BART Service Disrupted Again After Significant Power Issue
BART Service Halted From Hayward to North San José by Apparent Vandalism
Clipper Outage Fixed After Forcing Bay Area Transit Agencies to Go Fare-Free for Hours
Fire at BART’s San Leandro Station Causes Widespread Service Disruptions
Massive BART Outage Not Related to Old Train Control System, Agency Says
BART Police Investigating Vandalism That Caused Major Service Delays
Oakland Firefighters Struggled to Find BART Fire as Hundreds Waited to Evacuate
BART's Latest Service Meltdown Comes at a Tricky Time for Transit Agency
BART Grapples with Crowding as Ridership Surges
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> experienced major disruptions on Monday morning, with service halted on multiple lines and limited on others, according to the agency.\u003c/p>\n\u003cp>Just after 9 a.m., BART said the major delays, which were prompted by a power issue between San Francisco’s Powell and Embarcadero stations, had been resolved. The agency warned riders that residual delays could continue.\u003c/p>\n\u003cp>During peak commute hours from about 7:30 a.m. to 9 a.m., BART’s Green and Red Line trains, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, were suspended. Service on the Blue Line was limited to the East Bay stations between Dublin/Pleasanton and San Leandro, and all travel through San Francisco was limited during the same time.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It wasn’t immediately clear what caused the power issue.\u003c/p>\n\u003cp>On dispatch audio, a train operator reported “a small explosion … and a lot of smoke” along the tracks when his train was approaching Montgomery Street around 6:52 a.m.\u003c/p>\n\u003cp>The disruption is the latest in a series of BART service meltdowns — \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">since May\u003c/a>, it has experienced \u003ca href=\"https://www.kqed.org/news/12065063/bart-service-halted-from-hayward-to-north-san-jose-by-apparent-vandalism\">at least five\u003c/a> major outages. Over the summer, \u003ca href=\"https://www.kqed.org/news/12046678/bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage\">trains ran fare-free\u003c/a> for hours due to a separate Clipper card issue.\u003c/p>\n\u003cp>It also comes as the agency \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">faces a fiscal cliff\u003c/a> and warns that without \u003ca href=\"https://www.bart.gov/about/financials/crisis\">new revenue streams\u003c/a>, it could move to reduce or cut services as soon as next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It wasn’t immediately clear what caused the power issue.\u003c/p>\n\u003cp>On dispatch audio, a train operator reported “a small explosion … and a lot of smoke” along the tracks when his train was approaching Montgomery Street around 6:52 a.m.\u003c/p>\n\u003cp>The disruption is the latest in a series of BART service meltdowns — \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">since May\u003c/a>, it has experienced \u003ca href=\"https://www.kqed.org/news/12065063/bart-service-halted-from-hayward-to-north-san-jose-by-apparent-vandalism\">at least five\u003c/a> major outages. Over the summer, \u003ca href=\"https://www.kqed.org/news/12046678/bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage\">trains ran fare-free\u003c/a> for hours due to a separate Clipper card issue.\u003c/p>\n\u003cp>It also comes as the agency \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">faces a fiscal cliff\u003c/a> and warns that without \u003ca href=\"https://www.bart.gov/about/financials/crisis\">new revenue streams\u003c/a>, it could move to reduce or cut services as soon as next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Apparent vandalism overnight led \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> to halt service on Friday morning between Hayward and North San José, the agency said.\u003c/p>\n\u003cp>The agency said that it was unable to begin service on the southern stretch of its Orange and Green line trains, which connect the East Bay and South Bay.\u003c/p>\n\u003cp>Just after 2 p.m., service on the Orange line between Richmond and Berryessa was restored, but Green line trains from Daly City were still only traveling as far south as Hayward.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That follows multiple widespread BART outages this year as the transit system faces a major budget deficit and threat of possible service reductions.\u003c/p>\n\u003cp>The latest disruption is believed to be the result of damage to wayside equipment, which is installed on BART trackways to detect trains and possible hazards and send commands to control train movement.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s equipment that is essential for us to be able to safely run trains,” spokesperson Chris Filippi said. “That was damaged at some point from when we stopped service last night to when we wanted to start service this morning.”\u003c/p>\n\u003cp>Filippi said AC Transit and Santa Clara Valley Transportation Authority buses were running parallel routes between Hayward and Milpitas, and Milpitas and Berryessa, respectively.\u003c/p>\n\u003cp>He said BART passengers should look for the best alternative to get to their destination on \u003ca href=\"http://bart.gov/alternatives\">BART.gov/alternatives\u003c/a>.\u003c/p>\n\u003cp>Separate equipment issues in \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">September\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> halted trains for hours, and another problem on \u003ca href=\"https://www.kqed.org/news/12060687/bart-resumes-service-but-delays-remain-after-another-major-disruption\">one of two Transbay Tube tracks\u003c/a> connecting San Francisco to the East Bay slowed systemwide travel in October.[aside postID=news_12064570 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/240404-District5BOSRedistricting-003-BL_qed.jpg']The outages have left customers frustrated, and advocates warning of what the future of Bay Area public transit could look like without a major funding boost.\u003c/p>\n\u003cp>Transit agencies in the region have struggled to regain pre-pandemic ridership due to a rise in remote work. Prior, \u003ca href=\"https://www.bart.gov/about/financials/crisis\">BART said passenger fares and parking fees covered 70%\u003c/a> of its operating costs. Now, that’s down to 25%.\u003c/p>\n\u003cp>Earlier this year, the agency announced $35 million in budget cuts and cost controls to balance its books for 2025, but it said it is operating on emergency funds that will run out in 2026. BART’s deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>It’s warned that without significant new funding, it could cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>Advocates are aiming to put a five-county sales tax measure on next November’s ballot to generate up to $980 million a year for local transit agencies for 14 years. In September, Gov. Gavin Newsom signed state Senate Bill 63, paving the way for the measure to be placed on the ballot.\u003c/p>\n\u003cp>A separate effort in San Francisco to support the San Francisco Municipal Transportation Agency would add a parcel tax to properties to generate up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_Final_Report_9n2cEn7.pdf\">$85 million a year\u003c/a>, though the tax measure is still in early stages.\u003c/p>\n\u003cp>\u003cem>KQED’s Amanda Hernandez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apparent vandalism overnight led \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> to halt service on Friday morning between Hayward and North San José, the agency said.\u003c/p>\n\u003cp>The agency said that it was unable to begin service on the southern stretch of its Orange and Green line trains, which connect the East Bay and South Bay.\u003c/p>\n\u003cp>Just after 2 p.m., service on the Orange line between Richmond and Berryessa was restored, but Green line trains from Daly City were still only traveling as far south as Hayward.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That follows multiple widespread BART outages this year as the transit system faces a major budget deficit and threat of possible service reductions.\u003c/p>\n\u003cp>The latest disruption is believed to be the result of damage to wayside equipment, which is installed on BART trackways to detect trains and possible hazards and send commands to control train movement.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s equipment that is essential for us to be able to safely run trains,” spokesperson Chris Filippi said. “That was damaged at some point from when we stopped service last night to when we wanted to start service this morning.”\u003c/p>\n\u003cp>Filippi said AC Transit and Santa Clara Valley Transportation Authority buses were running parallel routes between Hayward and Milpitas, and Milpitas and Berryessa, respectively.\u003c/p>\n\u003cp>He said BART passengers should look for the best alternative to get to their destination on \u003ca href=\"http://bart.gov/alternatives\">BART.gov/alternatives\u003c/a>.\u003c/p>\n\u003cp>Separate equipment issues in \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">September\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> halted trains for hours, and another problem on \u003ca href=\"https://www.kqed.org/news/12060687/bart-resumes-service-but-delays-remain-after-another-major-disruption\">one of two Transbay Tube tracks\u003c/a> connecting San Francisco to the East Bay slowed systemwide travel in October.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The outages have left customers frustrated, and advocates warning of what the future of Bay Area public transit could look like without a major funding boost.\u003c/p>\n\u003cp>Transit agencies in the region have struggled to regain pre-pandemic ridership due to a rise in remote work. Prior, \u003ca href=\"https://www.bart.gov/about/financials/crisis\">BART said passenger fares and parking fees covered 70%\u003c/a> of its operating costs. Now, that’s down to 25%.\u003c/p>\n\u003cp>Earlier this year, the agency announced $35 million in budget cuts and cost controls to balance its books for 2025, but it said it is operating on emergency funds that will run out in 2026. BART’s deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>It’s warned that without significant new funding, it could cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>Advocates are aiming to put a five-county sales tax measure on next November’s ballot to generate up to $980 million a year for local transit agencies for 14 years. In September, Gov. Gavin Newsom signed state Senate Bill 63, paving the way for the measure to be placed on the ballot.\u003c/p>\n\u003cp>A separate effort in San Francisco to support the San Francisco Municipal Transportation Agency would add a parcel tax to properties to generate up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_Final_Report_9n2cEn7.pdf\">$85 million a year\u003c/a>, though the tax measure is still in early stages.\u003c/p>\n\u003cp>\u003cem>KQED’s Amanda Hernandez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 3:45 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>A fire at \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>‘s San Leandro station early Tuesday triggered the system’s second major service disruption this month, halting trains in much of the East Bay and South Bay.\u003c/p>\n\u003cp>BART didn’t immediately provide details about the blaze, but \u003ca href=\"https://x.com/mattbiglerradio/status/1924824585448652964\">video posted on social media\u003c/a> showed what appeared to be an electrical fire along the trackway at the station shortly before 5 a.m.\u003c/p>\n\u003cp>Spokesperson Chris Filippi told reporters at the San Leandro station that the fire had damaged train control equipment and a high-voltage electrical cable that feeds power to the system’s third rail.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The fire shut down all BART service south of Oakland’s Lake Merritt station, stranding passengers on the Green Line between San Jose’s Berryessa station and Daly City, on the Blue Line between Dublin/Pleasanton and Daly City, and on the Orange Line between Richmond and Berryessa.[aside postID=news_12040762 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240313-BART-CRISIS-INTERVENTION-UNIT-MD-15-1020x679.jpg']\u003c/p>\n\u003cp>Into the early afternoon, the smell of burnt plastic hung in the air at the San Leandro station as police cordoned off the area with yellow tape. Crews were working on removing burned insulation and cables from under the track when Jonathan Woods walked up to the station, only for members of BART’s Crisis Intervention Team to turn him away because the power was off.\u003c/p>\n\u003cp>Woods was there to put money on his Clipper card ahead of a trip to San Francisco on Wednesday.\u003c/p>\n\u003cp>“I only take Bart when I go to the city, and so I can leave my car parked here,” he said.\u003c/p>\n\u003cp>The agency \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">said on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>Hali Shannon of Oakland tugged on the Lake Merritt BART station doors only to discover they were locked. She was running late for a business appointment in San Francisco, so a KQED reporter gave her a ride to West Oakland BART, which was open.\u003c/p>\n\u003cp>“I’m working on getting a new car,” she said. “So recently, I have been depending on Bart and a few other means of transportation, like Uber and things like that.”\u003c/p>\n\u003cp>Shannon said she primarily uses BART to avoid traffic when traveling to San Francisco, where she was headed to Powell Station. She’s experienced BART disruptions before.\u003c/p>\n\u003cp>“In the past when I used to take it all the time, but normally I drive so I haven’t had any major issues since I’ve been taking BART,” she said.\u003c/p>\n\u003cp>The agency said \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>AC Transit is offering replacement service between the Lake Merritt and Fremont stations. VTA is running substitute service between the Milpitas and Berryessa stations.\u003c/p>\n\u003cp>Tuesday’s incident marked the second time in recent weeks that BART has suffered a service meltdown. On May 9, \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">a still-unexplained computer network failure\u003c/a> shut down the system for several hours.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bkrans\">Brian Krans\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Trains were halted in much of the East Bay and South Bay on Tuesday morning, marking the system’s second major service disruption this month.",
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"title": "Fire at BART’s San Leandro Station Causes Widespread Service Disruptions | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:45 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>A fire at \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>‘s San Leandro station early Tuesday triggered the system’s second major service disruption this month, halting trains in much of the East Bay and South Bay.\u003c/p>\n\u003cp>BART didn’t immediately provide details about the blaze, but \u003ca href=\"https://x.com/mattbiglerradio/status/1924824585448652964\">video posted on social media\u003c/a> showed what appeared to be an electrical fire along the trackway at the station shortly before 5 a.m.\u003c/p>\n\u003cp>Spokesperson Chris Filippi told reporters at the San Leandro station that the fire had damaged train control equipment and a high-voltage electrical cable that feeds power to the system’s third rail.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The fire shut down all BART service south of Oakland’s Lake Merritt station, stranding passengers on the Green Line between San Jose’s Berryessa station and Daly City, on the Blue Line between Dublin/Pleasanton and Daly City, and on the Orange Line between Richmond and Berryessa.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Into the early afternoon, the smell of burnt plastic hung in the air at the San Leandro station as police cordoned off the area with yellow tape. Crews were working on removing burned insulation and cables from under the track when Jonathan Woods walked up to the station, only for members of BART’s Crisis Intervention Team to turn him away because the power was off.\u003c/p>\n\u003cp>Woods was there to put money on his Clipper card ahead of a trip to San Francisco on Wednesday.\u003c/p>\n\u003cp>“I only take Bart when I go to the city, and so I can leave my car parked here,” he said.\u003c/p>\n\u003cp>The agency \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">said on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>Hali Shannon of Oakland tugged on the Lake Merritt BART station doors only to discover they were locked. She was running late for a business appointment in San Francisco, so a KQED reporter gave her a ride to West Oakland BART, which was open.\u003c/p>\n\u003cp>“I’m working on getting a new car,” she said. “So recently, I have been depending on Bart and a few other means of transportation, like Uber and things like that.”\u003c/p>\n\u003cp>Shannon said she primarily uses BART to avoid traffic when traveling to San Francisco, where she was headed to Powell Station. She’s experienced BART disruptions before.\u003c/p>\n\u003cp>“In the past when I used to take it all the time, but normally I drive so I haven’t had any major issues since I’ve been taking BART,” she said.\u003c/p>\n\u003cp>The agency said \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>AC Transit is offering replacement service between the Lake Merritt and Fremont stations. VTA is running substitute service between the Milpitas and Berryessa stations.\u003c/p>\n\u003cp>Tuesday’s incident marked the second time in recent weeks that BART has suffered a service meltdown. On May 9, \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">a still-unexplained computer network failure\u003c/a> shut down the system for several hours.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bkrans\">Brian Krans\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says",
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"headTitle": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.[aside postID=news_12037653 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg']At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Bay Area transit system is in the midst of replacing its train control system, but Friday’s outage was caused by network devices not connecting properly, a BART spokesperson said. ",
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"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "BART Police Investigating Vandalism That Caused Major Service Delays",
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"content": "\u003cp>BART police are investigating the vandalism of the transit system’s equipment, which has caused at least two major service disruptions in the last month.\u003c/p>\n\u003cp>The investigation comes after a pair of incidents in which BART suffered communications failures that knocked out its train-control system along parts of the line between San Leandro’s Bay Fair station and Berryessa station in San Jose.\u003c/p>\n\u003cp>The incidents — one on Aug. 8 near Bay Fair, the other last Friday near Hayward — occurred after someone vandalized the fiber-optic cable the control system relies on.\u003c/p>\n\u003cp>During the Aug. 8 event, train controllers in BART’s operations center suddenly lost track of where trains were on that 27-mile stretch of tracks, including seven stations.\u003c/p>\n\u003cp>Controllers were reduced to asking train operators over the radio exactly where they were as they tried to coordinate traffic. BART was forced to shut down service south of Bay Fair due to what it described at the time as “a network computer problem.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Service wasn’t fully restored for eight hours, and delays persisted into the following morning as crews worked to repair the damaged cable.\u003c/p>\n\u003cp>Travis Engstrom, BART’s director of technology, told the agency’s board of directors on Aug. 15 that someone breached a fence and protective metal box and vandalized three cables.\u003c/p>\n\u003cp>“Those three cables included over 400 individual strands,” Engstrom said. “What complicated this was not only the loss of the primary cable but a secondary and a third cable.” Crews from BART and a contractor worked for several nights to fully repair the damage.\u003c/p>\n\u003cp>The episode last Friday, Sept. 13, again involved deliberate damage to fiber-optic cable near Hayward and shut down all traffic between Hayward and Fremont stations from 1 p.m. to around 4:30 p.m.\u003c/p>\n\u003cp>BART managed to reopen limited service on its Orange Line, between Berryessa and Richmond, through the evening. Transbay service on the Green Line between Berryessa and Daly City was canceled.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1834755820380377107\u003c/p>\n\u003cp>The agency confirmed Tuesday that BART police have an active investigation underway into fiber-optic cable vandalism. However, the agency declined to comment on how many incidents police are looking into, whether they’re working with outside agencies or whether they have identified any suspects.\u003c/p>\n\u003ch2>Further service disruptions\u003c/h2>\n\u003cp>The investigation comes as the transit agency releases new details about some of the 15 or so major service disruptions the system has suffered this year. In addition to the fiber vandalism, the issues have included fires, electrical failures, defective rails and even rodents damaging train-control equipment.\u003c/p>\n\u003cp>“We’ve had a rough summer,” Shane Edwards, BART’s assistant general manager for operations, told the agency board of directors last week. “Our riders had a rough summer. We understand their frustration. I understand their frustration. I hear it when I’m out in the field on the trains.”\u003c/p>\n\u003cp>One of the episodes that caused a prolonged service disruption occurred in the early morning hours of June 26, an event BART described on social media at the time as a derailed maintenance vehicle followed by emergency track repair work.\u003c/p>\n\u003cp>Edwards disclosed that the 3 a.m. derailment involved a collision between a pair of work trains near downtown Oakland’s 19th Street station, an incident he called “avoidable” and which has led to disciplinary proceedings against both operators.\u003c/p>\n\u003cp>In answer to follow-up questions this week on Edwards’ presentation, BART said the derailment cost the agency $8 million in equipment damage, labor expenses and revenue lost during a daylong shutdown of its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>The most serious service foul-up \u003ca href=\"https://www.kqed.org/news/11999596/oakland-firefighters-struggled-to-find-bart-fire-as-hundreds-waited-to-evacuate\">occurred July 27\u003c/a>, when the system’s vital rail junction in central Oakland was shut down for 17 hours after an electrical fire at the 12th Street station. A loss of electrical power prevented trains from running through the area and forced East Bay-bound trains to turn back toward San Francisco at the West Oakland station.\u003c/p>\n\u003cp>In his board presentation, Edwards acknowledged that the trouble-plagued service of recent months “is not the product that we expect to deliver to our patrons.”[aside postID=\"news_11999596,news_11998646,news_12001906\" label=\"Related Stories\"]\u003c/p>\n\u003cp>He said that work already completed thanks to the $3.5 billion Measure RR bond measure voters passed in 2016 prevented the summer’s breakdowns from being even more debilitating and that 21 renovation projects now underway will improve service over the long run.\u003c/p>\n\u003cp>“But,” he added, “rebuilding takes time.”\u003c/p>\n\u003cp>BART’s problem this summer comes amid signs that more customers are returning to BART after a long period of nearly flat year-over-year ridership.\u003c/p>\n\u003cp>Between June 1 and Aug. 31 this year, ridership grew just 1% compared to the same period in 2023.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, the number of riders this month has surged 10% compared to last year, breaking the previous post-pandemic daily ridership record five times. Overall, BART ridership so far in September is 46% of its pre-pandemic baseline.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART police are investigating the vandalism of the transit system’s equipment, which has caused at least two major service disruptions in the last month.\u003c/p>\n\u003cp>The investigation comes after a pair of incidents in which BART suffered communications failures that knocked out its train-control system along parts of the line between San Leandro’s Bay Fair station and Berryessa station in San Jose.\u003c/p>\n\u003cp>The incidents — one on Aug. 8 near Bay Fair, the other last Friday near Hayward — occurred after someone vandalized the fiber-optic cable the control system relies on.\u003c/p>\n\u003cp>During the Aug. 8 event, train controllers in BART’s operations center suddenly lost track of where trains were on that 27-mile stretch of tracks, including seven stations.\u003c/p>\n\u003cp>Controllers were reduced to asking train operators over the radio exactly where they were as they tried to coordinate traffic. BART was forced to shut down service south of Bay Fair due to what it described at the time as “a network computer problem.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Service wasn’t fully restored for eight hours, and delays persisted into the following morning as crews worked to repair the damaged cable.\u003c/p>\n\u003cp>Travis Engstrom, BART’s director of technology, told the agency’s board of directors on Aug. 15 that someone breached a fence and protective metal box and vandalized three cables.\u003c/p>\n\u003cp>“Those three cables included over 400 individual strands,” Engstrom said. “What complicated this was not only the loss of the primary cable but a secondary and a third cable.” Crews from BART and a contractor worked for several nights to fully repair the damage.\u003c/p>\n\u003cp>The episode last Friday, Sept. 13, again involved deliberate damage to fiber-optic cable near Hayward and shut down all traffic between Hayward and Fremont stations from 1 p.m. to around 4:30 p.m.\u003c/p>\n\u003cp>BART managed to reopen limited service on its Orange Line, between Berryessa and Richmond, through the evening. Transbay service on the Green Line between Berryessa and Daly City was canceled.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The agency confirmed Tuesday that BART police have an active investigation underway into fiber-optic cable vandalism. However, the agency declined to comment on how many incidents police are looking into, whether they’re working with outside agencies or whether they have identified any suspects.\u003c/p>\n\u003ch2>Further service disruptions\u003c/h2>\n\u003cp>The investigation comes as the transit agency releases new details about some of the 15 or so major service disruptions the system has suffered this year. In addition to the fiber vandalism, the issues have included fires, electrical failures, defective rails and even rodents damaging train-control equipment.\u003c/p>\n\u003cp>“We’ve had a rough summer,” Shane Edwards, BART’s assistant general manager for operations, told the agency board of directors last week. “Our riders had a rough summer. We understand their frustration. I understand their frustration. I hear it when I’m out in the field on the trains.”\u003c/p>\n\u003cp>One of the episodes that caused a prolonged service disruption occurred in the early morning hours of June 26, an event BART described on social media at the time as a derailed maintenance vehicle followed by emergency track repair work.\u003c/p>\n\u003cp>Edwards disclosed that the 3 a.m. derailment involved a collision between a pair of work trains near downtown Oakland’s 19th Street station, an incident he called “avoidable” and which has led to disciplinary proceedings against both operators.\u003c/p>\n\u003cp>In answer to follow-up questions this week on Edwards’ presentation, BART said the derailment cost the agency $8 million in equipment damage, labor expenses and revenue lost during a daylong shutdown of its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>The most serious service foul-up \u003ca href=\"https://www.kqed.org/news/11999596/oakland-firefighters-struggled-to-find-bart-fire-as-hundreds-waited-to-evacuate\">occurred July 27\u003c/a>, when the system’s vital rail junction in central Oakland was shut down for 17 hours after an electrical fire at the 12th Street station. A loss of electrical power prevented trains from running through the area and forced East Bay-bound trains to turn back toward San Francisco at the West Oakland station.\u003c/p>\n\u003cp>In his board presentation, Edwards acknowledged that the trouble-plagued service of recent months “is not the product that we expect to deliver to our patrons.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He said that work already completed thanks to the $3.5 billion Measure RR bond measure voters passed in 2016 prevented the summer’s breakdowns from being even more debilitating and that 21 renovation projects now underway will improve service over the long run.\u003c/p>\n\u003cp>“But,” he added, “rebuilding takes time.”\u003c/p>\n\u003cp>BART’s problem this summer comes amid signs that more customers are returning to BART after a long period of nearly flat year-over-year ridership.\u003c/p>\n\u003cp>Between June 1 and Aug. 31 this year, ridership grew just 1% compared to the same period in 2023.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, the number of riders this month has surged 10% compared to last year, breaking the previous post-pandemic daily ridership record five times. Overall, BART ridership so far in September is 46% of its pre-pandemic baseline.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Oakland Firefighters Struggled to Find BART Fire as Hundreds Waited to Evacuate",
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"content": "\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.[aside label=\"More BART Stories\" tag=\"bart\"]\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”[aside label=\"Transportation Stories\" tag=\"transportation\"]\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>For the second time in less than 72 hours, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> suffered a service meltdown on Wednesday morning due to problems along its tracks near downtown Oakland.\u003c/p>\n\u003cp>A rail maintenance vehicle derailed near Oakland’s 19th Street station around 3:30 a.m., about an hour and a half before the day’s first trains were scheduled to run through the area, the agency said.\u003c/p>\n\u003cp>The lengthy process of getting the maintenance vehicle back on the rails prompted BART to cancel service on its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Other service impacts included:\u003c/p>\n\u003cul>\n\u003cli>Passengers from the six East Bay stations the Red Line serves exclusively — Richmond, El Cerrito del Norte, El Cerrito Plaza, North Berkeley, Downtown Berkeley and Ashby — were advised to get on Orange Line/Berryessa trains and transfer to Yellow Line trains for the trip across the bay.\u003c/li>\n\u003cli>Riders needing to get to Millbrae, where they can make a direct connection to Caltrain, were told to transfer to a shuttle at SFO.\u003c/li>\n\u003cli>Trains on the southbound Orange Line running to Berryessa\u003cbr>\nstation in northeast San José were forced to detour from 12th Street in downtown Oakland to West Oakland before then turning around to continue to Lake Merritt.\u003c/li>\n\u003c/ul>\n\u003cp>BART offered no estimate of when normal service would resume.\u003c/p>\n\u003cp>Wednesday’s problems follow a major disruption on Sunday afternoon that started around 2:30 p.m. when a train suffered an equipment problem and stopped between Lake Merritt and West Oakland.\u003c/p>\n\u003cp>“The train wouldn’t move, so we coupled it with another train and towed it out of the way,” Alicia Trost, BART’s chief communications officer, said in an email.\u003c/p>\n\u003cp>But the delays weren’t over. Shortly afterward, Trost said, a rail defect was found at an interlocking — a switch point where trains can cross over from one set of tracks to another — outside West Oakland station.\u003c/p>\n\u003cp>Crews repaired that problem. Then, yet another train suffered an equipment issue, this time while traveling through the Transbay Tube.\u003c/p>\n\u003cp>Via social media, BART reported major delays for more than four hours into early Sunday evening and was forced to halt direct trains between Berryessa and San Francisco and limit service between Dublin/Pleasanton and the city.\u003c/p>\n\u003cp>https://twitter.com/SFBARTalert/status/1805045211275673729\u003c/p>\n\u003cp>The latest disruptions come at an especially sensitive time for BART, which is joining with other transit operators in a campaign to craft a 2026 tax measure that would help the agencies head off a fiscal catastrophe resulting from fare revenue lost in the wake of the COVID-19 pandemic.\u003c/p>\n\u003cp>Facing annual deficits of more than $350 million a year starting in July 2026, BART has said it would consider cutting some lines, reducing service hours and closing some stations if it doesn’t identify new sources of revenue.\u003c/p>\n\u003cp>In an email last week to a new Metropolitan Transportation Commission committee charged with crafting the tax proposal, BART General Manager Bob Powers highlighted the ambitious program of service improvements the agency has undertaken in response to long-standing rider complaints about service reliability, crime, cleanliness, fare evasion and the growing presence of people on the system suffering various modes of crisis.\u003c/p>\n\u003cp>Those improvements are partly driven by demands from state lawmakers, who agreed to approve emergency operating funds for BART and other agencies on the condition they address concerns about their service.\u003c/p>\n\u003cp>BART’s efforts have included increasing police presence, hiring crisis intervention specialists, rolling out new fare gates, a focused effort to keep trains and stations clean, a customer-friendly night and weekend schedule and operating all of its service with its new generation of train cars. The agency has even hired attendants at its busiest stations to ensure clean restrooms are available for customers.\u003c/p>\n\u003cp>But those efforts don’t appear to be luring customers back to the system, largely because of the continuing pandemic-driven shift in work habits. BART ridership has returned to just 43% of its 2019 level, and that growth has slowed dramatically in the past year.\u003c/p>\n\u003cp>In a Monday afternoon meeting of transportation agency executives, Powers warned that without a workable tax measure, BART would be forced to consider service reductions that would be felt throughout the region.\u003c/p>\n\u003cp>“I’m well on the way to do a Plan B and a Plan C,” Powers said. “… Nobody’s going to like my Plan B. … It’s going to impact every single person around this table one way or the other. And my Plan C is going to be catastrophic for many people around this table.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Other service impacts included:\u003c/p>\n\u003cul>\n\u003cli>Passengers from the six East Bay stations the Red Line serves exclusively — Richmond, El Cerrito del Norte, El Cerrito Plaza, North Berkeley, Downtown Berkeley and Ashby — were advised to get on Orange Line/Berryessa trains and transfer to Yellow Line trains for the trip across the bay.\u003c/li>\n\u003cli>Riders needing to get to Millbrae, where they can make a direct connection to Caltrain, were told to transfer to a shuttle at SFO.\u003c/li>\n\u003cli>Trains on the southbound Orange Line running to Berryessa\u003cbr>\nstation in northeast San José were forced to detour from 12th Street in downtown Oakland to West Oakland before then turning around to continue to Lake Merritt.\u003c/li>\n\u003c/ul>\n\u003cp>BART offered no estimate of when normal service would resume.\u003c/p>\n\u003cp>Wednesday’s problems follow a major disruption on Sunday afternoon that started around 2:30 p.m. when a train suffered an equipment problem and stopped between Lake Merritt and West Oakland.\u003c/p>\n\u003cp>“The train wouldn’t move, so we coupled it with another train and towed it out of the way,” Alicia Trost, BART’s chief communications officer, said in an email.\u003c/p>\n\u003cp>But the delays weren’t over. Shortly afterward, Trost said, a rail defect was found at an interlocking — a switch point where trains can cross over from one set of tracks to another — outside West Oakland station.\u003c/p>\n\u003cp>Crews repaired that problem. Then, yet another train suffered an equipment issue, this time while traveling through the Transbay Tube.\u003c/p>\n\u003cp>Via social media, BART reported major delays for more than four hours into early Sunday evening and was forced to halt direct trains between Berryessa and San Francisco and limit service between Dublin/Pleasanton and the city.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The latest disruptions come at an especially sensitive time for BART, which is joining with other transit operators in a campaign to craft a 2026 tax measure that would help the agencies head off a fiscal catastrophe resulting from fare revenue lost in the wake of the COVID-19 pandemic.\u003c/p>\n\u003cp>Facing annual deficits of more than $350 million a year starting in July 2026, BART has said it would consider cutting some lines, reducing service hours and closing some stations if it doesn’t identify new sources of revenue.\u003c/p>\n\u003cp>In an email last week to a new Metropolitan Transportation Commission committee charged with crafting the tax proposal, BART General Manager Bob Powers highlighted the ambitious program of service improvements the agency has undertaken in response to long-standing rider complaints about service reliability, crime, cleanliness, fare evasion and the growing presence of people on the system suffering various modes of crisis.\u003c/p>\n\u003cp>Those improvements are partly driven by demands from state lawmakers, who agreed to approve emergency operating funds for BART and other agencies on the condition they address concerns about their service.\u003c/p>\n\u003cp>BART’s efforts have included increasing police presence, hiring crisis intervention specialists, rolling out new fare gates, a focused effort to keep trains and stations clean, a customer-friendly night and weekend schedule and operating all of its service with its new generation of train cars. The agency has even hired attendants at its busiest stations to ensure clean restrooms are available for customers.\u003c/p>\n\u003cp>But those efforts don’t appear to be luring customers back to the system, largely because of the continuing pandemic-driven shift in work habits. BART ridership has returned to just 43% of its 2019 level, and that growth has slowed dramatically in the past year.\u003c/p>\n\u003cp>In a Monday afternoon meeting of transportation agency executives, Powers warned that without a workable tax measure, BART would be forced to consider service reductions that would be felt throughout the region.\u003c/p>\n\u003cp>“I’m well on the way to do a Plan B and a Plan C,” Powers said. “… Nobody’s going to like my Plan B. … It’s going to impact every single person around this table one way or the other. And my Plan C is going to be catastrophic for many people around this table.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ciframe src=\"//www.youtube.com/embed/IOCitBT_xJA\" frameborder=\"0\" width=\"640\" height=\"360\">\u003c/iframe>\u003c/p>\n\u003cp>BART is getting crowded. The transit agency provides about 400,000 rides on a typical weekday. Within the next five years, daily ridership could swell to 500,000 -- \u003ca href=\"https://www.bart.gov/about/projects/cars/why-new-cars\">more than triple the average in the 1970s\u003c/a>.\u003c/p>\n\u003cp>Soaring ridership has led to overcrowding in train cars; vacant seats have become scarce, and many riders are required to stand for the length of their commute. It has also produced crowded station platforms, where long passenger queues await every rush-hour train.\u003c/p>\n\u003cp>To deal with surging crowds, \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/BART-considers-rebuilding-2-SF-stations-4267383.php\">BART floated a plan\u003c/a> last year to rebuild the platforms of its two busiest stations -- Embarcadero and Montgomery. The plan would cost $900 million and it would take five years to complete. But it still needs to secure funding for those projects.\u003c/p>\n\u003cp>Relief could come sooner in train cars. In 2017, BART will begin phasing in a new fleet of train cars into service (a model of the new train cars \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/bart-unveils-new-cars/\">was unveiled on Wednesday\u003c/a>). Although the cars are slightly smaller than those currently in use, BART promises to increase capacity by putting more cars in service and running longer trains.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency has 775 cars on order, and it hopes to obtain funding for a total of 1,000 new cars. If BART reaches its goal, it will increase the number of cars in its fleet by 50 percent, and it will increase the number of overall seats by 38 percent.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But will these solutions be enough for the rail agency to keep pace with a booming metro area?\u003c/p>\n\n",
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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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"soldout": {
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