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"title": "Clipper Cards Are Getting a Major Upgrade, With Big Perks for Riders",
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"content": "\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features this month — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>“Next-generation Clipper” arrives Dec. 10, with perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\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>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal after next-generation Clipper launches on Dec. 10 — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003ch2>Can I sign up for Clipper 2.0 early?\u003c/h2>\n\u003cp>Clipper 2.0 launches on Dec. 10, so no: you’ll have to wait until that day or after to sign up.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card after Dec. 10 is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.[aside postID=news_12065601 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0007_GH-KQED.jpg']And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features this month — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>“Next-generation Clipper” arrives Dec. 10, with perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\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>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal after next-generation Clipper launches on Dec. 10 — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003ch2>Can I sign up for Clipper 2.0 early?\u003c/h2>\n\u003cp>Clipper 2.0 launches on Dec. 10, so no: you’ll have to wait until that day or after to sign up.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card after Dec. 10 is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "You Can Soon Tap a Credit Card to Pay BART Fare. It’s Been a Long Time Coming",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders are about to get their first chance to use at least part of the long-awaited Clipper 2.0 fare-payment system.\u003c/p>\n\u003cp>The system, which has been under development for more than a decade, will debut Wednesday with contactless card payments at the turnstile — only one of the many features Bay Area transportation officials have promised.\u003c/p>\n\u003cp>Clipper 2.0’s “open payments” capability means BART passengers will be able to use contactless credit and debit cards — essentially, cards with a chip — in addition to Clipper cards and mobile phone apps to tap through at fare gates.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a memo circulated to BART staff, the agency said passengers need to be aware of several issues unique to the new system:\u003c/p>\n\u003cul>\n\u003cli>Each rider must use a separate contactless bank card.\u003c/li>\n\u003cli>Those using open payments will be charged the full adult fare. People entitled to take advantage of BART discounts, such as seniors, youth and people with disabilities, will still need to use a Clipper card or the Clipper mobile app to get their reduced fare.\u003c/li>\n\u003cli>Whatever payment method is used to tap in must be used to tap out.\u003c/li>\n\u003cli>Riders should be aware of possible “card clash.” To avoid getting overcharged, riders should take out only one fare payment method at the fare gate. Contactless cards must be removed from a wallet; if riders are using a mobile wallet, a default payment card must be selected.\u003c/li>\n\u003c/ul>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12046678/bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage\">Clipper payment system\u003c/a> has been criticized over the years for being slow to incorporate features like phone and smartwatch payments. It was launched in 2006 under the name TransLink.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission 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>\n\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 to spring of 2025.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\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 said to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting in June, 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>It’s still unknown when the Bay Area will see a general launch of the fully featured Clipper 2.0 system.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a memo circulated to BART staff, the agency said passengers need to be aware of several issues unique to the new system:\u003c/p>\n\u003cul>\n\u003cli>Each rider must use a separate contactless bank card.\u003c/li>\n\u003cli>Those using open payments will be charged the full adult fare. People entitled to take advantage of BART discounts, such as seniors, youth and people with disabilities, will still need to use a Clipper card or the Clipper mobile app to get their reduced fare.\u003c/li>\n\u003cli>Whatever payment method is used to tap in must be used to tap out.\u003c/li>\n\u003cli>Riders should be aware of possible “card clash.” To avoid getting overcharged, riders should take out only one fare payment method at the fare gate. Contactless cards must be removed from a wallet; if riders are using a mobile wallet, a default payment card must be selected.\u003c/li>\n\u003c/ul>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12046678/bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage\">Clipper payment system\u003c/a> has been criticized over the years for being slow to incorporate features like phone and smartwatch payments. It was launched in 2006 under the name TransLink.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission 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>\n\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 to spring of 2025.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\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 said to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting in June, 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>It’s still unknown when the Bay Area will see a general launch of the fully featured Clipper 2.0 system.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> commuters: big changes are coming your way.\u003c/p>\n\u003cp>On Aug. 10, \u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> will begin the so-called “realign” you might have seen signs on buses about: adding 14 new bus lines and updating dozens of existing routes.\u003c/p>\n\u003cp>The very next day, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> will also be making its own — if smaller — changes, with all five train lines getting slight updates to their timetables.\u003c/p>\n\u003cp>Both transit agencies say they’re making the changes to better serve riders and adapt to a post-pandemic reality. While AC Transit ridership \u003ca href=\"https://www.actransit.org/press-release/ac-transit-realign-updating-104-bus-lines-starting-august-10\">is now back at 85%\u003c/a> of what it was before the pandemic, the agency still faces a $41.5 million budget shortfall. While BART is also facing \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">its own financial challenges\u003c/a>, the network’s scheduling changes are apparently intended to help improve the transfer process for commuters who hop between multiple transit agencies to make their journeys.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“With fewer people riding the bus, you’ve got fewer people paying at the fare box,” AC Transit spokesperson Robert Lyles told KQED. “As a result, we need to go back and look at how we can make the system better respond to where people are riding— and how they are riding.”\u003c/p>\n\u003cp>Keep reading for what to know about these upcoming changes in the Bay Area’s biggest public transit systems.\u003c/p>\n\u003cfigure id=\"attachment_12051372\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051372\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>BART: The new schedule changes\u003c/h2>\n\u003cp>The headline: All five BART lines will see changes to both their weekday and weekend schedules. For example, if you are used to taking the orange line at Berryessa Station on weekdays at 7:16 a.m., that train will now be leaving at 8:21 a.m.\u003c/p>\n\u003cp>BART is still updating its \u003ca href=\"https://www.bart.gov/planner\">Trip Planner tool\u003c/a> to include these changes, so remember: if you visit that website \u003cem>before \u003c/em>Aug. 11, you’ll get travel information that will soon be outdated. But another option is to review the upcoming “Aug. 11 and beyond” timetable for the routes you usually take:\u003c/p>\n\u003cp>Yellow Line: \u003cstrong>Antioch to SFO\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Antioch_SFO%20%28Yellow%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Antioch%20to%20SFO%20%28Yellow%29%20Line.pdf\">Weekend schedule\u003c/a>[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']Green Line: \u003cstrong>Berryessa/North San José to Daly City\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Orange Line: \u003cstrong>Berryessa/North San José to Richmond\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Blue Line: \u003cstrong>Dublin/Pleasanton to Daly City\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Red Line: \u003cstrong>Richmond to Millbrae\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%20%202025%20%20WDAY%20Service%20for%20Richmond%20to%20Millbrae%20%28Red%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Richmond%20to%20Millbrae%20%2BSFO%20%28Red%29%20Line.pdf\">Weekend schedule\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>AC Transit: The bus lines being added, rerouted and cut\u003c/h2>\n\u003cp>More than 100 existing AC Transit bus lines all over the East Bay will see changes to their schedules and routes starting Aug. 10.\u003c/p>\n\u003cp>There are some lines, however, that are not seeing any changes at all, including the \u003cstrong>1T\u003c/strong>.\u003c/p>\n\u003cfigure id=\"attachment_12051375\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051375\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An AC transit bus stops to pick up people at the MacArthur BART station on June 24, 2013. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Check if your line will be affected \u003ca href=\"https://www.actransit.org/realign/service-changes\">on AC Transit’s dashboard\u003c/a>.\u003c/p>\n\u003cp>While some of these planned changes impact scheduling (the All Nighter \u003cstrong>801\u003c/strong> line, for example, will now run every 60 minutes), other lines are seeing their routes redrawn to reach more locations. There will also be 14 new lines, some of which are variations of formerly existing routes: \u003cstrong>9, 22, 27, 30, 31, 72L, 211, 231, 281, 627, 633, 639, 678 \u003c/strong>and \u003cstrong>689.\u003c/strong>\u003c/p>\n\u003cp>AC Transit has also decided to eliminate dozens of routes, pointing to low ridership and shifting ridership needs after the pandemic. These lines are: \u003cstrong>10, 20, 21, 29, 33, 39, 46, 47, 72R, 79, 80, 83, 94, 99, 212, 215, 217, 232, 314, 339, 356, 376, 626, 628, 671, 672, 676, as well as lines B, BF3, C, CB, H, LA, M, NX1, NX2, NX4, NXC, OX, S, SB \u003c/strong>and \u003cstrong>Z.\u003c/strong>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Nibras Suliman.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Is your regular journey changing on AC Transit or BART? See the new schedules, changes and cuts coming to Bay Area public transit in August.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> commuters: big changes are coming your way.\u003c/p>\n\u003cp>On Aug. 10, \u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> will begin the so-called “realign” you might have seen signs on buses about: adding 14 new bus lines and updating dozens of existing routes.\u003c/p>\n\u003cp>The very next day, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> will also be making its own — if smaller — changes, with all five train lines getting slight updates to their timetables.\u003c/p>\n\u003cp>Both transit agencies say they’re making the changes to better serve riders and adapt to a post-pandemic reality. While AC Transit ridership \u003ca href=\"https://www.actransit.org/press-release/ac-transit-realign-updating-104-bus-lines-starting-august-10\">is now back at 85%\u003c/a> of what it was before the pandemic, the agency still faces a $41.5 million budget shortfall. While BART is also facing \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">its own financial challenges\u003c/a>, the network’s scheduling changes are apparently intended to help improve the transfer process for commuters who hop between multiple transit agencies to make their journeys.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“With fewer people riding the bus, you’ve got fewer people paying at the fare box,” AC Transit spokesperson Robert Lyles told KQED. “As a result, we need to go back and look at how we can make the system better respond to where people are riding— and how they are riding.”\u003c/p>\n\u003cp>Keep reading for what to know about these upcoming changes in the Bay Area’s biggest public transit systems.\u003c/p>\n\u003cfigure id=\"attachment_12051372\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051372\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>BART: The new schedule changes\u003c/h2>\n\u003cp>The headline: All five BART lines will see changes to both their weekday and weekend schedules. For example, if you are used to taking the orange line at Berryessa Station on weekdays at 7:16 a.m., that train will now be leaving at 8:21 a.m.\u003c/p>\n\u003cp>BART is still updating its \u003ca href=\"https://www.bart.gov/planner\">Trip Planner tool\u003c/a> to include these changes, so remember: if you visit that website \u003cem>before \u003c/em>Aug. 11, you’ll get travel information that will soon be outdated. But another option is to review the upcoming “Aug. 11 and beyond” timetable for the routes you usually take:\u003c/p>\n\u003cp>Yellow Line: \u003cstrong>Antioch to SFO\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Antioch_SFO%20%28Yellow%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Antioch%20to%20SFO%20%28Yellow%29%20Line.pdf\">Weekend schedule\u003c/a>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Green Line: \u003cstrong>Berryessa/North San José to Daly City\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Daly%20City%20%28Green%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Orange Line: \u003cstrong>Berryessa/North San José to Richmond\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Berryessa_N%20San%20Jose%E2%95%A0%C3%BC%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Berryessa%20N%20San%20Jose%20to%20Richmond%20%28Orange%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Blue Line: \u003cstrong>Dublin/Pleasanton to Daly City\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20%20WDAY%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Dublin_Pleasanton%20to%20Daly%20City%20%28Blue%29%20Line.pdf\">Weekend schedule\u003cbr>\n\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Red Line: \u003cstrong>Richmond to Millbrae\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%20%202025%20%20WDAY%20Service%20for%20Richmond%20to%20Millbrae%20%28Red%29%20Line.pdf\">Weekday schedule\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/sites/default/files/2025-07/August%2011%2C%202025%20Sat_Sun%20Service%20for%20Richmond%20to%20Millbrae%20%2BSFO%20%28Red%29%20Line.pdf\">Weekend schedule\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>AC Transit: The bus lines being added, rerouted and cut\u003c/h2>\n\u003cp>More than 100 existing AC Transit bus lines all over the East Bay will see changes to their schedules and routes starting Aug. 10.\u003c/p>\n\u003cp>There are some lines, however, that are not seeing any changes at all, including the \u003cstrong>1T\u003c/strong>.\u003c/p>\n\u003cfigure id=\"attachment_12051375\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051375\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/112-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An AC transit bus stops to pick up people at the MacArthur BART station on June 24, 2013. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Check if your line will be affected \u003ca href=\"https://www.actransit.org/realign/service-changes\">on AC Transit’s dashboard\u003c/a>.\u003c/p>\n\u003cp>While some of these planned changes impact scheduling (the All Nighter \u003cstrong>801\u003c/strong> line, for example, will now run every 60 minutes), other lines are seeing their routes redrawn to reach more locations. There will also be 14 new lines, some of which are variations of formerly existing routes: \u003cstrong>9, 22, 27, 30, 31, 72L, 211, 231, 281, 627, 633, 639, 678 \u003c/strong>and \u003cstrong>689.\u003c/strong>\u003c/p>\n\u003cp>AC Transit has also decided to eliminate dozens of routes, pointing to low ridership and shifting ridership needs after the pandemic. These lines are: \u003cstrong>10, 20, 21, 29, 33, 39, 46, 47, 72R, 79, 80, 83, 94, 99, 212, 215, 217, 232, 314, 339, 356, 376, 626, 628, 671, 672, 676, as well as lines B, BF3, C, CB, H, LA, M, NX1, NX2, NX4, NXC, OX, S, SB \u003c/strong>and \u003cstrong>Z.\u003c/strong>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Nibras Suliman.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Clipper Outage Fixed After Forcing Bay Area Transit Agencies to Go Fare-Free for Hours",
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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>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is moving forward with the latest in a series of \u003ca href=\"https://www.kqed.org/news/tag/bart-fares\">fare hikes\u003c/a> designed to keep up with inflation as it faces a future of major deficits and potential service cuts.\u003c/p>\n\u003cp>The 6.2% increase is scheduled to take effect Jan. 1. The surge continues a program of inflation-based increases the agency has imposed every two years since 2004.\u003c/p>\n\u003cp>The one-way cost for the shortest trips on the system, such as those between stops in downtown San Francisco and Oakland, will rise from $2.45 to $2.60. A moderate-length commute — from El Cerrito Plaza to San Francisco’s Civic Center station — will go up 35 cents to $5.70 each way. BART calculates that the average passenger fare will rise from about 30 cents to $5.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The latest hike is detailed in \u003ca href=\"https://www.documentcloud.org/documents/25949336-title-vi-analysis-for-2026-inflation-based-fare-increase-report/\">a federally required analysis\u003c/a> of the equity impact on minority and low-income riders that the BART board of directors is slated to approve Thursday.\u003c/p>\n\u003cp>The 106-page report, which includes dozens of pages of largely critical comments from people surveyed about the proposed increase earlier this year, concludes that higher fares will have no disparate impact on BART’s substantial number of customers who are people of color or who have lower incomes.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"BART Fare Increases, 1972-2026\" aria-label=\"Table\" id=\"datawrapper-chart-20HRx\" src=\"https://datawrapper.dwcdn.net/20HRx/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"1020\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Survey respondents who supported the higher fares said they understand the need, as the agency faces a budget crisis that could lead to service cuts as soon as mid-2026.\u003c/p>\n\u003cp>“Look, no one wants to have to pay more for things,” one of those surveyed wrote. “But I’d rather BART double fares than cut service. BART is essential to my ability to live, work, and have fun in the Bay Area.”\u003c/p>\n\u003cp>But those saying they were willing to pay more were outnumbered about two to one by people saying the agency’s fares are high enough.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The more you increase the prices, the less likely people will want to even ride the BART, which will lower your revenue,” one commenter wrote. “… Y’all are just making Bart less and less accessible at this point.”\u003c/p>\n\u003cp>Because the BART board elected to phase in the previous inflation-related increase \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">over the past two years\u003c/a>, the next hike will mark the third straight year fares have gone up for the first time in the agency’s history.\u003c/p>\n\u003cp>BART offers a 50% discount for lower-income riders through the regional \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper Start\u003c/a> program. The initiative, which the Metropolitan Transportation Commission launched in 2020, offers reduced fares on more than 20 Bay Area transit operators and is available to those with household income of less than 200% of the region’s federally defined poverty level.[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']BART management has already baked the 6.2% increase into its revenue projections for the next two fiscal years. The agency is forecasting a balanced budget this year, thanks largely to one-time state aid for its day-to-day operations and to a lesser extent, on a series of cost-cutting moves such as a partial hiring freeze.\u003c/p>\n\u003cp>However, additional revenue from the new fare hike — somewhere between $15 million and $20 million a year — will do little to solve BART deficits projected to total more than $1 billion by the end of the decade.\u003c/p>\n\u003cp>The fiscal crisis is driven mostly by the continuing loss of ridership and fare revenue triggered by the COVID-19 pandemic five years ago.\u003c/p>\n\u003cp>BART is among several Bay Area transit agencies, including Muni, AC Transit and Caltrain, that are banking on a regional tax measure planned for the November 2026 ballot to reduce their funding shortfalls.\u003c/p>\n\u003cp>Without revenue from such a measure, BART has warned that a range of draconian service cuts are likely. Those could include shutting down two of its five lines, closing stations, reducing operating hours and running trains just once an hour.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is moving forward with the latest in a series of \u003ca href=\"https://www.kqed.org/news/tag/bart-fares\">fare hikes\u003c/a> designed to keep up with inflation as it faces a future of major deficits and potential service cuts.\u003c/p>\n\u003cp>The 6.2% increase is scheduled to take effect Jan. 1. The surge continues a program of inflation-based increases the agency has imposed every two years since 2004.\u003c/p>\n\u003cp>The one-way cost for the shortest trips on the system, such as those between stops in downtown San Francisco and Oakland, will rise from $2.45 to $2.60. A moderate-length commute — from El Cerrito Plaza to San Francisco’s Civic Center station — will go up 35 cents to $5.70 each way. BART calculates that the average passenger fare will rise from about 30 cents to $5.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The latest hike is detailed in \u003ca href=\"https://www.documentcloud.org/documents/25949336-title-vi-analysis-for-2026-inflation-based-fare-increase-report/\">a federally required analysis\u003c/a> of the equity impact on minority and low-income riders that the BART board of directors is slated to approve Thursday.\u003c/p>\n\u003cp>The 106-page report, which includes dozens of pages of largely critical comments from people surveyed about the proposed increase earlier this year, concludes that higher fares will have no disparate impact on BART’s substantial number of customers who are people of color or who have lower incomes.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"BART Fare Increases, 1972-2026\" aria-label=\"Table\" id=\"datawrapper-chart-20HRx\" src=\"https://datawrapper.dwcdn.net/20HRx/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"1020\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Survey respondents who supported the higher fares said they understand the need, as the agency faces a budget crisis that could lead to service cuts as soon as mid-2026.\u003c/p>\n\u003cp>“Look, no one wants to have to pay more for things,” one of those surveyed wrote. “But I’d rather BART double fares than cut service. BART is essential to my ability to live, work, and have fun in the Bay Area.”\u003c/p>\n\u003cp>But those saying they were willing to pay more were outnumbered about two to one by people saying the agency’s fares are high enough.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The more you increase the prices, the less likely people will want to even ride the BART, which will lower your revenue,” one commenter wrote. “… Y’all are just making Bart less and less accessible at this point.”\u003c/p>\n\u003cp>Because the BART board elected to phase in the previous inflation-related increase \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">over the past two years\u003c/a>, the next hike will mark the third straight year fares have gone up for the first time in the agency’s history.\u003c/p>\n\u003cp>BART offers a 50% discount for lower-income riders through the regional \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper Start\u003c/a> program. The initiative, which the Metropolitan Transportation Commission launched in 2020, offers reduced fares on more than 20 Bay Area transit operators and is available to those with household income of less than 200% of the region’s federally defined poverty level.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART management has already baked the 6.2% increase into its revenue projections for the next two fiscal years. The agency is forecasting a balanced budget this year, thanks largely to one-time state aid for its day-to-day operations and to a lesser extent, on a series of cost-cutting moves such as a partial hiring freeze.\u003c/p>\n\u003cp>However, additional revenue from the new fare hike — somewhere between $15 million and $20 million a year — will do little to solve BART deficits projected to total more than $1 billion by the end of the decade.\u003c/p>\n\u003cp>The fiscal crisis is driven mostly by the continuing loss of ridership and fare revenue triggered by the COVID-19 pandemic five years ago.\u003c/p>\n\u003cp>BART is among several Bay Area transit agencies, including Muni, AC Transit and Caltrain, that are banking on a regional tax measure planned for the November 2026 ballot to reduce their funding shortfalls.\u003c/p>\n\u003cp>Without revenue from such a measure, BART has warned that a range of draconian service cuts are likely. Those could include shutting down two of its five lines, closing stations, reducing operating hours and running trains just once an hour.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders’ commutes are about to get more expensive.\u003c/p>\n\u003cp>Fares will increase 5.5% in the new year to keep up with the cost of inflation, the agency announced Wednesday. It said that the price bump is necessary to continue to pay for operations and restore financial stability after multiple years of low ridership.\u003c/p>\n\u003cp>“BART fares remain a vital source of funds even with ridership lower than they were before the pandemic,” board vice president Mark Foley said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The price change is the second half of an increase passed by BART’s board in June 2023, totaling an 11% bump. The first fare increase took effect in January of this year.\u003c/p>\n\u003cp>The agency said its goal is to help bridge a massive budget deficit looming on the horizon. BART is expected to come up $35 million short in the 2026 fiscal year, a gap that is projected to balloon to nearly $400 million in 2027.\u003c/p>\n\u003cp>Like other transit agencies in the Bay Area, BART is growing desperate for new sources of funding, especially after an ambitious proposal for a new regional tax\u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\"> died in the state Legislature\u003c/a> this year amid growing opposition. It says that its reliance on passenger fares is outdated and “no longer feasible because of remote work.”\u003c/p>\n\u003cp>“The agency must modernize its funding sources to better match other transit systems throughout the country that receive larger amounts of public funding,” BART said in a press release.\u003c/p>\n\u003cp>[aside postID=news_12014573 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg']\u003c/p>\n\u003cp>Next year’s fare increase will raise the cost of an average ride by 25 cents, from $4.47 to $4.72. It’s expected to generate about $14 million annually and about $30 million when combined with the last increase.\u003c/p>\n\u003cp>The agency said it would use the increased revenue to pay for train services, enhance cleaning and add \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">additional safety officers\u003c/a> at stops. The money will also help support the implementation of its \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new fare gates\u003c/a>, which make it more difficult for people to evade paying for the train.\u003c/p>\n\u003cp>To offset the burden of higher costs on low-income riders, the BART board also voted last year to increase its \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper START\u003c/a> means-based discount from 20% to 50%. That program provides reduced fares on several Bay Area transit services.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders’ commutes are about to get more expensive.\u003c/p>\n\u003cp>Fares will increase 5.5% in the new year to keep up with the cost of inflation, the agency announced Wednesday. It said that the price bump is necessary to continue to pay for operations and restore financial stability after multiple years of low ridership.\u003c/p>\n\u003cp>“BART fares remain a vital source of funds even with ridership lower than they were before the pandemic,” board vice president Mark Foley said in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The price change is the second half of an increase passed by BART’s board in June 2023, totaling an 11% bump. The first fare increase took effect in January of this year.\u003c/p>\n\u003cp>The agency said its goal is to help bridge a massive budget deficit looming on the horizon. BART is expected to come up $35 million short in the 2026 fiscal year, a gap that is projected to balloon to nearly $400 million in 2027.\u003c/p>\n\u003cp>Like other transit agencies in the Bay Area, BART is growing desperate for new sources of funding, especially after an ambitious proposal for a new regional tax\u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\"> died in the state Legislature\u003c/a> this year amid growing opposition. It says that its reliance on passenger fares is outdated and “no longer feasible because of remote work.”\u003c/p>\n\u003cp>“The agency must modernize its funding sources to better match other transit systems throughout the country that receive larger amounts of public funding,” BART said in a press release.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next year’s fare increase will raise the cost of an average ride by 25 cents, from $4.47 to $4.72. It’s expected to generate about $14 million annually and about $30 million when combined with the last increase.\u003c/p>\n\u003cp>The agency said it would use the increased revenue to pay for train services, enhance cleaning and add \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">additional safety officers\u003c/a> at stops. The money will also help support the implementation of its \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new fare gates\u003c/a>, which make it more difficult for people to evade paying for the train.\u003c/p>\n\u003cp>To offset the burden of higher costs on low-income riders, the BART board also voted last year to increase its \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper START\u003c/a> means-based discount from 20% to 50%. That program provides reduced fares on several Bay Area transit services.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART has just brought its “next generation” fare gates to San Francisco for the first time, installing some at the Civic Center station as part of the \u003ca href=\"https://www.kqed.org/news/11992041/barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency\">struggling transit system’s\u003c/a> attempt to address rider concerns over fare evasion and safety.\u003c/p>\n\u003cp>The new gates feature heavy polycarbonate door panels and steel frames that stand 7 feet tall, which officials hope will stop people from hopping or slipping through without paying.\u003c/p>\n\u003cp>BART has promised to replace the gates at all of its 50 stations, totaling over 700 new gates at a cost of around $90 million, by the end of 2025. Civic Center is the second station after West Oakland to get the new gates, although only the 7th Street entrance has been outfitted with the upgrade so far.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Anna Duckworth, a spokesperson for BART, said the new gates are a response to riders who desire a safer and more secure transit experience.\u003c/p>\n\u003cp>Like many other transit agencies, BART saw its fare revenue plummet during the COVID-19 pandemic and has struggled to lure riders back. Ridership remains less than half what it was in 2019 due largely to the pandemic-driven shift in work habits, though riders have also complained about service reliability, safety and fare evasion.[aside postID=news_11996890 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-1322125500-1020x668.jpg']“This is something our riders have been telling us they want,” Duckworth said. “A lot of riders don’t want to see other people not paying to get into the system when they’re paying to get into the system.”\u003c/p>\n\u003cp>At the West Oakland station, where the gates were first installed in late December, over 1 million entries and exits were recorded in the first six months. According to Duckworth, that’s 120,000 more than the station recorded during the same period last year—an 11% increase versus 6% systemwide.\u003c/p>\n\u003cp>“I think this should be the way forward,” Shubh Ranjan, a frequent BART rider, told KQED on Monday at the Civic Center station. “People don’t try to bypass you, so this is a good thing, a good initiative.”\u003c/p>\n\u003cp>He noted that the gates were easy to use and that he had no trouble getting through the doors.\u003c/p>\n\u003cp>The new gates feature mechanical locks that make it difficult to push through without first paying. With the new gates, riders will also be able to use Apple and Google Pay on their phones to pay their fare directly, although the Clipper card will still be in use.\u003c/p>\n\u003cp>BART still has 49 stations, including the Civic Center, awaiting new gates.\u003c/p>\n\u003cp>The gates are produced by a South Korean vendor, so BART staff will have to wait for the next delivery of parts, which is scheduled for Aug. 14. Installation of the next gates at Civic Center is set to begin on Aug. 16, Duckworth said, after which BART will begin installing gates at Oakland’s Fruitvale station.\u003c/p>\n\u003cp>According to Duckworth, the transit system is still on track to finish the project by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This is something our riders have been telling us they want,” Duckworth said. “A lot of riders don’t want to see other people not paying to get into the system when they’re paying to get into the system.”\u003c/p>\n\u003cp>At the West Oakland station, where the gates were first installed in late December, over 1 million entries and exits were recorded in the first six months. According to Duckworth, that’s 120,000 more than the station recorded during the same period last year—an 11% increase versus 6% systemwide.\u003c/p>\n\u003cp>“I think this should be the way forward,” Shubh Ranjan, a frequent BART rider, told KQED on Monday at the Civic Center station. “People don’t try to bypass you, so this is a good thing, a good initiative.”\u003c/p>\n\u003cp>He noted that the gates were easy to use and that he had no trouble getting through the doors.\u003c/p>\n\u003cp>The new gates feature mechanical locks that make it difficult to push through without first paying. With the new gates, riders will also be able to use Apple and Google Pay on their phones to pay their fare directly, although the Clipper card will still be in use.\u003c/p>\n\u003cp>BART still has 49 stations, including the Civic Center, awaiting new gates.\u003c/p>\n\u003cp>The gates are produced by a South Korean vendor, so BART staff will have to wait for the next delivery of parts, which is scheduled for Aug. 14. Installation of the next gates at Civic Center is set to begin on Aug. 16, Duckworth said, after which BART will begin installing gates at Oakland’s Fruitvale station.\u003c/p>\n\u003cp>According to Duckworth, the transit system is still on track to finish the project by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">On Monday, BART rolled out a new schedule and changes to its system. They’re calling it a “reimagined” service plan. Combine that with increased police and non-uniformed personnel, and it’s clear that BART is trying to make changes that woo riders back onto its trains. Will it work?\u003c/span>\u003c/p>\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC2679903955\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/span>\u003c/i>\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I’m Ericka Cruz Guevarra, and welcome to The Bay. Local News to Keep You Rooted. Bad news about BART just doesn’t surprise me anymore. The system has been struggling to get people on its trains again since the pandemic and has been battling a public relations crisis around crime and safety. That plus the delays and all the other problems that regular riders are probably used to seeing.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Montage of listener voicemails: \u003c/strong>They often go home for Sunday dinner with the family and it’s often really delayed and it just feels inconsistent. It’s also already way too expensive. I used to actually be a regular BART right here. I do agree with a lot of the sentiment regarding the public that it’s just a little unfair.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>But this week, BART made some big changes to its system and the agency is hoping that it’s enough to bring people back and riders are hoping so, too.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Montage of listener voicemails: \u003c/strong>I definitely have noticed the new schedule this week and it’s been a welcome change. Overall, I’d really continue to root for BART and hope that they can figure out their financing. I really hope to see BART fully recover because it is a great service, but I want it to be better and I love it because I know that it’s not the best we deserve, but I want it to be better and it’s the best we have right now. Ugh, I have mixed feelings, I love BART and I hate BART.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Today we’re talking with KQED, Dan Brakey, about all the changes BART just made to its system and the tall order. It’s got to win your heart back. Stay with us.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Dan Brekke is a transportation editor for KQED.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>One of the changes would be that no one would ever have more than a 20 minute wait. That would happen by actually reducing some of the weekdays service on the lesser traveled lines like the line between Richmond and Barry s, for instance, there would be an increase in service on the busiest line, which is the line between Pittsburgh, Bay Point and SFO, San Francisco International Airport. Now the trade off on that line is those trains are running every 10 minutes and those other lines like from Richmond to Barry s, they’re only running every 20 minutes. And if they sort of evened everything out, you could have trains all day, every day, every 20 minutes. It’s a big change. And there are some things that people are not totally in love with yet, but it seems to be working pretty well so far.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>A part of that change, too, is that they’re actually way less of the old legacy BART trains and more of the sort of new ones, right?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Yes, that’s exactly right. BART made a sort of big production out of what it called the final trip by a legacy fleet train. These are cars that go back to the very beginning of BART. BART is 51 years old this month, and they’re looking a little beat right now. And so as part of this change service, BART is retiring. Those from regular service, you still may see them. What the service is supposed to feature each and every day for all service hours is it’s the brand new train. You know, these new cars represent a big advance in the customer experience in a lot of ways. But there are some things that people don’t like so much. The seating configuration is different. Some people find the seats too hard and stuff like that. But anyway, you have brand new cars, better ventilation and better signage and announcements and all of that.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And then the trains are also going to be shorter, like actually fewer cars, right? What’s that about?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>At the beginning of the pandemic, BART began running almost exclusively ten car trains. And that was because there was this concern about social distancing. There were many fewer people riding, but to make them feel comfortable, the trains were made longer than they typically had been earlier so that people could space themselves out on the cars. But BART is looking at a number of things that make it feel like it needed to change how it was managing those train lengths. So what they’ve done starting this week is to just run shorter trains on most lines like the one from Richmond to Barry S in the East Bay or from Dublin, Pleasanton to Daly City, for instance. They’re cutting the train lengths from the typical ten cars before to six cars. And then on that busy Pittsburgh Bay point to SFO line they’re cutting the train lengths to eight cars. And BART says it’s trying to do several things there. One thing running fewer cars actually saves maintenance costs and makes the system a little cheaper to run. They have fewer cars to clean. They can process a lot more of them a lot more quickly. They also say it will be easier to police the trains with both uniformed police officers, fare inspectors, crisis intervention specialists and community ambassadors that it’s easier to manage the shorter trains. And then there’s the idea that having shorter trains means, of course, the crowding is going to be more of a factor. There’s a denser population and having more people on the cars will discourage people from doing things that other passengers might not like so much. And finally, having the shorter trains means that people, when they want to ride in the front car, for instance, to be near a train operator, This is an issue for women passengers especially. They don’t have to wait all the way at the end of a lonely platform to do that. So that’s what BART’s up to with the shorter trains.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I do feel like most of the talk about BART lately has been pretty negative. I mean, everyone kind of keeps talking about these fears of safety on BART, and I want to play this one voicemail that we actually got from Jimmy from San Francisco.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Jimmy from San Francisco \u003c/strong>One traumatic experience I remember actually was not too long ago, I was actually at the 16th Mission BART Station, and I recalled a couple of young juveniles had walked in the train. They sat right behind me, but I started smelling something. It turns out they were just lighting things on fire. I felt very uncomfortable. That ended up having to move to a different train. But, you know, I don’t think that’s the experience that most riders want to have. And I really think that BART to step down on its feet until they fix this issue. I don’t see myself coming back on BART.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I guess coming out of hearing what Jimmy just said. Like it sounds like these changes are an attempt to bring people like Jimmy back onto bar, it sounds like.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Absolutely. And the thinking, moving from the abstract that I was talking about to the specific now, I mean, the thinking is that if there were a lot of people on that train car, these two people who were doing something that was disturbing and dangerous wouldn’t do that. Now, there are some people who are very bold about what they’ll do, and maybe they wouldn’t be deterred by that. But anyway, that is the theory for sure. And that is a good example, that episode that he’s talking about of the kinds of things that people say they just don’t want to see.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Can you give us a sense of what is going on in the minds of the people running the agency? Like, what is their motivation behind these changes?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Bottom line, they really need to get writers to return in large numbers much, much larger than they’ve seen so far. The state legislature has also weighed in on this. They want to see real improvements in public transit performance. And BART often comes up in these conversations before the state commits more money to public transit. That is really the long term thinking there. And the reason it’s so particularly important for BART is because historically it has depended on passengers to help run the railroad on a day to day basis. I mean, BART was paying, you know, depending on how you count the dollars, 60 to 70% of its operating costs from passenger fares. And, of course, that has crashed longer term. Voters in the Bay Area in all, nine counties are going to be asked at some point to pass some kind of tax measure that will provide permanent or at least very long term operating support for BART. And BART has to make the case that it’s worth a yes vote when that finally comes to the ballot, probably in 2026.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, I know it’s early, Dan, but do we know anything about whether these changes are actually working?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Well, based on the first three days of ridership numbers, it seems to be working very, very well. On Monday, they had 158,000 riders, which was the best Monday they’ve had since March 2020. On Tuesday, they had 192,000 riders, which was their best day ever since the pandemic started. And then Wednesday, they were just a hair short of 193,000. So another record. So three days in a row they’ve had what amounts to record ridership. We know that there are things going on. We don’t know the impact of Dreamforce, for instance, this big convention that Salesforce holds in San Francisco, that’s adding to ridership to some extent. We don’t know exactly how much, though.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>We did hear from a listener, Michelle from Livermore, who definitely loves BART, but who is, I think, one of the people who’s starting to notice the impact of these changes.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Michelle from Livermore \u003c/strong>Just now tonight, I’m coming back from commuting and I know it’s Dreamforce, but with shorter, less amount of cars on the train. Oh my God. It was packed like New York City passed to where the operator had to tell people near the doors to give room so that people could leave as their stops to get out. So it’s going to take a little bit of choreography for people to understand, to move into the center as much as they can. Instead of hanging out by the doors.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I love that little bit of choreography. I feel like that’s not something people have really had to think about on board anymore. But now, I mean, I’m like, remember when people would have to take off their backpacks to make room for other people in the bar, Jane’s den.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>That is just what I was thinking of. But what she’s talking about is, is the BART experience people had from, say, 2014 to 20 1819, especially that people didn’t love. But, you know, as Michelle said, it was reminiscent of New York. Guess what? New York is the number one transit friendly, if not entirely transit efficient city on the continent. And, you know, that’s the way you move around masses of people in a dense city. And so we’ll see. I mean, I think this is something BART is going to have to negotiate with its riders somewhat. They have already said that they’re watching crowding statistics very closely and that they will add longer trains as needed as the situation evolves, and especially if riders start to return. And even larger numbers.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>People, I think, do want BART to work. And we actually got a voicemail from someone who acknowledges that like, yes, BART is a little rough around the edges, but we do just kind of want it to work. So here’s Gloria from Oakland.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Gloria from Oakland \u003c/strong>I have taken public transit as long as I have been getting around independently, kind of inspired by my late father, who always thought, if you want to experience the city, you’ve got to experience a public transit. So I guess I’m a bit of a BART loyalist. Sure, there are some frustrations with the system. I get super mad about delays, broken escalators, dirty cars. BART is not perfect, but I am a loyalist. I am mostly excited about the big changes, saying I hope it helps. BART gets groove back. I really can’t imagine living in the bay without BART.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I mean, it makes me feel like warm and fuzzy. Like, I don’t know. I feel like BART is such a part of Bay Area life. And I would like for it to be part of Bay Area life in the future as well.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>And what’s really interesting to me about Gloria’s comment is that somebody who kind of is willing to take the world as it is, she’d like to like it to be a little bit better than she experiences it on BART sometimes. But she recognizes that the service is necessary beyond the simple convenience or maybe the delight that most people want to have in in their daily experiences. You know, this really isn’t just about BART. A lot of transit agencies are facing these big financial challenges, but it’s also about trying to persuade people to use transit instead of driving solo. You know, the Bay Area prides itself on being this transit rich, transit friendly area. But you know what? It really isn’t so much. Only one in 20 trips that people take in a bay area are by transit for commute trips. The most popular way of getting to work for forever has been to drive solo. And so the bigger question is how do you change that? And it’s a big deal. It’s a it’s part of the state’s climate goals. That’s a bigger challenge that is hanging over this entire discussion.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, what do you think, Dan? Do you think that in the long run, all these changes are going to help? Is it is it going to be enough to save BART?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>I mean, I think BART in some form is here to stay. You know, it’ll be part of our lives to some extent, you know, ten or 20 or 30 years from now. What will it be like is the question, is it going to be a service that can handle that big commute or is it going to be something that, you know, frankly goes back to its early days where service was actually not very robust? The service was running on a shoestring, and it really isn’t part of people’s daily lives the way it has been in the more recent past. Here we are, three and a half years after that pandemic crash, and BART still isn’t at 50% of its weekday ridership. So BART’s trying to improve its public image, show that it’s responding to rider sentiment and providing the best service that people can reasonably expect.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, Dan, thank you so much for chatting with me about BART. I really appreciate it.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>I really appreciate being asked to chat about it. I love talking to you.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>That was Dan Brekke, a transportation editor for KQED. This 40-minute conversation with Dan was cut down and edited by producer Maria Esquinca. Alan Montecillo is our senior editor. He scored this episode and added all the tape. Also, a special shout out to all the Bay listeners who left us voicemails. I really loved hearing from Dave in Orinda. Michelle in Livermore, Denise, Gloria, Paul and Shane in Oakland and Jimmy and Zach out in San Francisco. Thank you so much for making this episode so much fuller. Thanks to your voicemails. And shout out as well to the rest of our podcast squad here at KQED. That’s Jen Chien, our director of podcasts; Katie Sprenger, our podcast operations manager; César Saldaña, our podcast engagement producer. And Holly Kernan, our Chief Content Officer. The Bay is a production of member-supported KQED in San Francisco. I’m Ericka Cruz Guevarra. Thanks so much for listening. Peace.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp style=\"font-weight: 400\">\n\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Montage of listener voicemails: \u003c/strong>They often go home for Sunday dinner with the family and it’s often really delayed and it just feels inconsistent. It’s also already way too expensive. I used to actually be a regular BART right here. I do agree with a lot of the sentiment regarding the public that it’s just a little unfair.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>But this week, BART made some big changes to its system and the agency is hoping that it’s enough to bring people back and riders are hoping so, too.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Montage of listener voicemails: \u003c/strong>I definitely have noticed the new schedule this week and it’s been a welcome change. Overall, I’d really continue to root for BART and hope that they can figure out their financing. I really hope to see BART fully recover because it is a great service, but I want it to be better and I love it because I know that it’s not the best we deserve, but I want it to be better and it’s the best we have right now. Ugh, I have mixed feelings, I love BART and I hate BART.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Today we’re talking with KQED, Dan Brakey, about all the changes BART just made to its system and the tall order. It’s got to win your heart back. Stay with us.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Dan Brekke is a transportation editor for KQED.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>One of the changes would be that no one would ever have more than a 20 minute wait. That would happen by actually reducing some of the weekdays service on the lesser traveled lines like the line between Richmond and Barry s, for instance, there would be an increase in service on the busiest line, which is the line between Pittsburgh, Bay Point and SFO, San Francisco International Airport. Now the trade off on that line is those trains are running every 10 minutes and those other lines like from Richmond to Barry s, they’re only running every 20 minutes. And if they sort of evened everything out, you could have trains all day, every day, every 20 minutes. It’s a big change. And there are some things that people are not totally in love with yet, but it seems to be working pretty well so far.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>A part of that change, too, is that they’re actually way less of the old legacy BART trains and more of the sort of new ones, right?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Yes, that’s exactly right. BART made a sort of big production out of what it called the final trip by a legacy fleet train. These are cars that go back to the very beginning of BART. BART is 51 years old this month, and they’re looking a little beat right now. And so as part of this change service, BART is retiring. Those from regular service, you still may see them. What the service is supposed to feature each and every day for all service hours is it’s the brand new train. You know, these new cars represent a big advance in the customer experience in a lot of ways. But there are some things that people don’t like so much. The seating configuration is different. Some people find the seats too hard and stuff like that. But anyway, you have brand new cars, better ventilation and better signage and announcements and all of that.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And then the trains are also going to be shorter, like actually fewer cars, right? What’s that about?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>At the beginning of the pandemic, BART began running almost exclusively ten car trains. And that was because there was this concern about social distancing. There were many fewer people riding, but to make them feel comfortable, the trains were made longer than they typically had been earlier so that people could space themselves out on the cars. But BART is looking at a number of things that make it feel like it needed to change how it was managing those train lengths. So what they’ve done starting this week is to just run shorter trains on most lines like the one from Richmond to Barry S in the East Bay or from Dublin, Pleasanton to Daly City, for instance. They’re cutting the train lengths from the typical ten cars before to six cars. And then on that busy Pittsburgh Bay point to SFO line they’re cutting the train lengths to eight cars. And BART says it’s trying to do several things there. One thing running fewer cars actually saves maintenance costs and makes the system a little cheaper to run. They have fewer cars to clean. They can process a lot more of them a lot more quickly. They also say it will be easier to police the trains with both uniformed police officers, fare inspectors, crisis intervention specialists and community ambassadors that it’s easier to manage the shorter trains. And then there’s the idea that having shorter trains means, of course, the crowding is going to be more of a factor. There’s a denser population and having more people on the cars will discourage people from doing things that other passengers might not like so much. And finally, having the shorter trains means that people, when they want to ride in the front car, for instance, to be near a train operator, This is an issue for women passengers especially. They don’t have to wait all the way at the end of a lonely platform to do that. So that’s what BART’s up to with the shorter trains.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I do feel like most of the talk about BART lately has been pretty negative. I mean, everyone kind of keeps talking about these fears of safety on BART, and I want to play this one voicemail that we actually got from Jimmy from San Francisco.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Jimmy from San Francisco \u003c/strong>One traumatic experience I remember actually was not too long ago, I was actually at the 16th Mission BART Station, and I recalled a couple of young juveniles had walked in the train. They sat right behind me, but I started smelling something. It turns out they were just lighting things on fire. I felt very uncomfortable. That ended up having to move to a different train. But, you know, I don’t think that’s the experience that most riders want to have. And I really think that BART to step down on its feet until they fix this issue. I don’t see myself coming back on BART.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I guess coming out of hearing what Jimmy just said. Like it sounds like these changes are an attempt to bring people like Jimmy back onto bar, it sounds like.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Absolutely. And the thinking, moving from the abstract that I was talking about to the specific now, I mean, the thinking is that if there were a lot of people on that train car, these two people who were doing something that was disturbing and dangerous wouldn’t do that. Now, there are some people who are very bold about what they’ll do, and maybe they wouldn’t be deterred by that. But anyway, that is the theory for sure. And that is a good example, that episode that he’s talking about of the kinds of things that people say they just don’t want to see.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Can you give us a sense of what is going on in the minds of the people running the agency? Like, what is their motivation behind these changes?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Bottom line, they really need to get writers to return in large numbers much, much larger than they’ve seen so far. The state legislature has also weighed in on this. They want to see real improvements in public transit performance. And BART often comes up in these conversations before the state commits more money to public transit. That is really the long term thinking there. And the reason it’s so particularly important for BART is because historically it has depended on passengers to help run the railroad on a day to day basis. I mean, BART was paying, you know, depending on how you count the dollars, 60 to 70% of its operating costs from passenger fares. And, of course, that has crashed longer term. Voters in the Bay Area in all, nine counties are going to be asked at some point to pass some kind of tax measure that will provide permanent or at least very long term operating support for BART. And BART has to make the case that it’s worth a yes vote when that finally comes to the ballot, probably in 2026.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, I know it’s early, Dan, but do we know anything about whether these changes are actually working?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>Well, based on the first three days of ridership numbers, it seems to be working very, very well. On Monday, they had 158,000 riders, which was the best Monday they’ve had since March 2020. On Tuesday, they had 192,000 riders, which was their best day ever since the pandemic started. And then Wednesday, they were just a hair short of 193,000. So another record. So three days in a row they’ve had what amounts to record ridership. We know that there are things going on. We don’t know the impact of Dreamforce, for instance, this big convention that Salesforce holds in San Francisco, that’s adding to ridership to some extent. We don’t know exactly how much, though.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>We did hear from a listener, Michelle from Livermore, who definitely loves BART, but who is, I think, one of the people who’s starting to notice the impact of these changes.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Michelle from Livermore \u003c/strong>Just now tonight, I’m coming back from commuting and I know it’s Dreamforce, but with shorter, less amount of cars on the train. Oh my God. It was packed like New York City passed to where the operator had to tell people near the doors to give room so that people could leave as their stops to get out. So it’s going to take a little bit of choreography for people to understand, to move into the center as much as they can. Instead of hanging out by the doors.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I love that little bit of choreography. I feel like that’s not something people have really had to think about on board anymore. But now, I mean, I’m like, remember when people would have to take off their backpacks to make room for other people in the bar, Jane’s den.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>That is just what I was thinking of. But what she’s talking about is, is the BART experience people had from, say, 2014 to 20 1819, especially that people didn’t love. But, you know, as Michelle said, it was reminiscent of New York. Guess what? New York is the number one transit friendly, if not entirely transit efficient city on the continent. And, you know, that’s the way you move around masses of people in a dense city. And so we’ll see. I mean, I think this is something BART is going to have to negotiate with its riders somewhat. They have already said that they’re watching crowding statistics very closely and that they will add longer trains as needed as the situation evolves, and especially if riders start to return. And even larger numbers.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>People, I think, do want BART to work. And we actually got a voicemail from someone who acknowledges that like, yes, BART is a little rough around the edges, but we do just kind of want it to work. So here’s Gloria from Oakland.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Gloria from Oakland \u003c/strong>I have taken public transit as long as I have been getting around independently, kind of inspired by my late father, who always thought, if you want to experience the city, you’ve got to experience a public transit. So I guess I’m a bit of a BART loyalist. Sure, there are some frustrations with the system. I get super mad about delays, broken escalators, dirty cars. BART is not perfect, but I am a loyalist. I am mostly excited about the big changes, saying I hope it helps. BART gets groove back. I really can’t imagine living in the bay without BART.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I mean, it makes me feel like warm and fuzzy. Like, I don’t know. I feel like BART is such a part of Bay Area life. And I would like for it to be part of Bay Area life in the future as well.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>And what’s really interesting to me about Gloria’s comment is that somebody who kind of is willing to take the world as it is, she’d like to like it to be a little bit better than she experiences it on BART sometimes. But she recognizes that the service is necessary beyond the simple convenience or maybe the delight that most people want to have in in their daily experiences. You know, this really isn’t just about BART. A lot of transit agencies are facing these big financial challenges, but it’s also about trying to persuade people to use transit instead of driving solo. You know, the Bay Area prides itself on being this transit rich, transit friendly area. But you know what? It really isn’t so much. Only one in 20 trips that people take in a bay area are by transit for commute trips. The most popular way of getting to work for forever has been to drive solo. And so the bigger question is how do you change that? And it’s a big deal. It’s a it’s part of the state’s climate goals. That’s a bigger challenge that is hanging over this entire discussion.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, what do you think, Dan? Do you think that in the long run, all these changes are going to help? Is it is it going to be enough to save BART?\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>I mean, I think BART in some form is here to stay. You know, it’ll be part of our lives to some extent, you know, ten or 20 or 30 years from now. What will it be like is the question, is it going to be a service that can handle that big commute or is it going to be something that, you know, frankly goes back to its early days where service was actually not very robust? The service was running on a shoestring, and it really isn’t part of people’s daily lives the way it has been in the more recent past. Here we are, three and a half years after that pandemic crash, and BART still isn’t at 50% of its weekday ridership. So BART’s trying to improve its public image, show that it’s responding to rider sentiment and providing the best service that people can reasonably expect.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, Dan, thank you so much for chatting with me about BART. I really appreciate it.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Dan Brekke: \u003c/strong>I really appreciate being asked to chat about it. I love talking to you.\u003c/p>\n\u003cp style=\"font-weight: 400\">\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>That was Dan Brekke, a transportation editor for KQED. This 40-minute conversation with Dan was cut down and edited by producer Maria Esquinca. Alan Montecillo is our senior editor. He scored this episode and added all the tape. Also, a special shout out to all the Bay listeners who left us voicemails. I really loved hearing from Dave in Orinda. Michelle in Livermore, Denise, Gloria, Paul and Shane in Oakland and Jimmy and Zach out in San Francisco. Thank you so much for making this episode so much fuller. Thanks to your voicemails. And shout out as well to the rest of our podcast squad here at KQED. That’s Jen Chien, our director of podcasts; Katie Sprenger, our podcast operations manager; César Saldaña, our podcast engagement producer. And Holly Kernan, our Chief Content Officer. The Bay is a production of member-supported KQED in San Francisco. I’m Ericka Cruz Guevarra. Thanks so much for listening. Peace.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>During the month of September, all fares on BART will be discounted by 50%.\u003c/p>\n\u003cp>The promotion is to celebrate the 50th anniversary of BART, which came into service on Sept. 11, 1972.\u003c/p>\n\u003cp>The reduced ticket price for your journey will be automatically reflected when you swipe in and out of BART turnstiles using a Clipper card, meaning you don’t have to take any action to sign up for the discount.[pullquote size=\"medium\" align=\"right\" citation=\"Chris Filippi, BART spokesperson\"]‘Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount.’[/pullquote]\u003c/p>\n\u003cp>“Anybody who’s using Clipper automatically will get the discount every time they go through the fare gates,” says BART spokesperson Chris Filippi.\u003c/p>\n\u003ch2>How to get 50% off BART during September\u003c/h2>\n\u003cp>The discounted September fares are only available with the use of a Clipper card. If you purchase a paper ticket, you won’t see the 50% discount.\u003c/p>\n\u003cp>BART’s details of the September promotion say that \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220811\">Clipper is currently offering free Clipper cards\u003c/a> when you add a new card in Apple Wallet or Google Pay. You can also \u003ca href=\"https://www.clippercard.com/ClipperWeb/get.html\">order a Clipper card online at clippercard.com\u003c/a> free of charge, and set up the card for automatic reloading. If you want to buy a Clipper card in person from a vending machine in a BART station, the one-time fee is $3.\u003c/p>\n\u003cp>If you already get discounted BART fares, BART says the September 50% fare discount is “stackable” with other Clipper discounts. These existing discounts include fare reductions that are available to youth, seniors, disabled riders and lower-income adult riders, including Regional Transit Connection, Clipper Start, and Gator Pass riders.\u003c/p>\n\u003cp>This means that if you have, say, a youth Clipper card (available for BART riders age 5 to 18), which regularly gets you 50% off your BART journeys, you’ll get another 50% off your usual discounted prices during September.\u003c/p>\n\u003ch3>After a rocky two years, an anniversary\u003c/h3>\n\u003cp>This is the second time that BART has implemented a month-long price reduction, after the first 50%-off promotion in September 2021. Filippi says that while BART ridership experienced “a bit of a jump” during those weeks, “it was hard to directly attribute that to the discount” and that the 2022 repeat of the promotion is more about celebrating the 50th anniversary of BART than attempting to meaningfully boost rider numbers.\u003c/p>\n\u003cp>“We want to thank our riders for riding us for all these many years, and if we get a bump in ridership, then that’s a bonus,” he says.\u003c/p>\n\u003cp>As for the repeat September timing, “certainly the anniversary is the main thing, because we launched service in September of 1972,” says Filippi. “But the other thing is, it’s really well timed with many students going back to school.”\u003c/p>\n\u003cp>The outbreak of \u003ca href=\"https://www.kqed.org/news/11904449/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return\">the COVID pandemic hit BART’s ridership — and its budget — hard\u003c/a>, an issue it shared with \u003ca href=\"https://www.kqed.org/news/11824758/how-coronavirus-is-affecting-public-transit-and-what-that-means-for-you\">other Bay Area transit agencies including Muni\u003c/a>.\u003c/p>\n\u003cp>While weekly BART ridership has been steadily climbing, it remains far below pre-pandemic levels, when weekly ridership was frequently over 2 million.\u003c/p>\n\u003cp>Big events, like San Francisco Pride, periodically boost BART ridership. \u003ca href=\"https://www.kqed.org/news/11917451/alive-again-fans-celebrate-warriors-nba-championship-victory\">The Golden State Warriors’ victory parade on June 20\u003c/a> gave the agency its highest ridership day since March 2020, before the pandemic.\u003c/p>\n\u003cp>While some Bay Area companies have continued to encourage (or enforce) a return to the office, the sheer number of people still working remotely means that BART’s commuter numbers remain affected. Filippi says that BART officials are in communication with Bay Area business leaders “to get the message out to those commuters through their businesses that BART is a great option for them to get back to the office when that’s something that they have to do.”\u003c/p>\n\u003cp>“We know for many folks, they’ve not ridden on a train for more than two years,” says Filippi. “We want them to know that we’ve hired additional cleaners, that we’ve hired additional safety personnel, and that we’ve improved our schedule. We’ve added service from where we were during the pandemic.”[aside postID=\"news_11920097,news_11923790,news_11911549\" label=\"Related Posts\"]\u003ca href=\"https://www.kron4.com/news/bay-area/shooting-stabbing-mark-violent-weekend-on-bart/\">Safety on and around BART has been of particular concern\u003c/a> in the last week. On Friday, \u003ca href=\"https://www.sfgate.com/bayarea/article/One-man-injured-in-a-shooting-on-a-BART-train-in-17401216.php\">a man was shot on a Daly City-bound BART train at the Fruitvale station\u003c/a>, leading to the temporary closure of the Lake Merritt station. On Sunday, \u003ca href=\"https://www.sfgate.com/bayarea/article/Man-fatally-stabbed-at-BART-station-plaza-in-SF-17404035.php\">another man died from his injuries in the 24th Street station in San Francisco\u003c/a>, after being stabbed in the plaza above.\u003c/p>\n\u003cp>Would BART consider extending this fare reduction beyond September and the agency’s 50th anniversary celebrations?\u003c/p>\n\u003cp>“I never say never, but I would say it’s unlikely because [BART] relies so much on fares for its funding,” says Filippi. “So for us, it really is a significant cost.\u003c/p>\n\u003cp>“Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount,” says Filippi.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Anybody who’s using Clipper automatically will get the discount every time they go through the fare gates,” says BART spokesperson Chris Filippi.\u003c/p>\n\u003ch2>How to get 50% off BART during September\u003c/h2>\n\u003cp>The discounted September fares are only available with the use of a Clipper card. If you purchase a paper ticket, you won’t see the 50% discount.\u003c/p>\n\u003cp>BART’s details of the September promotion say that \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220811\">Clipper is currently offering free Clipper cards\u003c/a> when you add a new card in Apple Wallet or Google Pay. You can also \u003ca href=\"https://www.clippercard.com/ClipperWeb/get.html\">order a Clipper card online at clippercard.com\u003c/a> free of charge, and set up the card for automatic reloading. If you want to buy a Clipper card in person from a vending machine in a BART station, the one-time fee is $3.\u003c/p>\n\u003cp>If you already get discounted BART fares, BART says the September 50% fare discount is “stackable” with other Clipper discounts. These existing discounts include fare reductions that are available to youth, seniors, disabled riders and lower-income adult riders, including Regional Transit Connection, Clipper Start, and Gator Pass riders.\u003c/p>\n\u003cp>This means that if you have, say, a youth Clipper card (available for BART riders age 5 to 18), which regularly gets you 50% off your BART journeys, you’ll get another 50% off your usual discounted prices during September.\u003c/p>\n\u003ch3>After a rocky two years, an anniversary\u003c/h3>\n\u003cp>This is the second time that BART has implemented a month-long price reduction, after the first 50%-off promotion in September 2021. Filippi says that while BART ridership experienced “a bit of a jump” during those weeks, “it was hard to directly attribute that to the discount” and that the 2022 repeat of the promotion is more about celebrating the 50th anniversary of BART than attempting to meaningfully boost rider numbers.\u003c/p>\n\u003cp>“We want to thank our riders for riding us for all these many years, and if we get a bump in ridership, then that’s a bonus,” he says.\u003c/p>\n\u003cp>As for the repeat September timing, “certainly the anniversary is the main thing, because we launched service in September of 1972,” says Filippi. “But the other thing is, it’s really well timed with many students going back to school.”\u003c/p>\n\u003cp>The outbreak of \u003ca href=\"https://www.kqed.org/news/11904449/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return\">the COVID pandemic hit BART’s ridership — and its budget — hard\u003c/a>, an issue it shared with \u003ca href=\"https://www.kqed.org/news/11824758/how-coronavirus-is-affecting-public-transit-and-what-that-means-for-you\">other Bay Area transit agencies including Muni\u003c/a>.\u003c/p>\n\u003cp>While weekly BART ridership has been steadily climbing, it remains far below pre-pandemic levels, when weekly ridership was frequently over 2 million.\u003c/p>\n\u003cp>Big events, like San Francisco Pride, periodically boost BART ridership. \u003ca href=\"https://www.kqed.org/news/11917451/alive-again-fans-celebrate-warriors-nba-championship-victory\">The Golden State Warriors’ victory parade on June 20\u003c/a> gave the agency its highest ridership day since March 2020, before the pandemic.\u003c/p>\n\u003cp>While some Bay Area companies have continued to encourage (or enforce) a return to the office, the sheer number of people still working remotely means that BART’s commuter numbers remain affected. Filippi says that BART officials are in communication with Bay Area business leaders “to get the message out to those commuters through their businesses that BART is a great option for them to get back to the office when that’s something that they have to do.”\u003c/p>\n\u003cp>“We know for many folks, they’ve not ridden on a train for more than two years,” says Filippi. “We want them to know that we’ve hired additional cleaners, that we’ve hired additional safety personnel, and that we’ve improved our schedule. We’ve added service from where we were during the pandemic.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.kron4.com/news/bay-area/shooting-stabbing-mark-violent-weekend-on-bart/\">Safety on and around BART has been of particular concern\u003c/a> in the last week. On Friday, \u003ca href=\"https://www.sfgate.com/bayarea/article/One-man-injured-in-a-shooting-on-a-BART-train-in-17401216.php\">a man was shot on a Daly City-bound BART train at the Fruitvale station\u003c/a>, leading to the temporary closure of the Lake Merritt station. On Sunday, \u003ca href=\"https://www.sfgate.com/bayarea/article/Man-fatally-stabbed-at-BART-station-plaza-in-SF-17404035.php\">another man died from his injuries in the 24th Street station in San Francisco\u003c/a>, after being stabbed in the plaza above.\u003c/p>\n\u003cp>Would BART consider extending this fare reduction beyond September and the agency’s 50th anniversary celebrations?\u003c/p>\n\u003cp>“I never say never, but I would say it’s unlikely because [BART] relies so much on fares for its funding,” says Filippi. “So for us, it really is a significant cost.\u003c/p>\n\u003cp>“Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount,” says Filippi.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
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