thought that was, that was an interesting detail.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:28] Well, my cat Remi needs a software update, because she was fast asleep seconds before that earthquake in Vallejo. Well, Alan, thank you so much for bringing that story. We’re gonna take a quick break, but when we get back, we’ll dig into some of the other stories that we’ve been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:03] And we’re back with the Bay’s Monthly News Roundup, where we dig into some of the other stories that have been on our radars this month, and we’re gonna dive into my story, which is a spicy one. Oakland City Council voted this week to expand a very controversial license plate reader, and this happened despite concerns from both residents and privacy experts. Who are especially worried about how these cameras could potentially expose residents to federal surveillance. I don’t know if you both have heard about these cameras from this Atlanta-based company called Flock Safety. They’ve been in the news, I feel like, a lot this summer, especially after a few media investigations revealed how… Local police departments around the US have shared data from these cameras with federal law enforcement. That actually includes the Oakland Police Department, which the San Francisco standard had actually reported. In at least one case, California Highway Patrol searched OPD’s database for data related to an immigration and customs enforcement investigation. So the headline here really is that despite a lot of pushback by residents a lot of concerns from privacy experts. At this city council meeting on Tuesday, Oakland approved this new two-year contract with Flock Safety.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:38] What does OPD typically use these cameras for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:44] So these cameras are used in a variety of ways around Oakland. They’ve been installed in the city since the spring of 2024. There’s about 300 of them around the city. They’re used by both merchants and also the Oakland police department. Merchants say that they have cameras, you know, around Oakland Chinatown, for example, to try and prevent crime. And Oakland PD says they use the data from these cameras to help them with investigations. According to one OPD report that was reported on by the San Francisco Chronicle, the police department there credits flock cameras for helping investigators track cars connected to robberies, cars connected to human trafficking, auto theft rings. And then they also say that these cameras have allowed this county-wide task force to make 110 arrests related to stolen cars. Because of these flock alerts. So they say it’s just really, really helpful for them in doing their jobs and in responding to the kind of crimes that they say that Oakland residents want them to respond to.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:58] Yeah, I mean, especially with, you know, some of this data potentially being sent to ICE, I can imagine there was a lot of controversy around this. Can you talk a bit more about how residents are feeling or if there’s any pushback happening at that level?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:17] I actually saw this specific description of the council meeting that I found really interesting. This is from writer Maggie Tokuda-Hall for the Oakland Review of Books. She wrote, quote, “‘It’s like I wandered into the comment section “‘on an NPR article and got trapped.'”\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:13:36] Oh, no.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:36] That’s the vibe at the December 16th Oakland City Council meeting. I was among some of the most informed people I’ve ever heard, each rushing to complete their statements before their mic was cut off at the one minute mark. So she was really talking about this like flood of residents who are really concerned about, you know, in this moment that we’re in, where a lot of community members are concerned about immigration customs enforcement actions. And when also the city of Oakland is, you know, really coming out as a sanctuary city, many residents see this as like a move that kind of works against that. Council Member Carroll Fife was the only no vote and she really points to this scrutiny around data sharing with the feds and she sort of makes this argument that this really goes against the city status as a Sanctuary City.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:32] Are there any guardrails against sharing data with the feds in this contract with Flock?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:39] So in order to address some of these privacy concerns from residents, Oakland City Council also adopted a few amendments to their contract with Flock. And one of those includes prohibiting any sharing of data with federal immigration agencies or any state law enforcement for the purpose of investigating reproductive health or gender affirming care. Which seems maybe a little specific, but there is literally a story of a Texas police officer searching national flock data to find a woman who had self-administered an abortion. And so that’s the concern that they’re addressing there. Another amendment includes a sort of approval system that requires the city’s chief privacy officer and also the Oakland Police Department’s information technology director to authorize any sort of data sharing relationships with other agencies. A Flock spokesperson says that any municipality has the authority to decide what gets shared or not, but I will say that there are still data privacy folks out there who say any data collected is data at risk.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:09] And that is it for my doozy of a story. Jessica Karii, we’re gonna end this one with you. What story have you got for us today?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:18] I have a story about Transit. So, effective December 10th, Clipper launched their 2.0 version, which has a bunch of really cool upgrades for those of you who use Clipper. Basically, there’s four major upgrades. First, you can immediately access funds in your Clipper account. You don’t have to wait a few days, which was something that people had to do before sometimes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:46] I mean, that is like… ne of the most annoying things to me about the Clipper. Because it’s like we’re in the Bay Area. We’re in- It should be immediate. Yeah, we’re the tech capital of the world. What do you mean?\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:56] No, I’m with you. So that’s huge. The second is you can now have like family accounts. So basically, users will be able to manage more than one Clipper card. So a parent, for example, could add money to their kid’s account, just making things a little bit smoother on that end. Another big thing is now you can use contactless payment with a debit or credit card. I think we actually We talked about this in another roundup. About BART launching this towards the end of the summer, and now Clippers launched it, so that’s pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:30] Meaning that you can now tap to pay with a credit card or debit card on any transit system that uses Clipper, right? So that includes Muni, Caltrain, et cetera.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:39] Exactly. Yeah. And the one that I’m most interested in as someone who takes two transit agencies to work is that now when you transfer from one agency to another, you can get a discount of up to $2.85 on your second ride.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:59] As long as your transfer happens within two hours of your first ride. So that’s gonna lead to quite a bit of savings for some people.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:06] Wow, I did not know about that last one, but I also take two transit systems to work.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:11] Yeah, and there’s actually a really cool website called clipper2.hikingbytransit.com where you can actually put in your transit information and it’ll tell you how much you’re expected to save over a year of commuting, which they’re calculating at about 500 trips. And so I put mine in and I’m going to save over $1,000, which is pretty cool. Which is pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:35] Oh my gosh, what are you gonna do with that thousand dollar?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:38] I don’t know, I don’t know, maybe I’ll buy something, maybe i’ll go on a trip. Now I have that extra money.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:45] Does everyone already have this? Has this automatically been implemented for everybody?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:49] Great question. So the whole Clipper 2.0 update is gonna take about eight to 12 weeks. It will happen automatically for everybody, but it will take some time. But you can manually update the app yourself by going to the Clipper website or going through however you have the app, if you have it on your phone, to get the update faster. That said, when… Clipper 2.0 first launched. There were some glitches and people were having issues updating. So there was a little frustration around that. It’s now been over a week. I was able to update mine pretty smoothly. So I think they’re working out some of the kinks.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:32] I mean Jessica, we’ve talked a lot on this show about like how much transit agencies around the Bay Area are really struggling financially right now so why why are they doing this and and why are they giving you and I big discounts?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:19:46] Yeah, that’s a great question. And our colleague Azul Dahlstrom-Eckman did some really great reporting around this. So transit officials say that, you know, they’re hoping that offering these discounts will actually increase ridership. And if ridership goes up, then revenue goes up as well.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:20:03] The timing of this is interesting too, because next year we’re going to have the Super Bowl in the Bay Area in February, and then we will have World Cup games later in the year. So I think especially the tap to pay debit credit card for tourists, for people visiting out from other parts of the country or the world, I think that’s, I think essential to have, honestly.\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>[00:20:23] Yeah, that’s a good point, yeah. Well, thank you so much for bringing that story, Jessica.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Clipper 2.0 Is Here. Glitches Have Plagued the Rollout",
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"headTitle": "Clipper 2.0 Is Here. Glitches Have Plagued the Rollout | KQED",
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"content": "\u003cp>It’s been a rocky start for the much-anticipated \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">“next generation” Clipper\u003c/a> transit fare system, as glitches with the website and app have flustered some users.\u003c/p>\n\u003cp>Since Wednesday, when the new Clipper went live, users have reported being unable to access their account information and launch a manual upgrade.\u003c/p>\n\u003cp>“ I tried probably dozens of times yesterday and several times today and have gotten into various points in the system, but have still not been successful at activating it,” said El Cerrito Councilmember Rebecca Saltzman, a former member of the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board of directors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Next generation Clipper promises new features such as discounted transfers, family accounts and instant availability of added funds.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission, the regional agency that manages Clipper, has said all accounts will eventually be automatically upgraded to the new version, but that process could take anywhere from eight to 12 weeks. The MTC previously encouraged users who wanted the new features as soon as possible to manually upgrade using the Clipper website or app.\u003c/p>\n\u003cp>By Wednesday morning, MTC spokesperson John Goodwin said the service was experiencing issues.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We acknowledge some customers are having a glitchy experience in the Clipper mobile app this morning, and some customers have been unable to complete the process of upgrading their cards to the next-generation system,” Goodwin said.\u003c/p>\n\u003cp>Thursday afternoon, a KQED call to Clipper customer service was met with an automated response that said, “We currently cannot look up customer information.” Login attempts got a message that read, “We are unable to migrate your account to the new Clipper account system.”\u003c/p>\n\u003cp>Goodwin said Wednesday that the transition was going well overall. Contactless payment \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">using a debit or credit card\u003c/a>, another long-awaited upgrade from the next generation system, was working as expected on all transit agencies that also accept Clipper, he said.[aside postID=news_12065714 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg']Both the MTC and Cubic, a transportation company that holds the contract to run Clipper, did not respond to requests for comment on Thursday, seeking updates to the ongoing issue.\u003c/p>\n\u003cp>Despite the challenges with the rollout, Saltzman said she’s excited about the updates.\u003c/p>\n\u003cp>“ Me and my wife and my daughter are probably going to do some transit trips we wouldn’t have done before because it could get quite expensive if you’re riding multiple transit agencies with multiple people,” Saltzman said. “ It’s an opportunity to explore the Bay Area in different ways.”\u003c/p>\n\u003cp>Some transit advocates, meanwhile, point out that riders who pay with cash or are unable to obtain a Clipper card are being left behind.\u003c/p>\n\u003cp>“ Unfortunately, the system doesn’t work for people who are low-income and unbanked and live in neighborhoods that don’t have access to reload their card,” said Laurel Paget-Seekins, senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>Paget-Seekins and others are advocating for AC Transit, one of the Bay Area’s most popular transit agencies, to find ways to extend next-generation Clipper benefits to all riders, regardless of how they pay.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Clipper 2.0 Is Here. Glitches Have Plagued the Rollout | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been a rocky start for the much-anticipated \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">“next generation” Clipper\u003c/a> transit fare system, as glitches with the website and app have flustered some users.\u003c/p>\n\u003cp>Since Wednesday, when the new Clipper went live, users have reported being unable to access their account information and launch a manual upgrade.\u003c/p>\n\u003cp>“ I tried probably dozens of times yesterday and several times today and have gotten into various points in the system, but have still not been successful at activating it,” said El Cerrito Councilmember Rebecca Saltzman, a former member of the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board of directors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next generation Clipper promises new features such as discounted transfers, family accounts and instant availability of added funds.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission, the regional agency that manages Clipper, has said all accounts will eventually be automatically upgraded to the new version, but that process could take anywhere from eight to 12 weeks. The MTC previously encouraged users who wanted the new features as soon as possible to manually upgrade using the Clipper website or app.\u003c/p>\n\u003cp>By Wednesday morning, MTC spokesperson John Goodwin said the service was experiencing issues.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We acknowledge some customers are having a glitchy experience in the Clipper mobile app this morning, and some customers have been unable to complete the process of upgrading their cards to the next-generation system,” Goodwin said.\u003c/p>\n\u003cp>Thursday afternoon, a KQED call to Clipper customer service was met with an automated response that said, “We currently cannot look up customer information.” Login attempts got a message that read, “We are unable to migrate your account to the new Clipper account system.”\u003c/p>\n\u003cp>Goodwin said Wednesday that the transition was going well overall. Contactless payment \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">using a debit or credit card\u003c/a>, another long-awaited upgrade from the next generation system, was working as expected on all transit agencies that also accept Clipper, he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both the MTC and Cubic, a transportation company that holds the contract to run Clipper, did not respond to requests for comment on Thursday, seeking updates to the ongoing issue.\u003c/p>\n\u003cp>Despite the challenges with the rollout, Saltzman said she’s excited about the updates.\u003c/p>\n\u003cp>“ Me and my wife and my daughter are probably going to do some transit trips we wouldn’t have done before because it could get quite expensive if you’re riding multiple transit agencies with multiple people,” Saltzman said. “ It’s an opportunity to explore the Bay Area in different ways.”\u003c/p>\n\u003cp>Some transit advocates, meanwhile, point out that riders who pay with cash or are unable to obtain a Clipper card are being left behind.\u003c/p>\n\u003cp>“ Unfortunately, the system doesn’t work for people who are low-income and unbanked and live in neighborhoods that don’t have access to reload their card,” said Laurel Paget-Seekins, senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>Paget-Seekins and others are advocating for AC Transit, one of the Bay Area’s most popular transit agencies, to find ways to extend next-generation Clipper benefits to all riders, regardless of how they pay.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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},
"radiolab": {
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"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
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